Rules of the Transportation Department

Discussion in 'Rules of the Transportation Department' started by chris, Jan 22, 2002.

  1. chris

    chris Guest

    Block and Interlocking Signal Indications

    From the 1957 "Rules of the Transportation Department"
     

    Attached Files:

    Last edited by a moderator: Oct 23, 2005
  2. chris

    chris Guest

    Whistle and Horn Rule Book

    Whistle and Horn Rule Book
     

    Attached Files:

    Last edited by a moderator: Feb 21, 2006
  3. chris

    chris Guest

    Operating Rules

    [size=+1]OPERATING RULES[/size]

    [size=+1]TIME TABLES[/size]


    5. Not more than two times will be shown for a train at any station.
    Where one is shown, it is, except at terminating stations, the leaving time;
    where two, they are the arriving and leaving times.

    The time applies at the switch where an opposing train enters the siding; where
    there is no siding, it applies at the place where fixed signals are operated;
    where there is neither siding nor fixed signal, it applies at the station.

    Trains scheduled to receive or discharge passengers or U.S. Mail must not leave
    the point where such traffic is received or discharged before time shown in
    schedule.

    Scheduled meeting or passing stations are indicated by figures in full-faced type,
    with the numbers of the trains to be met or passed in small figures adjacent.

    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.

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

    5(a). At single track junctions, end of two or more tracks, and at single
    track initial and terminal stations, when th etimes of opposing schedules are
    within five minutes of each other, they will be shown in full-faced type, with
    opposing train number in small figures adjacent.

    6. The following symbols, when placed before the figures of the schedule,
    indicate:

    s--Regular stop.

    f--Flag stop to receive or discharge traffic.

    m--Stop for meals.

    The following symbols, when placed opposite the names of stations, indicate:

    D--Day only, communicating office.

    N--Night only, communicating office.

    DN--Continuous communicating office.

    2S--Part day and part night communicating office.

    P--Emergency Telephone.

    B--General Orders and Circulars

    C--Standard Clock

    O--Diesel fuel station

    G--Diesel generator water

    R--Diesel radiator water

    T--Turntable

    Y--Wye

    [size=+1]SIGNALS[/size]


    9. Day signals must be displayed from sunrise to sunet, but when day signals cannot be
    plainly see, night signals must be used in addition.

    10. Color Signals

    Color | Indication
    (a) Red Stop
    (b) Yellow Proceed as prescribed by the rules
    (c) Lunar Proceed at restricted speed.
    (d) Green Proceed, and for othre uses prescribed by the rules
    (e) White To stop a train at scheduled flag stop and for other uses
    prescribed by the rules.
    (f) Blue See Rules 26 and 280.


    14. Engine Whistle Signals

    The whistle must be sounded where required by rule or law. In case of whistle failure,
    speed of train must be reduced and the bell rung when approaching and passing through stations and yards, over public crossings and around curves.

    The signals prescribed are illustrated by "o" for short sounds and "-" for longer sounds.
    The sound of the whistle must be distinct, with intensity and duration proportionate to the distance signal is to be conveyed.

    In sounding Signal 14(l) for public crossings, the first of the long sounds must be started at the whistling sign and the last blast of the whistle signal prolonged or the whistle signal repeated until the engine or lead car is over the crossing.

    The unnecessary use of the whistle is prohibited.

    [size=+1]TRAIN SIGNALS[/size]

    17. The headlight will be displayed to the front of every train by day and by night. It
    must be extinguished when a train turns out to meet another train and has stopped clear of the
    main track, or is standing to meet a train at the end of two or more tracks at a junction.
    Blinking of headlight is prohibited.

    It must be dimmed, as indicated below, except when approaching street or highway crossings:

    (a) While passing through yards where yard engines are employed.

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

    (c) Approaching train order signals indicating orders for delivery, junctions, meeting points,
    or while standing on main track at meeting points.

    (d) On two or more tracks when approaching train in the opposite direction.

    (e) When standing or running backward in yards where other engines are employed.

    (f) When passing head end and rear end of train in siding.

    When standing on main track with headlight dimmed, waiting for opposing train to enter siding, engineman will not turn headlight on in full until rear car of opposing train has passed engine.

    17(a). When an engine is standing or running backward a white light must be displayed
    by night on the rear.

    17(b). Oscillating white headlight, on engines so equipped, must be displayed at night and during the day when weather conditions impair visibility. It must be extinguished when the standard white headlight is dimmed or extinguished.

    17(c). Oscillating red headlight, on engines so equipped, must be displayed when train is stopped or is stopping, under circumstances in which adjacent tracks may be fouled, or when head-end protection is required. A train approaching on adjacent track mus stop at once and may proceed only after ascertaining that track is safe for passage of trains. It must be extinguished when necessity for it no longer exists.

    Display of red headlight will not relieve engine men or train men from compliance with Rules 99 and 102.

    17(d). An oscillating red light displayed on rear of a trian is a signal for approaching trains to move at restricted speed.

    It must be displayed when night signals are to be used in accordance with Rule 9. Manually controlled lights, and automatically controlled lights when not displayed automatically, will be turned on and off by train men as required. Light must be extinguished when train is to be passed by another train.

    Display of this signal does not modify Rule 99 and other rules.

    18. When the headlight fails en route, a white light must be used in its place, speed reduced, the bell rung continuously, the whistle sounded frequently, and the chief dispatcher notified, who will, when practicable, notify opposing trains.

    Yard engines will display the headlight to the front and rear by night. When not provided with a headlight at the rear, a white light must be displayed.

    18(a). The headlight of engines, on the end that is coupled to cars, may be extinguished while so coupled. Yard engines equipped with dimmers should, when working on tracks adjacent to main tracks, dim the headlight for benefit of approaching trains.

    18(b). Passenger or freight transfers, moving or standing on main track in yards, must have a member of crew on rear, adn by night must have a white or red light or lighted red fusee on rear.

    19. The following signals will be displayed to the rear of every train, as markers, to indicate the rear of the train, but not to indicate the track on which such train is moving or standing:
    (1) By day, marker lamps not lighted, in paces provided.
    (2) By night, marker lamps lighted showing red to the rear and green to the front and side.

    If a train is not equipped to display markers, a red flag by day and a red light by night will be displayed to indicate the rear of the train.

    20. All sections except the last will display two green flags and, in addition, two green lights (or, two green lights only, when authorized by general order or Special Instructions) in the places provided for that purpose on the front of the engine.

    20(a). Extra trains will display two white flags and, in addition, two white lights (or two white lights only, when authorized by general order or Special Instructions) in the places provided for that purpose on the front of the engine.

    [size=-1]NOTE TO RULES 20 and 20(a): Classification signals are not required within CTC limits, but may be displayed to avoid stops to remove or display them.[/size]

    21. When electric lights used as prescribed in Rules 20 and 20(a) fail, or when whistle fails on a train displaying signals, train must stop and identify itself to trains met and passed. Exception: Within CTC limits will apply only when entering or leaving CTC at other than initial stations.

    22. When two or more engines are coupled, each engine shall display the signals as prescribed by Rules 20 and 20(a). THe leading engines will sound whistle signals.

    22(a). Diesel engine will be identified by the number of the leading control unit. THe identifying number on this unit must be illuminated.

    26. A blue signal displayed at one or both ends of an engine, car or train, or on the track, indicates thta workmen are under or about it; when thus protected it must not be coupled to or moved. Each class of workmen will display the blue signals and the same workmen are alone authorized to remove them. Other equipment must not be placed on the same track so as to intercept the view of the blue signals, without first notifying the workmen.

    When emergency repair work is to be done under or about cars in a train and a blue signal is not available, the engineman and fireman will be notified and protection must be given those engaged in making the repairs.

    [size=+1]USE OF SIGNALS[/size]

    27. A signal imperfectly displayed, or the absence of a signal at a place where the signal is usually shown, must be regarded as the most restrictive indication that can be given by that signal, except that when the day indication is plainly seen it will govern.

    If a block signal fails to display its most restrictive indication when a block is occupied or when a switch connected with a block signal system is changed from its normal position, it must be regarded as displaying a stop indication. A member of the crew must be left at the signal and he must stop all trains moving in the direction governed by that signal and inform them of false-proceed indications. Flagman must remain there until relieved by an employee of the SIgnal Department or by instructions from chief dispatcher...

    ...A signal imperfectly displayed, a block signal switch is evidently out of order, or the absene of a signal at a place where a signal is usually shown must be promptly reported to chief dispatcher.
    [size=-1]NOTE: Within block signal limits, switch lights are not required on switches where block signal protecting facing point movement is 500 feet or less in advance of the switch.[/size]

    30. Except where the momentary stop and start, forward or backward, is a continuous switching movement, the engine bell must be rung when an engine is about to move, and while approaching and passing over public crossings, through stations and tunnels.

    The unnecessary use of the bell is prohibited.

    [size=+1]SUPERIORITY OF TRAINS[/size]

    S-71. A train is superior to another train by right, class or direction.

    Right is conferred by train order; class and direction by time table.

    Right is superior to class or direction.

    Direction is superior as between trains of the same class.

    D-71. A train is superior to another train by right or class.

    Right is conferred by train order; class by time table.

    Right is superior to class.

    72. Trains of the first class are superior to those of the second; trains of the second class are superior to those of the third; and so on.

    S-72. Train in the direction specified by the time table are superior to trains of the same class in the opposite direction.

    73. Extra trains are inferior to regular trains.

    [size=+1]MOVEMENT OF TRAINS[/size]

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

    Regular trains more than twelve hours behind either schedule arriving or leaving time at any station lose both right and schedule, and can thereafter proceed only as authorized by train order, except in CTC train may proceed on signal indication, assuming the identification of an extra train.

    S-83. Except in CTC, a train must not leave its initial station on any subdivision, or a junction, or pass from one of two or more tracks to a single track, or leave a station where a train register is located, until it has been ascertained whether all trains due, which are superior, have left.

    S-83(a). When a train is restricted for an opposing extra train at a register station the restricted train must not leave unless the extra train is seen by conductor or engineman or a train order is received superceding or annulling the restriction, or stating that the extra train has arrived.

    D-83. Except in CTC, a train must not leave its initial station on any subdivision, or a junction, or a station where a train register is located, until it has been ascertained whether all trains due, which are superior, have left.

    83(a). Conductors must register and check the train register at all register stations unless relieved by doing so by train order or special instructions, furnishing enginemen check of train register on prescribed form, retianing copy. Exception: Trains not scheduled to stop at register stations may register by Form 1339 Std., when an operator is on duty, and omit checking train register, except when necessary to check against superior trains or ascertain whether signals have been displayed for following sections, or unless otherwise provided. In the absence of a conductor, the engineman will register and check the train register.

    In starting trains from a point where there is no train register, check of trains, when required, will be provided by train order.

    Unless otherwise provided, a train must not leave its initial station on any subdivision without a clearance.

    Regular trains will be authorized at the initial station of their schedule by clearance.

    A train order will be used to authorize a regular train at an intermediate station, except a train entering CTC at an intermediate station will move on signal indication.

    Clearance may be used to authorize extra trains on two main tracks.

    When entering CTC at initial station on the subdivision, extra trains will be authorized by clearance and must not leave CTC unless authorized by train order except where trains operate on a signal indication or unless otherwise provided.

    When leaving CTC and entering thta portion of the subdivision not governed by CTC, regular trains will assume their time table schedule without further authorization by train order.

    Except in CTC, when a train is detoured it must not leave an intermediate station at which it returned to its own rails without a train order authorizing its movement.

    85. Trains of one schedule may pass trains of another schedule of the same class, and extra trains may pass and run ahead of second and third class trains and extra trains. Third class train smay pass and run ahead of second class trains.

    A section may pass and run ahead of another section of the same schedule, first exchanging train orders, signals and section numbers with the section to be passed. The change in sections must be reported from the next available point of communication.

    85(a). The crew of a first class train that may be clear of track used by an inferior train in the same direction will not permit an inferior train to pass without train order authority, except in CTC, or as prescribed by Rule 94.

    86. Unless otherwise provided, an inferior train must be in the clear at the time

    S-87. An inferior train must keep out of the way of opposing superior trains, and failing to clear the main track by the time required by rule must be protected as described by Rule 99.

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

    Trains over which an extra train is given right and for which the extra train is waiting, must clear the time of the extra train at least five minutes.

    S-88. At meeting points between extra trains the train in the inferior time table direction must take the siding, unless otherwise provided.

    At meeting and passing points between extras and
    work extras, the workextra must take the siding, unless otherwise provided.

    Trains must pull into the siding when practicable; if necessary to back in, the train must first be protected as prescribed by Rule 99.

    S-89. At meeting points the inferior train must take the siding and, except at train order meeting points, clear the time of the superior train not less than 5 minutes.

    The inferior train must pull into the siding when practicable. If necessary to back in, it must be protected as prescribed by Rule 99.

    S-89(a). At train order meeting points the train holding the main track must stop clear of the switch to be used unless the train to be met is clar of the main track and switch is properly lined.

    At meeting and passing points, whether on main track or siding, a train awaiting the arrival of another train must, if the length of train will permit, stop at least 300 feet from clearance of facing point switch over which expected train will pass.

    Crews of trains which are clear of main tracks must not give proceed signals to approaching trains.

    S-90(a). At meeting points the train holding main track will, if it arrives first, open the switch, if practicable, for the opposing train to take siding; but this
    in no way relieves the train which is to take siding from being prepared to stop to open switch. The employee who opens the switch must protect it unless relieved by another train man.

    91. Outside of block signal limits, trains in the same direction must keep not less than ten minutes apart, except in closing up at stations.

    Operators, when on duty, will preserve this block
    with train order signal, but this will not relieve conductors and enginemen of the responsibility of trains keeping ten minutes apart when passed by another train or before following a train which has been overtaken.

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

    93. Within yard limits the main track may be
    used, clearing first class trains as prescribed by the rules. Protection against second and third class trains and extra trains is not required. Second and third class trains and extra trains must move within yard limits prepared to stop short of train, obstruction, or anything that may require the speed of a
    train to be reduced.

    D-93. When running against the current of
    traffic first class trains must move within yard limits prepared to stop short of train, obstruction, or anything that may require the speed of a train to be reduced.

    A train must not be moved against the current
    of traffic within yard limits until provision has been made for the protection of such movement.

    [size=-1] NOTE TO RULES 93 and D-93. A proceed block signal indication or a hand, flag or lamp signal within yard limits does not modify the requirements of Rules 93 and D-93.[/size]

    94. A train which overtakes another train so disabled that it cannot proceed will pass it, if practicable, and if necessary will assume the schedule and take the train orders of the disabled train, proceed to the next available point of communication, nd there report to the chief dispatcher. The disabled train will assume the right or schedule and take the train orders of the last train with which it has exchanged and will, when able, proceed to and report from the next available point of communication.

    95. Two or more sections may be run on the
    same schedule. Each section has equal time table
    authority.

    A train must not display signals for a following
    section without train order authority, except as prescribed by Rule 85 or in CTC upon receipt of
    clearance at its initial station with the words Green Signals” following the section number. Clearance requiring display of signals authorizes such signals to be displayed to the terminal station on that subdivision.

    97. Unless otherwise provided, extra trains must not be run without train orders.

    98. Trains must approach railroad crossings at grade and drawbridges prepared to stop,
    unless track is clear and signals, if any, indicate proceed. Where required by law, trains
    must stop.

    Trains, engines or cars must not be permitted to stand across another railroad when
    practicable to avoid it.

    101(a). Whenever from any cause it is necessary to temporarily require trains to reduce speed over a portion of track, speed restriction and resume speed signals to protect in both directions will be displayed by Maintenance of Way employees.

    Speed restriction signal (a yellow flag or yellow light) will be placed on the engineman's
    side of track one mile, or more if necessary, from restricted track and resume speed signal
    (a green flag or green light) will be placede fifty feet beyond the end of restricted track.

    In absence of specific instructions speed of trains must not exceed ten miles per hour over
    track covered by speed restriction signals.

    Permanent speed restriction signs will be placed three-fourths mile in advance of the point
    where speed restrictions, as designated by special instruction or by general order, become
    effective. The maximum speed of trains on track protected by such signals will be shown on
    the face thereof. Where two speeds are prescribed the higher speed governs passenger
    trains, the lower speed freight trains. Unless otherwise restricted, where only one speed
    is shown it will govern all trains.

    103(b). Passenger and outfit cars must not be kicked or dropped. Other cars must not
    be kicked or dropped into a track on which passenger or outfit cars are standing.

    When coupling passenger cars, any of which are occupied, moving portion of train must be
    stopped between 5 and 20 feet from the standing cars.

    When a sign reading "OCCUPIED OUTFIT CARS" is attached to switch lock or lever, the outfit
    cars must not be coupled to, nor moved, until occupants have been notified, and permission
    given by foreman or his representative, except, if no occupant found, outside inspection
    must be made to determine whether outfit cars can be safely moved before coupling to them.

    104. Switches and derails must not be handled by unauthorized employees and must be
    left in proper position after having been used. Conductors are responsible for position of
    switches and derails used by them and their train men, except where switch tenders are
    stationed. When practicable, engine men must see that switches and derails near engine are
    properly lined. Those authorized to handle switches and derails must see they are properly
    lined for route to be used. It must be seen that switch points fit property and that
    indication of target or lamp corresponds with position of switch.

    The normal position of a main track switch is for main track movement and it must be lined
    and locked in that position except when changed for immediate movement. When a main track
    switch is lined in other than normal position, an authorized employee must remain near
    enough to switch to be able to line it for main track upon the approach of a train.

    Normal position for switches leading from siding when not in use is lined for siding and
    locked.

    Where trains are required to be reported clear of main track, such report must not be made
    until switch has been secured in its normal position.

    104(d.) A speed of fifteen miles per hour must not be exceeded through turnouts and
    crossovers unless otherwise provided.

    105. Trains using a siding or yard track must proceed at restricted speed.

    Trains pulling into siding must not stop until clear of main track, if length of train will
    permit.

    105(a). Cars must not be left on sidings when possible to avoid it.

    When a siding is obstructed, dispatcher must be notified promptly.

    [size=+1]RESPONSIBILITY OF TRAIN MEN AND ENGINE MEN[/size]

    107. Trains must run at restricted speed in passing a train receiving or discharging
    traffic at a station, except where proper safeguards are provided. They must not pass
    between it and the platform at which the traffic is being received or discharged unless the
    movement is properly protected.

    When passenger trains are at stations, freight train must be opened to allow passageway.

    When loading or discharging passengers across a track, conductor must see tha proper
    protection is provided against trains that are moving on such track.

    [size=+1]INSPECTIONS OF TRAIN FOR DEFECTS[/size]

    109. All employees must, as far as practicable, observe passing trains for defects.

    Employees noting such defects will give stop signals and when communication with dispatcher
    is possible, notify him of such defects.

    109(a). When leaving stations, and at every opportunity on the road, train men must
    carefully inspect their train for defects.

    110(a). In CTC if it becomes necessary to make a reverse movement of a train, except as
    prescribed by Rule 553, communicate with dispatcher and be governed by his instructions. If unable to communicate with dispatcher, such movement must be made under flag protection.

    D-151. Where two main tracks are in service, trains must keep to the right unless
    otherwise provided.

    Trains moving against current of traffic, when signal protection not afforded in direction
    of movement, must not exceed 30 MPH and must approach junctions and railroad crossings ,
    protected by interlocking, at restricted speed, expecting to find home signal displaying
    "Stop" indication.

    [size=+1]RULES FOR MOVEMENT BY TRAIN ORDERS[/size]

    201. For movements not provided for by time table, train orders will be issued by
    authority and over the signature of the chief dispatcher and only contain information or
    instructions essential to such movements.

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

    Figures in train orders must not be surrounded by brackets, circles, or other characters.

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

    203. Train orders, except restricted speed orders, must be numbered consecutively each
    day beginning at midnight.

    Restricted speed orders will be numbered consecutively beginning with 501 (or 601, etc.) to and including 599 (or 699, etc.), then be repeated, beginning with 501, etc. Letter prefix for each division to be included in number.

    Restricted speed train orders should be consolidated each day when practicable, and
    locations designated consecutively.

    204. Train orders must be addressed to those who are to execute them, naming th eplace
    at which each is to receive his copy. Those for a train must be addressed to the conductor
    and engineman. A copy for each person addressed must be supplied by the operator.

    Train men and engine men must read train orders and clearances, check the correctness
    thereof, see that the train orders and clearances are addressed to their train, and that the order numbers shown on clearance correspond with the numbers of the orders received.

    Any misunderstanding of a train order must be immediately corrected, even if necessary to
    annul such order and issue another.

    When a train order is delivered to any member of the train or engine crew, the employee
    making delivery must not orally inform the person to whom delivered the contents thereof,
    nor read the order to him.

    205. Each train order must be written in full in a book provided for the purpose at the
    office of the dispatcher, and with it recorded the names of those who have signed for the
    order, the time and signals which show when and from what offices the order was repeated,
    and the responses transmitted, and the dispatcher's initials at the top of each page in
    train order book. These records must be made at once and never from memory or memoranda.

    Additions to train orders must not be made after they are repeated.

    206. In train orders regular trains will be designated by numbers as "No. 10", and
    sections as "Second 10", adding engine numbers, if known. Extra trains will be designated
    by engine numbers, and the direction as "Extra 501 East" or "West". For the movement of an
    engine of another company the initials of foreign engine will immediately precede the
    number.

    Even hours as "10:00 A. M.," must not be used in stating time in train orders.

    In transmitting train orders by telegraph, time may be stated in figures only.

    In transmitting or repeating train orders by telephone, train and engine numbers will be
    pronounced, and each figure named separately, except numbers below 10 must be spelled, in
    addition to pronouncing them, the names of stations and numerals must be first pronounced
    plainly, then spelled, letter by letter, as follows:

    "No. 4, f-o-u-r, eng 2004, 2-0-0-4, meet No. 437, 4-3-7, eng. 5026 5-0-2-6, at Hibsaw,
    H-i-b-s-a-w."

    "No. 37, 3-7-, eng 5018, 5-0-1-8, wait at Sapulpa, S-a-p-u-l-p-a, until 12:15,
    t-w-e-l-v-e f-i-f-t-e-e-n, pm for No. 540,
    5-4-0, eng 587, 5-8-7."

    The letters duplicating names of stations and numerals will not be written in the order book
    nor upon train orders.

    When train orders are transmitted by telegraph, the dispatcher must write and check the
    order from the first repetition and underscore each word and figure, including train order
    number, at the time of each succeeding repetition. When transmitted by telephone, he must write the order as he transmits it and underscore each word and figure, including train
    order number and address, at the time of each repetition.

    206(a). When two or more engines are coupled, the number of each engine will be used in train orders, except engines messengered or handled in tow, or helper engines used over a
    portion of a subdivision.

    When more than one engine is used on a train the word "Coupled" should be added; for example, "No. 10, Engines 501 and 502 coupled," or "Extra 501 and 502 coupled south."

    When two extras are mentioned in train orders, the word "two" shall be used; for example,
    "Meet two extras 501 and 502 North."

    207. To transmit a train order the signal "Copy", followed by the number of copies and the direction must be given to each office addressed, thus: "Copy 5 North (or East)", or
    "Copy 7 South (or West)".

    208. A train order to be sent to two or more offices must be transmitted simultaneously
    to as many of them as practicable. When not sent simultaneously to all, the order must be
    sent first to the superior train.

    After an order has been sent to one or more offices and repeated, if it later becomes
    necessary to send the order to another office, when possible, one or more operators at
    offices to which the order was previously sent will be required to observe whether the order
    is transmitted and repeated correctly; or, if there is no open office to which the order was
    previously sent, the dispatcher will transmit the order simultaneously to another operator,
    who will repeat the order and observe whether others repeat correctly, as prescribed in Rule
    211.

    The several addresses must be in the order of superiority of trains, each office taking its
    proper address.

    209. Operators receiving train orders must write them in manifold during transmission.
    They must retain a copy of each order.

    Typewriter must not be used in writing train orders or clearances.

    209(a). When necessary to make additional copies of a train order, the operator will
    recopy from the original, showing the original date, and repeat to the dispatcher, signing
    his name to the order. The dispatcher will complete the order, making the necessary
    notations in train order book, showing date, time and initials of operator repeating the
    order.

    A train order that has not been repeated and completed by the dispatcher must not be
    recopied by the operator from the original.

    When an error is made in tramsitting a train order and before it has been repeated, all
    copies must be immediately destroyed, the order marked "Void" in train order book, and
    re-issued, given another number. If an order in which an error has been made has been
    repeated, that order must be annulled.

    211. When a train order has been tramsitted, operators must, unless otherwise directed, repeat it at once from the manifold copy, in the succession in which the several offices have been addressed. Each operator receiving the order must observe, when practicable, whether the others repeat correctly and call attention to any discrepancy, giving "Q" response in the same succession as the several offices addressed, except that the operator first repeating will give his response after the last repitition of the order. When the order has been repeated correctly, the response "complete" and the time will then be given by the dispatcher with his initials. The operator receiving this response will then write
    on each copy the abbreviation "Com" for "complete," the time, and his last name in full, and deliver a copy to each person addressed, except, when delivery to engineman will take the operator from the immediate vicinity of his office the engineman's copy will be delivered by a trainman.

    211(a). A train order must not be sent to a train at the meeting or waiting point if it
    can be avoided. When an order is so sent, the fact will be stated in the order and special
    precautions must be taken to ensure safety.

    A train that is advanced to a meeting or waiting point where the opposing train receives the
    order must approach such station at restricted speed. Where the location of the train order
    signal may permit opposing train to overrun siding switch, a flagman must protect ahead as
    prescribed by Rule 99.

    When a train order restricting a train is issued for it at the point where the train is
    restricted, or if restricted at a station within two miles of point of delivery of order,
    the train must be brought to a stop before the clearance is OK'd by the dispatcher and the
    order delivered. Exception: When time at that station, or at a station within two miles of
    that station, expires before arrival of train restricted, train dispatcher may OK clearance
    and order may be delivered without stopping train.

    212. "Q" is the operator's acknowledgment that he has listened to the other operators
    repeat their order and found his cop9y agreeing in all particulars.

    213. "Complete" must not be given to a train order for delivery to an inferior train
    until the order has been repeated by the operator who receives the order for the superior
    train.

    214. When a train order has been repeated before "complete" has been given, the order
    must be treated as a holding order for the train addressed, but must not be otherwise acted
    on until "complete" has been given.
     
    Last edited by a moderator: Feb 21, 2006
  4. chris

    chris Guest

    Speed Limits

    [size=+1]SPEEDS[/size]

    Restricted Speed: Proceed prepared to stop short of train, obstruction, or switch not properly lined, looking out for broken rail,
    but not exceeding 20 MPH.

    Medium Speed: A speed not exceeding 30 MPH.

    Limited Speed: A speed not exceeding 50 MPH.

    [size=+1]TRACKS[/size]

    Current of Traffic: The movement of trains on a main track, in one direction, specified by the rules.

    Main Track: A track extending through yards and between stations upon which trains are operated by time table, train order, or both, or the use of which is governed by block signals.

    Siding: A track auxiliary to the main track for meeting or passing trains.

    Single Track: A main track upon which trains are operated in both directions.

    Two or More Tracks: Two or more tracks upon any of which the current of traffic may be in either specified direction.
    [size=-2]NOTE TO DEFINITION OF TWO OR MORE TRACKS: When there are two or more main tracks,
    each of which is signaled for traffic in both directions, these tracks may be designated as "North Track" and "South Track" where time table directions are "Eastward" and "Westward", and "East Track" and "West Track" where time table directions are "Northward" and "Southward". Where tracks are so designated, there is no specified current of traffic direction.[/size]

    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.

    [size=+1]TRAINS[/size]

    Extra Train: A train not authorized by time table schedule. It may be designated as:

    Extra: For any extra train except work extra. (The term Passenger Extra may be used
    to designate such train.)

    Work Extra: For work train extra.

    Regular Train: A train authorized by a time table schedule.

    Section: One of two or more trains running on the same schedule displaying signals or for which signals are displayed.

    Superior Train: A train having precedence over another train.

    Train: An engine or more than one engine coupled, with or without cars, displaying
    markers.

    Train of Superior Class: A train given precedence by time table.

    Train of Superior Direction: A train given precedence in the direction specified by
    time table as between opposing trains of the same class.

    Train of Superior Right: A train given precedence by train order.

    [size=+1]SIGNALS[/size]

    Approach Signal: A fixed signal used in connection with one or more signals, to govern
    the approach thereto.

    Block Signal: A fixed signal at the entrance of a block to govern trains entering and
    using that block.

    Dwarf Signal: A low fixed signal.

    Fixed Signal: A signal of fixed location indicating a condition affecting the movement
    of a train.
    [size=-2]NOTE TO DEFINITION OF FIXED SIGNAL: The definition of a "Fixed Signal" covers such
    signals as switch, train order, block, interlockin, stop signs, yard limit signs, speed
    restriction signs, or other means for displaying indications that govern the movement of
    a train.[/size]

    Signal Aspect: The appearance of a fixed signal conveying an indication as viewed from the direction of an approaching train.

    Signal Indication: The information conveyed by the aspect of a signal.

    "Stop" Signal: A fixed signal at the entrance to a route or block, designated by a
    marker displaying the letter "A" or the absence of a number plate.

    "Stop and Proceed" Signal: A fixed signal at the entrance to a route or block, designated by a number plate.

    Grade Signal: A block signal designated by a marker displaying letter "G" and a
    number plate.

    Home Signal: A fixed signal at the entrance of a route or block to govern trains entering and using that route or block.

    Signal Unit: A color light or semaphore arm.
     
    Last edited by a moderator: Feb 21, 2006
  5. karl

    karl Guest

    Rules for the Maintenance of Way and Structures

    Booklet Cover. Karl Brand collection.
     

    Attached Files:

    Last edited by a moderator: Oct 23, 2005
  6. karl

    karl Guest

    Whistle Signal Indications

    Karl Brand Collection.
     

    Attached Files:

    Last edited by a moderator: Oct 23, 2005
  7. karl

    karl Guest

    Rules for the Maintenance of Way and Structures

    Karl Brand Collection. This post includes: Station Sign and Depot Board,
    RR Crossing/Yard Limit Signs, Stop/Slow Signs and Section Marker/Water Tank Sign.
     

    Attached Files:

    Last edited by a moderator: Oct 23, 2005
  8. karl

    karl Guest

    Ballast Cross-Sections and Rail Rack Plans
     

    Attached Files:

    Last edited by a moderator: Oct 27, 2005
  9. karl

    karl Guest

    Rules for the Maintenance of Way and Structures

    Karl Brand Collection. This post includes: Telegraph Pole & Mile Markers, Method of Piling Ties, Yard Limit & RR Crossing Signs
     

    Attached Files:

    Last edited by a moderator: Nov 18, 2005
  10. chris

    chris Guest

    Train Order Signal Indications

    From "Rules of the Transportation Department," 1957.
     

    Attached Files:

    Last edited by a moderator: Oct 23, 2005
  11. dricketts

    dricketts Member Frisco.org Supporter

    Re: Rules for the Maintenance of Way and Structures

    Do we know when these were published?
     
  12. Karl

    Karl 2008 Engineer of the Year Frisco.org Supporter

    Re: Rules for the Maintenance of Way and Structures


    July 1, 1914
     
  13. dricketts

    dricketts Member Frisco.org Supporter

    Re: Rules for the Maintenance of Way and Structures

    Were these sign designs still used in the 1950's and beyond?
     
  14. dricketts

    dricketts Member Frisco.org Supporter

    Re: Whistle and Horn Rule Book

    Does anyone know the approximate date for this rulebook?

    Thanks.
     
  15. yardmaster

    yardmaster Administrator Staff Member Administrator Frisco.org Supporter

    Re: Whistle and Horn Rule Book

    Derrick, those pages are from the 1957 "Rules of the Transportation" Department.

    Best Regards,
     
  16. John Sanders

    John Sanders Member

    Frisco Standard Plans

    Karl,

    Did Frisco have plans for grade crossings? Both public and private crossing construction would be of interest.

    John Sanders
     
  17. Karl

    Karl 2008 Engineer of the Year Frisco.org Supporter

    Re: Frisco Standard Plans


    Yes, I am at work at the moment....will post them later.
     
  18. r c h

    r c h Ft Worth - Tulsa Engineer

    Wow, what a great resource! I see now where some of the things I've heard from old heads on the Frisco come from.
     

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