SPECIAL INSTRUCTIONS
1 GRAND TRUNK OPERATING RULES
1.1 HIGHLY VISIBLE REAR LIGHTING DEVICE AS REQUIRED BY FRA STANDARDS
A highly visible rear lighting device will be displayed at the rear of every train as follows:
1. When a train is occupying a Main Track during the hours of one hour before sunset and one hour after sunrise and also when visibility is restricted to one-half mile or less on straight track, a single red or amber highly visible rear lighting device, either flashing or burning constantly, will be displayed on the rear of the last car of train.
2. When an engine is on the rear of a train or operating without cars, the trailing headlight illuminated dim will be used as the highly visible rear lighting device.
3. Train crews at each crew change point must inspect or be advised that the lighting device is in proper operating condition and turned on.
4. Defective equipment, which must be moved at the rear of a train, may be operated without the highly visible rear lighting device to the next terminal at which repairs can be made.
5. When a portion of a train is disabled, and a highly visible lighting device is not available, the remainder of the train may be moved without the highly visible rear lighting device to the nearest terminal.
6. Should the lighting device fail while enroute, the Train Dispatcher must be notified as soon as practicable. The train may continue to the next terminal where repairs can be made.
1.2 GTOR Rule 30 - In the application of this rule, the following will apply: In the event that the bell on the lead unit fails, the bell on another unit in the consist will be operated. If no other unit is available, or the bell is not in good working order whistle signal 14 (1) will be sounded repeatedly without substantial time lapse until the train or engine occupies the public crossing at grade. Further in the State -of Indiana when such whistle or bell is not in good working order the train or engine must stop before each crossing and proceed only after manual protection is provided at the crossing by a member of the crew unless such manual protection is known to be provided.
1.3 GTOR Rule 72A - The superior direction is East or South.
1.4 OPERATION OF SPRING SWITCHES
When signals protecting movements over spring switches indicate STOP, switch must be inspected and it must be known that points are properly lined and free from obstructions before using. In removing obstructions from points, use bar or other suitable instrument to avoid injury. Spring switches must not be operated by hand until points are closed. Heavy springs are compressed when wheels force the switch points open. If handle of switchstand is released with springs compressed, the force in the spring will be transmitted to the employee and may cause injury. If absolutely necessary to deviate from the above instructions, care must be exercised to keep away from the handle when it is being released.
See Subdivision footnotes for location.
1.5 OPERATION OF ELECTRICALLY LOCKED HAND-OPERATED SWITCHES (RIVER, DEARBORN, FLAT ROCK, NAPOLEON AND SPRINGFIELD SUBDIVISION)
Authority to use electric-locked switch must be given verbally to member of crew by Train Dispatcher or Operator. The period of time the switch and track may be used and designated limits must be clearly stated and understood.
Instructions for operating electric-locked switches are posted inside the telephone box near each of these switches.
Permission to unlock must be obtained from Operator or Train Dispatcher before switch padlock is removed from keeper. Location of these switches are contained in subdivision footnotes.
1.6 GTOR Rule 206 - Engines consisting of CN, GTW, DW&P, CV, DT&I, AMTRAK, D&TSL and DE, are considered as the same railroad in the application of this rule.
1.7 GTOR Rule 211 - Train orders received by crew will be retained when so instructed by Train Dispatcher and such of these train orders as may be required will be included on subsequent clearances issued to that crew when train is redesignated or recreated.
Trains turning at intermediate points must obtain a clearance unless otherwise directed by Train Dispatcher or timetable authority.
1.8 GTOR Rules 401-402-403-404 and 405 - The Train Order signals in the State of Ohio will not display day indication semaphore blades. Each color indication will be flashing instead of a steady light.
1.9 Employees working under the provisions of the Grand Trunk Operating Rules must have in their possession a current rule class attendance card Form 708 while on duty.
1.10 Train or engine crews relieving trains on Main Track must contact Train Dispatcher for instructions, at that point, before departing. Train Dispatcher must make sure relieving crew has all train orders issued to that train.
1.11 The Tuscola and Saginaw Bay Railroad will operate over Grand Trunk trackage without a caboose on the rear of the train between Pitt and Durand on the Holly Subdivision, between Durand and Owosso on the Grand Rapids Subdivision, and between Owosso Jct. and Ashley on the Greenville Subdivision.
A highly visible rear lighting device, as required by FRA standards, will be displayed as required by Special Instruction 1.1. This device will mark the rear of the train for the purpose of GTOR Rule 19A.
All other operating rules and special instructions for operation remain in effect with the modification that the employees normally located at the rear of the train will now be located in the cab of the locomotive.
1.12 TO EFFECT DELIVERY OF A TRAIN ORDER AT A POINT OTHER THAN A TRAIN ORDER OFFICE.
Apparatus for electrically transmitting train orders, clearance forms, messages and other communications from one point and for producing facsimile copies of same at another point, in service at locations listed below.
To use the facsimile machine, the following procedure will be used:
Upon receipt of the train orders and other instructions, the employee receiving them must examine each transmission to know that the copy is clear, legible and complete. All transmissions for train movement received must be read back to the Operator by the employee receiving them. The Operator will check all repeats for correctness and then give "O.K." and the time.
The Operator must know that the train order is the proper order for that train before "O.K." is given, and will show on the office copy of each communication, the name of the employee who acknowledged receipt and the time. Train order transmitted by such means must not be acted upon until they have been repeated to the Operator at the transmitting point and "O.K." received from Operator. Copies of communications must be furnished for each employee addressed.
In the application of GTOR Rule 217, train orders to be sent to trains will be addressed to the train via Operator, Le. (To Extra 4901 East at Owosso via Operator Durand).
In the application of GTOR Rule 201, also clearance, the prescribed form will be the facsimile copy produced by the copy machine.
A member of a train crew originating, terminating or turning must report arrival time, departure time and delays to the Operator, who will relay this information to the Train Dispatcher.
If the facsimile machine becomes inoperative, Train Dispatcher will issue the necessary train orders and instructions directly to the Conductor or Engineer of the train.
Location of Transmitter Location of Receiver DETROIT DIVISION Durand, Grand Rapids TSBY Engine Facility Office, CHICAGO DIVISION Battle Creek Yard, Train and Engine Crew locker room, Flint Subdivision. Elsdon, South Bend Subdivision.
1.13 Instructions to trains or any information relating to the movement of trains between crew members or from or to other employees must not contain reference to the "so-called" Manifest Numbers.
Regular trains may be referred to by number as outlined in the Grand Trunk Operating Rules and Employees' Operating Timetable.
1.14 The former clearance form GT-710 or the new clearance form shown on page 104 of the GTOR book, will be applicable for the movement of trains.
Employees must permit inspection of the radio equipment in their charge, and all FCC documents pertaining thereto, by a duly accredited representative of the Federal Communications Commission at any time.
2.2 All employees except those specifically authorized to do so, are prohibited from making any technical adjustments to a railroad radio set. Employees so authorized must carry their FCC operator license or verification card when on duty.
2.3 The radio must be used only in connection with railroad business and in compliance with the operating rules.
No employee shall knowingly transmit any false emergency communication, any unnecessary, irrelevant or unidentified communication, not utter any obscene, indecent, or profane language via radio.
2.4 An emergency call must be preceded by the word "Emergency," repeated three times. Such calls must be used only to cover initial reports of derailments, collisions, storm, washouts, fires, obstructions to track, or other matters which would cause serious delay to traffic, damage to property, injury to employees or the traveling public, and contain as complete information thereon as possible. All employees must give absolute priority to emergency calls from another station and, except in answering or aiding a station during an emergency, must refrain from sending any communication until there is assurance that no interference will result to the station initiating emergency calls.
2.5 When radios are manned, they must be turned on to the appropriate channel with volume adjusted to receive communications. When radios are not manned or when employees are not in position to receive radio calls, battery operated radios must be turned off.
2.6 Before transmitting, an employee must listen a sufficient interval to insure that the channel is not already in use.
An employee transmitting or acknowledging a radio communication must begin with positive identification which must include the following in the order listed:
(1) Base or wayside stations. (a) Name or initials of the railroad. (b) Occupation. (c) Name and location or other unique designation of office or station. (2) Mobile units. (a) Name or initials of the railroad. (b) Occupation. (c) Train name (number), engine number, location, or words that identify the precise mobile unit. (Manifest Number not to be used.)
In yard operations, after initial positive identification is established, short identification may be used for yard engines.
2.7 Radio calls must be promptly acknowledged; acknowledgement may be delayed if it would interfere with other duties relating to safety.
2.8 An employee who receives a transmission must repeat it to the transmitting party except when the communication:
(1) Relates to yard switching operations;
(2) Is a recorded message from an automatic alarm device; or
(3) Is general in nature and does not contain any information, instruction or advice which could affect the safety of a railroad operation.
2.9 To indicate that a transmission is ended and that a response is expected, the transmitting employee must say "over." To indicate that a transmission is ended and that no response is expected, the transmitting employee must state his identification and say "out."
2.10 Radios used in train operation outside yards must be tested at the point where the train is originally made up.
During each tour of duty, engineers and conductors are responsible for verifying that engine and caboose radios are working.
Radio test must consist of an exchange of voice communication, determining quality and readability of transmission.
A malfunctioning radio must not be used and each crew member and the Train Dispatcher or other designated employee must be so notified as soon as practicable.
2.11 Except between members of the same crew, no information may be given by radio to a train or engine crew about the aspect of a fixed signal.
Unless specifically authorized by operating rules, radio must not be used to convey instructions which would override the indication of a fixed signal.
2.12 It is prohibited to use citizen's band radio, or any other radio unit not issued by the Company, for railroad operating purposes.
2.13 When radio communication is used in connection with switching, backing or pushing a train, engine, or car, complete instructions must be given or continuous radio contact must be maintained. When backing or pushing a train, engine or cars, the distance of the movement must be specified, and movement must stop in half the specified distance unless additional instructions are received. If the instructions are not understood or continuous radio contact is not maintained, movement must stop immediately and not be resumed until the misunderstanding has been resolved, radio contact has been restored, or communication by other means has been established. Other methods, such as hand signals, telephones, wayside speakers, etc. will not be used until the engineman participating in the move has been informed and fully understands the change in control.
Instructions or hand signals to stop a movement under any of the circumstances outlined must be complied with immediately.
2.14 When radio is used to transmit any mandatory directive for movement it must be copied in writing by the employee receiving the transmission and repeated to the employee transmitting it.
2.15 When radio is used to transmit train orders, rules for movement by train order and the following instructions apply:
(1) When a train order is to be transmitted directly to a train by radio, the Train Dispatcher will call the train and state this fact.
The crew members who are to copy the order must state their names, positive identification and exact location and that they understand a train order is to be transmitted and that they are prepared to receive it.
(2) Train orders may be transmitted by radio directly to a moving train but must not be copied or repeated by an employee operating the controls of the engine of such train.
(3) Train orders must not be transmitted to the crew of a moving train when, in the judgment of the conductor, the engineer or the train dispatcher, the order cannot be received and copied without impairing the safety of the train.
(4) Train orders transmitted by radio directly to a train must be copied and repeated by a crew member or other qualified employee, who must be fully conversant with operating rules including radio proceedures.
(5) "Complete" must not be given to a radio-transmitted train order until it has been repeated and dispatcher has verified the accuracy of the repitition. Dispatcher will then state "Complete," the time, and the initials of the employee designated by the railroad. Crew members copying the order must then acknowledge by repeating "Complete" and the time.
(6) "Complete" and time must not be given to a radio-transmitted train order for an inferior train until response "Complete" and time have been acknowledged by the superior train.
(7) Train orders transmitted by radio directly to two or more trains must be transmitted simultaneously to as many of them as practicable.
When a train is to be restricted by a radio-transmifted train order at the point where the train will receive the order, train must be stopped and dispatcher notified of train's exact location before order is transmitted.
(8) Information contained in radio-transmitted train orders must not be acted upon by other than those to whom the orders are addressed.
(9) During radio transmission of a train order, should communication fail after order number is received and prior to receiving the word "Complete" and the time, those trains addressed must stop and not proceed until communication is reestablished.
(10) A train order transmitted by radio must not be acted upon until the word "Complete" and the time are received and both the conductor and engineer have received a written copy of the order and have made certain that the order has been read and understood by other members of the crew.
(11) Radio communication must not be used to inform a train of the contents of a train order not yet transmitted to or received by that train.
2.16 When using railroad radio there may be times when employees are not able to contact, or get response from another mobile or base radio station. If necessary to transmit urgent information, it should be transmitted regardless of whether or not an acknowledgement is received. When such information is transmitted, and no acknowledgement is received, necessary action must be taken based on the belief that the information was not received.
2.17 In certain areas (crossings, junctions, etc.) some interference may develop with another railroad. In such cases, special care in making identification shall be used and the employees concerned shall cooperate in handling their business by altering calls and being as brief as possible.
2.18 Railroad radio must not be used for transmitting when located less than 250 feet from the scene of blasting operation account hazard of detonating dynamite charge where electric caps are used.
2.19 On radio equipped trains if operating with a caboose a member of the crew must make radio contact with a member of the crew at the rear of the train as follows:
(1) Between 2 and 4 miles from every point where train is restricted by train orders Form "H", Form "R", Form "V" or Form "Y"; is required to meet or wait for a train; clear a train; move through a siding or crossover when so instructed and, on trains affected, when approaching yard limits. A member of the crew will communicate the type of restriction to be complied with and its location.
(2) One mile from non-interlocked drawbridges that are in service, and noninterlocked railway crossings at grade. The member of the crew on the engine will confirm that they are aware of the necessary restriction.
(3) At the advance signal to all interlocked railroad crossings at grade and at all interlocked drawbridges and in CTC at the advance signal to sidings and at the advance signal to the beginning of single track - two or more tracks. A member of the crew on the engine will communicate by its name, the indication of such signal.
(4) When practicable, engine crew members will advise the flagman by radio when approaching trackmen, signalmen, or other employees to be on the alert for hand signals.
(5) When practicable, engine crew members on approaching or passing trains will communicate with each other by exchanging information that establishes alertness of employees on the trains being contacted.
Failure to receive response from crew members either by radio or the requirements of GTOR 90-111 will be sufficient to give notice to the train dispatcher who will make every effort to contact the train and notify all movement that could be in conflict with the train.
If the crew on the engine fails to comply with these regulations, a member of the crew at the rear of train must immediately call the crew on the engine for confirmation that the restrictions will be observed. If radio contact is not made and it is evident that the restriction will not be complied with, the train must be stopped.
Nothing in these regulations restricts crew members from exchanging information with each other or with crew members of other trains that will assist train movements in accordance with rule requirements.
2.20 The engineer will be in charge of and responsible for the use of radio equipment mounted on his engine.
2.21 WAYSIDE RAILROAD RADIO CONTROL SYSTEM INSTRUCTIONS FOR USE
(1) With handset off the hanger, switch to "Point to Train" channel, ascertain that no one else is using the channel, move Train Dispatcher switch to position 1 or 2, whichever applicable, and hold for approximately 5 seconds.
After release of switch, an "Answer Back" tone will be heard indicating that calling signal has been sent to the Train Dispatcher.
If no response is received from the Train Dispatcher after hearing the "Answer Back" tone, it may mean that the Train Dispatcher is busy or failure of equipment.
(2) If the "Answer Back" tone is not received repeat above procedure on "End to End" channel. There will not be an "Answer Back" tone on this channel.
CHICAGO AND DETROIT DIVISION
(3) The following procedure will be used when signaling the Train Dispatcher on engines and cabooses equipped with a touch tone dial:
(a) Determine the base station with the strongest signal for train location from the following table:
PONTIAC TRAIN DISPATCHER
Subdivision Location Code Grand Rapids Durand to Owosso 58 Grand Rapids Owosso to Lowell 85 Grand Rapids Lowell to Muskegon 58 Greenville Owosso to Carson City 85 Saginaw Durand to Bay City 85 Jackson Entire Subdivision 52 Romeo Rochester to Richmond 54 Romeo Pontiac to Rochester 52 Cass City Pontiac to Imlay City 52 Mt Clemens West Detroit to Fraser 31 Mt Clemens Fraser to Smith's Creek 34 Mt Clemens Smith's Creek to Port Huron 30 Holly Detroit to Birmingham 31 Holly Birmingham to Holly 32 Holly Holly to Durand 36 BATTLE CREEK WEST TRAIN DISPATCHER Subdivision Location Code South Bend Eisdon to Griffith 90 South Bend Griffith to Kingsbury 98 South Bend Kingsbury to Edwardsburg 96 South Bend Edwardsburg to Climax 94 South Bend Climax to Battle Creek 92 Kalamazoo Entire Subdivision 94 BATTLE CREEK EAST TRAIN DISPATCHER Subdivision Location Code Flint Battle Creek to Charlotte 72 Flint Charlotte to Shaftsburg 74 Flint Shaftsburg to Flint 76 Flint Flint to Emmett 78 Flint Emmett to Port Huron 70
(b) Switch radio to point to train frequency, Channel 2. Ascertain that frequency is not being used.
(c) Dial the 2 digit code of the base station on the touch tone dial holding each button depressed approximately 1 second.
(d) An "Answer Back" tone will be heard indicating a calling signal has been sent to the Train Dispatcher.
SOUTH BEND SUBDIVISION - Trains use Train Dispatcher Switch position 1 to contact Train Dispatcher West.
FLINT SUBDIVISION - Trains use Train Dispatcher Switch position 2 to contact Train Dispatcher East.
DETROIT DIVISION - Trains use Train Dispatcher Switch position 1 to contact East Train Dispatcher Pontiac Yard.
Yardmaster will be on channel 3 at the following locations and all trains and engines must remain on channel 3 prior to departure, while yarding train or during switching operations:
BATTLE CREEK FLINT EAST YARD LANG LANSING MILWAUKEE JCT. PONTIAC
All trains and engines at Durand on the Flint, Holly, Grand Rapids, or Saginaw Subdivisions, must remain on Channel 1 prior to departure, while yarding train or during switching operations.
Trains and engines on the Shore Line Subdivision will contact Train Dispatcher on Channel 2 with voice call when outside Lang.
Channel 1 must not be used when on Shore Line Subdivision.
IMPORTANT:
At Base Station Consoles, the handset must be returned to the cradle allowing radio equipment to revert to standby channel.
Base stations, engines, cabooses, track equipment, vehicles and M of W forces so equipped will set railroad radios on specified channels between specified points as outlined below. This excludes Flat Rock Hump operation.
Between - Short Cut and Flat Rock Channel 2 Between - Fordson and King Road - D&I Channel 2 Between - King Rd. D&I and Carleton Channel 1 Between - Carleton and Maitland Channel 2 Between - Maitland and Shy Channel 2 Between - Shy and Jackson Channel 2 Between - Napoleon and Malinta Channel l
When practicable, head end employees will advise the flagman by radio when approaching trackmen, signalmen, or other employees to be on the alert for hand signals.
2.22 All base and wayside stations are in operation 24 hours a day.
2.23 The locations of radio base stations are located as follows:
BATTLE CREEK LANG SPRINGFIELD PONTIAC YARD FLAT ROCK
2.24 The locations of radio wayside stations are located as follows:
Elsdon Flint Delta Blue Island Elba Malinta Thornton Jct. Port Huron Hamler Valparaiso Richmond Leipsic Olivers Milwaukee Jct. Ford Park Wakelee Perrinton Quincy Kalamazoo Grand Rapids Washington C.H. Lansing Trenton Summitt Durand Diann2.25 Employees using radio equipment will exercise care to prevent damage to or loss of such equipment. Employees assigned a portable radio will be responsible for the proper care and protection of such radio.
Missing radio equipment must be promptly reported to the employee's immediate supervisor.
2.26 A phonetic alphabet shall be used to pronounce any letter used as an initial, except initial letters of railroads. A decimal point shall be indicated by the word "Point". The Phonetic alaphabet is as follows:
A ALFA JULIET SIERRA B BRAVO KILO TANGO C CHARLIE LIMA UNIFORM D DELTA MIKE VICTOR E ECHO NOVEMBER WHISKEY F FOXTROT OSCAR XRAY G GOLF PAPA YANKEE H HOTEL QUEBEC ZULU I INDIA ROMEO
3 BLOCK AND INTERLOCKING SIGNALS
3.1 Should diesel electric locomotives, RDC cars, gas electric or rail detector cars, operating light, be required to use sand in stopping automatic signal territory, or on interlocking or automatic crossing warning devices track circuit, the unit must be moved off the sanded rail immediately to ensure proper operation of the automatic signals, the interlocking indicator charts or automatic public crossing at grade warning devices.
When move is continued approaching automatically protected highway crossing, care should be exercised to ensure that crossing warning devices are functioning properly before moving onto the public crossing at grade.
4.1 Persons other than assigned crew and employees in performance of assigned duties are prohibited from riding on freight trains or engines unless they present transportation pass endorsed "good on freight trains and engines", message authority from Chief Train Dispatcher, Ass't Chief Train Dispatcher or duly executed permit authorizing them to ride or be on freight trains and engines. Yardmasters, Yard Clerks, Car Inspectors, and other personnel actually engaged in performance of duties related to yard and/or train operation are exempt from this requirement.
4.2 The practice of reversing train movements for the purpose of train inspection or picking up crew members is prohibited. Crew members must walk to intended location.
4.3 Road crews when picking up and/or setting off will not perform work which, in their judgment, is a violation of their working agreement without first receiving proper authority from the appropriate supervisor. This to include, but not limited to, incomplete pick ups, coupling not secure, air joints not made, more than one pick up and/or set off, etc.
Failure on the part of the Road crew to contact the proper authority before performance of such work will indicate in all cases that the performance thereof was undertaken without the knowledge or consent of the Carrier and was voluntarily performed by the Road crew.
4.4 Employees are prohibited from altering, nullifying, or in any manner restricting or interfering with the normal intended function of any device or equipment on engines, cars or other railroad property.
4.5 In case of failure, seals may be broken or device altered as provided by applicable rules or special instructions. When such action is necessary or when seals are found to be broken, missing or tampered with, it must be reported on the prescribed form to the Superintendent.
4.6 Whenever any unusual condition is encountered that may have a bearing on the safety of employees or protection of Company property, a prompt telephone, radio or wire report (depending upon the urgency of the matter) must be given at the first opportunity to Chief Train Dispatcher, followed by written statement, if necessary, to Trainmaster and Superintendent, to give details that cannot be suitably covered otherwise.
Where prompt action by our GT Police Department may be required in certain circumstances, such as, obstruction on track, stoning of or shooting at locomotive, coaches, or caboose, or any act that looks like sabotage, etc., it is satisfactory for employees to make immediate contact with representatives of that department but this action will not relieve employees from making the report provided to the above named.
4.7 The use by employees in road and yard service of contact lenses, colored glasses, goggles, or other devices which affects either acuteness or vision or color perception is prohibited, except that crews on locomotives may use prescription colored glasses to reduce glare.
4.8 When performing industrial or yard switching, and particularly around enclosed trackage, the complete Engine, Yard and/or Train Crew will participate in every movement except where flagging duties would require crew member to be elsewhere.
4.9 Train and Engine crews will not take time at destination terminal to eat before going off duty, unless so instructed by the Chief Train Dispatcher or Ass't. Chief Train Dispatcher.
4.10 The ordering time of trains must not be advanced and trains must not leave ahead of their ordered time unless written permission to do so has been received from the Train Dispatcher.
4.11 Walking between flat cars carrying ATCO housing units while in transit, is prohibited.
4.12 Whenever an emergency vehicle such as ambulance or fire truck is observed or reported being obstructed at a public crossing at grade, Train Dispatchers, Yardmasters and members of train and engine crews must do everything possible to immediately clear such crossing, consistent with safety. Clearance of the crossing must take precedence over train movement delays or railroad inconvenience.
4.13 Employees are prohibited from lying across drawbars to open or close angle cocks.
5· MAXIMUM SPEED RESTRICTIONS MPH
5.1 Maximum speed for diesel locomotives operating under own power.
(a) Operating through water 3
Diesel locomotives must not be operated through water more
than 3 inches above top of rail.
(b)The following speeds must not be exceeded and dynamic
braking must not be used by the units and combinations named
below, when approaching any public road crossing at grade
protected bv automatic crossing warning device; between
the advance signal and any railway crossing at grade
protected by automatic interlocking, and where a signal
system with automatic features is in service.
One diesel locomotive running light, rail diesel or similar car
running alone 30
Two diesel locomotives running light, two rail diesel
or similar cars coupled and running alone; one diesel
locomotive or one rail diesel similar car coupled to
one other unit of equipment 50
Otherwise Freight train speed
(c) Diesel locomotives (dead) other than yard switcher,
5 MPH less than maximum Timetable Subdivision speed for
such units operating under power, unless otherwise restricted.
(d) Yard switcher operating with train or dead in tow 40
(e) Diesel locomotives not equipped with
speed indicator 20
(f) Diesel locomotives consist not equipped with working speed
indicator except when speed indicator fails enroute 20
(g) At public crossing at grade at which there are automatic warning
devices to indicate the approach of trains or engines, be governed
by Special Instruction 9.2.
(h) General Electric(Amtrak)Locomotives
P30CH Series700-724 50
All curves 40
(i) All 6 axles locomotives 55
5.2 Trains moving through sidings must not exceed speed of signal
indication when entering and leaving.
5.3 Passing through spring switches unless otherwise provided 15
5.4 When entering or leaving siding unless otherwise provided by signal
indicators 10
5.5 Movement on other than Main Track 10
Exceptions:
South Pass Battle Creek, Industrial Track Lansing, Service Track Flint,
Flint Subdivision 25
Siding Emmett, Flint Subdivision 30
Tunnel Track Detroit, Mount Clemens Subdivision 20
Orion Complex, Cass City Subdivision 15
And Maximum Speeds as shown in Subdivision Schedule.
5.6 Ore cars - loads or empties - (State of Ohio) 35
5.7 Mineral,grain or bulk freight handled in trains in blocks of 20 cars
or more must be placed in forward half of train when dispatched from
terminal 40
5.8 Freight trains whose consist is made up of 75% or more cars having a
gross weight of 70 tons or more per car are restricted to 50
(Gross weight per car must not include car factor).
To determine the number of such cars in a train, the following will
apply:
(a) At originating stations, yard office staff must advise Conductor
and Train Dispatcher of the total number of cars of 70 or more tons
gross weight on train.
(b) Conductor must notify Engineman, prior to run of the total number
of such cars on train.
(c) At intermediate stations, when pick-ups are made, Conductor,
Engineman and Train Dispatcher must be advised of any cars picked
up with a gross weight of 70 or more tons. Such information
should be included in instructions to pick up whenever possible.
5.9 Unit Trains of residual oil 50
5.10 Movements handling continuous welded rail equipment loaded or
empty are to be restricted to a total of 60 cars with the continuous
welded rail marshalled on the head end. There must be an idler on
both ends. Speed must not exceed 40 miles per hour on straight track,
30 miles per hour on curves, reducing to 10 miles per hour through all
turnouts.
5.11 Trains handling wrecking cranes with boom forward,Jordan Spreaders,
air dump cars, cranes of all types on their own wheels running directly
on the tracks, and other such equipment in OCS movement 30
Wrecking cranes, boom trailing 35
(a) Equipment not headed by engine (except snowplow) 20
(b) Scale test cars
(i)On tracks where the freight speed restrictions is 30 miles per
hour or higher 30
(ii) On tracks where the freight speed is less than 3OMPH,(5MPH
less than the freight speed restriction).
5.12 Cabooses 75001-02-04-10-17 45
5.13 Empty bulk head flat cars equipped with roller bearing wheels are
restricted to a maximum speed of 45 miles per hour.
5.14 Speed restrictions apply to the entire length of the train.
5.15 The speed for trains handling placarded loaded tank cars of the 112A or 114A types, is
restricted as
follows.
Maximum Speeds.
Flint Subdivision 50
South Bend Subdivision 50
Holly Subdivision 50
Jackson Subdivision 30 or maximum sub-
Cass City Subdivision 30 division speeds
Romeo Subdivision 30 whichever is slower.
Saginaw Subdivision 30
Coopersville Subdivision 30
Shore Line Subdivision 30
Cars of these types are indicated on the waybill.
At mechanized points, a hazardous material message will be furnished
indicating this type of car is in train.
At unmechanized points, Conductor will check the waybill to ascertain if
this type of car is to be placed in train.
It is the responsibility of the Conductor to notify the Engineer if this type of
car is in train and, if necessary, remind him of any speed restrictions.
5.16 Freight Train speed between December 15th and March 15th 50 MPH
6.1 (1) Where non-interlocked railway crossings at grade and non- interlocked drawbridges are protected by gates, signals, or derails, stop signs will be omitted.
(2) Trains or locomotives must not exceed timetable speed restrictions at interlocked railway crossings at grade.
(3) Trains approaching automatic and semi-automatic interlockings and finding home signal at stop, which does not clear up within three minutes, will be governed by instructions posted at crossing.
(4) At Unattended lnterlockings where there are no special instructions governing, if interlocking signal displays stop indication and cannot be cleared, be governed as follows:
(a) Stop before passing stop signal.
(b) Examine track, including switch points (if any) within interlocking limits.
(c) If no conflicting movement is apparent and route is properly lined, proceed until leading truck of locomotive or car has passed stop signal at least 20 feet, occupying track section between signal and crossing but not foul of crossing.
(d) After 5 minutes, place lighted fusee on each side of crossing and proceed.
(5) An unattended locomotive, car, or other unit must not be left standing within interlocking limits of a drawbridge or railway crossing at grade.
(6) Train and locomotives must STOP not nearer than 200 feet nor further than 800 feet from a Non-Interlocked Railway Crossing at Grade and movement must not proceed across the crossing until the way is known to be clear.
At Railway Crossings at Grade, where gate is provided, the gate must be left in normal position.
See Subdivision footnotes for exceptions.
7.1 Crew members observing defective equipment in moving trains or are otherwise notified of same, by other sources, STOP signals or information to STOP train movement will be given.
Train required to STOP will comply immediately and remain standing until a walking inspection is made, to determine the nature of the defect, unless verbal communications positively establish that the condition will not result in a safety hazard or damage to property.
7.2 In the event of derailment, severe impact, or train parting, a member of the crew must investigate cause. Equipment and track affected must be carefully inspected to determine if safe to proceed, and the Train Dispatcher advised promptly, giving him full particulars.
Train Dispatcher will arrange for inspection of the track by Maintenance of Way Dept. before subsequent train or locomotive movements are made. Train Dispatcher will also arrange for a mechanical inspection of the cars affected point.
When a train parts twice between the same cars, the defective car(s) must be set out at the first available point.
Conductors of trains having broken knuckles, pulled drawbars, broken train line or air hose parted must report as soon as possible to the Train Dispatcher giving car number, contents, originating station, or connecting station, destination or connection, and location in train.
In addition, on cars with air hose parted give above information on both cars.
For broken knuckles, advise if new or old break and if old break, approximate percentage of old break as well as it can be determined.
For pulled drawbar, advise what part was broken. If old break, approximate percentage of old break.
Report may be made by radio or at first open train order office. Conuctor must send written train separation wire report to superintendent.
7.3 Unless otherwise provided, wreck cranes, clamshells, Jordan spreaders, industrial cranes on own wheels, drag lines loaded on flat cars in OCS movement, and such other equipment must be placed at least five cars ahead of the caboose.
Cars assigned to B&B, Track, Signal, and Communication Departments commonly known as outfit cars - whether occupied or unoccupied; must not be permitted to roll free, must receive careful handling on the road and in terminals, to avoid injury to occupants, or damage to contents, which can easily occur due to the nature of such equipment.
Occupied oufit cars and scale test cars must be handled next ahead of caboose.
Jordan spreaders, except when in service, must be headed in the direction of train's movement and wings secured.
Burro and other Maintenance of Way work cranes must not be handled with other cars except idlers, if any, during switching operations.
7.4 Cars containing newsprint, paper, glass commodities, TOFC, house trailers, livestock, open end carloads of lumber and open top carloads of machinery, presses, etc., must be shoved to rest, not permitted to roll free, nor shall any such car be coupled into with more force than is necessary to complete coupling.
7.5 Insulated joints at clearance points on sidings and yard tracks not protected with derails are painted YELLOW. Enginemen and Trainmen must be careful to see that locomotive and cars are left clear of these joints in order to avoid interference with signals.
7.6 Yard and/or Road Conductors and Brakemen must see that all hand brakes are released before their train or movements depart from terminals.
The use of feet in applying or releasing hand brakes is prohibited.
For the purpose of making room, when switching cars, members of the crew will not release hand brakes while other members of the crew are switching cars into the track.
7.7 On Passenger and Mixed Trains, when the car immediately ahead of the first passenger carrying car is of the non-diaphragm type, the tail gate, chain, or crossbar at the forward end of the passenger carrying car should be kept in closed position while the train is in motion.
7.8 When coupling cars on scale, impact must not occur at speed in excess of 2 miles per hour. Cars must not be run over live rail at speed in excess of 4 miles per hour. Cars must not be stopped violently on scale, or left standing on live rail, except when weighing. Air brakes or blocking under car wheels must not be used to stop cars on scale, Locomotive must not run over live rail except when unavoidable. After weighing string of cars, on scale equipped with dead rail, entire string of cars must not be pulled over scale. Cars should be cut at first coupling beyond dead rail switch point, pull over scale to dead rail switch at opposite end and use dead rail track to couple and pull clear balance of cars or train. Switches must be lined for the dead rails over track scales when scales are not in use.
7.9 When temperatures are near or below freezing, condensation must be blown from train line hose or locomotive by a member of the crew before coupling to train. This must be done in the manner prescribed in GT Safety Rule 1306.
7.10 Observation of Trains for Defects Railroad Freight Car Safety Standards.
At points where cars are picked up which have not been previously inspected by a Car Inspector, train crews must ascertain that they are safe for movement, in compliance with U.S. Department of Transportation, Railroad Freight Car Safety Standards, Part 215, as follows:
At each location where a freight car is placed in a train and a Car Inspector is not on duty for the purpose of inspecting freight cars, the freight car shall, as a minimum, be inspected for the imminently hazardous condition listed below that are likely to cause an accident or casualty before the train arrives at its destination.
(1) Car Body
(a) Leaning or listed to side.
(b) Sagging downward.
(c) Positioned improperly on truck.
(d) Object dragging below.
(e) Object extending from side.
(f) Door insecurely attached.
(g) Broken or missing safety appliance.
(h) Lading leaking from a placarded hazardous material car.
(2) Insecure coupling.
(3) Overheated wheel or journal.
(4) Broken or extensively cracked wheel.
(5) Brake that fails to release.
(6) And other apparent safety hazard likely to cause an accident or casualty before the train arrives at its destination.
Open top loads, including trailers and containers on flat cars, must not have lading shifted or securements loose or missing.
Where width or height of a car or lading appears close to clearance lines, it must be known that the movement has been cleared with the proper authority and in accordance with Special Instruction 7.11.
Freight cars carrying bad order tags, that are safe for movement, may be taken in train to the point where repairs are to be made. Copy of Form 438,(Bad Order Card), should be attached to waybill for car involved.
All crew members must be informed of the presence of the defective car in the train and of movement restrictions shown on the Bad Order Card.
The movement of dimensional shipments on or foul of the Main Track must not be made until permission has been received from the Train Dispatcher who will arrange for protection when required.
7.11 Except for specially equipped cars, Open Top Cars that contain lading that protrudes beyond the car ends or when any of the lading that extends above the car is liable to shift so as to protrude beyond the car ends, auto frames without bulkheads open top gondolas containing coils of steel with the coils protruding above the car end will not be placed next to locomotive or caboose.
Plug-door cars must not be moved until the doors are closed and secured.
7.12 All cars having a hand brake which operates the brakes on ONE TRUCK ONLY, must have the hand brake released prior to movement, inspecting both ends of car(s), if necessary.
7.13 Damage occurs to industrial gates because of the absence of adequate fasteners or locks, or defective fastenings. In the event such conditions are observed, notify appropriate Trainmaster's office, giving full particulars so that corrective action can be taken promptly.
7.14 Whenever there are electrically controlled doors that must be raised to permit switching inside building, regardless of whether doors are found open or shut, before locomotive or cars are moved through the doorway, a member of the crew must operate the door controls and assure himself that the door is raised to maximum height, except at industries where doors and derails are interlocked and/or operated by employees of that industry.
7.15 Crews will not make moves on privately-owned and maintained industrial sidings where condition of track, improper care of vehicular crossings, or accumulation of debris, ice or snow make it unsafe to operate cars or locomotives over such trackage. When such conditions are found, crews will make immediate report to their Supervisor to permit handling for correction.
7.16 When switching tracks which are stubbed, equipped with wheel stops or bumping posts, stop must be made not more than 100 nor less than 50 feet from end of track, wheel stops or bumping posts, and then movement must not exceed 2 miles per hour the remaining distance.
7.17 The staking of cars is prohibited.
7.18 To comply with the Interstate Commerce Commission in ExParte 285 "Maintenance of Records Pertaining to Demurrage, Detention, and other Related Accessorial Charges by Rail Common Carriers of Property," sets forth a requirement for a Conductor's Report which must contain the following information:
(1) The date and time cars are placed at or removed from tracks serving each industry, location of each consignor or consignee, including but not limited to industrial siding, industrial interchange tracks and public delivery (team) tracks.
(2) The locomotive number or train identification.
(3) The name of the employee making the report.
(4) The initial and number of each railroad freight car, and whether it was loaded or empty at the time placed or removed.
(5) Whether each car was placed or removed.
(6) The indentification, by name or number, of each siding or team track and spot location thereon.
Grand Trunk will utilize form GT-853-D, Conductor's Work Report to satisfy this part of the order.
Each Yard and Road Conductor who performs Industrial Switching will be responsible that the above mentioned forms are complete in every detail and turned in to the proper person at the end of their tour of duty to ensure that proper records can be maintained.
7.19 Unit trains of residual oil that are made up in 15 car segments interconnected by large flexible hose must be handled as follows during switching or in case of a bad order car:
(1) Before making a coupling, stop must first be made not less than 6 feet and not more than 12 feet from the point where coupling is to be made.
(2) If a bad order must be set out, it will be necessary to set out the entire segment connected by the flexible hose. Uncoupling must be made between cars which do not have flexible hose coupled.
(3) If one or more of these segments are set out, Train Dispatcher must be notified promptly, giving him full particulars.
(4) Train Dispatcher will advise Equipment Department to make immediate repairs.
7.20 Coupling Regulations:
When coupling a locomotive consist of 3 or more locomotives to a train, or cut of cars, a stop must first be made between 6 and 12 feet from point of coupling.
(a) Before making a coupling to passenger equipment or outfit cars that may be occupied, stop must first be made not less than 6 feet and not more than 12 feet from the point where coupling is to be made.
(b) When coupling cars, speed of 4 miles per hour at time of coupling must not be exceeded to avoid damage to equipment and lading.
7.21 To guard against damage to equipment or injury to employees or others, cars equipped with tie-down chains must not be moved until chains are properly secured in a manner that they can not fall off and drag.
On cars equipped with storage boxes, chains must be stored therein when not in use.
On cars equipped with chains attached to top of stakes, chains must be suspended inside stake and positioned behind retaining bar when not in use.
7.22 When coupling up tracks, making doubles pick-ups, set outs, before a coupling is made with or on to cars with cushion underframes and/or long shank couplers, the drawbar must be checked to insure that they are properly lined up. Whenever possible this type of car should be left on straight track for coupling.
7.23 Cranes handled in a train must be inspected before leaving a terminal and whenever practical enroute to insure all tiedown and locking features are in place to prevent any movement that could foul other tracks or equipment adjacent to the track on which moving.
7.24 All dead or isolated locomotives, including foreign locomotives, being moved in train must be handled next behind operating units. Units that are capable of multiple unit service will be coupled with multiple unit hoses and/or jumper cables to the operating units. Those not equipped for multiple unit service will be coupled with train line.
7.25 FLAMMABLE COMPRESSED GAS - STATE OF OHIO
1. Cars loaded with Flammable Compressed Gases shall be handled in accordance with the Department of Transportation regulations under "Position in Train of Loaded placarded tank cars" as outlined in hazardous material instructions.
2. Trains handling cars of Flammable Compressed Gas must not exceed a speed of 15 MPH through villages and towns.
3. Tank cars containing Flammage Compressed Gas shall not be cut off in motion. (Shove to rest.)
(A) Car or cars moving under their own momentum shall not be allowed to strike tank cars containing Flammable Compressed Gas.
(B) Car or cars shall not be coupled into tank cars containing Flammable Compressed Gas with more force than is necessary to complete the coupling.
4. Cars loaded with Flammable Compessed Gases will not be humped.
SPECIAL NOTE: (A)Loaded cars can be identified by a notation on the Waybill which will read, "Flammable Compressed Gas"; this notation will dictate the above handling procedure.
(B)The conductor and/or the agent or clerk will advise the Chief Dispatcher's office when a car is to be moved and the dispatcher will issue necessary instructions regarding speed restrictions through villages and towns.
8.1 TRACKSIDE READOUT
A display board will indicate the exact location of a suspected hot box or will indicate no hot box is found. The display board has 4 alarm lights.
When a train approaches the hot box detector, the engineman will notify the conductor by radio. The conductor will observe the display board after passing the board. If no hot boxes have been detected, the board will read "000" and the conductor will so advise the engineman when the caboose passes the display board. If the display board indicates other than "000", the conductor must radio the engineman to stop the train for inspection. In the event of communications failure the conductor will take appropriate action to stop the train.
If an overheated journal has been detected, the display board will indicate the number of axles from the hot box to the end of the train. For example, 123 indicates 123 axles from the rear of the train to the overheated journal.
The upper right alarm light will flash with a warm journal on the right rail. The upper left alarm light will flash if the warm journal is on the left rail. If both upper left and upper right alarm lights are flashing, it indicates a warm journal on both sides of train.
The upper center alarm and upper right alarm flashing indicates two or more warm journals on the right side of the train. The axle count will be from the first hot box to the rear of the train. Similarly, the upper left alarm and the upper middle alarm flashing indicates two or more warm journals on the left side of train.
If all three upper alarm lights are flashing, there are at least three warm journals (one on one side and two or more on the other side), with axle count as usual from the first hot box detected on either rail to the rear of the train.
A special alarm below the display board will be steadily lit and the upper left and right alarms will flash when dragging equipment is detected and the axle count will indicate from dragging equipment location to the end of the train.
When there has been a Hot Box or Dragging Equipment indication, the car involved as well as 5 cars ahead and 5 cars behind the car indicated must be inspected for hot box or dragging equipment.
Results of such inspections made must be reported promptly to the Train Dispatcher.
SINGLE DETECTOR
A steady burning white light located on the track side of equipment house indicates hot box detectors are operative. If this light is extinguished, a crew member will immediately notify the Train Dispatcher so that the installation can be inspected by maintenance forces.
DOUBLE DETECTOR
A steady burning light located on "Mast" of both Eastward and Westward hot box detectors, indicates hot box detector is operative. If the respective lights are extinguished, a crew member will immediately notify the Train Dispatcher so that the installation can be inspected by maintenance forces.
Whenever adverse weather conditions limit visibility, trains will reduce speed sufficiently at all hot box detectors equipped with display boards to allow crew on rear of train to read indication on the display board.
If brakes must be applied to reduce speed by detector site, application and release must be made sufficiently in advance to permit complete brake release prior to head end of train reaching hot box detector, so that heat sensor will not be falsely activated.
See Subdivision footnotes for locations.
8.2 TRAIN DISPATCHER READOUT
When a hot box or dragging equipment detector system indicates a possible abnormal situation, immediate contact will be made with the train involved, by radio or other means, to advise of one or the other of the following conditions:
WARNING - There is evidence of a possible overheated journal on the train. While temperature indication is not sufficiently high to make immediate stop necessary, the car must be kept under close observation and must be inspected should train be stopped for any other reason.
When a warning is received at the last detector prior to arriving at a Terminal, the Train Dispatcher will ensure that an inspection is made immediately on arrival by:
(1) Equipment Department.
(2) If no Equipment Department on duty, by outgoing crew if already on duty.
(3) If outgoing crew not on duty, inspection will be made by the incoming crew.
After inspection has been made the Train Dispatcher must be notified and make record of results.
TRAIN MUST BE STOPPED - There is evidence of dragging equipment or of extreme journal temperature which requires that the train be STOPPED IMMEDIATELY to permit journal inspection of the car involved.
In all cases crew will be properly informed as to location of car in the train and, where appropriate, the suspect journal. If journals on the car identified appear to be normal, inspection must be made of at least FIVE cars ahead and behind journal indicated.
When there has been a DRAGGING EQUIPMENT INDICATION, the car involved as well as FIVE cars ahead and behind must also be inspected for possible overheated journals.
Results of such inspections made must be reported promptly to Train Dispatcher.
Trains and engines passing over Hot Box and Dragging Equipment Detectors must shut off automatic sanders and must not use manual sanders until the engine consist is clear of the detector.
See Subdivision footnotes for locations.
8.3 In setting out "hot boxes," packing must be pulled and completely extinguished before train proceeds. Careful inspection of area near the hot journal must be made to be sure that no part of the car has caught on fire.
Bad order cars set out enroute, at points where they can be driven to by truck equipped to make repairs and to change wheels, unless it involved switching of cars spotted.
8.4 HOT BOX AND DRAGGING EQUIPMENT DETECTORS - FLAT ROCK SUBDIVISION
When a hot box is detected, a rotating white beacon signal located on each equipment house and a flashing white light on the wayside indicators at Riga-Metamora site, will be actuated.
In this event, the train will be brought to a stop after moving completely over the detector site and the tower operator at the read-out station contacted by radio or other means of communication to determine the hot box location. Upon observation and no exception is taken to the reported defective car, a crew member will be responsible for observing the journal conditions of five cars ahead and five cars behind the reported car. Crew members must observe the designated signals and take necessary action to stop train if detector indicates a hot box.
See Subdivision footnotes for location.
8.5 If hot box and dragging equipment detectors malfunctions, the train must be stopped immediately and the entire train inspected by members of the crew. Train Dispatcher must be notified at once.
8.6 When a car(s) is reported twice by a hot box detector, car(s) must be set out at the first available point.
9· PUBLIC CROSSINGS AT GRADE
9.1 Insulated joints at clearance points for highway crossing protection devices are painted yellow.
9.2 (1)At crossings where automatic flashing light signals or gates exist and such warning devices are actuated by short track circuit, movement must be stopped on such track circuit clear of the crossing and not be resumed until automatic warning devices have been actuated at least 20 seconds.
(2)If the crossing has automatic warning devices but none on the track occupied, stop will be made and, before resuming movement, a member of the crew will warn traffic in advance of the movement.
(3)When a train or engine and cars are parted to clear highway crossing or is standing near such crossing, a member of crew will warn traffic when a train or engine is approaching on an adjacent track.
(4)To avoid unnecessary operation of automatic highway crossing signals, switches must not be left open nor cars left standing on the Main Track longer than necessary within operating limits of such signals.
When switching movements are made in such territory, every effort must be made by trainmen to avoid delay to highway traffic.
(5)Employees should observe the operation of automatic highway crossing signals and report promptly to the Train Dispatcher any failure to operate properly.
(6)To protect railroad against claims by reason of statement that signals were not functioning properly prior to highway crossing accidents involving our trains, every member of train crew involved in such crossing accidents where any type of warning devices are involved should make an examination of the signal to determine whether or not the signal was actually operating prior to accident. If train has passed out of the circuit before it is brought to a stop under no circumstances must train proceed without first backing onto signal circuit to make a test and so indicate in the report that such a test was made. Crew members should obtain names and addresses of persons witnessing test.
(7) See Subdivision footnotes for instructions to be used over specific crossings.
(8) Switch Key Control Instructions:
At some crossings, "Switch Key Controllers" are provided; these are painted yellow, one located on the end of the instrument case, the other on the gate mechanism on the opposite side of the tracks. The "Controller" that is located adjacent to each track is for use with a train, engine and/or cars occupying that track only. With the track occupied, approaching the crossing in either direction and not occupying the track through the street (between the yellow insulated joints), the gates may be raised by inserting switch key in the controller for the track that is occupied, turning the key to the right and holding it for an instant until the gates start to rise and then removing the key immediately. When occupying both tracks, insert key in the controller for one track, turn key to the right for a second, remove and follow the same procedure in the other controller. Immediately after both controllers have been operated, the gates should raise. Do not hold key in the right position longer than a second in either controller. After the gates have been raised in this manner, they may be lowered by inserting the switch key in the same controller for the track that is occupied, turning the key to the right, holding the key until the gates start to lower and then removing the key. The warning devices will then go to automatic operation.
The warning devices can be operated manually, when track circuits are not occupied, by inserting the switch key, turning to the right, and leaving the key. To stop the warning devices remove the key.
(9) Pull Button Control Instructions:
At some crossings a yellow box with pull buttons marked "STOP" and "START" is located on each end of the instrument case. Box on one end of case is for use with train on Main Track on that side of crossing and box on other end of case is for use with train on Main Track on that side of crossing. After using "STOP" pull button to shut off flashing light signals, use "START" pull button to restart signals for movement over the crossing, otherwise flashing light signals will revert to automatic operation when train is clear of track circuit or when train occupies the short street circuit of the Main Track.
All crossings where either type controller is provided must be operated in accordance with these instructions.
This method of protecting crossings where automatic warning devices are in service should be used in order to permit motorists to clear crossings without danger to them or to train personnel. There should be no necessity to go onto the street or highway to flag.
9.3 Except for the purpose of giving signals for operation or to prevent accident sounding of engine whistle by any engine in respect to public crossings at grade is prohibited. (This special instruction only applies at locations specified).
9.4 When questioned by Police Officers relative to blocking of public crossing at grade or for any other reason, the employee should immediately advise the Officer of the facts surrounding the problem. If required to identify himself to the Officer, the employee should immediately do so courteously and to the Officers' satisfaction.
9.5 Employees must make every effort to prevent a car or locomotive from occupying any part of a public crossing at grade consistent with state law or municipal ordinance.
10 AIR BRAKE INSTRUCTIONS
10.1 When air brakes are placed in service prior to making switching movements in private sidings, industries, team tracks, between yards, etc., a sufficient period of time must be allowed to permit the train line and reservoir to be fully charged, so that full braking power can be obtained.
When auxiliary cranes, hoists, pile drivers, snow plows, spreaders, passenger coaches or other equipment are placed on turntables, air brakes or hand brakes must be applied or such equipment properly blocked before engine is uncoupled to insure full control and safe handling.
Air brakes must be in service while switching occupied passenger equipment, also while switching equipment on or off occupied passenger equipment.
When leaving cars at any point with air in service, air brakes must be placed in emergency and left applied. After engine is cut away, angle cock on car begin cut away from must be closed. This does not supersede the requirements of GTOR Rule 112.
Following completion of air test, at any terminal, Car Inspectors will give verbal report to the Engineman and the Conductor or in his absence, the Flagman, that train is ready. After release of train by Car Inspector it will be the responsibility of Conductor or Flagman to convey "proceed" signal to the head end of train. In the event of exceptionally long trains or inclement weather conditions, etc., Yardmasters will, by the use of the intercom system or radio, assist in the interpretation of signals.
10.2 When air brakes fail or become disabled on car(s) in a train which is enroute, and the air cannot be bypassed, the car(s) with the inoperative air brakes may be moved to the first available set out point.
Such movements must be made with CAUTION and at a speed not to exceed 10 miles per hour.
1 1 DIESEL INSTRUCTIONS 11.1 CONDITION - No. 1 Leaving Diesel Locomotives, Unattended: (1) Place throttle at "idle" position. (2) Apply independent brake. (3) Place transition selector at "off" position. (4) Place reverser lever in "neutral" position and remove. (5) Place generator field switch at "open". (6) Dim headlight. (7) Isolate locomotive or locomotives. (8) Apply Hand Brake.
CONDITION - No. 2
Leaving Diesel Locomotives With Engine Running - Diesel Locomotives, secured in such manner as to permit another locomotive to couple to it and, after coupling up the brake pipe hose, the brake could be controlled on the unmanned locomotive or locomotives; from the towing locomotive.
(1) Isolate locomotive or locomotives. (2) Place throttle at "idle" position. (3) Make 20 P.S.I. reduction of brake pipe pressure with the automatic brake as follows: (a) 24 RL brake:(i) Close brake pipe cutout cock.
(ii) Place automatic brake valve handle in "running" position. (iii)Independent brake valve handle in "running" position. (b) 26 L brake: (i) M.U. 2A valve to "cutout... position. (ii) Independent brake valve handle in "running" position and remove handle. (iii)Automatic brake valve handle in "handle off" position anc remove handle. (4) Transition lever in "off" position. (5) Reverse lever in "neutral" and remove. (6) Generator field switch "off". (7) Extinguish all lights except those necessary for safety. (8) Apply hand brake. (9) The cutout cock to the safety control foot pedal must be closed on Yard Switcher Locomotives including 1500 Class Locomotives. CONDITION - No. 3 Leaving Diesel Locomotives, due to failure, with engine not running - prepared for tow: (1) Isolate locomotive or locomotives. (2) If temperature is below freezing, engine must be properly drained. (3) Open all switches including main battery switch. Except that main battery switch and turbo lube oil pump circuit breaker must be left closed on 5900, 6400, 400, 350 and 6350 Class locomotives. The sealed cutout cock to the F.A. magnet must be closed. (4) Place transition selector in "off" position, reverser in "neutral" and remove handles. (5) Apply hand brake. (6) The dead locomotive cutout cock must be opened unless the main reservoir or related piping is damaged, in which case it must not be opened. The main reservoirs must be drained to 35 P.S.I. or below before opening dead locomotive cutout cock. (7) The brake pipe cutout cock must be closed with 24RL brake. The K2A rotair valve must be left in "passenger" service position. (8) The M.U. valve on 26-L Brake must be in dead position.
11.2 To determine the accuracy of the speed recorder, speed will be checked by enginemen at locations between signs identified by two diagonal yellow stripes on a white background.
11.3 In locomotive consists, all lead locomotives so equipped will display the revolving yellow or strobe light. If this light is inoperative or the lead locomotive is not equipped the revolving yellow or strobe light on the trailing locomotive or locomotives equipped must be in service.
11.4 Back-Up and Forward Pushing Movements (Freight Equipment):
To prevent jack knifing of diesel locomotives during back-up and forward pushing movements, no more than 12 powered axles will be used. If possible, locomotives allowed to work must be those leading in the direction of the movement next to cars and then the trailing locomotive, if any, must be isolated until movement completed.
11.5 The maximum number of working locomotives permitted in any consist is restricted to 24 motorized axles.
11.6 A tag bearing the words "NON-COMPLYING LOCOMOTIVE" must be securely attached to the isolation switch of a defective locomotive to be moved in train.
The engineer in charge of a defective locomotive to be moved must be notified in writing and he must inform all other crew members positioned in the cab of the lead locomotive, that a defective non-complying locomotive is in their consist and must also notify them the maximum speed the unit can be moved.
11.7 Locomotive defects developed enroute:
(a) A locomotive that develops a non-complying condition enroute may continue to be utilized to the next maintenance point where repairs can be made.
(b) Non-complying tags will be supplied on each locomotive of a locomotive consist and must be properly filled out by the Engineer and securely attached to the isolation switch of a defective locomotive. In addition, the lead locomotive of the locomotive consist must have a duplicate tag attached to the isolation switch.
12.1 (1) Location - Storage locations must be free of contaminating oil and/or dampness, both of which can affect the proper functioning of both signals.
(2) Duration - Storage either in stores facilities or in ocomotives or cabooses must not exceed 3 years. Both fusees and torpedoes that have been on hand in excess of this 3 year period must be withdrawn from service and properly destroyed.
Fusees must not be used for signaling purposes where hand or lantern signals would suffice.
13.1 During dry weather when soil and vegetation conditions prevail causing fire hazards, all Trainmen, Yardmen, and Enginemen must be on lookout for fires along right-of-way. Enginemen will operate locomotive in such manner as to avoid fires being started by locomotive exhaust or braking action. Rear end crews on trains are in best position to detect fresh fires starting and must notify Engineman of such conditions. When a fire is detected, train or yard movement must be stopped and immediate action taken to extinguish the fire. All fires must be reported to the Train Dispatcher from the first available means of communication enabling Train Dispatcher to call Fire Department and/or Maintenance of Way Dept. to extinguish relative to its condition.
14.1 Instructions for use.
(1) Dry Chemical (B-C) Type (Locomotives) - For Oil and Electrical Fires. (a) Remove from bracket- Carry to fire. (b) Free hose and/or pull ring pin. (c) Push lever down. (d) Squeeze nozzle handle. (e) Direct at base of fire with sweeping motion. (2) Dry Chemical (B-C) Type (Cabooses - Small Buildings) - For Oil and Electrical Fires. (a) Remove from bracket - Carry to fire. (b) Pull ring pin if so equipped. (c) Aim at base of fire, squeeze handle. (3) Water Type (A) Pump Tank (Offices - Depots) - For Wood, Paper Fires - DO NOT USE ON ELECTRICAL FIRES. (a) Carry to fire. (b) Place foot on holder at bottom of tank. (c) Aim hose at fire. (d) Pump handle up and down. (4) Water Type (A) Soda Acid (Offices - Depots DO NOT USE ON ELECTRICAL FIRES. (a) Remove from bracket - Carry to fire. (b) -Turn upside down. (c) Hold by bottom handle. (d) Aim hose at fire.
15.1 Employees sustaining personal injury will verbally report to a supervisor as soon as practicable. Verbal report is to be made to the supervisor in charge at point where employee is injured, verbal report must be made to supervisor in charge of area or terminal.
An employee sustaining an injury must complete Initial report in accordance with GT Safety Rule 1001 before leaving company premises when physically able to do so. If physically unable, Conductor and/or Engineer will report immediately to the proper authority.
ALL CASES OF PERSONAL INJURY, ACCIDENT, OR DAMAGE TO PROPERTY MUST BE REPORTED ON PROPER FORM AS SOON AS PRACTICABLE OR BEFORE LEAVING COMPANY PROPERTY.
16.1 (1) In providing or helping provide medical care for injured persons, the railway acts for humanitarian reasons only and in no case shall such assistance be regarded as an admission of liability on its part.
(2) The assistance of the railway in such cases of injury to persons on railway premises, other than passengers or employees, shall be limited to the rendering of First Aid. "First Aid" means such medical services as are known to relieve suffering and to make it safe for an injured person to be moved from the premises. Under no circumstances shall it mean the performance of surgical operations, or the application of elaborate dressings, such as the setting of fractures, etc.
(3) The employees handling the case shall make every effort to see that the injured person is placed in the charge of friends or of municipal authorities who shall arrange for any hospital treatment which the injured person may require. Should friends or municipal authorities not be present, the Transportation Officer on duty shall give the necessary instructions regarding the disposal of the injured person.
(4) Where it has proved impossible to reach friends of the injured person or municipal authorities, the Transportation Officer on duty may arrange to have the injured person taken by train to the nearest point where a general hospital is to be found. At the same time, everyone concerned, including the authorities of the hospital in question, shall be informed of the circumstances under which application for the admission of the patient is to be made and that the railway assumes no liability therefor. Particulars of the arrangements made shall be given in the casualty report.
(5) The instructions of the Transportation Officer shall be given by message and a copy of such instructions shall be furnished to the Claims Department with the medical accounts covering the rendering of First Aid or of such other medical services as may have been authorized.
(6) Employees, when calling a physician, shall notify him that the call is for First Aid only and that the railway shall not be responsible for any subsequent medical care.
(7) When practicable, the services of a railway medical officer shall be requisitioned.
17.1 Any employee who is involved, witnesses, or has any knowledge of any accident in any way arising out of the operation of our railroad or involving company owned or leased property, equipment or vehicles, must as soon as requested, give all information relating thereto to the company's Claim Agent and to properly designated company officers and when requested sign such statement as being true. He must not under any circumstances give any information whatsoever regarding such accident to other persons except that he may orally give such information to police officers and coroners. Other persons seeking such information should be referred to the Law or General Claims Department.
18.1 Any employee who is involved, witnesses, or has any knowledge of any accident in any way arising out of the operation of our railroad or involving company owned or leased property, equipment or vehicles, must as soon as requested, give all information, relating thereto to the company's Claim Agent and to properly designated company officers and when requested sign such statements as being true.
19.1 In case of death on trains, the usual proprieties must be observed and the Coroner (or County Officer performing the duties of Coroner) notified. The body must be removed as soon as possible to a proper place and left in charge of an employee of the railroad until the Coroner (or County Officer performing the duties of Coroner) arrives. If the body is accompanied by an attendant, he or she should be consulted and his or her wishes respected. Prompt report must be made to the Superintendent.
The Coroner of the District or the nearest police officer shall be notified as soon as possible of any accident which proves immediately fatal.
If the body of a person is found on or near the right-of-way by employees, or a person is killed in train operations, a guard shall be left with the body until the Coroner or the police have been notified and instructions obtained as to disposal. The body should not ordinarily be moved from the place where it was found unless permission has first been obtained from the Coroner or the police to do so but if it is apparent that such permission cannot be obtained without undue delay and the body is in such a position as to prevent trains from passing, the body may be moved out of the way after its condition and position have been noted for the information of the Coroner and Police. This is particularly important where the death appears to have been due to foul play.
Employees will NOT search the body for identification or address. If unknown, report to the Superintendent will so state.