Rule Book for Train & Engine Employees

Transcription

1 Rule Book for Train & Engine Employees Effective October 14 th, 2015

2 Page 2 October 2015

3 TABLE OF CONTENTS SECTION 1 - DEFINITIONS... 8 SECTION 2 GENERAL REPORTING FOR DUTY WHILE ON DUTY CREW MEMBERS TRANSFER BETWEEN CREWS Relieved Relieving SECTION 3 - GENERAL BULLETIN ORDER (GBO) GENERAL COPYING GBO CANCELLING GBO DAILY OPERATING BULLETIN (DOB) General Verification Occupying DOB Extension TABULAR GENERAL BULLETIN ORDER (TGBO) General Overlapping DOB/TGBO Limits Receiving Verification TGBO Incorrectly Designated Train Documents Incorrect Occupying DOB/SUBDIVISION TGBO COMPARE CANCELLING TGBO SLOW TRACK PROTECTION BY GBO General Signals Missing No GBO ENGINEERING PROTECTION BY GBO General SECTION 4 - COMMUNICATION GENERAL COMMUNICATION REQUIREMENTS RADIOS POSITIVE IDENTIFICATION CTC BROADCAST REQUIREMENTS OCS BROADCAST REQUIREMENTS SECTION 5 - EMERGENCY EMERGENCY COMMUNICATION STOPPING IN EMERGENCY Movement Stopping Other Movements EMERGENCY PROTECTION Flag Protection Movement Stopped CONDUCTING EMERGENCY RADIO TEST October 2015 Page 3

4 SECTION 6 - SIGNALS FUSEES HAND SIGNALS BLUE SIGNALS Manned Movement Leaving Equipment SIGNAL IMPERFECTLY DISPLAYED Light(s) Extinguished More Permissive Reporting FIXED SIGNAL RECOGNITION AND COMPLIANCE Recognition Communication Changes SECTION 7 - LOCOMOTIVE REQUIREMENTS ENGINE NUMBER LIGHTS UNATTENDED ENGINES ENGINE BELL Failure ENGINE WHISTLE Failure HEADLIGHT AND DITCH LIGHTS Ditch Lights Failure SECTION 8 - MOVEMENT REQUIREMENTS ENGINE IN YARD SERVICE REQUIREMENTS FREIGHT TRAIN REQUIREMENTS TRANSFER REQUIREMENTS Brakes Air Main Track TRACK UNIT OPERATED AS A TRAIN General Crew Member Responsibility Speed Track units reliably operating signal systems Track units NOT reliably operating signal systems SECTION 9 - METHODS OF CONTROL AND AUTHORITY NON-MAIN TRACK Other Than Non-Signalled Siding In CTC Non-Signalled Siding In CTC CAUTIONARY LIMITS MAIN TRACK Methods Of Control Authority Passing Stop Signals or Occupying without Authority SECTION 10 - AUTHORITIES AND INSTRUCTIONS GENERAL LIMITS OR LOCATIONS IN AUTHORITIES AND INSTRUCTIONS DESIGNATION OF MOVEMENTS GBO/TGBO Authorities WRITTEN RECORD OF AUTHORITIES AND INSTRUCTIONS, AND CANCELLATION Page 4 October 2015

5 SECTION 11 - OPERATION OF MOVEMENTS REPORTING DELAYS PROTECTION AGAINST EXTRAORDINARY CONDITIONS DIMENSIONAL TRAFFIC Confirmation Required Non-main Track PASSENGER TRAIN STOPS Passenger Train Other Movements LOCATION REPORTS INSPECTING YOUR MOVEMENT INSPECTING PASSING MOVEMENTS Crew Inspecting Movement Inspected DERAILS Special Derails Hand Operated Switch Point Derails Dual Control Switch Point Derails LEAVING EQUIPMENT CTC, Interlockings or Siding OCS Cautionary Limits Securing SECTION 12 - SWITCHING RESTRICTED SIDE OR OVERHEAD CLEARANCES RIDING EQUIPMENT GRAVITY SWITCH SWITCHING BY RADIO COUPLING TO EQUIPMENT Before coupling to After coupling SHOVING EQUIPMENT SECTION 13 - PUBLIC CROSSINGS GENERAL UNPROTECTED CROSSINGS PROTECTED CROSSINGS CROSSING PROTECTED BY NON-AUTOMATIC WARNING DEVICES MANUAL PROTECTION OF CROSSINGS SECTION 14 - SWITCHES FOULING OTHER TRACKS HAND OPERATED SWITCHES - GENERAL MAIN TRACK HAND OPERATED SWITCHES - GENERAL MAIN TRACK HAND OPERATED SWITCH(ES) IN REVERSE POSITION REPORTING MAIN TRACK HAND OPERATED SWITCH RESTORED TO NORMAL MAIN TRACK HAND OPERATED SWITCHES HANDLED BY ANOTHER EMPLOYEE OPERATION OF ELECTRICALLY LOCKED HAND OPERATED SWITCHES NON-MAIN TRACK HAND OPERATED SWITCHES SPRING SWITCHES DUAL CONTROL SWITCHES POWER-OPERATED SWITCHES AT A STOP SIGNAL SEMI-AUTOMATIC SWITCHES October 2015 Page 5

6 SECTION 15 - OCS GENERAL CLEARANCES General Copying Remaining In Effect Superseding Cancelling CLEARANCE TO PROCEED CLEARANCE TO WORK RESTRICTIONS ON CLEARANCE Do not proceed until Prepared to restore to normal position Protect against a preceding movement from a location Protect against a foreman Protect against a movement SWITCHES SECTION 16 - AUTOMATIC BLOCK SIGNAL SYSTEM (ABS) GENERAL PASSING STOP SIGNALS ENTERING MAIN TRACK DELAYED IN THE BLOCK DOUBLING OR SWITCHING MAIN TRACK HAND OPERATED SWITCHES SECTION 17 - CTC GENERAL COPYING AN AUTHORITY CANCELLING AN AUTHORITY ENTERING CTC BY OTHER THAN SIGNAL INDICATION CHANGING SIGNALS CHANGING DIRECTION Trailing End in Controlled location Reversing Within a Block PASSING STOP SIGNALS General Switch(es) Speed Crossings Next Signal Cancelling or Fulfilling ENTERING FOREMAN S LIMITS AUTHORIZED TO WORK Protect Against Signal Indication Suspended While Switching Cancelling Page 6 October 2015

7 SECTION 18 - INTERLOCKINGS GENERAL COPYING AN AUTHORITY CANCELLING AN AUTHORITY MANUAL INTERLOCKING NON-INTERLOCKED DRAWBRIDGES AND RAILWAY CROSSINGS AT GRADE APPROACHING INTERLOCKINGS WITHOUT AN ADVANCE SIGNAL APPROACHING AUTOMATIC INTERLOCKINGS Timing Circuit No Timing Circuit CHANGING SIGNALS AND ROUTES Signals Route ENTERING FOREMAN S LIMITS PASSING STOP SIGNALS AT LOCALLY AND REMOTELY- CONTROLLED INTERLOCKINGS General Crossings Cancelling or Fulfilling PASSING STOP SIGNALS AUTOMATIC INTERLOCKING SECTION 19 - BLOCK AND INTERLOCKING SIGNALS BLOCK AND INTERLOCKING SIGNALS DEFINITIONS ASPECTS, NAMES AND INDICATIONS SECTION 20 - APPROVED ABBREVIATIONS October 2015 Page 7

8 SECTION 1 - DEFINITIONS Within this manual and special instructions, the following definitions apply: ADVANCE SIGNAL A fixed signal used in connection with one or more signals to govern the approach of a movement to such signal. AUTOMATIC BLOCK SIGNAL SYSTEM (ABS) A series of consecutive blocks in which ABS rules apply. BLOCK A length of track of defined limits, the use of which by a movement is governed by block signals. BLOCK SIGNAL A fixed signal at the entrance to a block to govern a movement entering or using that block. CAUTIONARY LIMITS That portion of the main track or main tracks within limits defined by cautionary limit sign(s). CENTRALIZED TRAFFIC CONTROL SYSTEM (CTC) A system in which CTC rules apply. CONTROLLED BLOCK A block in CTC between consecutive controlled locations or points. CONTROLLED LOCATION A location in CTC the limits of which are defined by opposing controlled signals. CONTROLLED POINT A signal location in CTC consisting of controlled signal(s) in one direction only. CONTROLLED SIGNAL A CTC block signal which is capable of displaying a Stop indication until requested to display a less restrictive indication by the RTC. CROSSINGS: Protected Crossing A crossing equipped with automatic warning devices. Unprotected Crossing A crossing not equipped with automatic warning devices. CROSSOVER A track joining adjacent main tracks, or a main track and another track. DAILY OPERATING BULLETIN (DOB) A document containing applicable information from each GBO, instructions and other information requiring compliance within limits indicated in special instructions. ELECTRONIC COMMUNICATIONS METHOD (ECM) An electronic method for transmission and cancellation of authorities, instructions or information. ENGINE A locomotive(s) operated from a single control or a cab control car, used in train, transfer or yard service. ENGINE IN YARD SERVICE An engine with or without cars utilized exclusively in switching, marshalling, humping, trimming and industrial switching. EQUIPMENT One or more engines and/or cars which can be handled on their own wheels in a movement. FIXED SIGNAL A signal or sign at a fixed location indicating a condition affecting the operation of a movement. GENERAL BULLETIN ORDER(S) (GBO) Instructions regarding track condition restrictions and other information that affect the safety and operation of a movement. INTERLOCKING An arrangement of interconnected signals and signal appliances for which interlocking rules and special instructions are in effect. INTERLOCKING LIMITS The tracks between the extreme or outer opposing interlocking signals of an interlocking. Page 8 October 2015

9 INTERLOCKING SIGNAL A fixed signal at the entrance to or within interlocking limits to govern the use of the routes. MAIN TRACK A track of a subdivision extending through and between stations governed by one or more methods of control upon which movements, track units and track work must be authorized. MARKER When used, will indicate the last piece of equipment in a movement. It will be one of the following: a red light, a red reflectorized plaque, a sense and braking unit (SBU), or an occupied caboose, distributed power remote locomotive consist or distributed braking car, when the last piece of equipment in the direction of travel. METHOD OF CONTROL Rules and/or special instructions governing the use of a track(s). MOVEMENT(S) The term used in these rules to indicate that the rule is applicable to trains, transfers or engines in yard service. MULTI-TRACK Two or more main tracks of a subdivision at the same location. NON-MAIN TRACK (NMT) Any track(s) other than those listed in time table columns as having CTC, OCS or Cautionary Limits applicable and unless otherwise provided include a requirement to operate prepared to stop within one-half the range of vision of equipment. NON-SIGNALLED SIDING A siding where non-main track rules apply, the use of which may be governed by special instructions. OCCUPANCY CONTROL SYSTEM (OCS) A system in which OCS rules apply. OCCUPATIONAL TERMS: Conductor - An employee in charge of the operation of a movement. Employee - A qualified person employed or contracted by the company, or other railways, performing rules related duties on the host railway trackage. Foreman - An employee in charge of the protection of track work and track units. Locomotive Engineer - An employee in control of the engine. Pilot - An employee assigned to a movement when the locomotive engineer or conductor, or both, are not fully acquainted with the physical characteristics or rules of the railway over which the movement is to be operated. Proper Authority - The rail traffic controller or the appropriate railway supervisor. Rail Traffic Controller (RTC) - An employee in charge of the supervision and direction of movements and for the provision of protection for track work and track units on a specified territory. Signalman - An employee in charge of an interlocking. Sub-foreman A rules qualified employee that works under the protection held by a foreman. RESTRICTED Speed A speed that will permit stopping within one-half the range of vision of equipment, also prepared to stop short of a switch not properly lined and in no case exceeding 15 MPH. When moving at RESTRICTED speed, be on the lookout for broken rails. When a broken rail is detected, the movement must be stopped immediately and must not resume until permission is received from the RTC or signalman. SIDING A track adjacent and connected to the main track which is so designated in the time table, GBO or operating bulletin. SIGNAL INDICATION The information conveyed by a fixed signal. SIGNALLED SIDING A siding where CTC rules apply. SINGLE TRACK One main track on a subdivision at a location. SPECIAL INSTRUCTIONS Instructions relating to rules found in time tables, general operating instructions, operating bulletins or GBO. STATION A location identified by a station name sign and designated by that name in the time table. SUBDIVISION October 2015 Page 9

10 Railway trackage designated by time table. SWITCHES: Auto-Normal Switch - A locally-controlled switch, which will automatically restore to normal position after a movement has cleared the switch track circuit. Dual Control Switch - A switch equipped for powered and hand operation. Electric Switch Lock - An electric lock connected with a hand operated switch to prevent its operation until the lock is released. Main Track Hand Operated Switch - A switch connected to the main track used to route equipment or a track unit to or from the main track. Non-Main Track Hand Operated Switch - A switch used to route equipment or a track unit within non-main track territory. Power-Operated Switch - A switch equipped for powered operation, but not equipped for hand operation. Semi-Automatic Switch - A non-main track switch equipped with an internal securing mechanism that permits equipment to trail through the switch points thus setting the switch for the route being used. Spring Switch - A switch equipped with a spring mechanism arranged to restore the switch points to normal position after having been trailed through. A spring switch will be identified by a spring switch sign bearing the letters SS. Switch - A device used to route equipment or a track unit from one track to another. TABULAR GENERAL BULLETIN ORDER (TGBO) A document specific to a movement, containing applicable information from each GBO, instructions and other information requiring compliance within limits indicated in the TGBO. TIME TABLE The special instruction that contains subdivision description information and footnotes relating to the operation of movements and track units. Time table may contain information applicable on other tracks. TRACK UNIT (TU) A vehicle or machine capable of on-track operation utilized for track inspection, track work and other railway activities when on a track. TRACK WORK Any work on or near the track that may render the track unsafe for movements at normal speed or where protection against movements may be required for employees and machines involved in track construction and repairs. TRAILING END The tail end of the last piece of equipment in a movement in the direction of travel. TRAIN An engine with or without cars intended to operate on the main track at speeds in excess of 15 MPH or a track unit when so designated. TRAIN INFORMATION BRAKING SYSTEM (TIBS) A system with rear and front communication components capable of: (i) monitoring and displaying brake pipe pressure on the rear car; (ii) calculating and displaying distance measurement; (iii) initiating an emergency brake application at the rear of the train from the controlling locomotive. TRANSFER An engine with or without cars operating on the main track at speeds not exceeding 15 MPH. TURNOUT SPEED Unless otherwise provided by signal indication or special instructions, a speed not exceeding 15 MPH. UNATTENDED When an employee is not in close enough proximity to take effective action. YARD A system of non-main tracks, utilized to switch equipment and for other purposes over which movements may operate subject to prescribed signals, rules and special instructions. Page 10 October 2015

11 SECTION 2 GENERAL 2.1 REPORTING FOR DUTY (a) You must: (i) be fit and rested; (ii) be familiar with your duties and the territory on which you will operate; (iii) be dressed and ready to perform your duties on time; (iv) compare the time on your watch against an approved time source or, if none accessible, with the RTC or with another employee who has obtained the correct time, and with other crew members. Set it to reflect the correct time if it varies by more than 30 seconds; and (v) where posted, read and understand each operating bulletin for the territory you will operate on. (b) Where applicable, the conductor, locomotive engineer, pilot and snow plow foreman must receive: (i) a TGBO addressed to the train symbol indicated on the train documents with limits including the portion of track they will operate on; (ii) applicable DOB; and (iii) clearance. If required and not available, the RTC must be contacted. 2.2 WHILE ON DUTY (a) Safety and a willingness to obey the rules are of the first importance in the performance of duty. If in doubt, the safe course must be taken. (b) The 24 hour system will be used for time and will be expressed in four digits. Midnight is expressed as 2359 or (c) You must: (i) (ii) carry a valid certificate of qualifications; use a watch which reliably indicates hours, minutes and seconds in the 24 hour system, and which is maintained to reflect a variation from correct time of no more than 30 seconds in a 24 hour period; (iii) when time changes, set your watch to correct time and immediately compare against an approved time source or, if none accessible, with the RTC or with another employee who has obtained the correct time, and with other crew members; (iv) have accessible this rule book and current: the Canadian Rail Operating Rules (CROR); applicable time table general and the module for any subdivision or terminal you may operate on; applicable Summary Bulletin; General Operating Instructions (GOI); Safety Rule Book; and Emergency Response Guidebook. (v) be conversant with and comply with this manual, the CROR, the GOI and each applicable time table, operating bulletin, safety rule, policy and instruction; (vi) provide every possible assistance to ensure every rule or instruction is complied with, contact the proper authority for clarification if in doubt and promptly report any violation; (vii) expect a movement, equipment or track unit to move on any track at any time; (viii) be vigilant to avoid the risk of injury to yourself or others; (ix) work in the most productive manner; (x) communicate as quickly as possible to the proper authority any condition which may affect the safe operation of a movement and be alert to the company s interest and join forces to protect it; (xi) obtain assistance promptly when required to control a harmful or dangerous condition; and (xii) remind other crew members of requirements and restrictions and take effective action to ensure the safety of the movement. October 2015 Page 11

12 (d) It is prohibited to: (i) use intoxicants or narcotics while subject to duty, or to possess or use such while on duty or when an occupant of facilities furnished by, or which will be paid for by the company; (ii) use mood altering agents subject to duty, or to possess or use while on duty, except as prescribed by a doctor; (iii) use drugs, medication or mood altering agents, including those prescribed by a doctor, which, in any way, will adversely affect your ability to work safely, while subject to duty, or on duty. You must know and understand the possible effects of drugs, medication or mood altering agents, including those prescribed by a doctor, which, in any way, will adversely affect your ability to work safely; (iv) sleep or assume the position of sleep except where otherwise provided for; (v) engage in non-railway activities which may in any way distract your attention from the full performance of duties (vi) openly display or leave printed material not required in the performance of duty; (vii) stand in front of approaching equipment for the purpose of entraining; and (viii) use personal entertainment or electronic devices, such must be turned off, stored out of sight and not on your person. Not applicable to medical devices. Exceptions: o Personal cellular phones may be used for voice communication in the case of an emergency or radio failure; o Personal electronic devices may be used during a recognized break or meal period and when deadheading in other than a locomotive. 2.3 CREW MEMBERS (a) Any qualified employee working with a movement is a crew member. (b) All crew members are responsible for the productive and safe operation of their movement. (c) Where only one crew member is employed, rules and instructions requiring joint compliance may be carried out by either the locomotive engineer or conductor. (d) In the absence of a locomotive engineer on a crew consisting of at least two members, the conductor will designate another qualified employee to perform the rules required duties of the locomotive engineer. 2.4 TRANSFER BETWEEN CREWS Relieved When a conductor and/or locomotive engineer are relieved, all GBO, DOB, TGBO, clearances, authorities, other written instructions and all necessary information in effect must be: (i) transferred to and known to be understood by the relieving employee(s); or (ii) when tying up on line and not transferring in person, handled as instructed by the RTC. If documentation is to be left, a list of the items must be prepared and signed by the crew member(s) going off duty. Relieving (a) The relieving employee(s) must receive and understand all information transferred. (b) When taking control on line and not transferring in person, prior to moving, the relieving crew must contact the RTC to: (i) compare all pertinent information; (ii) ensure there are no further restrictions. (c) In CTC or ABS, if able to ascertain the last signal indication for their movement, such indication applies, otherwise RESTRICTED speed applies to the next signal. Page 12 October 2015

13 SECTION 3 - GENERAL BULLETIN ORDER (GBO) 3.1 GENERAL (a) GBO remain in effect for the tour of duty unless cancelled. (b) Every conductor, locomotive engineer, pilot and snow plow foreman must read and have a proper understanding of all GBO as soon as possible after they have been received. As soon as possible, GBO must be made available to other crew members, ensuring that each has read and understands them. (c) Crew members within physical hearing range are required to remind one another of GBO restrictions in sufficient time to ensure compliance. (d) In OCS, CTC single track, and CTC multi-track when specified in special instructions, a radio broadcast must be made on the designated standby channel between 1 and 3 miles from restrictions contained in GBO, stating the designation and restriction being approached. (e) When a signalled turnout is within 2 miles of a restriction which does not apply on all tracks, the movement must approach the restriction prepared to comply until it is known which route is to be used. 3.2 COPYING GBO (a) When correctly repeated to the RTC by a crew member, the RTC will respond with the complete time and the initials of the RTC. Such must be recorded and acknowledged to the RTC by the crew member copying, by repeating as per the following example: Complete ERL, acknowledged by conductor Sabuad. (b) GBO are in effect when the complete time is given by the RTC. (c) A crew member copying must ensure that the conductor and locomotive engineer, also the pilot or snow plow foreman if any, receive a copy. 3.3 CANCELLING GBO (a) A crew member will receive cancellation of a GBO from the RTC in writing as per the following example: GBO No C is cancelled ERL. (b) The cancellation must not be acted on until such is recorded and repeated to the RTC by the crew member copying, and the RTC responds as per the following example: complete ERL. (c) Such must be recorded by the crew member copying. (d) An X must be immediately drawn across all copies to avoid further use and all crew members advised. 3.4 DAILY OPERATING BULLETIN (DOB) General DOB is applicable where indicated in the time table or special instructions, takes effect at 0001 and remains in effect until the same time the following day. The conductor, locomotive engineer, pilot and snow plow foreman must each be in possession of the DOB. Verification (a) You must verify that the DOB is properly dated, and it contains the correct number of pages. (b) After verifying, you must initial all pages except the last page which must be signed. Occupying A movement must not move on any track where DOB is applicable unless in possession of: (a) the current DOB, except as provided for by DOB Extension; or (b) a TGBO which is applicable within the portion of DOB limits over which the movement will operate. DOB Extension (a) If you will be occupying DOB limits at 0001 of the following day, and will not have that day s DOB, the RTC must be contacted prior. (b) If a DOB extension is not received prior to 0001, the movement must be stopped at that time. October 2015 Page 13

14 3.5 TABULAR GENERAL BULLETIN ORDER (TGBO) General (Outside of DOB limits) TGBO is applicable on main tracks, signalled tracks and other tracks when specified by special instructions. TGBO remains in effect until cancelled or released by the RTC. The conductor, locomotive engineer, pilot and snow plow foreman must each be in possession of the Train Specific TGBO. Except as directed by the RTC, crews are forbidden to carry Subdivision TGBO while on duty. Overlapping DOB/TGBO Limits When the TGBO includes DOB limits, the movement must operate in DOB limits with a TGBO addressed to them unless authorized by the RTC or special instructions. Receiving (a) TGBO must not be received from the FIT more than 30 minutes in advance of the crew on duty time. (b) When received by or fax, the TGBO must be acknowledged by a crew member to the RTC. Verification (a) You must ensure that: (i) the train symbol (a movement identification number; e.g or an assignment; e.g. K41) on the TGBO designating their movement is correct; (ii) the limits cover the specific routing; and (iii) TGBO contains the correct number of pages. (b) When the TGBO is designated using a movement identification number, you must verify that the train symbol is the same as that contained on the train documents. If such is not available, a member of the crew may obtain the correct designation of the movement from another employee who has access to this information. (c) After verifying, you must initial the limits, designation and each page except the last page which must be signed. (d) If incorrectly designated or there is no TGBO, the RTC must be contacted immediately. Although not part of the designation, advise the RTC if the leading locomotive number, and initials if other than CP, is not correct or if there is none shown. TGBO Incorrectly Designated (a) If the train symbol on the TGBO is incorrect: (i) a new TGBO must be issued, or (ii) crews are governed by instructions received from the RTC. (b) The incorrect TGBO must be cancelled. Train Documents Incorrect When advised that the train symbol on the train documents is incorrect, the incorrect portion must be stroked through and the correct information recorded. Occupying A movement must not occupy any track where TGBO is applicable, unless in possession of a Train Specific TGBO correctly addressed to the movement, with limits covering the specific routing. 3.6 DOB/SUBDIVISION TGBO COMPARE 1. When a compare is required, a crew member must provide to the RTC: o the DOB number and version number; or o the identification number of the Subdivision TGBO. 2. The RTC will repeat such to the crew which must be acknowledged by the conductor or locomotive engineer if correct. 3. The RTC will voice the number of each additional and/or cancelled GBO affecting the crew, if any. 4. The conductor or locomotive engineer must then confirm each GBO, stating the number, whether they are in possession of the GBO or cancellation of the GBO. 5. The RTC will transmit applicable GBO and/or GBO cancellation, if any. 6. For TGBO only, the RTC will then transmit the TGBO number and train symbol which must be recorded in the applicable section of the Subdivision TGBO. A crew member must repeat this information which must be verified by the RTC. The RTC will then transmit a complete time and RTC initials for the Train Specific TGBO which must be copied and acknowledged by the crew member. Page 14 October 2015

15 3.7 CANCELLING TGBO A crew member will receive cancellation of a TGBO from the RTC in writing as per the following example: TGBO No is cancelled at ERL. The cancellation does not take effect until such is recorded and acknowledged to the RTC by the crew member copying, by repeating as per the following example: TGBO No is cancelled at ERL acknowledged by conductor Smith. An X must be immediately drawn across all copies to avoid further use and all crew members advised. 3.8 SLOW TRACK PROTECTION BY GBO General This instruction applies on main tracks and signalled tracks except as otherwise specified in special instructions. A movement must not exceed the speed(s), between/at the location(s), indicated in the GBO. To identify a single mile point restriction, a single green signal will be displayed: in single track, to either side of the track; or in multi-track, to the outside of the affected track. Signals Missing When signals are absent and such is not indicated in the GBO, be governed by the requirements of the GBO and report such to the RTC as quickly as possible. No GBO If signals are encountered for which you do not have a GBO, you must: (a) reduce to 10 MPH; (b) immediately communicate with the RTC; and (c) be governed by instructions received. October 2015 Page 15

16 3.9 ENGINEERING PROTECTION BY GBO General This instruction applies on main tracks and signalled tracks except as otherwise specified in special instructions. (a) A movement must not operate within the track and time limits stated in the GBO until: (i) instructions in writing have been received from, repeated to, and acknowledged by, the foreman named in the GBO; and (ii) crew members have communicated to each other the instructions. (b) Prior to accepting instructions, you must be advised by the foreman of the status of sub-foremen. (c) Unusual Circumstances - Movements are governed by the following: A signal(s) is absent. Be governed as though properly placed. A signal(s) encountered without a GBO requiring placement of such signal. A yellow over red signal encountered within 30 minutes of the times stated in the GBO. A red signal encountered within 30 minutes of the time stated in the GBO. Report such to the RTC as quickly as possible. Stop. Report such to the RTC as quickly as possible and be governed by instructions received. Proceed on the instructions received from the foreman named in the GBO. If the foreman cannot be contacted, the movement must be prepared to stop at a red signal and, if no red signal is encountered at the location stated in the GBO, report such to the RTC. Stop, unless authorized to proceed on the instructions received from the foreman named in the GBO. If the foreman cannot be contacted, report such to the RTC as quickly as possible and be governed by instructions received. Page 16 October 2015

17 SECTION 4 - COMMUNICATION 4.1 GENERAL Cellular phones must not be used when radio is available. These requirements apply to radio and all other communication devices used. (a) An emergency communication has absolute priority over other transmissions. (b) Communication devices must only be used for matters pertaining to railway operations. (c) Communications must be brief, to the point and contain only essential instructions or information. (d) Verbal instructions or information affecting the safety of a movement must be repeated to the sender. (e) Before changing between radio or hand signals, a definite understanding as to the method of communication must be established between crew members giving or receiving instructions. In an emergency, either method may be used. (f) When requesting an authority or instructions, you must provide the information needed for their issuance. (g) Communication devices must not be used to give information: (i) in advance regarding the indication of a block or interlocking signal; (ii) which may influence a crew to consider that speed restrictions are diminished. 4.2 COMMUNICATION REQUIREMENTS Crew members must communicate and understand: (a) prior to entering a main track or any track with a restricted clearance; (b) prior to entering protected limits, the instructions received from a foreman; (c) when restrictions are no longer applicable; (d) when derails are required to be handled or locked; (e) when hand operated switches are lined and/or locked, confirming the route to be used; (f) when hand brakes are applied or released; (g) when equipment is left unattended, confirming securement is effective; (h) results of wayside detectors, immediately after passing; (i) when leaving cars in the vicinity of a fouling point; and (j) when shoving equipment. 4.3 RADIOS (a) Crew members must carry out an intra-crew test of all radios before leaving their starting point. If equipped with a single radio, it must be voice tested when reporting for duty. (b) Must be set to the designated standby channel and at a volume which will ensure continuous monitoring when not being used to transmit or receive a communication. (c) When required to use another channel, at least one radio, when possible, should be set to the designated standby channel to receive emergency communications. (d) The volume of a radio should be kept at a level that will avoid annoyance to the public in passenger cars and station facilities. 4.4 POSITIVE IDENTIFICATION (a) Both parties to a radio communication must positively establish the identity of the other person or movement. (i) The RTC will be identified by their position (RTC). (ii) Employees will be identified by their occupation and name, or by their occupation and specific territory/location (e.g. Foreman John Smith, ATM Fort Steele). (iii) Engines will be identified by their engine number, and initials when other than CP. (iv) Trains and transfers will be identified by the engine number as well as initials when other than CP and direction except if authorized to work. If authorized to work, work must be included and direction will not be included. (v) Movements may be identified by their train schedule identification or a unique assignment designation when communicating for reasons other than the issuance of authorities. (b) When initiating the communication with a person, you must start the communication with the initials of the company for which the person works. (c) The person initiating the communication must end with OVER. (d) Example of initiating and responding: Initiating: CP Foreman Pete Pepindosky, this is 5834 West, OVER. Responding: 5834 West, this is Foreman Pete Pepindosky. (e) Each party to a communication must end their final transmission with the spoken word OUT. October 2015 Page 17

18 4.5 CTC BROADCAST REQUIREMENTS In this item: restriction refers to a requirement to protect against a train, transfer or foreman, or to a restriction in GBO or written instructions. designation refers to lead engine number and initials when other than CP as well as direction except when authorized to work. In such case, work is substituted for direction. In single track, and multi-track when specified in special instructions, radio broadcasts must be made on the designated standby channel: (a) for each controlled location/point, and the advance signal to such or to the next interlocking, stating: (i) designation; (ii) name of signal indication displayed; and (iii) name of the controlled location/point or location of interlocking. (b) before departing a location where a TGBO is first applicable stating: (i) designation; and (ii) location the movement is departing from. (c) between 1 and 3 miles from each restriction stating: (i) designation; and (ii) restriction being approached. (d) A crew member located on other than the engine unable to confirm the broadcast or contact the crew on the engine, must take action to stop the movement prior to the next controlled location/point, interlocking or restriction. 4.6 OCS BROADCAST REQUIREMENTS In this item: restriction refers to a requirement to protect against a train, transfer or foreman, to a restriction in GBO, clearance or written instructions, or to cautionary limits. designation refers to lead engine number and initials when other than CP as well as direction except when authorized to work. In such case, work is substituted for direction. Radio broadcast must be made on the designated standby channel: (a) before departing a location where a clearance is first applicable, stating: (i) designation; (ii) location the movement is departing from; and (iii) next restriction. (b) between 1 and 3 miles from upcoming station or interlocking stating: (i) designation; (ii) station or location of the interlocking being approached; and (iii) next restriction. (c) between 1 and 3 miles from each restriction, stating: (i) designation; and (ii) restriction being approached. (d) A crew member located on other than the engine unable to confirm the broadcast or contact the crew on the engine, must take action to stop the movement prior to the next restriction. Page 18 October 2015

19 SECTION 5 - EMERGENCY 5.1 EMERGENCY COMMUNICATION An employee will transmit the word EMERGENCY three times at the beginning of the transmission to indicate the report of: (a) an accident involving injury; (b) a condition which may constitute a hazard; or (c) a derailment on or fouling a main track. Such communication has absolute priority over other transmissions. When an emergency communication directed to a specific person or movement has not been acknowledged, any employee hearing it and able, must relay the communication by any means available. 5.2 STOPPING IN EMERGENCY Movement Stopping A movement stopping as a result of an emergency brake application, or other abnormal condition, which may cause an adjacent main track to be obstructed, must: (a) immediately transmit an emergency broadcast on the standby channel: EMERGENCY, EMERGENCY, EMERGENCY, (movement) on (designated track), stopped (stopping) in emergency between mile and mile (subdivision) ; (b) as soon as possible, advise the RTC of the emergency stop location, indicating whether adjacent tracks and tracks of other railways are liable to be obstructed; (c) repeat the emergency broadcast at intervals not exceeding 90 seconds until advised otherwise by the RTC or it is known that the tracks are safe and clear for movements; (d) if unable to comply with all of the above, the adjacent track must be protected as per item 5.3 EMERGENCY PROTECTION. (e) When tracks of other railways may be obstructed, the emergency broadcast must be transmitted on their standby channel if practicable. Other Movements Must: (a) stop prior to the location stated, or if closely approaching the location stop at once; and (b) then proceed prepared to stop short of an obstruction until it is known that the track is safe and clear. 5.3 EMERGENCY PROTECTION Any employee discovering a condition which may affect the safe passage of a movement must, by any means, make every possible effort to stop and/or provide necessary instructions to movements that may be affected. Flag Protection Must be provided on main track unless or until otherwise relieved of the requirement. A flagman must: (a) be equipped with a red flag and eight red fusees; (b) go at least 2 miles from the condition, and in each direction when possible, to a location which provides an approaching movement an unobstructed view of the signal to be displayed and allows the movement to stop before the condition; and (c) display a stop signal to an approaching movement until it has: o acknowledged the stop signal by radio or whistled two short sounds; o come to a stop; or o reached the location of the flagman. Movement Stopped A movement stopped by a flagman must not proceed unless instructed by the flagman. 5.4 CONDUCTING EMERGENCY RADIO TEST When requested by the RTC to perform a test of the emergency radio system, a crew member must: (a) initiate an emergency test call on the appropriate channel as per the following example Emergency test, Emergency test, Emergency test West at mile 12 Shuswap Sub, testing the Emergency call. (b) return to the designated standby channel and wait for the RTC to advise whether the test was successful or not. October 2015 Page 19

20 SECTION 6 - SIGNALS 6.1 FUSEES A fusee should not be placed on a public crossing at grade or where it may cause fire. A movement approaching a red fusee burning on or near its track, or beyond the nearest rail of an adjacent track, must operate, or immediately reduce speed to operate, prepared to stop within one-half the range of vision of equipment for two miles beyond the location of the fusee. 6.2 HAND SIGNALS (a) Any object waved violently on or near the track is a signal to stop. (b) Employees must have signalling devices in working order and ready for immediate use when they may be required. (c) Lights must be used to signal from sunset to sunrise and when hand signals cannot be plainly seen. (d) If there is doubt as to the meaning of a signal, for whom it is intended, or the disappearance from view of the signal, it must be regarded as a stop signal. (e) Signals must be clear in meaning, displayed from a point which can be plainly seen and in sufficient time to permit compliance. (f) A signal to move must be given in relation to the front of the controlling locomotive and when switching, given directly to the locomotive engineer when practicable. (g) A crew member, whose movement is clear of the main track, must not give an approaching movement a hand signal to move forward. 6.3 BLUE SIGNALS (a) Movements encountering a blue signal must not pass or remove the signal. (b) When a blue signal is displayed at one end or both ends of equipment, the equipment must not be coupled to or moved. Manned Movement When the locomotive engineer has been advised that work will be undertaken on the movement, the movement must not be moved nor the brakes applied or released until advised that workmen are clear of the equipment. Leaving Equipment Equipment must not be placed on the track which will block the view of the blue signal without first notifying the workmen. In such circumstance, the movement must remain on that track until the workmen have relocated the signal to include the equipment being left. 6.4 SIGNAL IMPERFECTLY DISPLAYED A block or interlocking signal, imperfectly displayed, missing, or known or suspected of being damaged, must be regarded as displaying the most restrictive indication it can display. Light(s) Extinguished When a block or interlocking signal with light(s) extinguished has at least one light displaying green or yellow, the movement must reduce to a speed not exceeding 15 MPH through turnouts, when practicable, and be prepared to stop at the next signal. EXCEPTION: Where a signal displays a solid yellow on the bottom position and one or all of the remaining positions are extinguished, a movement approaching such signal operating: at restricted speed; prepared to stop; or prepared to comply with restricted or reduced speed; must consider the signal as displaying RESTRICTING. More Permissive When a block or interlocking signal displays an indication more permissive then circumstances warrant, the movement must be immediately brought to a controlled stop and the RTC/signalman contacted for further instructions. Reporting Imperfectly displayed, missing or damaged signals and bungalows must be reported to the proper authority. Repairs must not be undertaken. Page 20 October 2015

21 6.5 FIXED SIGNAL RECOGNITION AND COMPLIANCE Recognition All crew members on the controlling engine and snow plow foremen must know the indication of each fixed signal before passing it. Communication Crew members within physical hearing range must clearly communicate the indication by name of each fixed signal they are required to identify as soon as it is positively identified. The following signals and operating signs must be communicated: (a) block and interlocking signals; (b) switch or derail position indicator light; (c) yellow, green, yellow over red and red signals used with GBO for slow track and engineering protection; (d) one mile sign to interlocking; (e) stop sign; (f) red signal between the rails; (g) stop signal displayed by a flagman; (h) a blue signal; (i) a switch not properly lined; (j) advance speed signs; (k) one mile to cautionary limit sign; and (l) cautionary limit sign. Changes Crew members must watch for, promptly communicate and act on any change of indication which occurs. October 2015 Page 21

22 SECTION 7 - LOCOMOTIVE REQUIREMENTS 7.1 ENGINE NUMBER LIGHTS When a locomotive number is used in the designation of a movement, only the number lights of such locomotive are to be illuminated. When not used, only the number lights of the leading locomotive are to be illuminated. 7.2 UNATTENDED ENGINES When an engine is left unattended outside of an attended yard or terminal: (a) the cab of the engine must be secured to prevent unauthorized entry; (b) subject to (c), the reverser must be removed from the engine; and (c) during sub-zero temperatures, an engine that does not have a high idle feature is exempt from (b). 7.3 ENGINE BELL The engine bell must be rung when: (a) an engine is about to move, except after the initial move when switching requires frequent moves; (b) passing any movement stopped on an adjacent track; (c) approaching, passing or moving about station facilities or shop track areas; and (d) one-quarter of a mile from every public crossing at grade until the crossing is fully occupied except for those crossings where engine whistle signal o _ is applicable. Failure Should the engine bell fail on the lead locomotive in the consist; when available, the engine bell of another locomotive on the head end must be rung continuously or operated by another employee as directed by the locomotive engineer. 7.4 ENGINE WHISTLE (a) Unnecessary use of the whistle is prohibited. (b) Engine whistle signals must be sounded as prescribed by this rule, and be distinct, with intensity and duration proportionate to the distance the signal is to be conveyed. (c) Radio may be used in lieu of engine whistle signals for indications prefixed by the symbol (#). (d) When a snow plow is operated ahead of an engine, those indications prefixed by (#) must be sounded by the locomotive engineer and all others by the employee in charge of the snow plow. (e) Signals prescribed by this rule are illustrated by o for short sounds; _ for longer sounds. Signal oo ooo ooo Series of short sounds o _ Indication (#) Answer to a stop signal (except a fixed signal) or any signal not otherwise provide for. Not applicable while switching. (#) To notify track forces of fire on or near the right of way (to be repeated as often as required). Alarm for persons or animals on or near the track. Sounded at every whistle post not associated with a public crossing at grade. At whistle posts placed for public crossings at grade, for movements: (i) exceeding 44 MPH, sounded at the whistle post. (ii) operating at 44 MPH or less, sounded to provide 20 seconds warning prior to entering the crossing. Prolonged or repeated until the crossing is fully occupied. Not required when manual protection will be provided or when shoving equipment other than a snow plow over a protected crossing. Failure In case of engine whistle failure, the engine bell must be rung continuously approaching and: (a) moving through curves; (b) passing station facilities, yards and public crossings at grade. In addition, the movement must not exceed 25 MPH entering each unprotected public crossing until fully occupied. Page 22 October 2015

23 7.5 HEADLIGHT AND DITCH LIGHTS Movements headed by equipment equipped with a headlight must display the headlight: (a) at full power in the direction of travel approaching all public crossings at grade until such crossings are fully occupied; (b) at full power in the direction of travel while moving on the main track; (c) on both ends of the engine while moving on non-main track but may be extinguished on the end coupled to cars. Exceptions: When not approaching a public crossing at grade the headlight may be extinguished or dimmed: (i) approaching or being approached by an opposing movement; (ii) on a passenger carrying train, approaching a location where passengers will entrain or detrain; (iii) facing oncoming vehicles at night which may be affected on adjacent roadways; or (iv) when weather conditions cause the vision of the operating crew to be impaired. Ditch Lights A train must use ditch lights when the headlight is required to be displayed full power. Failure If the headlights fail, ditch lights must be used. If all headlights and ditch lights fail, lights available must be used and the movement must not exceed 10 MPH at unprotected crossings unless the crossing is known to be clear and will remain clear until occupied. October 2015 Page 23

24 SECTION 8 - MOVEMENT REQUIREMENTS The minimum operating crew requirement for a freight train or transfer carrying one or more loaded tank cars of dangerous goods is 2 crew members. 8.1 ENGINE IN YARD SERVICE REQUIREMENTS An engine in yard service that is required to enter a main track must comply with the rule requirements pertaining to the main track method of control. 8.2 FREIGHT TRAIN REQUIREMENTS A freight train with cars must operate with an SBU, a remote control locomotive or a manned caboose at the rear. It may operate separated from these in order to double, set off or lift cars, cut a crossing or for other similar situations. When separated, it may only operate to the extent necessary to perform the tasks indicated and must not exceed 25 MPH while handling cars. 8.3 TRANSFER REQUIREMENTS Brakes The locomotive engineer must verify that there are sufficient operative brakes by performing a running brake test as soon as possible. Air Except where cautionary limits or block signals provide protection, transfers must have air applied throughout the entire equipment consist. The last three cars, if applicable, must be verified to have operative brakes. Main Track When operating on the main track: (a) a transfer carrying dangerous goods must have air applied throughout the equipment; (b) remote control locomotives must be equipped with an operative operator controlled unit for each qualified operator to a maximum of TRACK UNIT OPERATED AS A TRAIN General (a) A track unit may be operated as a train, in accordance with all applicable rules for a train, provided it is operated under the direction of a conductor, operating officer or a foreman qualified in rules applicable to movements. (b) A track unit operated as a train must comply with SECTION 7 LOCOMOTIVE REQUIREMENTS. Crew Member Responsibility When a track unit is operated as a train: (a) the operator of the track unit is a crew member qualified in rules applicable to movements and responsible for the operation of the track unit; (b) the conductor, operating officer or operating foreman will perform the duties of the conductor and all other duties of the locomotive engineer not relating to the operation of the track unit; and (c) the operator of the track unit must be made aware of the contents of a GBO, authority, and instructions in writing, before such authority or instructions are acted upon. Speed You must not exceed the lesser of authorized freight train speed including temporary speed restrictions, or the maximum authorized speed for the track unit. Track units reliably operating signal systems Track units which reliably operate signal systems when operating as a train must comply with signal indications. Page 24 October 2015

25 Track units NOT reliably operating signal systems Track units which do not reliably operate signal systems when operating as a train are governed as follows: (a) OCS - Must be authorized to work. ABS signals within the authorized limits are suspended. (b) CTC - Must be authorized to work. CTC signals within the authorized limits are suspended. (c) Interlockings EXCEPT Railway Crossings at Grade and Drawbridges The signalman must be advised that the equipment does not reliably operate the signal system and the routing required. Such must be acknowledged by the signalman and permission received prior to entering interlocking limits. Interlocking signals within the authorized limits are suspended. (d) Interlocked Railway Crossings at Grade and Drawbridges - Interlocking signals must be considered as displaying STOP regardless of indication displayed. For passing a Stop signal, see: item PASSING STOP SIGNALS AT LOCALLY AND REMOTELY-CONTROLLED INTERLOCKINGS; or item PASSING STOP SIGNALS AUTOMATIC INTERLOCKING. When required to open the knife switch before permitting the train to proceed, the switch must not be closed until the train is clear of the interlocking limits. (e) Over Crossings - The train must provide manual protection unless: (i) warning devices are known to have been operating for at least 20 seconds; or (ii) any gates are horizontal. (f) Over Power-Operated Switches, Dual Control Switches and Dual Control Switch Point Derails - A track unit operating as a train must: (i) approach such switches prepared to stop and observe the switch points to be lined for the authorized route; (ii) not exceed 10 MPH over such switches and not stand on switch points while the switch is in power position; and (iii) have switches lined by the RTC, except that in the operation of a: power-operated switch, the RTC may give permission to have the switch operated by a qualified employee. After the track unit has cleared the switch points, the RTC must be immediately advised. dual control switch or dual control switch point derail, the RTC may give permission to operate the switch(es) in the hand position. After the track unit has cleared the switch points, selector lever must be restored to power position and locked and the RTC immediately advised. October 2015 Page 25

26 SECTION 9 - METHODS OF CONTROL AND AUTHORITY 9.1 NON-MAIN TRACK Other Than Non-Signalled Siding In CTC (a) Unless otherwise specified in special instructions, when operating on non-main track, a movement must operate: (i) prepared to stop: o o within one-half the range of vision of equipment or a track unit; short of: a red or blue signal between the rails; a switch not lined; derail in the derailing position; and end of track. (ii) at a speed not exceeding 15 MPH on sidings and 10 MPH on other than sidings. (b) A movement approaching a red signal between the rails or a switch locked with a special lock, in a position for other than their intended route, must stop and be governed by instructions in writing from the foreman. The movement must not remove red signals and/or special locks. (c) Equipment must not be left on a track protected by red signals which will block a clear view of the signals. Non-Signalled Siding In CTC (a) Movements may only enter a non-signalled siding in CTC by signal indication or with permission from the RTC. (b) Unless otherwise specified in special instructions, when operating on a non-signalled siding in CTC, a movement must operate: (i) prepared to stop: o within one-half the range of vision of equipment or a track unit; o short of: a switch not lined; and derail in the derailing position. (ii) at a speed not exceeding 15 MPH. 9.2 CAUTIONARY LIMITS A movement: (a) is authorized to operate on a main track where cautionary limits apply; (b) must operate prepared to stop: (i) within one-half the range of vision of equipment or a track unit; (ii) short of a red signal or switch not lined; (c) approaching a red signal between the rails or a switch locked with a special lock, in a position for other than their intended route, must stop and be governed by instructions in writing from the foreman. The movement must not remove red signals and/or special locks. (d) Equipment must not be left on a track protected by red signals which will block a clear view of the signals. 9.3 MAIN TRACK Unless otherwise specified, rules pertaining to the main track also apply to tracks specified as signalled tracks. Methods Of Control CTC, OCS and Interlockings. Authority Authority for a movement to foul or enter is provided as follows: Method Of Control CTC OCS Interlockings Cautionary Limits Authority Signal indication, permission or written authority from the RTC. Clearance. Signal indication, permission or written authority from the signalman, or by special instructions. Movements have authority. Page 26 October 2015

27 Passing Stop Signals or Occupying without Authority If a movement: occupies or fouls a main or signalled track without authority, or passes a block or interlocking signal indicating stop without authority/instructions to pass such signal. The movement must: (a) be stopped; (i) at once give warning of the situation: on the Train Standby Channel, transmit EMERGENCY, EMERGENCY, EMERGENCY, the movement s designation, location and particulars; and (ii) as quickly as possible notify the RTC/signalman: on the RTC Call-in Channel, dial 911, wait for the emergency tone, transmit EMERGENCY, EMERGENCY, EMERGENCY then return to the Train Standby Channel and wait for the RTC to respond. Advise the RTC/signalman who will issue instructions as necessary. (b) immediately provide flag protection to protect the movement unless or until otherwise relieved of the requirement. The flagman must: (i) be equipped with a red flag and eight red fusees; (ii) go at least 2 miles from the condition, and in each direction when possible, to a location which provides an approaching movement an unobstructed view of the signal to be displayed and allows the movement to stop before the condition; and (iii) display a stop signal to an approaching movement until it has: o acknowledged the stop signal by radio or whistled two short sounds; o come to a stop; or o reached the location of the flagman. If the instructions from the RTC/signalman include the authority to proceed or reverse direction, unless relieved of the requirement: (a) any dual control or power-operated switches occupied must be examined to ensure that the switch points are properly lined for the route to be used and no part of the switch is damaged or broken. (b) the requirements as follows for handling dual control switches in hand position must be complied with at dual control switch(es), including dual control switch point derails. In doing so, the movement may be moved before the dual control switches(es) is operated by hand, but only sufficient distance to clear the wheels from the actual switch points. (i) place the selector lever in hand position; (ii) operate the hand throw lever until the switch points move in both directions with the action of the hand throw lever; (iii) line the switch by hand for the route to be used; and (iv) restore and lock the selector lever(s) in power position. October 2015 Page 27

28 SECTION 10 - AUTHORITIES AND INSTRUCTIONS In this section, instructions refers to instructions/information required to be in writing. When the term in writing is used in this rule book, special instructions or GOI, if the written authority or instruction referred to is not received personally, it must be copied by the receiving employee and repeated back to the sender to ensure it was correctly received GENERAL (a) Authorities and instructions must be brief and clear in meaning, containing only essential information. (b) Authorities and instructions addressed to a movement are considered addressed to the conductor and locomotive engineer, also to the pilot or snow plow foreman if any. (c) When an authority or instruction is transmitted electronically, it will not be repeated to the RTC. Each transmission received must be examined to ensure legibility. If the transmission is not legible this must immediately be reported to, and retransmitted by, the RTC. Illegible transmissions must not be used and in the case of paper based authorities, must be destroyed. (d) The employee transmitting or repeating an authority or instruction must regulate the speed of transmission to allow the receiving employee to verify or copy as it is transmitted. (e) In transmitting and repeating: (i) all words and numbers must be clearly pronounced; (ii) in addition, numbers of a single digit must be spelled and those with more than one digit must have each digit stated. (iii) each abbreviated term, except ABS, CTC, DOB, GBO, OCS, RTC, Sub and TGBO, must be pronounced in full. (f) A repeat, acknowledgement or other response required from a crew member may be checked and confirmed to the RTC/signalman by another crew member LIMITS OR LOCATIONS IN AUTHORITIES AND INSTRUCTIONS Limits or locations contained in authorities must be identifiable locations. When a switch or signal is used, the authority or instruction extends only to the fouling point of the switch or to the signal location DESIGNATION OF MOVEMENTS Movements must be designated as follows: GBO/TGBO Train symbol (a movement identification number; e.g or an assignment; e.g. K41) except additional GBO in DOB limits will be engine number and initials when other than CP. Authorities (a) Engine number, and initials when other than CP, as well as direction except when authorized to work. (b) When authorized to work, work must be included, and direction not included. (c) The engine number used in the designation must be the leading locomotive when practicable. NOTE: A cab control car or track unit when operated as a train is considered an engine in application of this rule. Page 28 October 2015

29 10.4 WRITTEN RECORD OF AUTHORITIES AND INSTRUCTIONS, AND CANCELLATION (a) Only approved abbreviations may be used. (b) The record of authorities and instructions, or the record of the cancellation of same, must: (i) be without erasure and kept in condition which does not render them difficult to read or understand; (ii) have each station name spelt exactly as shown in the time table; (iii) not be copied by the locomotive engineer if it will interfere with the safe operation of the movement; (iv) be recorded as transmitted and when applicable, in the prescribed form; and (v) be repeated, including all pre-printed portions, from the record made, to the sender. (c) Instructions must not be acted on until repeated back to, and confirmed correct by, the sender. (d) When an accident or incident occurs, all authorities and instructions must be retained until relieved of this requirement by a supervisor. (e) An employee producing or reproducing a copy for delivery to another employee must check each copy to ensure legibility. (f) When additional copies are required, they may be received from the RTC or made from one previously completed. Such copies, unless transmitted electronically or reproduced by a duplicating device, must be repeated to the RTC from the new copy. (g) When the authority or instruction is fulfilled, cancelled, superseded or requested to be destroyed: (i) an X must be immediately drawn across all copies; and (ii) where applicable, other employees must be advised. October 2015 Page 29

30 SECTION 11 - OPERATION OF MOVEMENTS 11.1 REPORTING DELAYS The conductor must ensure that the RTC is promptly advised of any known condition which may delay their main track movement PROTECTION AGAINST EXTRAORDINARY CONDITIONS (a) A movement must be fully protected against any known or suspected condition that may interfere with its safe passage. (b) A movement must stop at once and be fully inspected when it is known or suspected to have struck any object that may interfere with its safe operation. The RTC must be notified as quickly as possible. (c) When a distributed power train is required to double or switch a portion of the train and that portion is trailed by a locomotive, the crew must advise the RTC and any foreman who has provided instructions within protected limits or other movements encountered, that a portion of the train was left DIMENSIONAL TRAFFIC Confirmation Required Except within limits designated in the time table or special instructions as a Dimensional Load Zone (D L Zone), you must receive confirmation from the RTC that they are aware of dimensional traffic being handled (W-4 or greater in single track and W-3 or greater in multi-track) and will protect it against other main track movements. Non-main Track You must provide protection for dimensional traffic against equipment on non-main tracks other than non-signalled sidings PASSENGER TRAIN STOPS Unless advised by special instructions that this item is not applicable at a location, the following applies. Passenger Train The passenger train crew must not allow passengers to cross a main track until they have: (a) been advised by the RTC of movements authorized into the station; and (b) communicated with those movements and made arrangements to protect the safety of the passengers. Other Movements Movements passing a passenger train entraining or detraining passengers must: (a) operate with extreme care; and (b) not pass between the passenger train and the station unless the crew of such train advises it is safe to do so LOCATION REPORTS (a) A crew member must ensure the RTC is promptly advised when their movement is clear of a location specified by the RTC or after clearing the limits of the last proceed clearance for that subdivision. Location reports must also be provided to other movements and foremen as requested. (b) Prior to making a location report, the employee must confirm with other crew members that the entire movement is clear of that location. (c) The location report must be provided as per the following example: 5834 West clear mile Galt Sub. (d) The employee receiving the report must repeat it to the sender as per the following example: 5834 West clear mile Galt Sub, is that correct? (e) If the repeat is correct, the employee who provided the report must confirm as per the following example: Correct Conductor Sabuad. Page 30 October 2015

31 11.6 INSPECTING YOUR MOVEMENT (a) You must know that your equipment is in good order before starting and inspect it whenever you have an opportunity to do so. Equipment added en route must be inspected with extra care to ensure it is in good order. (b) While in motion, you must make frequent inspections of both sides to ensure that equipment is in good order. (c) When a freight train is stopped en route, a walking and/or pull-by inspection of as much of the movement as time and conditions permit must be conducted. (d) When on the rear, you must inspect, at every opportunity, the track behind for evidence of dragging or derailed equipment. (e) On completion of crew-planned inspections and at locations where inspection is required by special instructions, you must, when possible, voice communicate to each other the results of such inspections INSPECTING PASSING MOVEMENTS Crew Inspecting When stopped, and duties and terrain permit, at least two crew members must position themselves on the ground on both sides of the track to inspect the condition of equipment in passing main track movements. The locomotive engineer will inspect the near side. (a) Employees inspecting must, when possible, broadcast the results of the inspection. (b) Every effort must be made to stop a movement if a dangerous condition is detected. The report must not speculate as to the cause but state only the location of the dangerous condition and what was observed. EXCEPTION: Crew members of passenger trains are exempted from the above requirements except when at meeting points in single track territory. However, every effort must be made to stop a movement when a dangerous condition is noted. Movement Inspected Each crew member of the movement being inspected must be alert for a stop signal or communication given by an employee. When a crew member is located at the rear, a front crew member must, when practicable, notify the rear crew member of the location of employees in position to inspect their movement DERAILS (a) You must be familiar with the location of each derail. (b) All derails must be left secured with a locking device. (c) Derails must be in derailing position as follows: Special Derail Blue Flag Derail All other derails Only when stored equipment is present. Must not be handled. When left. Special Derails (a) Equipment to be left must be coupled together except when required to clear a crossing or when left on account of a mechanical defect. (b) Movements required to move at RESTRICTED speed on a track where a SPECIAL DERAIL is located must also approach such derail prepared to find it in the derailing position. Hand Operated Switch Point Derails An employee handling a switch point derail must examine the points and observe the target to ensure that the derail is in the proper position. Dual Control Switch Point Derails A dual control switch point derail must not be placed in hand position unless specified on the authority or in special instructions, or permission has been provided from the RTC/signalman. When authority or special instructions include the requirement for dual control switch(es) on the authorized route to be placed in hand position and lined for the route to be used, such instruction includes ALL dual control switch point derail(s) on the authorized route. October 2015 Page 31

32 11.9 LEAVING EQUIPMENT CTC, Interlockings or Siding You must advise the RTC/signalman prior to leaving equipment in CTC, interlockings or on a siding. Equipment left on a siding must be coupled to any other equipment except as required to avoid blocking a crossing. OCS Unless protected by clearance, you must have a GBO authorizing equipment to be left and must leave the equipment between the locations stated. Cautionary Limits Equipment may be left within cautionary limits. Securing When equipment is left, it must be secured as indicated in the General Operating Instructions (GOI) Section 4. Page 32 October 2015

33 SECTION 12 - SWITCHING When: (a) working on the same track as another crew, both crews must have a clear understanding of the moves to be made; and (b) a portion of a movement is left on the main track, precautions must be taken by the crew to protect the remaining portion against the return move RESTRICTED SIDE OR OVERHEAD CLEARANCES You must: (a) be acquainted with and watch for locations with restricted clearances; (b) not ride the side or above the roof of moving equipment when passing restricted clearances RIDING EQUIPMENT You must not ride on: (a) the roof of moving equipment; (b) the lading of a moving open top car; (c) the end of a car, other the end platform of a tank car, while in motion, except for the purpose of operating a hand brake; (d) any car known or suspected to contain a shifted load or damaged such that its structure or components may not be secure, or any car trailing such car; (e) the top or sides of equipment when on any main shop, diesel shop or car shop track GRAVITY SWITCH A gravity switch is permitted at locations approved by the Superintendent provided: (a) 5 cars or less are handled; (b) none of the cars are placarded; (c) when practicable, the hand brake(s) to be operated is on a car without a load prone to shifting; (d) the hand brake used to control the move is a low mount vertical hand brake on a car with proper hand holds, ladders or platform to maintain 3 point contact; (e) the hand brake(s) is tested prior to making the switch; (f) a sufficient number of hand brakes must be operated by crew members to ensure that the cars can be controlled and stopped; (g) the switch is lined for the intended route prior to making the switch; and (h) the cars are not allowed to couple to other equipment SWITCHING BY RADIO When radio is used to control switching, the following are required: (a) (i) direction in relation to the front of the controlling locomotive must be given in the initial instruction and from then on whenever the direction is to change; (ii) distance to travel must be given with each communication and increments of less than 2 car lengths need not be repeated; and (iii) the controlling locomotive number and initials when other than CP, or unique assignment designation, must be given with each communication except for increments of 2 car lengths or less. The following is an acceptable example, after positive identification has been established: Conductor 5550(or RS7) back up six car lengths. Locomotive Engineer 5550(or RS7) back up six car lengths (or RS7), three cars. 5550(or RS7), three cars. Two cars. One car. Two cars. Need not repeat when less than 2 cars Half a car 20 feet 10 feet etc. (b) when car lengths are used to communicate distance, unless otherwise arranged, the distance referred to is 50 feet per car length; (c) when the movement has travelled one-half the distance received by the last instruction and no further communication is received, the movement must stop; October 2015 Page 33

34 (d) crew members must communicate the indication of fixed signals affecting their movement; and (e) doubt as to the meaning of an instruction or for whom it is intended must be regarded as a stop signal COUPLING TO EQUIPMENT Before coupling to: (a) equipment, care must be taken to ensure that such equipment is properly secured. (b) equipment on other than tangent track, a stop must be made not less than 6 nor greater than 12 feet from the coupling and extreme caution must then be used, ensuring couplers are properly aligned prior to coupling being made. (c) or moving equipment being loaded or unloaded, all persons in or about such equipment must be notified and vehicles and loading or unloading devices must be clear unless otherwise specified in special instructions. (d) or moving service equipment, employees occupying such equipment must be notified and any attachments secured. (e) passenger equipment, a stop must be made not less than 6 nor greater than 12 feet from the coupling and a speed of 2 MPH must not be exceeded. After coupling: (a) except when flat switching where cars are intentionally let run free, the coupling must be stretched to ensure it is secure; and (b) the equipment must be checked for applied hand brakes as normally expected to be present SHOVING EQUIPMENT (a) On non-main track, when equipment is shoved by an engine or is headed by an unmanned remotely controlled engine: (i) unless the portion of track to be used is known to be clear, a crew member must be on the leading piece of equipment or on the ground, in a position to observe the track to be used and to give signals or instructions necessary to control the move; and (ii) unless the unmanned engine is leading, and all rules applicable to public crossings for headlights, whistles and bells, are complied with at all crossings, such movement must not approach to within 100 feet of any crossing unless such crossings are manually protected until the crossing is fully occupied; or in the case of a protected crossing, a crew member is on the leading car to warn persons standing on, or crossing, or about to cross the track. (b) In paragraph (a), the portion of track to be used is known to be clear only when a qualified employee: (i) can observe the portion of track to be used and has radio contact with the locomotive engineer; and (ii) sees the portion of track to be used as being clear and remaining clear of: equipment; a red or blue signal between the rails; track units; and derails and switches not properly lined for the movement. (iii) sees the portion of track to be used as having sufficient room to contain equipment being shoved. When a non-main track that has been seen to be clear and no access to that track is possible by another movement, the track may be considered as known to be clear. When it can be confirmed that other movements are not on duty or will not be performing work in the non-main track to be used, the requirement of known to be clear of equipment can be considered to be fulfilled continuously. (c) On main track, when equipment is shoved by an engine or is headed by an unmanned remotely controlled engine, this move must: (i) have the required authority; (ii) protect all crossings as per paragraph (a)(ii); and (iii) unless protected by a crew member positioned as described in paragraph (a)(i), must: not exceed the overall length of the equipment; not exceed 15 MPH; and not be made while the leading car is within cautionary limits. (d) Unless the route is known to be clear, when reversing with a locomotive consist and visibility is restricted, a member of the crew must be on the leading end and in position from which signals necessary can be properly given. Page 34 October 2015

35 SECTION 13 - PUBLIC CROSSINGS 13.1 GENERAL (a) Where a railway track and a public road share the same roadbed and there is no fence or other barrier between them; when the movement is headed by cars or a remotely controlled engine an employee must be on the leading car or on the ground, in a position to warn persons on or about to cross the track. (b) When required by special instruction or when cars not headed by an engine, snow plow or other equipment equipped with a whistle and headlight, are moving over a crossing, an employee must provide manual protection of the crossing until it is fully occupied. EXCEPTION: Manual protection is not required provided it is a protected crossing and an employee is on the leading car to warn persons on or about to cross the track. This exception does not modify the requirement to manually protect the crossing prior to reversing over it. (c) Crew members must not give vehicular traffic a hand signal to proceed over a crossing. (d) Except at those public crossings indicated in special instructions, no part of a movement may be allowed to stand on any part of a public crossing at grade, for a longer period than 5 minutes, when vehicular or pedestrian traffic requires passage. Switching operations at such crossing must not obstruct vehicular or pedestrian traffic for a longer period than 5 minutes at a time. When emergency vehicles require passage, employees must cooperate to quickly clear the involved crossings. (e) Equipment must not be left standing within 100 feet of a public or private crossing, except where it is necessary to leave such equipment for loading or unloading UNPROTECTED CROSSINGS Before switching or operating a remote control locomotive over an unprotected crossing where the view of the crossing by the locomotive engineer is obscured, arrangements must be made for an employee to be in position to observe the crossing and give signals and instructions to the locomotive engineer as necessary PROTECTED CROSSINGS (a) When a movement passes over any protected crossing, before reversing over the crossing manual protection must be applied. (b) Unless otherwise directed by special instructions, a main track movement over a protected crossing which: (i) has stopped or is switching, on the main track in the vicinity of the crossing; or (ii) is entering the main track in the vicinity of the crossing must not exceed 10 MPH from a distance of 300 feet from the crossing until the crossing is fully occupied by the movement. In addition, unless manually protected, the crossing must not be occupied until the warning devices are known to have been operating for at least 20 seconds. (c) Unless otherwise directed by special instructions, a movement on non-main track over a protected crossing, must not exceed 10 MPH from a distance of 300 feet until the crossing is fully occupied. (d) Equipment must not be allowed to stand so as to cause the unnecessary operation of warning devices. (e) When advised by special instructions that this item applies, crossings must be manually protected unless it is known that warning devices have been operating for at least 20 seconds. (f) At protected crossings, movements must not accelerate by more than 5 MPH unless warning devices are known to have been operating for at least 20 seconds. (g) A movement following another within 1500 feet must not obstruct the crossing until: (i) the warning devices are known to have been operating for at least 20 seconds; (ii) gates are in horizontal position; or (iii) manual protection of the crossing has been provided. (h) Employees observing the improper operation of any automatic warning device must notify the RTC or person responsible for the supervision of movements by the quickest available means CROSSING PROTECTED BY NON-AUTOMATIC WARNING DEVICES At crossings where special instructions require that warning devices be operated by pushbutton, radio, or other appliances, or that movements stop at stop signs, movements must not foul the crossing until the warning devices are known to have been operating for at least 20 seconds. Pushbutton boxes must be closed and locked when not in use. October 2015 Page 35

36 13.5 MANUAL PROTECTION OF CROSSINGS (a) When providing manual protection of a crossing, an employee must: (i) be on the ground ahead of the movement, in a position to stop vehicular and pedestrian traffic before entering the crossing; and (ii) use a hand signal by day and a light or a lighted fusee by night to give a signal to stop vehicular and pedestrian traffic over the crossing. (b) The movement must not enter the crossing until a signal to enter the crossing has been received from the employee providing the protection. (c) When the crossing is known to be clear of traffic, and will remain clear until occupied, manual protection need not be provided. Page 36 October 2015

37 SECTION 14 - SWITCHES 14.1 FOULING OTHER TRACKS (a) Equipment must not be allowed to move foul of another track unless properly protected. (b) A movement must not foul a track until the switches connected with the move are properly lined, or in the case of semi-automatic or spring switches, the conflicting route is known to be clear. EXCEPTION: A movement may foul a track connected by a hand operated switch provided that: (i) neither the track occupied nor the track to be fouled are main tracks; (ii) the conflicting route is known to be clear; and (iii) the switch is properly lined before the movement passes over it. (c) Equipment must not be left foul of a connecting track unless the switch is left lined for the track upon which such equipment is standing HAND OPERATED SWITCHES - GENERAL (a) When operating semi-automatic, spring, dual control or auto-normal switches by hand all rules governing hand operated switches apply. (b) Except while being turned, each switch must be secured with an approved device. When a switch has been turned, the points must be examined and the target, reflector or light, if any, observed to ensure that the switch is properly lined for the route to be used. (c) A switch must not be turned while any part of a car or engine is between the switch points and the fouling point of the track to be used, except in the application of the exception to item 14.1 FOULING OTHER TRACKS. (d) If it is known or suspected that either of the points or any part of a switch is damaged or broken, the switch must be protected until it can be made safe for use. A report must be made to the RTC or employee responsible for the territory by the quickest available means. (e) When a switch point lock is provided, it must be locked when the switch is left in normal position. Employees must familiarize themselves with the location of switch point locks MAIN TRACK HAND OPERATED SWITCHES - GENERAL (a) Except when switching, when a movement is closely approaching or passing over a main track switch, other than a dual control switch, employees must keep at least 20 feet from the switch stand, and must, when practicable, on single track, stand on the opposite side of the track. (b) When a movement diverges from a main track, the switch used must not be restored to normal position until the fouling point has been cleared. (c) When a crossover is to be used, the switch in the track on which the movement is standing must be reversed first. Both switches must be reversed before crossing over. Before either switch is restored to normal position the movement must be clear of the crossover. (d) When either switch of a crossover is restored to normal position, unless otherwise specified, both must be restored to normal position. When switching at a crossover, a main track switch need not be restored subject to item 14.4 MAIN TRACK HAND OPERATED SWITCH(ES) IN REVERSE POSITION. (e) Unless otherwise directed by special instructions, the normal position for a main track junction switch is when set for through movement on one subdivision. (f) On single track, a crew member of a movement stopped on the main track to meet or to be passed by another movement, will, when practicable, reverse the switch for the approaching movement and protect it unless relieved by a crew member of the other movement. (g) The employee handling a main track hand operated switch in non-signalled territory must, from the location of the switch, communicate with another employee to confirm the position in which the switch has been left, lined and locked. The employee receiving this report must repeat it back to the employee who handled the switch. Communication may be achieved by personal contact, radio or telephone. A lone employee unable to communicate with any employee other than the RTC, must communicate with the RTC. This rule also applies where ABS signals do not govern movements in both directions. (h) Except when switching, main track switches must be locked when left in the reverse position MAIN TRACK HAND OPERATED SWITCH(ES) IN REVERSE POSITION Main track switches must be left lined and locked in normal position except may be left in reverse position when: (a) directed by GBO, clearance or special instructions. (b) attended by an employee who must be in position to restore the switch to normal before it is occupied by an approaching main track movement. (c) occupied by equipment. October 2015 Page 37

38 (d) in OCS or Cautionary Limits: (i) equipment is left on the main track; (ii) the equipment is left as close as practical to the switch; and (iii) operation over the same switch is required when returning to such equipment. (e) in CTC, equipment is left within the same controlled block. When this cannot be done, RTC permission must be obtained REPORTING MAIN TRACK HAND OPERATED SWITCH RESTORED TO NORMAL (a) When restoring a main track switch to normal position, or when encountering a switch in normal position after receiving a warning the switch is in reverse position, the employee restoring the switch or movement receiving the warning must: (i) communicate to other crew members or an employee that the switch is restored to normal; and (ii) provide a switch restore report to the RTC. If the RTC cannot be contacted, the employee may leave that location, leaving the switch lined and locked in the normal position. (b) The switch restore report must be: (i) provided from the location of the switch (physically at, or having the switch target in sight, or at the time when the switch is occupied by the movement); and (ii) provided as per the following example: east siding switch Whitney is normal. (c) If the location and position of the switch repeated by the RTC is correct, the employee providing such report must acknowledge correct as per the following example: correct, conductor Sabuad MAIN TRACK HAND OPERATED SWITCHES HANDLED BY ANOTHER EMPLOYEE When arrangements are made for an employee to: (a) take charge of a switch(es) in reverse position, the movement must receive verbal confirmation that the switch has been restored to normal position; or (b) reverse or restore to normal a switch for an approaching movement, the movement must not act on the verbal advice of switch position provided unless advised that the employee is at the switch and will remain in charge of the switch. Not applicable to dual control switches in hand position OPERATION OF ELECTRICALLY LOCKED HAND OPERATED SWITCHES Unless otherwise posted at the switch, or in special instructions: (a) Operation from the Main Track: (i) leading trucks of the movement must be stopped within 75 feet of switch points; (ii) operate electric switch lock. (b) Operation to the Main Track: (i) request permission from RTC/signalman to enter main track; (ii) ensure the movement is clear of main track; (iii) operate electric switch lock. (c) Operating Electric Switch Lock: (i) unlock and open door; (ii) move operating handle to intermediate (stop) position; (iii) wait until indicator shows UNLOCKED. (Where the electric switch lock has timed release, as indicated in subdivision footnote, wait specified time for indicator to show UNLOCKED); (iv) move operating handle to extreme left, to permit manual operation of the switch. (d) After the movement has cleared the switch: (i) restore switch to normal position; (ii) restore operating handle of the electric switch lock to the LOCKED position; (iii) close and lock door of the electric switch lock. Page 38 October 2015

39 14.8 NON-MAIN TRACK HAND OPERATED SWITCHES (a) Unless otherwise specified by special instructions, non-main track switches, when equipped with a lock, must be lined in normal position and locked after having been used. (b) At a crossover joining a main track and a non-main track, when authorized to leave the main track switch in reverse position, the non-main track switch may also be left in reverse position. (c) Unless otherwise specified in special instructions, the following applies: Before a movement commences over either switch of a yard crossover (a connecting track between two yard tracks) both switches must be lined in the same position. Exception: When switching at the crossover, a movement may occupy the switch lined in normal position provided the facing point direction of the switch in reverse position is protected by equipment and operation over the same switch is required to return to such equipment. Both switches must be left in the same position when the crossover is left unattended SPRING SWITCHES (a) Employees must keep clear of the switch handle while it is being lifted or released. (b) When trailing through a spring switch, a movement that stops must not be reversed, nor slack taken, until the switch has been properly set by hand. (c) When ice or snow conditions warrant, all movements must stop before trailing through a spring switch and examine the switch points, cleaning them if necessary. (d) When a movement is required to operate over a spring switch in the facing point direction at RESTRICTED speed, a stop must be made before the leading wheels are on the switch points, and the switch points must be examined from a position on the ground. (i) If the points are found to be properly closed the movement will be governed by the indication of the signal, if any. (ii) If the switch points are not properly closed and cannot be closed by use of the switch handle, the points must be spiked in the proper position and the movement will be governed by the indication of the signal, if any. After operating over a spiked spring switch, the spike must be removed and the RTC or employee in charge notified as quickly as possible DUAL CONTROL SWITCHES A dual control switch must not be placed in hand position unless specified on the authority or in special instructions, or permission has been provided from the RTC/signalman POWER-OPERATED SWITCHES AT A STOP SIGNAL When a movement is authorized to pass a stop signal to move over a power-operated switch, a crew member must observe that the switch points are lined for the authorized route SEMI-AUTOMATIC SWITCHES (a) After coupling to equipment at a semi-automatic switch, or when reversing direction through such switch, a facing point move must not be made, unless one unit of equipment has trailed entirely through the switch, or it is known that the points are properly lined. (b) When ice or snow may affect the ability of the switch points on a semi-automatic switch to close properly when operated by wheel flange, a member of the crew must manually line the switch and ensure the points are properly lined before a trailing move is commenced over the switch. Movements operating in a facing point direction must observe the position of the points in addition to the target indication before proceeding over a semi-automatic switch. (c) Unless otherwise specified in special instructions, the following applies: Before a movement commences over either switch of a yard crossover (a connecting track between two yard tracks) both switches must be lined in the same position. Exceptions: 1. When switching at the crossover, a movement may occupy the switch lined in normal position provided the facing point direction of the switch in reverse position is protected by equipment and operation over the same switch is required to return to such equipment. 2. A trailing point switch may be lined by trailing through. Both switches must be left in the same position when the crossover is left unattended. October 2015 Page 39

40 SECTION 15 - OCS 15.1 GENERAL (a) A movement is governed by these instructions on a main track where the time table or special instructions specify OCS Rules apply. (b) A movement must not foul or enter OCS except by clearance. Within ABS, the movement is also governed by ABS rules CLEARANCES General (a) A clearance will be sent direct to the crew of the movement addressed, electronically or in writing, and must not be acted upon until they have visually verified that the engine number, and initials when other than CP, (lead locomotive when practicable) used in the designation are correct and both conductor and locomotive engineer are in possession of a copy. (b) Contact the RTC if the lead locomotive is different or a clearance is required and not available on the FIT when reporting for duty. (c) Every conductor, locomotive engineer, pilot and snow plow foreman must read and have a proper understanding of all clearances as soon as possible after they have been received. As soon as possible, clearances must be made available to other crew members, ensuring that each has read and understands them and, when required, arrangements made for protection with a foreman or another movement. Copying (a) When correctly repeated to the RTC by a crew member, the RTC will respond with the word complete and the initials of the RTC. Such must be recorded and acknowledged to the RTC by the crew member copying, by repeating as per the following example: complete ERL, conductor Sabuad. (b) A clearance is in effect when the word complete and the initials of the RTC are stated. (c) A crew member copying must ensure that the conductor and locomotive engineer, also the pilot or snow plow foreman if any, receive a copy. Remaining In Effect (a) A clearance remains in effect until fulfilled, cancelled or superseded. (b) Once fulfilled, cancelled or superseded, an X must be immediately drawn across all copies to avoid further use and all crew members advised. Superseding (a) Prior to acknowledging a superseding clearance while the movement is occupying OCS, the conductor and locomotive engineer must verbally confirm that the new clearance contains the portion of track they currently occupy. (b) A crew member, or both the conductor and locomotive engineer if clearance restricts the authority already in the crew s possession, must acknowledge a superseding clearance to the RTC. Cancelling (a) A clearance must not be cancelled unless the entire movement is clear of its limits, protected by GBO or within cautionary limits. (b) The conductor and locomotive engineer must verbally confirm that the clearance is no longer required prior to cancelling. (c) A crew member will receive cancellation of a clearance from the RTC in writing as per the following example: No cancelled ERL. The cancellation does not take effect until such is recorded and acknowledged to the RTC by the conductor and locomotive engineer as per the following example: No cancelled ERL, conductor Sabuad ; and No cancelled ERL, locomotive engineer Brown. Page 40 October 2015

41 15.3 CLEARANCE TO PROCEED (a) You must move only in the direction indicated except a movement may reverse 300 feet or less provided the track has not been reported clear of to the RTC or a block in ABS is not re-entered. In ABS, an employee must be in a position to see the portion of the track to be used is, and remains, clear of equipment or track units. When instructed to proceed by a foreman, such move may be made without further instructions from the foreman. (b) A clearance to Proceed is fulfilled when the entire movement is clear of the identifiable location the movement is authorized to. E.g.: if the clearance authorizes: Proceed from SNS Aurora to SNS Lancer, the clearance is fulfilled when the entire movement is clear of the station name sign at Lancer CLEARANCE TO WORK You may move in either direction within the limits indicated. Clearances to work must be superseded or cancelled, they cannot be fulfilled RESTRICTIONS ON CLEARANCE (a) Crew members within physical hearing range are required to remind one another of clearance restrictions in sufficient time to ensure compliance. (b) A radio broadcast must be made on the standby channel between 1 and 3 miles in advance of each restriction stating the designation and restriction being approached. Do not proceed until You must not leave the location named until: (a) the engine initials and number as well as TIBS or a tail end remote locomotive has been seen by both the conductor and locomotive engineer as clearing that location; or (b) a location report has been received from the RTC, or the movement, that it is clear of that location. Prior to departing, crew members must confirm that the restriction is no longer applicable. Prepared to restore to normal position You must approach the switch(es) indicated prepared to stop and restore them to normal position. This restriction is no longer applicable when: (a) verbal advice has been received from an employee that they are at the switch, it is in normal position and they will remain at the switch; or (b) the crew has positively identified the switch to be in normal position by observing the switch target. A crew member handling the switch must confirm with another crew member, from the switch location, that the switch is lined and locked in normal position. The crew member receiving this report must repeat it back to the crew member handling the switch. Protect against a preceding movement from a location You must not leave the location indicated, or last location provided by the preceding movement, unless you: (a) proceed prepared to stop within half the range of vision of equipment; or (b) have received and recorded in writing: (i) a location report for an identifiable location ahead, from the preceding movement or from the RTC; or (ii) instructions from the preceding movement to close up between 2 identifiable locations and operate prepared to stop short of the preceding movement at a speed not exceeding 15 MPH. A preceding movement must: (a) provide location reports, as specified in item 11.5 LOCATION REPORTS, at sufficient intervals to avoid delay to the following movement; and (b) be stopped prior to providing and recording instructions in writing to close up. Protect against a foreman You must not enter the limits until: (a) instructions have been received in writing from, repeated to, and acknowledged by, the foreman named; and (b) crew members have communicated to each other the instructions. Prior to accepting instructions, you must be advised by the foreman of the status of sub-foremen. October 2015 Page 41

42 Protect against a movement You must not enter the limits until: (a) there is a thorough understanding in writing between the conductor and locomotive engineer of each movement, which includes the intended operation of each and protection to be provided. Such protection must be provided until the affected movement has left the working limits; and (b) crew members have communicated to each other the instructions and have a clear understanding of the protection SWITCHES (a) Unless governed by ABS signal indication, unless the switch is seen to be in normal position, you must not exceed the following speeds from one-quarter of a mile of a hand operated switch in the facing point direction: PASSENGER - 50 MPH FREIGHT - 45 MPH FREIGHT with Special Dangerous Commodities - 40 MPH. (b) Unless authorized to leave it in reverse position or instructed by the RTC, if you encounter a main track switch in reverse position you must: (i) restore the switch to normal position; (ii) communicate the switch position to another crew member; and (iii) provide a switch restore report to the RTC while the switch is in sight or occupied by your movement. Page 42 October 2015

43 SECTION 16 - AUTOMATIC BLOCK SIGNAL SYSTEM (ABS) 16.1 GENERAL (a) A movement is governed by these instructions in OCS where the time table or special instructions specify that ABS Rules apply. (b) Where ABS Rules apply, block signals govern the use of the blocks PASSING STOP SIGNALS (a) When required to pass a block signal indicating Stop: (i) to re-enter a block occupied by a portion of their movement, the movement may pass the signal and proceed at RESTRICTED speed. (ii) and no conflicting movement is evident, a crew member must communicate with the RTC, then apply item 1. or When informed in writing by the RTC that there is no conflicting movement in the block governed by the signal, after complying with the requirements of item 16.3 ENTERING MAIN TRACK where applicable, the movement must positively identify the signal by number and may proceed at RESTRICTED speed to the next signal or Block End sign. 2. When unable to obtain the information regarding conflicting movements, after complying with the requirements of item 16.3 ENTERING MAIN TRACK where applicable, the movement must: move forward and stop where its leading wheels are 100 feet past the Stop signal; wait 10 minutes; and if there is still no evidence of a conflicting movement, proceed at RESTRICTED speed to the next signal or Block End sign. (b) At protected crossings within 300 feet of the signal, the movement must not exceed 10 MPH from a distance of 300 feet from the crossing until the crossing is fully occupied. In addition, unless manually protected, the crossing must not be occupied until the warning devices are known to have been operating for at least 20 seconds. At all other protected crossings within the block, movements must not exceed 15 MPH entering the crossing unless the warning devices are known to have been operating for at least 20 seconds prior to occupancy. (c) Instruction to Pass Stop Signal (i) Copying When correctly repeated to the RTC by a crew member, the RTC will respond with the word complete and the initials of the RTC. Such must be recorded and acknowledged to the RTC by the crew member copying, by repeating as per the following example: complete ERL, conductor Sabuad. The instruction is in effect when the word complete and the initials of the RTC are stated. (ii) Cancelling A crew member will receive cancellation of the instruction from the RTC in writing as per the following example: No cancelled ERL. The cancellation does not take effect until such is recorded and acknowledged to the RTC by the conductor and locomotive engineer repeating as per the following example: No cancelled ERL, conductor Sabuad ; and No cancelled ERL, locomotive engineer Brown. (iii) Cancelling or Fulfilling If the movement has: not passed the signal, the instruction to pass the Stop signal may be cancelled. passed the signal, the authority to pass the Stop signal is fulfilled. Once fulfilled or cancelled, an X must be immediately drawn across all copies to avoid further use and all crew members advised. (d) Switch(es) When authority or special instructions include the requirement for dual control switch(es) on the authorized route to be placed in hand position and lined for the route to be used, such instruction includes ALL dual control switch point derail(s) on the authorized route. The movement must not proceed over each switch indicated until: (i) the selector lever is placed in hand position; (ii) the hand throw lever is operated until the switch points move in both directions with the action of the hand throw lever; and (iii) the switch is lined by hand for the route to be used. The selector lever(s) must be restored to power position and locked after the movement occupies the switch points. When a power operated switch is involved, a crew member must observe that the switch points are lined for the authorized route. When a spring switch is involved, Item 14.9 SPRING SWITCHES applies. October 2015 Page 43

44 16.3 ENTERING MAIN TRACK (a) Before entering or fouling a main track and no movement is observed approaching on the main track, a crew member must reverse the switch and wait five minutes, unless a greater period is specified in special instructions before allowing the movement to move foul of the main track. The crew member must remain at the switch until the movement has entered the track. The switch must be quickly restored to its normal position should an approaching movement on the main track become evident. When entry is to be made through a crossover, the switch in the track on which the movement is standing is the only crossover switch to be reversed for the required waiting period. EXCEPTION: The required waiting period need not be observed when: o an opposing movement has passed the switch and is still occupying the block; o the crew entering the main track is in possession of a clearance to work; or o the crew is relieved in writing by the RTC. The switch must be opened within 5 minutes after receiving permission from the RTC. (b) A movement entering a block between signals, must move at RESTRICTED speed to the next signal, unless or until the track is seen to be clear to the next signal and the indication of such signal permits movement at other than RESTRICTED speed DELAYED IN THE BLOCK A movement stopped or delayed in the block after entering the block on signal indication permitting operation at other than RESTRICTED Speed must operate prepared to stop within half the range of vision of equipment: (i) unless there are no switches between the movement and the next signal; or (ii) until the track is seen to be clear to the next signal. The movement must approach the next signal prepared to stop and there be governed by the indication displayed DOUBLING OR SWITCHING When a portion of a movement is left on the main track: (a) precautions must be taken by the crew to protect the remaining portion against the return move; and (b) when doubling or switching over an extended distance, a clearance to work must be obtained MAIN TRACK HAND OPERATED SWITCHES Where ABS signals do not govern movements in both directions, the employee handling a main track hand operated switch must, from the location of the switch, communicate with another employee to confirm the position in which the switch has been left, lined and locked. The employee receiving this report must repeat it back to the employee who handled the switch. Communication may be achieved by personal contact, radio or telephone. A lone employee unable to communicate with any employee other than the RTC, must communicate with the RTC. Page 44 October 2015

45 SECTION 17 - CTC 17.1 GENERAL (a) A movement is governed by these instructions on a main track or signalled track where the time table or special instructions specify CTC Rules apply. (b) A movement must not foul or enter CTC except by signal indication, permission or written authority from the RTC. (c) Rules applying to the main track also apply to tracks specified as signalled tracks on which CTC Rules apply. (d) Block signals and instructions from the RTC govern the operation of movements. (e) Where a movement leaves CTC and enters ABS, the indication of the last CTC signal, in the direction of travel, also governs the movement to the next signal or Block End sign. (f) Movements may only enter a non-signalled siding in CTC by signal indication or with permission from the RTC COPYING AN AUTHORITY When correctly repeated to the RTC by a crew member, the RTC will respond with the word complete and the initials of the RTC. Such must be recorded and acknowledged to the RTC by the crew member copying, by repeating as per the following example: complete ERL, Conductor Sabuad. The authority is in effect when the word complete and the initials of the RTC are stated CANCELLING AN AUTHORITY (a) A crew member will receive cancellation of an authority from the RTC in writing as per the following example: No cancelled ERL. (b) The cancellation does not take effect until such is recorded and acknowledged to the RTC by the conductor and locomotive engineer repeating as per the following example: No cancelled ERL, conductor Sabuad ; and No cancelled ERL, locomotive engineer Brown. (c) If the authority is to work and the movement is within the limits, the cancellation and acknowledgement will contain a second line authorizing the direction of operation. (d) An X must be immediately drawn across all copies to avoid further use and all crew members advised ENTERING CTC BY OTHER THAN SIGNAL INDICATION (a) When required to enter CTC at a non-electrically locked hand operated switch, or at a switch where the seal on the electric switch lock is broken, authority in writing from the RTC to work or to enter CTC is required. At an electrically locked hand operated switch, verbal permission of the RTC is required. (b) Authority to enter must include the direction and route to be taken, and the locomotive engineer must be made aware of before moving. (c) When entering a block: (i) between signals at a hand operated switch, equipped with an electric switch lock, the movement must approach the next signal prepared to stop, unless or until the track is seen to be clear to the next signal and such signal displays a more favourable indication than Stop or Stop and Proceed. (ii) at a switch not equipped with an electric switch lock, or one where the seal on the electric switch lock is broken, the movement must operate at RESTRICTED speed to the next signal, unless or until the track is seen to be clear to the next signal, and the indication of such signal permits operation at other than RESTRICTED speed. (iii) where it has been necessary to activate the emergency release of an electric switch lock, the movement must operate at RESTRICTED speed to the next signal. (d) If the movement has: (i) not entered the controlled block, the authority to enter may be cancelled. (ii) entered the controlled block, the authority to enter is fulfilled. When cancelled or fulfilled, an X must be immediately drawn across all copies to avoid further use and all crew members advised. October 2015 Page 45

46 17.5 CHANGING SIGNALS When the RTC or signalman has requested permission to restore a signal to Stop, the locomotive engineer must only permit the requested signal to be restored to Stop when positively knowing the movement will be able to stop prior to the signal CHANGING DIRECTION Entering Block Cleared A movement must not reverse into a block which has been cleared until the RTC has been informed, and the movement is authorized by: (a) the indication of a controlled signal, or a non-controlled (intermediate) signal which is more favourable than RESTRICTED speed; or (b) written authority to: work if the indication of an intermediate signal requires RESTRICTED speed; or pass a controlled signal indicating Stop. Trailing End in Controlled location When a movement which has entered a controlled location on signal indication, stops with its trailing end within such controlled location, it may only move in the opposite direction as follows: Routing Within the controlled location, leading to an abutting non-main track Any route within the controlled location, leading to an abutting controlled block Required Permission or Authority Verbal permission. Authority to work or verbal permission within the controlled location; and Authority to work which includes the adjacent controlled block, whether such block is entered or not. Reversing Within a Block A movement may reverse direction within a block without authority to work as follows: (a) 300 feet or less: a crew member must take up a position to see the section of track to be used is clear and will remain clear of equipment or a track unit; or (b) greater than 300 feet: a flagman must take up a position beyond the farthest point to which the movement may extend. Stop signals must be given by the flagman from a point where they can be plainly seen from an approaching movement from not less than 300 yards. When authorized to proceed by a foreman, such move may be made without further instructions from the foreman PASSING STOP SIGNALS If the CTC signal indicating Stop also governs the movement in ABS, unless otherwise specified in special instructions, the movement must also comply with item 16.2 PASSING STOP SIGNALS. General (a) Unless authorized in writing by the RTC to pass the signal, the movement must stop in advance of the signal. (b) When authorized, a stop need not be made but, before passing the signal: (i) the movement must positively identify the signal by number; and (ii) the locomotive engineer must be made aware of the route to be used. Switch(es) When authority or special instructions include the requirement for dual control switch(es) on the authorized route to be placed in hand position and lined for the route to be used, such instruction includes ALL dual control switch point derail(s) on the authorized route. The movement must not proceed over each switch indicated until: (a) the selector lever is placed in hand position; (b) the hand throw lever is operated until the switch points move in both directions with the action of the hand throw lever; and (c) the switch is lined by hand for the route to be used. The selector lever(s) must be restored to power position and locked after the movement occupies the switch points. When a power operated switch is involved, a crew member must observe that the switch points are lined for the authorized route. When a spring switch is involved, Item 14.9 SPRING SWITCHES applies. Page 46 October 2015

47 Speed Proceed at RESTRICTED speed to the next signal or block end sign. Exception: After the leading piece of equipment has passed entirely through the controlled location, may operate: (a) prepared to stop within one-half the range of vision of equipment when the authority includes item 3(c) Block occupied; or (b) at authorized track speed when the authority contains item 3(b) Block clear. Crossings (a) At protected crossings within 300 feet of the signal, the movement must not exceed 10 MPH from a distance of 300 feet from the crossing until the crossing is fully occupied. In addition, unless manually protected, the crossing must not be occupied until the warning devices are known to have been operating for at least 20 seconds. (b) At all other protected crossings within the block, movements must not exceed 15 MPH entering the crossing unless the warning devices are known to have been operating for at least 20 seconds prior to occupancy. Next Signal The movement must be prepared to stop at, and be governed by, the indication of the next signal. Cancelling or Fulfilling If the movement has: (a) not passed the signal, the authority to pass the Stop signal may be cancelled; (b) passed the signal, the authority to pass the Stop signal is fulfilled. When cancelled or fulfilled, an X must be immediately drawn across all copies to avoid further use and all crew members advised ENTERING FOREMAN S LIMITS (a) When instructed to protect against a foreman, you must not enter the limits until: (i) instructions have been received in writing from, repeated to, and acknowledged by, the foreman named; and (ii) crew members have communicated to each other the instructions. (b) Prior to accepting instructions, you must be advised by the foreman of the status of sub-foremen. (c) When an authority instructs a crew to protect against a foreman, but does authorize the movement to work, the authority is fulfilled when the movement is clear of the foreman s limits, and track configuration does not permit reentry without changing direction. (d) When fulfilled, an X must be immediately drawn across all copies to avoid further use and all crew members advised AUTHORIZED TO WORK Authority to work must be in writing. A movement authorized to work, may move in either direction or enter CTC within the authorized limits until the authority is cancelled. The locomotive engineer must be made aware of the limits authorized prior to moving. Protect Against If the authority contains the requirement to protect against another movement, you must not enter the limits until: (a) there is a thorough understanding in writing between the conductor and locomotive engineer of each movement, which includes the intended operation of each and protection to be provided. Such protection must be provided until the affected movement has left the working limits; and (b) crew members have communicated to each other the instructions and have a clear understanding of the protection. Signal Indication Suspended While Switching (a) After receiving verbal permission from the RTC, a movement may manually operate specific dual control switches within the authorized limits to switch. (i) The selector lever must be placed in hand position. (ii) The hand throw lever must be operated until the switch points move in both directions. (iii) When switching is complete, the selector lever must be restored to power position, locked and the RTC advised. (b) The indications of signals governing operation over such switch(es) are suspended while switching and the switch(es) remain in hand position. (c) When switching is to be performed over a spring switch included in the limit authorized to work, the indication of the signal governing operation over such switch may be considered suspended if the switch is properly lined. Cancelling (a) The movement must be clear of, or the only movement within, the authorized limits before the authority is cancelled. When the only movement within the limits, the conductor or locomotive engineer must inform the RTC of the direction of operation. The movement may only move in the direction indicated during cancellation. (b) When cancelled, an X must be immediately drawn across all copies to avoid further use and all crew members advised. October 2015 Page 47

48 SECTION 18 - INTERLOCKINGS 18.1 GENERAL (a) A movement is governed by these instructions on a signalled track in limits specified in the time table or special instructions as interlocking limits. (b) A movement must not foul or enter a track in interlocking limits except by signal indication, permission or written authority from the signalman, or by special instructions. (c) Interlocking signals or instructions from the signalman govern the use of the routes. Except in case of emergency, radio or hand signals must not be used when the proper indication can be displayed by the interlocking signals. (d) When an interlocking is in ABS or CTC, the indication of the last interlocking signal, in the direction of travel, also governs the movement to the next signal or Block End sign. (e) A movement which stops with its trailing end within interlocking limits may only reverse on signal indication or permission from the signalman. (f) A single unit of equipment must not be left standing on the movable portion of an interlocked drawbridge or within the interlocking limits of a railway crossing at grade. (g) A movement which has accepted an indication of an interlocking signal permitting it to proceed, stops before the leading piece of equipment has completely passed such signal, may only proceed after receiving permission from the signalman or under the requirements of item PASSING STOP SIGNALS - AUTOMATIC INTERLOCKING COPYING AN AUTHORITY (a) When correctly repeated to the signalman by a crew member, the signalman will respond with the word complete, and the initials of the signalman. Such must be recorded and acknowledged to the signalman by the crew member copying, by repeating as per the following example: complete ERL, conductor Sabuad. (b) The authority is in effect when the word complete and the initials of the RTC are stated CANCELLING AN AUTHORITY (a) A crew member will receive cancellation of an authority from the signalman in writing as per the following example: No is cancelled ERL. (b) The cancellation does not take effect until such is recorded and acknowledged to the signalman by the conductor and locomotive engineer repeating as per the following example: No cancelled ERL, conductor Sabuad ; No cancelled ERL, locomotive engineer Brown. (c) An X must be immediately drawn across all copies to avoid further use and all crew members advised MANUAL INTERLOCKING Movements operating through the limits of a manual interlocking will be governed by special instructions NON-INTERLOCKED DRAWBRIDGES AND RAILWAY CROSSINGS AT GRADE A movement must stop before any part of it passes the governing stop sign at a non-interlocked drawbridge or at a noninterlocked railway crossing at grade. If no conflicting movement is evident and the route is properly lined, the movement may resume. Special instructions will govern when there is an attendant in charge APPROACHING INTERLOCKINGS WITHOUT AN ADVANCE SIGNAL A movement must approach interlocking limits prepared to stop APPROACHING AUTOMATIC INTERLOCKINGS Timing Circuit If occupying the timing circuit in excess of the time specified in special instructions, the movement must approach the interlocking signal prepared to stop. No Timing Circuit At those not equipped with a timing circuit, a movement occupying the track between the advance signal and the interlocking signal in excess of 5 minutes must approach the interlocking signal prepared to stop. Page 48 October 2015

49 18.8 CHANGING SIGNALS AND ROUTES When the signalman has requested permission to restore a signal and/or change routing, the following applies: Signals The locomotive engineer must only permit the requested signal to be restored to stop when positively knowing the movement will be able to stop prior to the signal. Route The locomotive engineer must only permit the requested routing changes when positively knowing the movement will be able to comply with the new routing ENTERING FOREMAN S LIMITS (a) When instructed to protect against a foreman, you must not enter the limits until: (i) instructions have been received in writing from, repeated to, and acknowledged by, the foreman named; and (ii) crew members have communicated to each other the instructions. (b) Prior to accepting instructions, you must be advised by the foreman of the status of sub-foremen. (c) When an authority instructs a crew to protect against a foreman, the authority is fulfilled when the movement is clear of the foreman s limits, and track configuration does not permit re-entry without changing direction. (d) When fulfilled, an X must be immediately drawn across all copies to avoid further use and all crew members advised PASSING STOP SIGNALS AT LOCALLY AND REMOTELY- CONTROLLED INTERLOCKINGS In addition to the below, if the interlocking signal indicating Stop also governs the movement in ABS or CTC, unless otherwise specified in special instructions, the movement must also comply with the following instructions when entering: ABS: Item 16.2 PASSING STOP SIGNALS; or CTC: Item 17.7 PASSING STOP SIGNALS. General (a) A movement must have authority from the signalman to pass a locally or remotely-controlled interlocking signal indicating Stop. Such authority must be in writing for a remotely-controlled interlocking. (b) When the signalman is off duty at a locally-controlled interlocking, a movement stopped by an interlocking signal indicating Stop will be governed by special instructions. (c) The locomotive engineer must be made aware of the situation and route to be used when applicable. (d) Once authorized, you must proceed at RESTRICTED speed to the next signal or block end sign complying with the requirements for switches as follows: When authority or special instructions include the requirement for dual control switch(es) on the authorized route to be placed in hand position and lined for the route to be used, such instruction includes ALL dual control switch point derail(s) on the authorized route. The movement must not proceed over each switch indicated until: (i) the selector lever is placed in hand position; (ii) the hand throw lever is operated until the switch points move in both directions with the action of the hand throw lever; and (iii) the switch is lined by hand for the route to be used. The selector lever(s) must be restored to power position and locked after the movement occupies the switch points. When a power operated switch is involved, a crew member must observe that the switch points are lined for the authorized route. When a spring switch is involved, Item 14.9 SPRING SWITCHES applies. (e) If there is a railway crossing at grade equipped with a box marked switches within the interlocking, item PASSING STOP SIGNALS AUTOMATIC INTERLOCKING applies. Crossings (a) At protected crossings within 300 feet of the signal, the movement must not exceed 10 MPH from a distance of 300 feet from the crossing until the crossing is fully occupied. In addition, unless manually protected, the crossing must not be occupied until the warning devices are known to have been operating for at least 20 seconds. (b) At all other protected crossings to the next signal, movements must not exceed 15 MPH entering the crossing unless the warning devices are known to have been operating for at least 20 seconds prior to occupancy. Cancelling or Fulfilling (a) If the movement has: (i) not passed the signal, the authority to pass the Stop signal may be cancelled. (ii) passed the signal, the authority to pass the Stop signal is fulfilled. (b) When a written authority is cancelled or fulfilled, an X must be immediately drawn across all copies to avoid further use and all crew members advised. October 2015 Page 49

50 18.11 PASSING STOP SIGNALS AUTOMATIC INTERLOCKING In addition to the below, if the interlocking signal indicating Stop also governs the movement in ABS or CTC, unless otherwise specified in special instructions, the movement must also comply with the following instructions when entering: ABS: Item 16.2 PASSING STOP SIGNALS; or CTC: Item 17.7 PASSING STOP SIGNALS. A movement stopped by an automatic interlocking signal indicating Stop, and no conflicting movement is evident, must determine whether there is a special lock and tag on the box marked switches indicating track work is being undertaken. Track Work When track work is being undertaken, the movement: (a) must receive instructions in writing from the foreman indicated on the tag prior to entering interlocking limits; (b) and then must move at RESTRICTED speed to the next signal or Block End sign. No Track Work When track work is not being undertaken, a crew member must open the box marked switches and observe the panel lights where provided. The movement is then governed by the applicable requirements in either (a) or (b) before moving beyond the Stop signal as per (c). (a) Single track (i) Lights - If lights of the conflicting route(s) are lit and no conflicting movement is evident, open the knife switch. (ii) No lights - If lights are not provided, or those for the conflicting route(s) are not lit, open the knife switch and wait 5 minutes or the time posted in the box. (b) Multi-track Lights lit for the conflicting route(s), and either (i) or (ii) as applicable: (i) the lights for the same railway on an adjacent main track are lit and no other movement is seen approaching, open the knife switch; or (ii) the lights for the same railway on an adjacent main track are not lit and no other movement is seen approaching, contact the RTC prior to opening the knife switch to prevent displaying a stop signal to those that may be approaching. When advised by the RTC it is safe to do so, open the knife switch. Lights not lit for the conflicting route(s), and either (i) or (ii) as applicable: (i) the lights for the same railway on an adjacent main track are lit and no other movement is seen approaching, open the knife switch and wait 5 minutes or the time posted in the box; or (ii) the lights for the same railway on an adjacent main track are not lit and no other movement is seen approaching, contact the RTC prior to opening the knife switch to prevent displaying a stop signal to those that may be approaching. When advised by the RTC it is safe to do so, open the knife switch and wait 5 minutes or the time posted in the box. No lights Open the knife switch and wait 5 minutes or the time posted in the box. (c) Movement beyond the Stop signal After complying with the applicable requirements in either (a) or (b), the movement may then operate at RESTRICTED speed to the next signal or Block End sign. After the movement has occupied the interlocking, the knife switch must be closed and the box marked switches locked. Crossings (a) At protected crossings within 300 feet of the signal, the movement must not exceed 10 MPH from a distance of 300 feet from the crossing until the crossing is fully occupied. In addition, unless manually protected, the crossing must not be occupied until the warning devices are known to have been operating for at least 20 seconds. (b) At all other protected crossings to the next signal, movements must not exceed 15 MPH entering the crossing unless the warning devices are known to have been operating for at least 20 seconds prior to occupancy. Pushbutton Where a pushbutton is provided, to enable a reverse move to be made over the crossing, the crew member will open the box, depress the pushbutton and be governed by signal indication. If the signal fails to clear, the above instruction (No Track Work) must be complied with. Switching A movement required to switch within or into automatic interlocking limits must, after complying with the above instruction (No Track Work), leave the knife switch open until switching is completed. When the knife switch is in the open position, signals governing the switching may be considered suspended but only while switching. Page 50 October 2015

51 19.1 BLOCK AND INTERLOCKING SIGNALS SECTION 19 - BLOCK AND INTERLOCKING SIGNALS (a) Indications displayed on block and interlocking signals govern operation to the next signal or block end sign. (b) Signals to leave the main track and enter non-main track apply to the block end sign or until the leading end of the movement has entered non-main track. Exception: When governed by a Diverging signal indication, Rule 430, maximum speed 25 MPH applies through turnout for the entire movement DEFINITIONS Within the indications in the rules below, the following definitions apply: RESTRICTED SLOW DIVERGING MEDIUM LIMITED a speed that will permit stopping within one-half the range of vision of equipment, also prepared to stop short of a switch not properly lined and in no case exceeding 15 MPH. When moving at RESTRICTED speed, be on the lookout for broken rails. When a broken rail is detected, the movement must be stopped immediately and must not resume until permission is received from the RTC/signalman. a speed not exceeding 15 MPH. a speed not exceeding 25 MPH. a speed not exceeding 30 MPH. a speed not exceeding 45 MPH ASPECTS, NAMES AND INDICATIONS Rule Aspects Name Indication 405 Clear Proceed. 406 Clear to Limited Proceed, approaching next signal at LIMITED speed. 407 Clear to Medium Proceed, approaching next signal at MEDIUM speed. 408 Clear to Diverging Proceed, approaching next signal at DIVERGING speed. 409 Clear to Slow Proceed, approaching next signal at SLOW speed. 410 Clear to Restricting Proceed, approaching next signal at RESTRICTED speed. October 2015 Page 51

52 Rule Aspects Name Indication 411 Clear to Stop Proceed, preparing to stop at next signal. SSI Clear to Block End Proceed, route is set for end signal system. 415 Advance Clear to Stop Proceed, prepared to Stop at second signal. 416 Limited to Clear Proceed, LIMITED speed passing signal and through turnouts. 417 Limited to Limited Proceed, LIMITED speed passing signal and through turnouts, approaching next signal at LIMITED speed. 418 Limited to Medium Proceed, LIMITED speed passing signal and through turnouts, approaching next signal at MEDIUM speed. 419 Limited to Slow Proceed, LIMITED speed passing signal and through turnouts, approaching next signal at SLOW speed. 420 Limited to Restricting Proceed, LIMITED speed passing signal and through turnouts, approaching next signal at RESTRICTED speed. 421 Limited to Stop Proceed, LIMITED speed passing signal and through turnouts, preparing to stop at next signal. 422 Medium to Clear Proceed, MEDIUM speed passing signal and through turnouts. 423 Medium to Limited Proceed, MEDIUM speed passing signal and through turnouts, approaching next signal at LIMITED speed. 424 Medium to Medium Proceed, MEDIUM speed passing signal and through turnouts, approaching next signal at MEDIUM speed. 425 Medium to Slow Proceed, MEDIUM speed passing signal and through turnouts, approaching next signal at SLOW speed. 426 Medium to Restricting Proceed, MEDIUM speed passing signal and through turnouts, approaching next signal at RESTRICTED speed. Page 52 October 2015

53 Rule Aspects Name Indication 427 Medium to Stop Proceed, MEDIUM speed passing signal and through turnouts, preparing to stop at next signal. SSI Medium to Block End Proceed, medium speed passing signal and through turnouts. Route is set for end of signal system. 428 Diverging to Clear Proceed, DIVERGING speed passing signal and through turnouts. 429 Diverging to Stop Proceed, DIVERGING speed passing signal and through turnouts preparing to stop at next signal. 430 Diverging Proceed prepared to stop within one-half the range of vision of equipment, not exceeding DIVERGING speed passing signal and through turnouts. 431 Slow to Clear Proceed, SLOW speed passing signal and through turnouts. 432 Slow to Limited Proceed, SLOW speed passing signal and through turnouts, approaching next signal at LIMITED speed. 433 Slow to Medium Proceed SLOW speed passing signal and through turnouts, approaching next signal at MEDIUM speed. 434 Slow to Slow Proceed, SLOW speed passing signal and through turnouts, approaching next signal at SLOW speed. 435 Slow to Stop Proceed, SLOW speed passing signal and through turnouts, preparing to stop at next signal. SSI Slow to Block End Proceed, slow speed passing signal and through turnouts. Route is set for end of signal system. 436 Restricting Proceed at RESTRICTED speed. 437 Stop and Proceed Stop, then proceed at RESTRICTED speed. 438 Take or Leave Siding or Other Track 439 Stop Stop. Indications will be specified in special instructions for each specific application of this signal. October 2015 Page 53

54 SECTION 20 - APPROVED ABBREVIATIONS The following abbreviations and acronyms as well as those authorized by special instructions may be used: ABS Automatic Block Signal System psgr Passenger A/Tk Any Track RTC Rail Traffic Controller ack Acknowledgement SN Signal Number AWD Automatic Warning Devices SNS Station Name Sign B/E CTC Sign Begin/End CTC Sign S South B/E MT Sign Begin/End Main Track Sign sdg Siding CL Cautionary Limits SI Special Instruction CL Sign Cautionary Limit Sign Sig Signal cndr Conductor SSI System Special Instruction com Complete sub Subdivision CTC Centralized Traffic Control System swt Switch DOB Daily Operating Bulletin TGBO Tabular General Bulletin Order E East TIBS Train Information Braking System eng Engine TOP Track Occupancy Permit engr Locomotive engineer trnm Trainman FIT Field Information Terminal Tsfr Transfer frmn Foreman trk Track frt Freight TU Track Unit GBO General Bulletin Order(s) W West HBD Hot Box and Dragging Equipment Detector wk Work Int Interlocking xover Crossover jct Junction xing Crossing LCS Local Control Switch PDT Pacific Daylight Time MPH Miles per hour MDT Mountain Daylight Time MP Mile Post CDT Central Daylight Time N North EDT Eastern Daylight Time NA Not Applicable PST Pacific Standard Time NMT Non-main Track MST Mountain Standard Time N/R No Restriction CST Central Standard Time no Number EST Eastern Standard Time OCS Occupancy Control System Page 54 October 2015

55 NOTES: October 2015 Page 55

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