80. Movement at Restricted Speed
Movements made at Restricted Speed must apply the following three requirements as the method of operation:
1. Control the movement to permit stopping within one half the range of vision short of:
    a. Other trains or railroad equipment occupying or fouling the track,
    b. Obstructions,
    c. Switches not properly lined for movement,
    d. Derails set in the derailing position,
    e. Any signal requiring a stop.
AND
2. Look out for broken rail and misaligned track.
AND
3. Do not exceed 20 MPH outside interlocking limits and 15 MPH within interlocking limits. This restriction applies to the entire movement, unless otherwise specified in the rule or instruction that requires Restricted Speed.

90. Delay of Trains
Employees must not unnecessarily delay trains. Employees must promptly advise the Dispatcher of any known condition that will delay a train or prevent it from making Normal Speed.

When a train is delayed, the Conductor or Engineer (or other member of crew when instructed by the Conductor) must determine the cause as soon as the safety of their train will permit. As soon as practical, the Dispatcher or Operator must be informed.

91. Starting of Train
A train must not start until the Conductor has given or authorized:
1. The proper hand signal.
OR
2. The proper communicating signal.
OR
3. Permission by voice communication.

92. Departure Time
A train must not leave a station where it is scheduled to receive passengers in advance of its scheduled leaving time unless authorized by the Dispatcher or by the Timetable.

93. Movement within Yard Limits
Yard limits are designated by Timetable and indicated by yard limit signs.

Within yard limits, movements may be made on a main track by verbal permission of the Dispatcher (or Operator when authorized by the Dispatcher).

The leading end of movement within yard limits must operate at Restricted Speed, with the following exceptions:
1. Passenger trains operating with Form D line 2 authority in non-signaled DCS territory may operate at Normal Speed.
2. Trains operating in ABS territory may operate according to signal indication when the signal is more favorable than Approach. Such movement must be prepared to stop at the next signal, within yard limits.  

Within yard limits, movements against the current of traffic must not be made without permission of the Dispatcher, who must first ensure that no opposing movements have been authorized.

94. Responsibilities of Employees: Signals and Restrictions

a. General Requirements
Employees qualified on the operating rules and located on the leading engine or car must be on the lookout for signals affecting the movement of their train. They must communicate to each other in a clear manner the name of each signal as soon as it becomes clearly visible. After the name of a signal has been communicated, employees must observe it until passed. Any change in the signal must be communicated in the required manner.

When a train reaches a point 2 miles from a temporary restriction, employees qualified on physical characteristics and located on the leading engine or car must immediately communicate with the Engineer and confirm the requirements of the restriction.

If a train is not operated in accordance with the requirements of a signal indication or restriction, qualified employees located on the leading engine or car must communicate with the Engineer immediately. If necessary, they must stop the train.

b. Calling Signals On Push Pull Trains
The following requirements apply to push-pull trains that do not have cab signals in service for the direction of movement, and are operating in territory where the maximum speed of trains exceeds 30 MPH:
1. When a wayside signal affecting the movement of the train displays an Approach, Medium Approach, Slow Approach, Restricting, or Stop and Proceed aspect, the Engineer must verbally communicate to a qualified employee on the engine or train the name and location of each signal, as soon as the signal is clearly visible. In multiple track territory, the Engineer must include the track number.
2. The qualified employee must repeat the signal information to the Engineer. If the qualified employee fails to repeat the required signal information, the Engineer must determine the reason at the next station stop.
3. If the Engineer fails to properly control the speed of the train, the qualified employee must immediately communicate with the Engineer. If necessary, the qualified employee must stop the train.
4. The next signal, when more favorable, must also be communicated by the Engineer.

95. Approaching Non-Interlocked Railroad Crossings at Grade
Trains must approach non-interlocked railroad crossings at grade prepared to stop, and must not occupy the crossing until it is known that there are no conflicting movements.

96. Movement on a Siding
Movement on a siding other than controlled sidings must be made at Restricted Speed, unless otherwise specified in the Timetable.

A siding with an assigned direction must not be used in the reverse direction without proper signal indication or verbal permission of the employee governing movements on that track.

97. Movement on a Running Track
Movement on a running track must be made at Restricted Speed, unless otherwise specified in the Timetable. Movement may begin only after receiving either signal indication or verbal permission of the employee governing movements on that track. When movement has been completed, it must be reported clear. When clearing at an interlocking or TBS, no report is necessary.

98. Movement on a Track Not Governed by ABS, DCS or Interlocking Rules
Movement on a track not governed by ABS, DCS or interlocking rules must be made at Restricted Speed.

99. Movements on FRA Excepted Track
FRA Excepted Track will be designated by Timetable.

Movements on FRA Excepted Track:
1. Must not exceed 10 MPH.
2. Must not contain more than five cars that require Hazardous Material placards.
3. Are prohibited for occupied passenger trains.

100. Coupling or Switching Passenger Equipment or Occupied Camp Cars
A stop must be made just prior to coupling to passenger equipment. All couplings must be made at a speed not to exceed 4 MPH. Equipment with spear-type couplers must be coupled at a speed not to exceed 2 MPH.

Passenger equipment with continuous buffer plates must not be coupled to freight cars with coupler release levers with a center projecting arm.

When switching passenger equipment or occupied camp cars, the engine or cars must not be detached until the equipment has stopped.

Curtains and electric jumpers must be disconnected before cars are separated.

101. Coupling, Shoving, or Switching Cars
When coupling, shoving, or switching cars, precaution must be taken to prevent damage or fouling other tracks. Employees must confirm that there is sufficient room in the track to hold the cars.

Before coupling to cars standing on a grade or near the ends of tracks, buildings, derails or highway crossings, sufficient hand brakes must be applied on standing cars to prevent them from rolling.

102. Cars Placed for Loading and Unloading
Cars placed for loading or unloading must not be coupled to any other equipment nor moved until:
1. All persons in or about them have been notified,
AND
2. All tank car couplings, transfer plates, and other obstructions under or about the cars have been removed.

A sign reading “Stop—Tank Car Connected” indicates that tank cars are connected for loading or unloading. They must not be coupled to or moved. Other cars must not be placed on the same track obstructing the view of such a sign without first notifying the person in charge, who must immediately relocate the sign to provide proper protection and an unobstructed view.

103. Running Switches
Running switches, often referred to as a drop of cars, should be avoided. Such moves must never be made:
1. With cars containing hazardous materials, passengers, or livestock.
2. To a track occupied by such cars.
3. To a track leading to a trestle or building.

104. Hand-operated Switches and Derails

a. Crew Members' Responsibilities for Switches and Derails
Crew members are responsible for the position of switches and derails that they use. A hand-operated switch or derail found to be defective or a switch lock found to be defective or missing must be promptly reported to the Dispatcher.

b. Securing Switches in Normal Position
Hand-operated switches connected with a main track, controlled siding, or running track are in normal position when lined and locked for movement on such tracks unless otherwise specified in the Timetable. Hand-operated switches must be secured in normal position when not in use. When clearing a main track or controlled siding at a hand-operated switch, the switch must not be restored to normal until equipment is clear of the fouling point. Crew members who find switches or derails unlocked or not lined properly must secure them in normal position and report this fact to the Dispatcher.

c. Switch Targets: Banner Indications
Where switch targets are used, a green or white banner indicates normal position of the switch, and a red or yellow banner indicates reverse position.

d. Derails: Location and Position
Employees must be familiar with the location of derails. Engines or cars must not pass over derails in derailing position.

Derails that protect the fouling point of a main track, controlled siding or running track must be kept in derailing position, except when removed to permit movements. Derails that are used for other purposes (blue signal protection, occupied camp car protection, Roadway Worker protection, etc.) must be applied only when their use is required. Derails equipped with locks must be locked in the appropriate position.

e. Fouling Point of Main Track
The fouling point of a main track is indicated by:
1. A yellow stripe painted on inside and outside of head, web and base of both rails.
OR
2. Yellow joint bars.
OR
3. A sign displaying the letters “FP.”

f. Reporting Clear of Track
In cases where crew members are required to report clear of a track, the report must not be made until switches and derails have been secured in normal position.

g. Switch Points and Derail Position
Crew members operating hand-operated switches must examine the switch points and know they fit the rail properly. Where a derail is in service, they must confirm that it is in proper position before and after operation. A train must not foul a track until switches and derails connected with the movement are properly lined.

h. Switch Connected with Main Track or Controlled Siding
A switch connected with a main track or controlled siding must not be left open for another train unless the switch is in the charge of a member of the crew of that train. While trains are approaching and passing, employees must keep away from main track switches. If safe to do so, they should stand on the side of the track opposite the switch lever.

i. Speed When Diverting through Switches
Trains must not exceed 15 MPH when diverting through hand-operated switches, unless otherwise specified in the Timetable.

j. Designated Employee at Switch: Authority to Foul
Where a designated employee is in charge of hand-operated switches, a train must not foul such switches until receiving verbal permission or hand signal to proceed.

k. Dual Control Switches
Dual control switches must not be hand-operated until permission is obtained from the Dispatcher or Operator.

Dual control switches must be operated as follows:
1. Remove switch lock from both the “Selector” and “Hand Throw” levers.
2. Throw “Selector” lever to hand-operation position.
3. Operate “Hand Throw” lever until mechanism engages and switch points move with the lever, then operate switch to desired position. This procedure must be followed, even if switch was originally in desired position.
4. Do not move “Selector” lever from hand-operation position until entire movement has passed over switch.
5. Place “Hand Throw” and “Selector” levers in positions designated by the Dispatcher or Operator and secure with switch locks.

105. Spring Switches

a. Identification and Display
A spring switch is identified by a white sign bearing the black letters “SS.” The switch target will display green in both directions when the switch is in normal position and red in both directions when the switch is in reverse position or improperly lined.

b. Trailing Movement
Crew members must determine that there are no conflicting movements before making a trailing movement through spring switches.

c. Stopping While Trailing
Trains stopped while trailing through spring switches must not take slack or make a reverse movement unless the switch is properly lined by hand.

d. Unlatching Switch Lever for Hand Operation
The switch lever must not be unlatched for hand operation until switch points have completed automatic movement. When operated by hand, the switch lever must be restored and secured in normal position after movement is completed.

106. Semi-Automatic Switches

a. Trailing Movement
If crew members have determined that there are no conflicting movements, trains are authorized to make trailing movements through semi-automatic switches where switch stands are painted yellow or orange without lining them for movement.

b. Reverse Movement
Reverse movement must not be made unless:
1. An entire car or engine has passed over the switch.
OR
2. The switch has been lined by hand to assure that it has completed movement to proper position. During periods of snow or ice accumulation, semi-automatic switches must be properly lined by hand before being used in either direction.

107. Return Movement to a Portion of a Train Left on Main Track
Return movement may be made when a portion of a train is left on a main track or controlled siding. Return movement must be made at Restricted Speed. A crew member must be stationed on the leading end of the return movement to protect against the detached portion of the train.

Return movement from an interlocking or controlled point may be made on signal indication or by verbal permission according to Rule 241, “Passing a Stop Signal.”

108. Unattended Engine
An engine must not be left unattended unless:
1. The air and hand brakes are applied,
AND
2. The reverser lever is removed from all control stands on all units of the engine. If the reverser lever is not removable, it must be locked in the neutral position.
AND
3. The controls, switches, and circuit breakers are positioned so that traction power cannot be developed.

109. Hand Brakes

a. Cars or Drafts of Cars Left Standing
A sufficient number of hand brakes must be applied on cars to make them secure when left standing on any track. If necessary, car wheels must be blocked.

b. Hand Brakes Used to Control Movement
Hand brakes must be released before cars are moved, unless necessary to control movement. When necessary to secure or control cars by hand brakes, it must be determined that these brakes are working properly.

110. Movement of Rotary or Swinging Type Machinery

a. Required Forms and Paperwork for Movement in Revenue Train
Rotary or swinging type machinery, such as cranes, derricks, etc., must not be moved in revenue trains unless the Conductor and Engineer have been provided with the required forms and/or shipping papers covering the specific movement. This rule applies to machinery moving on its own wheels and to machinery loaded on cars.

b. Boom End
The boom end of rotary or swinging type machinery must be secured in the trailing position during movement in revenue freight trains. When necessary, the Dispatcher may authorize movement with the boom end forward at a speed not exceeding 30 MPH. All locking pins and hold-downs must be secured in position.

c. Pivoted Machinery Moved in Work Trains
Some pivoted machinery is equipped with swinging booms of which a part may swing or extend outward. When such machinery is moved from one service point to another in work trains, the boom anchors and cables must be in place and locking devices fastened. Whenever such equipment is moved during the progress of work on or about main tracks, two precautions must be taken:
1. Stops must be in use to prevent fouling adjacent tracks,
AND
2. The crane operator must be in the cab. The boom must be securely anchored with the center pin in place and the crane operator must be in the cab while train movements are being made on any adjacent track.

111. Test Weight Cars

a. Position in Trains
Four-wheel test weight cars must be handled at the rear of the train ahead of the last car. They must not be placed between pusher engine and other cars during yard or road movements.

b. Speed Restrictions
Four-wheel test weight cars must not be moved at speeds greater than 30 MPH. Yardmaster or Car Inspector must see that the speed restriction is given to the crew and the Dispatcher.

c. Care at Impact
Test weight cars must be handled carefully to avoid impact at speeds greater than 2 MPH.

d. Conductor's Notification to Engineer
When handling test weight cars, Conductors must advise Engineers that test weight cars are in their train.

112. Doors, Drop Bottoms, and Top Covers of Freight Cars and Trailers
Doors and drop bottoms of freight cars and trailers must be closed and fastened. Top covers of cars must be secured in place.

113. Shipments with Accompanying Personnel: Conductor's Responsibilities
Conductors of trains handling military equipment, circus equipment, or other shipments accompanied by guards or attendants must notify the person in charge that guards or attendants are not permitted on top of cars or high lading, due to overhead clearance.

Conductors must carefully examine shipping papers for livestock or other shipments to see that the persons who accompany the shipments are entitled to be carried.

114. Diesels: Confined Locations and Tunnels
If diesel-propelled trains are stopped while operating in tunnels or confined locations, all diesel engines must be shut down after standing 5 minutes. The engine may not be started until a signal to proceed is given.

Diesel engines must not be allowed to run for extended periods of time in buildings or shops unless proper ventilation is provided.

115. Hauling Dead Engines

a. Positioning in Train
Engines equipped with draft gear hauled “dead” in a train should be placed next to the hauling engine. Under no circumstances may they be placed further than 35 cars from the hauling engine.


b. Coupler and Brake Requirements for Consecutive Coupling
Each engine unit must be counted as a car. Engine units must be separated by one or more cars with operative air brakes unless it is known that:
1. Engine units are equipped with alignment control couplers,
AND
2. The air brake equipment on each unit incorporates a brake pipe vent valve.

The engine units may be coupled consecutively if these conditions are met.

c. Monitoring Engines Shut Down for Electrical Defects
An engine that develops any defects in any portion of the electrical wiring or electrical apparatus requiring the power plant to be shut down should be closely watched for evidence of fire during further train movement.

116. Operating Train from Other Than Leading End
When the Engineer operates a train from other than the leading end of the movement, a crew member must be stationed on the leading end of the movement to observe conditions ahead and take action to properly control the movement of the train. This crew member must be qualified on the physical characteristics of the territory involved. Hand signal, communicating signal or radio communication must be maintained with the Engineer. If signals from the crew member cannot be received by the Engineer, the movement must be stopped immediately. The crew member stationed on the leading end must be prepared to operate the engine whistle or horn, if available, as well as the emergency brake valve, should conditions require. The train must not exceed 30 MPH.

This rule does not apply when switching, making up trains in yards, or when the movement is preceded by a crew member.

117. Operating Through Water with Roller Bearing Journals
Engines and cars equipped with roller bearing journals must not be operated through water, except in emergency when authorized by the Dispatcher. In such a case, the movement must not exceed 2 MPH, and water depth as measured from the top of the rail must not exceed the following:
1. Diesel Engines, and Electric Engines Class E-60: 3 inches.
2. Electric Engines Class AEM-7, ALP-46 and ALP-44: 6 inches.
3. Other Electric Engines and MU Cars: 2 inches.
4. Rail Diesel Cars; Cars Other than MU's: 7 inches.

118. Stopping over Open Flames
Trains must not be stopped over open flames if it can be avoided. When so stopped and the train cannot be promptly moved, the fire must be extinguished.

119. Hazardous Material; Equipment of Excessive Weight or Dimensions

a. Required Forms and Paperwork
The Yardmaster (or other designated employee) must furnish required forms and/or shipping papers to the Conductor and Engineer of trains with equipment containing hazardous material or equipment of excessive weight or dimension.

b. Conductor's Responsibility
If the train will enter a main track, siding or running track, the Conductor must know that the Dispatcher has been notified of such equipment before the train leaves its initial terminal or outlying point where such equipment is to be added. Equipment of excessive dimension must not occupy or foul the main track, siding or running track without the Dispatcher’s permission.

c. Dispatcher's Responsibility
The Dispatcher must have available the car numbers, position in train, identification numbers and required paperwork and/or movement restrictions. The Dispatcher must notify connecting dispatching districts, divisions or railroads of such equipment and/or restrictions.

d. Position of Equipment Changed En Route
When the position of the equipment of excessive weight or dimensions is changed en route, the Dispatcher must be notified.

120. Use of Sand
Sand must not be used over spring, semi-automatic or power-operated switches, nor at locations of rail lubricators. Excessive use of sand at any point is prohibited.

121. Intervening Tracks at Station Platforms

a. General Requirements
When a passenger train is receiving or discharging passengers across an intervening track, trains and track cars must not pass between that train and the station platform.

b. Obtaining Assurance of Protection
A passenger train routed to a track that will result in a station stop for receiving or discharging passengers across a main track or controlled siding intervening between that train and the station platform must stop as soon as it is known it is so routed. Before proceeding, the Engineer or Conductor must obtain assurance from the Dispatcher or Operator that protection on the track adjacent to the station platform has been provided.

Two exceptions to the stop requirement are:
1. When verbal or written assurance of protection has been previously provided.
2. When the track adjacent to the station platform is out of service.

The Dispatcher or Operator must not give a train assurance of protection until it has been determined that:
1. No train is approaching the station on the track to be protected.
OR
2. All trains involved have been advised as to how to proceed to ensure passenger safety. Signals governing entrance to the track must be placed in stop position and blocking devices must be applied.

c. Receiving and Discharging Passengers: Designated Stations
Specific stations are designated in the Timetable as those where scheduled trains normally receive and discharge passengers across a track between the train and the station platform. Protection against other trains is not required when trains make scheduled stops at these stations.

Trains operating on tracks across which passengers are normally received and discharged must approach such stations prepared to stop, until the Engineer has determined that no passenger train is occupying the station by:
1. Visual observation.
OR
2. Verbal confirmation from the Dispatcher.

If a passenger train is occupying the station, the approaching train must not occupy the station unless permission is received from the crew of the train occupying the station and measures have been taken to ensure the safety of its passengers.

d. Occupying Station Platform Area
When a passenger train is approaching, the station platform area must not be occupied by either:
1. Trains operating on an out-of-service track that is adjacent to a station platform.
OR
2. Track cars operating on a track (in-service or out-of-service) that is adjacent to a station platform.

e. Blocking Access to Platform
At stations where tracks intervene between a station platform and a track on which passenger trains normally receive or discharge passengers, trains other than passenger trains must not block access to the platform.

122. Unscheduled Stops
Trains must not make unscheduled stops to receive or discharge passengers or employees without authorization from the Dispatcher.

123. Failure of Dead Man or Alertor Feature En Route
If the “Dead Man” or “Alertor” feature fails en route, an employee must immediately take position in the operating control compartment with the Engineer. This employee must be instructed on how to stop the train should the Engineer become incapacitated.

NOTE: On passenger trains in non-cab signal territory, the employee positioned with the Engineer must also be familiar with signal aspects.

When the train reaches its next turnaround point or the engine undergoes its next calendar day inspection, whichever occurs first, the dead man or alertor shall be repaired or the engine shall be removed as the controlling engine in the train.

This rule does not apply to movements on tracks other than main tracks and controlled sidings.

124. Maximum Authorized Speed
Trains must not be operated in excess of the maximum authorized speed.

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