10. Proper Equipment for Signaling
Employees whose duties may require them to give signals must provide themselves with the proper equipment. They must keep this equipment in good order and ready for immediate use.

A train or track car must not be operated without a red flag, white light, and at least 6 fusees.

11. Flags and Lights: Periods of Display
Flags of the prescribed color must be used by day and lights of the prescribed color used by night.
 
12. Day and Night Signals
Day signals must be displayed from sunrise to sunset, but if day signals cannot be plainly seen, night signals must be used. Night signals must always be used from sunset to sunrise.

The following signals will be used by employees performing flagging duties:
Day Signals: A red flag and fusees.
Night Signals: A white light and fusees.

13. Hand Signals
Hand Signals must be given from a point where they may be plainly seen, in a manner that can be understood and sufficiently ahead of time to permit the train to comply.

Movement must be stopped if:
1. There is doubt concerning the meaning of a signal.
OR
2. There is doubt for whom the signal was intended.
OR
3. The signal disappears from view.

Any object waved violently by anyone on or near the track is a signal to stop.

While handling a crane at a derailment, an engine must not be moved until:
1. The proper hand signal with green flag or green light is received.
OR
2. Positive instructions in accordance with radio rules are clearly understood.
If a train has one engine unit, signals to the Engineer must be given according to the way the unit is headed. If a train has more than one engine unit, and they are headed in opposite directions, no movement will be made until the Conductor has an understanding with his crew.

Hand signals, with or without a flag or lamp, must be given as follows:

 14. Unattended Fusees
If a train on a main track or controlled siding encounters an unattended fusee burning on a main track or controlled siding, or on a track next to a main track or controlled siding, it must stop. It must then proceed at Restricted Speed until the head end is 1 mile beyond the fusee.

A train must not be stopped over a burning fusee if it can be avoided. If so stopped and the train cannot be moved, the fusee must be extinguished.

Fusees must not be placed on bridges or other structures that are liable to be damaged by fire.

16. Blue Signal Protection of Workers
This rule prescribes the procedures for the protection of railroad workmen who work on, under or between equipment. “Workmen” refers to one or more employees assigned to inspect, test, repair, or service engines and/or cars. Train and Engine Service Employees are excluded except when assigned to perform work on equipment that is not part of movement they have been called to operate.

a. Restrictions
Once a Blue Signal has been displayed, the following restrictions apply:
1. The equipment must not be coupled to or moved.

EXCEPTION: When under the direction of the employee in charge of the workmen, engines may be repositioned within an Engine Servicing Track Area, and cars may be repositioned within a Car Shop Repair Track Area. Employees on the affected track must be informed of the movement, and Blue Signals must be removed from the equipment to be repositioned or coupled. The Blue Signals need not be removed from the switches or derails providing access to the track.

2. Other equipment must not be placed on the same track in a manner that will reduce or block the view of a Blue Signal.
3. Equipment must not pass a displayed Blue Signal.
4. Only a person of the same group or craft that displayed the signals may remove it, after all the workmen are clear.

b. Responsibilities of Workmen
Before going on, under, or between engines and/or cars, workmen must take the actions prescribed below. Each craft or group of workmen must display their own Blue Signals.

If the equipment is on a track other than a main track or controlled siding:
1. Attach a Blue Signal to the controlling engine(s) at a location where it will be clearly visible to an employee at the controls of that engine.
2. Line each hand-operated switch providing access to the track against movement to the track, and lock each switch with an effective locking device.

EXCEPTION: A derail locked in derailing position with an effective locking device may substitute for the hand-operated switch requirement. The derail must be positioned no less than 150 feet from the end of the equipment, except as follows. When equipment is in an Engine Servicing Track Area or a Car Shop Repair Track Area, where maximum authorized speed is not more than 5 MPH, the derail must be positioned no less than 50 feet from the end of the equipment.

3. Display a Blue Signal at each of the hand-operated switch and/or derail locations mentioned above.
4. Request and receive protection from the employee controlling any remotely controlled switches that provide access to the track. This procedure also applies to hump yard classification tracks where employees couple air hoses or adjust coupling devices.

If the equipment is on a main track or controlled siding:
1. Display a Blue Signal at each end of the equipment.
2. Attach a Blue Signal to the controlling engine(s) at a location where it will be clearly visible to an employee at the controls of that engine.

c. Responsibilities of Employee Controlling Remotely Controlled Switches
When requested to provide protection, the employee in charge of remotely controlled switches providing access to the track on which the equipment is located must line the switches against movement to the track and apply blocking devices. The employee must not remove the blocking devices until informed by the employee in charge of the workmen that the work has been completed. The employee controlling the switches must immediately make a written record on the prescribed form of the application and removal of the blocking device protection. This record must be retained for 15 days following the date of removal.

d. Blue Signal Unavailable
When emergency repair work is to be done on, under, or between engines and/or cars, and a Blue Signal is not available, the Engineer must be notified. The Engineer must take three actions:
1. Apply the brakes.
2. Place the reverser lever in neutral position or the controller in off position.
3. Open the generator field and/or control switch where equipped.

The engineer must maintain this protection until notified by the employee who requested it that the protection is no longer required.

e. Markers
Blue Signal protection must be provided for workmen when they are:
1. Replacing, repositioning or repairing markers, and the rear of the train is on any track.
2. Inspecting markers by repositioning the activation switch or covering photoelectric cell, and the
rear of the train is on a track other than a main track or controlled siding.

f. Alternate Protection for Utility Employees
A Utility Employee is a train and engine service employee who is temporarily assigned to a train or yard crew to assist the crew in assembling, disassembling, or operating trains.

When the protection procedures and restrictions prescribed below have been complied with, Utility Employees may engage in the following activities without blue signal protection: setting or releasing brakes; coupling or uncoupling air hoses or other electrical or mechanical connections; preparing equipment for coupling; setting wheel blocks or wheel chains; performing air brake tests, including the cutting in or out of air brake components and the positioning of retaining valves; inspecting, testing, installing, removing or replacing markers or end of train devices. Under all other circumstances a Utility Employee working on, under or between equipment must have blue signal protection.

The following procedures and restrictions apply to the protection of Utility Employees:
1. A Utility Employee may perform service with only one train or yard crew at a time, and no more than 3 Utility Employees may be assigned to the same crew.
2. The train or yard crew must be assigned a controlling engine that is under the control of the assigned Engineer.
3. The Engineer must be in the cab of the controlling engine. If the engine is stationary, the Engineer may be replaced in the cab by another crew member.
4. Before beginning any duties with a crew, the Utility Employee must obtain permission from the crew's Conductor, or Engineer if no Conductor is assigned.
5. The Conductor, or Engineer if no Conductor is assigned, must notify each crew member of the presence and identity of the Utility Employee before authorizing the Utility Employee to work as part of the crew. Thereafter, communication must be maintained so that each crew member understands the duties to be performed and whether those duties will cause any crew member to go on, under, or between the equipment.
6. When the Utility Employee has finished working with the crew, the Utility Employee must notify the Conductor, or Engineer if no Conductor is present, who in turn must notify each crew member that the Utility Employee is no longer part of the crew. After each crew member has acknowledged the Utility Employee is no longer part of the crew, the Utility Employee must be notified that he is released from the crew.

17. Protection of Occupied Camp Cars
This rule prescribes the procedures for the protection of railroad employees when they are in, around, or in the vicinity of camp cars parked for the purpose of housing them. This rule does not apply to camp cars while the cars are in a train.

a. Restrictions
Once an Occupied Camp Car Signal has been displayed, the following restrictions apply:
1. The camp cars must not be coupled to or moved.
2. Equipment must not be placed on the same track in a manner that reduces or blocks the view of the signal.
3. Equipment must not pass the signal.
4. Only a designated occupant of the camp cars or his immediate supervisor may remove the signal.

b. Responsibilities of Camp Car Occupant/Supervisor
When camp cars are parked on a track for the purpose of housing railroad employees, a designated occupant of the camp cars or his immediate supervisor must take the following actions as soon as the engine has been detached from the camp cars:

If the camp cars are parked on a track other than a main track or controlled siding:
1. Notify the employee in charge of the track on which the camp cars are parked.
2. Line each hand-operated switch providing access to the track against movement to the track; spike and lock each switch with an effective locking device.

EXCEPTION: A derail locked in derailing position with an effective locking device may substitute for the hand-operated switch requirement. The derail must be positioned no less than 150 feet from the end of the camp cars where maximum authorized speed is greater than 5 MPH, and no less than 50 feet from the camp cars where maximum authorized speed is not more than 5 MPH.

3. Request and receive protection from the employee controlling any remotely controlled switches that provide access to the track.
4. Display an Occupied Camp Car Signal at each of the switch and/or derail locations mentioned above.

If the camp cars are parked on a main track or controlled siding:
1. Notify the employee in charge of the track on which the camp cars are parked.
2. Position a derail locked in the derailing position with an effective locking device no less than 150 feet from the end of the camp cars.
3. Line each hand-operated switch providing access to the track against movement to the track; spike and lock each switch with an effective locking device.
4. Request and receive protection from the employee controlling any remotely controlled switches that provide access to the track.
5. Display an Occupied Camp Car Signal at each of the switch and/or derail locations mentioned above.

When camp cars are to be moved:
1. Notify camp car occupants.
2. Remove spikes, locks, derails, and Occupied Camp Car Signals.
3. Notify the employee in charge of the track.
4. Notify the employee controlling the remotely controlled switches providing access to the track.

c. Responsibilities of Employee Controlling Remotely Controlled Switches
When requested to provide protection, the employee controlling remotely controlled switches providing access to the track where camp cars are parked must line the switches against movement to the track and apply blocking devices. The employee must not remove the blocking devices until the person in charge of the camp car occupants advises him that protection is no longer required. The employee controlling the switches must record the time, date, track, craft and employee names when the track is reported occupied and released. This record must be maintained for 15 days following the date of removal.

18. Horn Signals Used by Dispatchers or Operators
The following are horn signals that may be used by Dispatchers or Operators at interlockings or other designated points. The signals are illustrated by “o” for short sounds and “—” for long sounds.

SOUND INDICATION
(a) —    All movements within interlocking limits must stop immediately.
(b) o o    Normal movement may be resumed after receiving the proper signal or permission of Operator.
(c) o o o    Whistle or Horn test.
(d) o o o o    Signal maintainer must call the Dispatcher or Operator.
(e) o o o o o    Electric traction employee must call the Dispatcher or Operator.
(f) o o o o o o    Trackman must call the Dispatcher or Operator.
(g) A bell, horn, white light or oscillating white light at remotely controlled signals and interlockings indicates that any employee, except on moving trains, must immediately communicate with the Dispatcher or Operator.

19. Engine Whistle or Horn Signals
The following are engine whistle or horn signals. The signals are illustrated by “o” for short sounds and “—” for long sounds. The sound of the whistle or horn should be distinct, with intensity and duration proportionate to the distance the signal is to be conveyed. The unnecessary use of the engine whistle or horn is prohibited.

Engine whistle or horn signal must be sounded as follows:

If all engine whistles or horns fail en route, the Engineer must take the following actions:
1. Notify the Dispatcher as soon as practical.
2. Ring the bell continuously, if equipped.
3. Approach all public crossings at grade prepared to stop.
4. Reduce speed to not exceeding 30 MPH while approaching locations where employees are known to be working.
5. Reduce speed at other locations where warranted by the prevailing conditions.

20. Engine Bell
If a train is equipped with an engine bell, it must be sounded:
1. When the engine is about to move.
2. When running through tunnels.
3. While approaching and passing public crossings at grade.
4. When approaching locations where Roadway Workers may be at work on tracks, bridges, and other points.
5. When passing a train standing on an adjacent track.
6. In an emergency.

In cases where a momentary stop and start, forward and backward movement is part of a switching operation that does not involve movement over a public crossing at grade, the engine bell need not be sounded, unless Roadway Workers are known to be in the area.

21. Communicating Signal Appliance
Each car of a passenger train will be connected with the engine by a communicating signal appliance. The following are communication signals. The signals are illustrated by “o” for short sounds and “—” for
long sounds.

The communicating signal appliance may be used to start and control a back up move only when the use of radio communication or hand signals is not practical. Once three short sounds have been received, the movement must stop after traveling two car lengths, unless an additional three short sounds is received. Back up moves controlled in this manner must not exceed 15 MPH within interlocking limits, and 20 MPH outside interlocking limits.

When the communicating signal appliance is inoperative and cannot be put in service without delay, the train may proceed after the Conductor and Engineer have an understanding as to how the train is to be operated.

22. Engine Lights
a. Headlight
The headlight facing the direction of movement on every train and engine must be displayed brightly by day and night. The headlight must be dimmed:
1. While standing or passing through yards where other engines are working.
2. When approaching a station where a Form D is to be received.
3. When approaching junctions or terminals.
4. When standing or moving on a main track at meeting points.
5. When standing or when approaching another train operating in the opposite direction in multiple track territory.
EXCEPTION: When approaching or passing over public crossings at grade, the headlight must not be dimmed.

Engines in yard service must display the headlight to the front and rear, by day and by night. The headlight on the end coupled to cars may be extinguished.
If all headlight bulbs fail en route, the Engineer must take the following actions:
1. Illuminate all external engine lights that can be illuminated (except red strobe light).
2. Notify the Dispatcher as soon as practical.
3. Ring the bell continuously.
4. Sound the engine whistle or horn frequently.
5. Approach all public crossings at grade prepared to stop. Train may proceed over crossing not exceeding 20 MPH. Speed applies to head end only.
6. Reduce speed at other locations when required by the prevailing conditions, not exceeding 50 MPH at night.
EXCEPTION: These restrictions do not apply when the train has operable auxiliary lights.

b. Auxiliary Lights
The leading end of leading engines that operate over public crossings at grade at speeds greater than 20 MPH must be equipped with auxiliary lights. Auxiliary lights consist of two ditch lights (auxiliary lights on steady), two crossing lights (auxiliary lights alternately flashing), or one oscillating light (auxiliary light
that moves in a circular or figure eight pattern). Auxiliary lights are considered operative when they illuminate after the engine horn and/or bell is sounded or the auxiliary light switch is activated.

Auxiliary lights must be operational before the engine leaves its initial terminal, and must be displayed when the engine is approaching and operating over public crossings at grade.

If one of a pair of auxiliary lights fails en route, the train may continue at Normal Speed, but the defective auxiliary light must be repaired no later than the next calendar day inspection.

If all auxiliary lights fail en route, the train must not exceed 20 MPH while the leading end of the train is operating over public crossings at grade, and the auxiliary light(s) must be repaired at the next forward repair point.

23. White Light on Lead Car by Night
A white light must be displayed on the front of the leading car when cars are pushed by an engine at night, except when shifting or making up trains in yards.

24. Markers
On a main track or controlled siding outside of yard limits, the rear of a train must be identified by a marker as prescribed below:

a. Passenger Trains, Engines
Passenger trains, lite engines and engines operating at the rear of a train must:
1. Be equipped with an illuminated marking device.
OR
2. Have the rear headlight on low beam at all times.

b. Other Trains
Trains other than passenger trains must be equipped with an illuminated marking device under the following conditions:
1. From one hour before sunset until one hour after sunrise.
2. When the visibility is so restricted that the end silhouette of a box car cannot be seen from one-half mile on a straight track.

During other periods, a reflector, flag, or extinguished marking device may be used.

c. Illuminated Marking Device
When an illuminated marking device will be required en route, it must be tested before a train leaves its initial terminal. When the display of a marking device is required, proper functioning of the device must be confirmed at all crew change locations.

d. Failure of Marker En Route
If the marker fails while en route, the Dispatcher must be notified as soon as practical. The train may continue to the next point where the marker can be repaired or replaced.

The Digitized Conductor - Version 1.0
All Manuals copy written by their respective Companies.
Created and Maintained by ModernRailroading.com
(c) 2005