Contents
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Consolidated Code of Operating Rules-
Revised 1959
The rules herein set forth govern the railroads
operated as listed below. They take effect December 1, 1959, superseding
all previous rules and instructions inconsistent therewith.
Special instructions may be issued by proper authority.
CHICAGO, MILWAUK.EE, ST. PAUL AND PACIFIC
RAILROAD COMPANY
F. G. McGINN, Vice President Operations
DAVENPORT, ROCK ISLAND AND NORTH WESTERN
RAILWAY COMPANY
J. J. VAN BOCKERN, General Manager
DES MOINES UNION RAILWAY COMPANY
F. E. DEVLIN, General Manager
DULUTH, SOUTH SHORE AND ATLANTIC RAILROAD
COMPANY
B. J. PEDERSON, Superintendent Transportationt
GREAT NORTHERN RAILWAY COMPANY AND AFFILIATED
LINES
T. A. JERROW, Vice President Operations
THE MINNEAPOLIS AND ST. LOUIS RAILWAY COMPANY
AND AFFILIATED LINES
W. P. COLITON, Vice President Operations
MINNEAPOLIS, NORTI-IFIELD AND SOUTHERN RAILWAY
COMPANY
I. W. MCPHERSON, Vice President Operations
MINNEAPOLIS, ST. PAUL AND SAULT STE. MARIE
RAILROAD COMPANY
J . D. BOND, Vice President Operations
MINNESOTA TRANSFER RAILWAY COMPANY AND
ST. PAUL UNION DEPOT COMPANY
H. P. CONGDON, Vice President and
General Manager
NORTHERN PACIFIC RAILWAY COMPANY AND AFFILIATED
LINES
C. H. BURGESS, Vice President Operations
- SPOKANE INTERNATIONAL RAILROAD COMPANY
D. F. WENGERT, General Manager
SPOKANE, PORTLAND AND SEATTLE RAILWAY COMPANY
AND AFFILIATED LINES
N. S. WESTERGARD, General Manager
UNION PACIFIC RAILROAD COMPANY OREGON DIVISION
D. F. WENGERT, General Manager
GENERAL NOTICE
Safety is of the first importance in the discharge of duty.
Obedience to the rules is essential to safety.
To enter or remain in the service is an assurance of willingness to obey the rules.
The service demands the faithful, intelligent and courteous discharge of duty.
To obtain promotion, ability must be shown for greater
responsibility.
A. Employes whose duties are prescribed by these rules will be provided with a copy.
Employes whose duties are in any way affected by the time-table must, while on duty, have a copy of the current time-table in their possession.
B. Employes must be conversant with and obey the rules and special instructions. If in doubt as to their meaning they must apply to proper authority for an explanation.
C. Employes must pass the required examinations.
D. Persons employed in any service on trains are subject to the rules and special instructions.
E. Employes must render every assistance in their power in carrying out the rules and special instruction, and must report promptly to the proper authority any violation.
F. Accidents, failure in the supply of water or fuel, defects in tracks, bridges, signals, or any unusual conditions which may affect the movement of trains, must be reported by quick- est available means of communication to the proper authority, and must be confirmed by wire or on required form.
G. The use of intoxicants or narcotics is prohibited. Employes must not have intoxicants or narcotics in their possession while on duty.
H. The use of tobacco by employes on duty in or about passenger stations, or on passenger cars, is prohibited.
J. Employee on duty must wear the prescribed badge and uniform and be neat in appearance.
K. Employes and others authorized to transact business at stations and on or about trains, must be courteous, orderly and guiet.
L. In case of danger to the Company’s property, employes must unite to protect it.
M. Employes must exercise care to prevent injury to
themselves or others.
They must observe the condition of equipment and tools which they use
in performing their duties and when found defective must, if practicable,
put them in safe condition. Defective equipment or tools, which cannot
be put in safe condition, must be so marked, and defects reported to the
proper authority.
They must inform themselves as to the location of structures or obstructions
where clearances are close.
They must expect the movement of trains, engines, cars or other movable
equipment at any time, on any track, in either direction.
They must not stand on the track in front of an approaching engine, car
or other moving equipment for the purpose of boarding the same.
They will be governed by the Safety Instructions of the railroad by which
they are employed while working upon the property of any railroad governed
by the rules of the Consolidated Code.
ACKNOWLEDGING DEVICE.-A manually operated switch or valve on an engine equipped with automatic cab signal device, by means of which the sounding of the cab warning whistle can be silenced.
APPROACH SIGNAL.- A fixed signal used in connection with one or more signals to govern the approach thereto.
AUTOMATIC BLOCK SIGNAL SYSTEM. (ABS)-A series of consecutive blocks governed by block signals, cab signals, or both, actuated by a train or engine, or by certain conditions affecting the use of a block.
AUTOMATIC CAB SIGNAL SYSTEM. (ACS)-A system which provides for the automatic operation of the cab signal and cab warning whistle.
BLOCK.—A length of track of defined limits, the use of which by trains and engines is governed by block signals, cab signals, or both.
BLOCK SIGNAL.- A fixed signal at the entrance of a block to govern trains and engines entering and using that block.
BLOCK STATION.-A place I-from which block signals are operated.
BLOCK SYSTEM.-A series of consecutive blocks.
BULLETIN.-Advice of conditions affecting the movement or safety of trains and engines.
CAB SIGNAL.—A signal located in engineer’s compartment or cab, indicating a condition affecting the movement of a train or engine and used in conjunction with interlocking signals and in conjunction with or in lieu of block signals.
CAB WARNING WHISTLE.-A whistle located in the cab which gives warning of a change of cab signal indication to a more restrictive indication.
CENTRALIZED TRAFFIC CONTROL SYSTEM. (CTC) -A system under which train or engine movements are authorized by block signals whose indications supersede the superiority of trains for both opposing and following movements on the same track.
CONTROL OPERATOR.—An employe assigned to operate a CTC control machine.
CONTROLLED SIDING.-A siding within CTC limits which trains or engines will enter or leave by signal indication.
CURRENT OF TRAFFIC.—The movement of trains on a main track, in one direction, specified by the rules.
DIVISION.- That portion of a railroad assigned to the supervision of a superintendent.
DOUBLE TRACK.-Two main tracks, upon one of which the
current of traffic is in a specified direction, and upon the other in
the opposite direction.
DUAL CONTROL SWITCH.-A power operated switch that is also equipped for
hand operation.
DWARF SIGNAL.-A low home signal.
ENGINE.- A unit propelled by any form of energy, or a combination of such units operated from a single control, used in train or yard service.
EQUIPPED ENGINE.—An engine equipped with cab signal apparatus including whistle and acknowledging device in operative condition for the direction in which it is to move.
EXTRA TRAIN.—A train not authorized by a time-table schedule. It may be designated as:
Extra.—for any extra train except passenger extra
or work extra;
Passenger extra—for passenger train extra;
Work extra-for work train extra.
FACING POINT LOCK, SPRING SWITCH.-A locking device for a spring switch which automatically locks the points in normal position.
FIXED SIGNAL.-A signal of fixed location
indicating a condition affecting the movement
of a train or engine.
HOME SIGNAL.- A fixed signal at the entrance of a route or block to govern trains or engines entering and using that route or block.
INTERLOCKING.—An arrangement of signals and signal appliances so interconnected that their movements must succeed each other in proper sequence and for which interlocking rules are in effect. It may be operated manually or automatically.
INTERLOCKING LIMITS.-The tracks between the opposing home signals of an interlocking.
INTERLOCKING SIGNALS.—The fixed signals of
an interlocking.
INTERLOCKING STATION.-A place from which an interlocking is operated.
MAIN TRACK.-A track extending through yards and between stations, upon which trains are operated by time-table or train order, or both, or the use of which is governed by block signals.
MANUAL BLOCK SYSTEM.-A series of consecutive blocks, governed by block signals operated manually, upon information by telegraph, telephone or other means of communication.
MEDIUM SPEED. —A speed not exceeding thirty (30) miles per hour.
PILOT.—An employe assigned to a train when the conductor or engineer, or both, are not fully acquainted with the physical characteristics or rules of the railroad, or portion of the railroad, over which the train is to be moved.
REGISTER STATION.—A station at which train register is located.
REGULAR TRAIN.- A train authorized by a time-table schedule.
REMOTE CONTROL.-A method of operating outlying signal appliances from a designated point.
RESTRICTED SPEED.- Proceed prepared to stop short of
train, obstruction, or anything that may require the speed of a train
or engine to be reduced.
Where Automatic Block Signal Rules, Interlocking Rules or signal indications
require movement at restricted speed, such movement must be made prepared
to stop short of train, obstruction, or switch not properly lined, and
be on the lookout for broken rail or anything that may require the speed
of a train or engine to be reduced, but a speed of fifteen (15) miles
per hour must not be exceeded.
SCHEDULE.—That part of a time-table which prescribes class, direction, number and movement for a regular train.
SECTION.—One of two or more trains running on the same schedule displaying signals or for which signals are displayed.
SIDING.—A track auxiliary to the main track for meeting or passing trains.
SIGNAL ASPECT.—The appearance of a fixed signal conveying an indication as viewed from the direction of an approaching train; or the appearance of a cab signal conveying an indication as viewed by an observer in the cab.
SIGNAL INDICATION.—The information conveyed by the aspect of a signal.
SINGLE TRACK.—A main track upon which trains are operated in both directions.
SLOW SPEED.-A speed not exceeding fifteen (15) miles per hour.
SPRING SWITCH.—A switch equipped with a spring mechanism arranged to restore the switch points to original position after having been trailed through.
STATION.—A place designated in the time-table by name.
SUBDIVISION.—A portion of a division designated by time-table.
SUPERIOR TRAIN.—A train having precedence over another train.
TRAIN OF SUPERIOR RIGHT.—A train given precedence by train order.
TRAIN OF SUPERIOR CLASS.—A train given
precedence by time-table.TRAIN OF SUPERIOR DIRECTON.—A train
given precedence in the direction specified by time-table as between opposing trains of the same class.
TIME-TABLE.—The authority for the movement of regular trains subject to the rules. It contains the classified schedules of trains with special instructions relating to the movement of trains.
THREE OR MORE TRACKS.—'Three or more main tracks upon any of which the current of traffic may be in either specified direction.
TRAIN.—An engine or more than one engine coupled, with or without cars, displaying markers.
TRAIN REGISTER.—A book or form used at designated stations for registering signals displayed, the time of arrival and departure of trains and such other information as may be prescribed.
YARD.—A system of tracks within defined limits provided for the making up of trains, storing of cars and other purposes, over which movements not authorized by time—tab1e, or by train order, may be made, subject to prescribed signals and rules, or special instructions.
YARD ENG1NE.—An engine assigned to yard service.
The term "subdivision" as used in the rules will also apply
to a division where subdivisions are not shown in time-table. In these
rules and in special instructions, when the term conductor is used, it
will also apply to the foreman of a yard engine; when the term trainman
is used, it will also apply to a switchman or yard helper; when the term
engineer is used, it will apply to any employe operating an engine.
1. Standard Time obtained from an authorized observatory will be transmitted to all points from designated offices at 11 a.m. Central Time, 10 a.m. Mountain Time, 9 a.m. Pacific Time, daily.
2. Unless otherwise provided, watches that have been examined and certified to by a designated inspector must be used by employes in train, engine and yard service, train dispatchers and other employes as may be designated.
The certificate in prescribed form must be renewed and filed with the watch inspector during the month of August each year.
3. Unless otherwise provided, the watches of conductors, engineers, yardmasters, foremen of yard engines and train dispatchers, must be compared with a standard clock before commencing each day’s work. The time when watches are compared must be registered on a prescribed form. The location of standard clocks is shown in the time-table.
When conductors, engineers, yardmasters or foremen of yard engines do not have access to a standard clock, they must compare their watches daily with each other and with a conductor or engineer who has compared time with a standard clock and has registered that comparison, or with the train dispatcher. A record of such comparison must be made on the back of their time slip or other form when prescribed, showing time, place, and with whom comparison was made.
Conductors and foremen of yard engines must, when practicable, compare time with their engineers before starting each trip or day’s work. At the first opportunity other members of the crew must compare time with the conductor or engineer.
3 (A). Employes governed by time service rules must
know that their watches are wound, and when found to vary thirty (30)
seconds or more from standard time, watches must be set
to correct time.
3 (B). Employes must present their watches to officers
and supervisors for time comparison upon request.
3 (C). Employes governed by time service rules must not
wear wrist watches while on duty.
3 (D). Train order operators must know that the clock
or watch used by them indicates correct time.
4. Each time-table, from the moment it takes effect, supersedes the preceding time-table, and its schedules take effect on any subdivision at the leaving time at their initial stations on such subdivision. But when a schedule of the preceding time-table corresponds in
number
class
day of leaving
direction
initial station
terminal station
with a schedule of the new time-table, a train authorized by the preceding
time—table will retain its train orders and assume the schedule
of the corresponding number of the new time-table.
Schedules on each subdivision date from their initial stations on such
subdivision.
Not more than one schedule of the same number and day shall be in effect
on any subdivision.
4 (A). Notice of new time—table will be bulletined. During a period commencing 24 hours before and continuing for six days after a new time-table takes effect, notice by train order Form T will be issued to conductors, engineers, yardmasters and foremen of yard engines.
5. Not more than two times are given for a train at
any station; where one is given, it is, unless otherwise indicated, the
leaving time; where two are given, they are the arriving
and the leaving time.
Schedule meeting or passing stations are indicated by figures in full-faced
type, with the numbers of the trains to be met or passed in small figures
adjoining.
When trains are to be met or passed at a siding extending between two
adjoining stations, the time at each end of the siding will be shown in
full-faced type.
Unless otherwise specified, the time applies:
ON SINGLE TRACK, at the switch where an opposing train enters the siding; where there is no siding it applies at the station.
ON DOUBLE OR THREE OR MORE TRACKS, at the station.
6. The following letters when placed before
the figures of the schedule indicate:
L —leave;
A —arrive;
s —regular stop;
f —flag stop to receive
or discharge traffic.
6 (A). The following letters when placed in
the columns provided indicate:
B —bulletins;
C —coal;
D —day operator;
H —hog drenching;
I —interlocking;
J —junction;
K —standard clock;
M —railroad crossing protected by signals or gates;
N —night operator;
O —oil;
P —telephone;
R —train register;
T —turntable;
U —-railroad crossing not protected by signals or gates;
V —track connection with foreign railroad;
W —water;
X —yard limits;
Y —wye;
Z — track scales.