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Uniform code of operating rules, no: two Canadian Pacific Railway Company 1950

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UNIFORM CODE OF OPERATING RULES
NO:  TWO
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4 UNIFORM CODE OF OPERATING RULES NO: 2
A.  FOCUS
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Page 1
B.  BLANK
4•    CANADIAN PACIFIC RAILWAY PRESENTS
THE CANADIAN PACIFIC RAILWAY PRESENTS
2. UNIFORM CODE OF OPERATING RULES NO. 2: U.C.O.R.
THE SECOND IN A SERIES OF FILMSTRIPS DEALING WITH INTERPRETATIONS PLACED ON THE UNIFORM CODE OF OPERATING RULES
AS THEY APPLY ON ITS SYSTEM.
3. RULE-BOOK CS44 AND SWITCHING.
IT IS A CONTINUATION OF SWITCHING RULES, WHICH WERE INTRODUCED IN THE FILMSTRIP CALLED U.C.O.R. NO. 1.
4. RULES 104, 104A, 1Q4E and 112.
THIS PRESENTATION WILL DEAL WITH RULES 104, 104A, 104E
AND RULE 112.
5. DIAGRAM OF SWITCHES
FIRST LETS DEAL WITH SWITCHES, THEIR PHYSICAL APPEARANCE
AND USES.
6. MAIN TEaCK SWITCH
THE NORMAL POSITION OF A MAIN TRACK SWITCH IS WHEN IT IS
SET FOE THE MAIN TRaCK.  THE TARGET WILL BE PARALLEL WITH
THE TRaCK AND THE LIGHT WERE PROVIDED, WILL SHOW GREEN.
7. MAIN TRACK SWITCH POINTS
WHEN SET IN THE NORMaL POSITION, THE SWITCH POINTS WILL BE
lined for the main track.
8.  main track switch diverging route
when a main track switch is set for a diverging route, the
Target will be at right angles to the track and light wkert
provided will show red. o
9. SWITCH POINTS DIVERGING Page 2.
THE SWITCH POINTS WILL BE LINED FOR THE DIVERGING ROUTE.
10. MAIN TRaCK SWITCH NO LIGHT AABiS.
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LIGHTS NEED NOT BE MAINTAINED ON MAIN TRACK SWITCHES IN
SINGLE TRACK AUTOMATIC BLOCK SIGNAL TERRITORY.
Q 11.   REFLECTORIZED TYPE LENS
WHERE AUTHORIZED BY SPECIAL INSTRUCTIONS, MAIN TRACK SWITCHES
MAY BE EQUIPPED WITH REFLECTORIZED LENSES OR TARGETS OF THE
PRESCRIBED COLOUR IN LIEU OF LIGHTS.  THIS SHOWS A REFLECTORIZED Target in place of the light at the top of the switch
MAST.
12.  YaRD switch green
yard switches may be with or without lights, reflectorized
lenses or Targets, where lights or Targets are provided,
the light will show green when the switch is set for straight
TRaCK IN NORMAL POSITION, AND THE TARGET WILL BE PARALLEL
WITH THE TRaCK.
13•   SWITCH POINTS NORMAL
WHEN THE SWITCH IS NORMAL THE POINTS ARE SET FOR THE
THROUGH ROUTE.
14. YARD SWITCH YELLOW
WEN A TARGET IS USED ON A YaRD SWITCH, IT WILL BE AT RIGHT
ANGLES TO THE TRACK WHEN SET FOR A DIVERGING ROUTE, AND a
YELLOW LIGHT WILL BE DISPLAYED.  THERE IS AN IMPORTANT
DIFFERENCE BETWEEN YARD AND MAIN TRaCK SWITCHES:  RED IS
NEVER USED ON YaRD SWITCH TARGETS:  WHEN MaIN TRaCK SWITCH
TARGETS INDICATE RED, TARGETS ON YARD SWITCHES SHOW YELLOW.
15. YARD SWITCH POINTS
WHEN THE TARGET IS AT RIGHT ANGLES TO THE TRACK, AND A YELLOW
LIGHT IS DISPLAYED, THE POINTS WILL BE LINED FOR A DIVERGING
ROUTE.
o 16. SPRING SWITCH MARKER p    5>
THE SS ON THIS MARKER INDICATES THE LOCATION OF A SPRING
SWITCH.
17. SPRING SWITCH
A SPRING SWITCH IS EQUIPPED WITH A SPRING MECHANISM ARRANGED
TO RESTORE THE SWITCH POINTS TO NORMAL POSITION, AFTER HAVING
BEEN TRAILED THROUGH.
18. DUAL CONTROL SWITCH
DUAL CONTROL SWITCHES ARE USED EXTENSIVELY IN CTC TERRITORY,
AND OCCASIONALLY TO ACCOMMODATE MOVEMENTS LEAVING INTERLOCK-
INGS FOR OTHER TRACKS. NOTE THE DUAL CONTROL MECHANISM TO
THE RIGHT OF THE TRACK. THE UNIFORM CODE OF OPERATING RULES
PROVIDES THAT WHEN SPRING OR DUAL CONTROL SWITCHES ARE OPERATED BY HAND, THEY ARE THEN HAND OPERATED SWITCHES, AND RULES
GOVERNING HAND OPERATED SWITCHES APPLY.
19. RULE 104 SUPERIMPOSED ON SWITCH
NO PART OF RAILWAY EQUIPMENT CaN BE MORE IMPORTANT THAN
SWITCHES.  THE MISHANDLING OF SWITCHES AND FAILURE TO ADHERE
TO THE RULES THAT SURROUND THEM ARE MATTERS OF MAJOR CONCERN
TO RAILWAY MANAGEMENT.  RULE 104 DEALS WITH HAND OPERATED
SWITCHES.
20. CONDUCTOR ON REAR PLATFORM
IT READS, EXCEPT WHERE SWITCHTENDERS ARE STATIONED, CONDUCTORS
ARE RESPONSIBLE FOR THE POSITION OF SWITCHES MANUALLY OPERATED
BY THEM OR MEMBERS OF THEIR CREW.  EMPLOYEES ARE NOT RELIEVED
OF RESPONSIBILITY IN PROPERLY HANDLING SWITCHES.
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21 .   QUESTION
Ai.
WHAT IS IMPLIED BY THE WORDS:  "EMPLOYEES ARE NOT RELIEVED OF
RESPONSIBILITY IN PROPERLY HANDLING SWITCHES." o
22. REPEAT CONDUCTOR ON REAR PLATFORM PaSe A.
IF WE EXAMINE THE FIRST SENTENCE OF THIS PARAGRAPH CAREFULLY,
WE SEE THAT THE CONDUCTOR IS RESPONSIBLE FOR THE POSITION OF
SWITCHES THAT ARE MANUALLY OPERATED BY HIM OR MEMBERS OF HIS
CREW.  THE SECOND SENTENCE PROVIDES THAT EMPLOYEES (AND THIS
WOULD INCLUDE THE CONDUCTOR) ARE NOT RELIEVED OF RESPONSIBILITY FOR HANDLING SWITCHES, IN ACCORDANCE WITH THE RULES,
ON THE EMPLOYEE WHO HANDLES THE SWITCH.  THE CONDUCTOR MUST
ALWAYS BE ACCOUNTABLE FOR THE POSITION IN WHICH THE SWITCH
IS LEFT, NO MATTER WHAT MEMBER OF HIS CREW HANDLED IT.  THIS
PICTURE SHOWS THE CONDUCTOR CHECKING TO SEE THE MAIN TRACK
SWITCH IS RESTORED TO NORMAL AFTER HIS TRAIN LEaVES THE SIDING.  THE CONDUCTOR CANNOT DELEGATE HIS RESPONSIBILITY FOR
HOW THE SWITCH IS LEFT TO SOMEONE ELSE.
23. QUESTION
IS THE CONDUCTOR CONCERNED WITH ALL SWITCHES UNDER THIS RUIE.
ANSWER:  ONLY WITH THOSE THAT MUST BE LEFT IN THE NORMAL
POSITION AFTER HAVING BEEN USED.
24. MAIN TRACK SWITCH SECURED.
RULE 104 PROVIDES THAT SWITCHES MUST AT aLL TIMES BE SECURED.
MAIN TRACK SWITCHES MUST BE LINED AND LOCKED FOR THE MAIN
TRACK WHEN NOT IN USE.
25. YARD SWITCH LOCKED.
YARD SWITCHES TH^T ARE EQUIPPED WITH LOCKS MUST BE LINED AND
LOCKED FOR NORMaL POSITION AFTER HAVING BEEN USED.  THIS IS A
YARD SWITCH EQUIPPED WITH A LOCK.  THEY MAY DIFFER SOMEWHAT
IN APPEARANCE FROM MAIN TRACK SWITCHES, BUT WHEN EQUIPPED WITH
A LOCK THEIR HANDLING IS ESSENTIALLY THE SAME.
O 26.  YaRD switch with keeper.
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WHERE LOCKS ARE EMPLOYED TO SECURE MAIN TRaCK SWITCHES,
KEEPERS DO THE JOB ON YaRD SWITCHES.   NOTICE THE KEEPER
BEING PLACED IN THE KEEPER HOLE AFTER THE HANDLE IS DOWN.
27. QUESTION
DO SWITCHES EQUIPPED WITH LOCKS HAVE TO BE LOCKED TO BE
SECURED.
28. MAIN TRACK SWITCH WITH LOCK THROUGH HOLE
NOT NECESSaRILY.  IT WILL DEPEND ON HOW THE SWITCH IS BEING
USED.  THIS IS a MAIN TRaCK SWITCH SECURED BUT NOT LOCKED.
NOTE THE LOCK IS PLACED IN TILE KEEPER HOLE, BUT THE LOCK
IS NOT CLOSED.  SWITCH POINTS AND TARGETS ARE SO CLOSELY
RELATED TO SECURING A SWITCH THAT THEY SHOULD ALL BE DEALT
WITH IN SEQUENCE.
29. TRAIN ON MAIN TRACK HEADING IN
THE FOURTH PARAGRAPH RULE 104 READS:  AFTER A SWITCH HAS
BEEN TURNED THE POINTS MUST BE EXAMINED AND THE TARGET
OR LIGHT OBSERVED TO KNOW THAT THE SWITCH IS PROPERLY LINED.
THIS TRAIN HAS STOPPED TO HEAD INTO THE SIDING.  THE TRAINMAN
IS IN THE PROCESS OF THROWING THE SWITCH.  NOW LETS FOLLOW
THE MOVE IN CHRONOLOGICAL ORDER.
30. SWITCH WITH LOCK IN
aFTER THE SWITCH IS THROWN, IT FIRST MUST BE SECURED.
BECAUSE, IN THIS CASE IT HAS BEEN TURNED TO ACCOMMODATE
a MOVE INTO THE SIDING, AFTER 'WHICH IT WILL BE RESTORED
TO NORMAL, SECURING IT DOES NOT INVOLVE LOCKING IT.  THE
LOCK "PLACED IN" THE KEEPER HOLD AND LEFT, IN THE MANNER
ILLUSTRATED, IN THE PICTURE, IS SUFFICIENT. Q
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31.   OBSERVING TARGET Pa6e 6*
NEXT THE TeRGET or light must be observed, when lights
ARE USED THEY CORRESPOND TO THE POSITION OF THE TARGET.
NOTICE THE TARGET AT RIGHT ANGLES TO THE TRaCK.
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32.   EXAMINING POINTS
NOTICE HOW THE POINTS HAVE CHANGED TO TAKE THE MOVE TO
THE DIVERGING ROUTE.  THE TRAINMAN HAVING SECURED THE
SWITCH AND OBSERVED THE TJRGET IS NOW EXAMINING THE POINTS
TO SEE IF THEY ARE IN THE CORRECT POSITION FOR THE INTENDED
MOVE.
33*   PROCEED SIGNAL
THE TRAIN CAN NOW BE GIVEN A SIGNAL TO PROCEED.
34. RESTORING SWITCH TO NORMAL
THE TRAIN HAS COMPLETED ITS MOVE INTO THE SIDING.  THE
REAR TRAINMAN IS NOW TURNING THE SWITCH, BUT BECAUSE IT
IS NO LONGER REQUIRED, IT IS TURNED FOR THE PURPOSE OF
RESTORING IT TO ITS NORMAL POSITION.
35. LOCKING SWITCH
NOTICE THE LOCK HAS BEEN SLIPPED THROUGH KEEPER HOLE IN THE
SWITCH STAND AFTER THE HANDLE IS DOWN, BUT NOW IT MUST ALSO
BE LOCKED TO BE PROPERLY SECURED.  BECAUSE THE SWITCH HAS
BEEN TURNED AGAIN, THE SAME PROCEDURE AS BEFORE MUST BE
FOLLOWED.
36. OBSERVES TARGET
so the Target is observed.
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37.   EXaMINING POINTS
AND THE POINTS EXaMINED TO KNOW THaT THE SWITCH IS PROPERLY
LINED.  LOCKING A MAIN TRaCK SWITCH IS ONLY NECESSARY WHEN
THE SWITCH IS NO LONGER REQUIRED.  IN A SERIES OF MOVES TO
AND FROM THE MAIN TRACK, PLACING THE LOCK THROUGH THE KEEPER
HOLE EACH TIME THE SWITCH IS TURNED WILL SECURE IT.	 o
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38. WORDS: SECURE SWITCH, OBSERVE TARGET, EXAMINE POINTS
THESE ARE THE THREE THINGS TO KEEP IN MIND:  SECURE THE
SWITCH, OBSERVE THE TARGET OR LIGHT, AND EXAMINE THE POINTS.
ONLY BY MAKING THESE THINGS A HABIT CAN THE INTENT OF THE
RULES GOVERNING HANDLING OF SWITCHES BE FULFILLED.
39. SWITCHING OFF MAIN TRACK
RULE 104 ALSO PROVIDES THaT A MAIN TRACK SWITCH MUST NOT BE
LEFT OPEN UNLESS IN CHaRGE OF A MEMBER OF THE CREW OR A
SWITCHTENDER.  THE LOWER TRACK WE SEE HERE IS A MAIN TRaCK
THROUGH YARD LIMITS.  IN THE PROCESS OF MAKING NORMAL SWITCHING MOVES THE ENGINE AND CaRS WILL MOVE ON AND OFF THE MAIN
TRaCK.  BECaUSE A MAIN TRaCK SWITCH IS INVOLVED, THAT MUST
BE PROTECTED, THIS QUESTION ARISES 	
40. QUESTION
DO THE WORDS "IN CHaRGE OF A MEMBER OF THE CREW" MEAN THaT
A MEMBER OF THE CREW MUST STAND RIGHT AT THE SWITCH AS LONG
AS IT IS OPEN?
41. SWITCHING OFF MAIN TRACK MOVEMENT ADVANCED.
THE QUESTION IS NOT ONE THAT CAN BE ANSWERED SIMPLY WITH
YES OR NO .. TOO MANY SITUATIONS "WILL DICTATE THE ACTION
THAT WELL BE NECESSARY TO PROTECT THE SWITCH.  FOR PURPOSES
OF CLARIFICATION LETS REFER TO THIS SWITCHING OPERATION ON
THE SCREEN.  THIS CREW HAS COMMENCED A MOVEMENT TO SHOVE
CARS INTO THE TRACK "WHERE YARDMAN NO. 1 IS STANDING.
42. LOOKING BOTH WAYS.
WHEN THE MOVEMENT HAS PROGRESSED TO THIS POSITION, YARDMAN
NO. 2 IS OBLIGED TO LEAVE THE SWITCH TO ASSIST WITH THE
RELAY OF SIGNALS AS THE CaRS MOVE TO THE DIVERGING TEACK,
WHAT HE MUST NOW DECIDE IS ALTHOUGH THE MOVEMENT' WILL BE .
COMING RIGHT OUT AGAIN, IF IT WILL BE SAFE TO LEAVE THE Page 8
MAIN TRACK SWITCH OPEN.. HERE HE LOOKS IN BOTH DIRECTIONS
TO OBSERVE THE APPROACHES TO THE SWITCH ON THE MAIN TRaCK.
43. RESTORING MAIN TRACK SWITCH
OUR YARDMAN DECIDES HE CANNOT PROPERLY PROTECT THE SWITCH AND
RESTORES IT TO NORMAL POSITION BEFORE HE CONTINUES WITH THE
SWITCHING MOVEMENT.  PERHAPS THE ANSWER TO THE QUESTION CAN
BE BEST SUMMARIZED AS FOLLOWS:  IF A MAIN TRACK SWITCH IS
LEFT OPEN, THE CREW THaT LEFT IT OPEN IS ALWAYS RESPONSIBLE
IF ANOTHER CREW BECOMES INVOLVED WITH THE SWITCH.  THERE IS
NO NEED TO BECOME DRAWN INTO A SITUATION HERE THaT IS EITHER
DIFFICULT OR DANGEROUS.  IF THERE IS THE SLIGHTEST DOUBT AS
TO WHETHER OR NOT THE SWITCH CAN BE ADEQUATELY PROTECTED, IT
SHOULD BE CLOASED AND LEFT THAT WAY TO ELIMINATE COMPLICATIONS.
44. TRAIN IN SIDING
HERE A TRAIN IS IN A SIDING WAITING FOR aN APPROACHING TRAIN.
THE RULE PROVIDES THAT "WHEN A TRAIN OR ENGINE IS CLEAR OF
THE MaIN TRACK WAITING FOR AN APPROACHING TRaIN ...
45. VIEW OF SWITCH FROM ENGINE
... THE CREW ON ENGINE MUST, WHEN PRACTICABLE, SEE THAT THE
SWITCHES AT THE FRONT OF THE ENGINE ARE PROPERLY LINED.
46. CLOSEUP OF SWITCH
A CLOSER LOOK, AND THIS IS WHAT THEY SEE.  THE TARGET IS
PARALLEL TO THE MAIN TRaCK AND THE SWITCH POINTS aRE PROPERLY
LINED FOR THE APPROACHING TRAIN.
O   47.   QUESTION
THE RULE READS:  THE "CREW/ ON ENGINE MUST, WHEN PRaCTICABLE,
SEE THAT THE SWITCHES AT THE FRONT OF THE ENGINE ARE PROPERLY
LINED FOR THE APPRACHING TRAIN".  WHAT IS MEANT BY THE WORDS
"WHEN PRACTICABLE"?
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48. TRAIN APPROACHING PaSe 9-
Q         THE RULE RECOGNIZES THE FACT THAT IT IS SOMETIMES NOT PRACTICABLE TO SEE THE POSITION OF THE SWITCH, BUT WHENEVER THE
CREW IS IN THE POSITION SHOWN HERE, IT IS ALWAYS PRACTICABLE.
IN THIS SITUATION THE AUTOMATIC BLOCK SIGNALS WILL INDICATE
AN IMPROPERLY LINED SWITCH TO THE APPROACHING TRaIN, BUT
THINK WHAT WOULD HaPPEN IF THERE WERE NO BLOCK SIGNALS,
AND THE SWITCH WAS, IN FACT, LINED FOR THE SIDING.
49. TRAIN IN SIDING TRAINMAN WALKING TOWARD SWITCH
RULE 104 ALSO PROVIDES THaT A TRAIN OR ENGINE MUST NOT FOUL
A TRaCK UNTIL SWITCHES CONNECTED W/ITH THE MOVEMENT ARE
PROPERLY LINED, OR IN THE CaSE OF AUTOMATIC OR SPRING SWITCHES,
THE CONFLICTING ROUTE IS SEEN OR KNOWN TO BE CLEAR.  HERE THE
TRAIN IN THE SIDING IS READY TO PROCEED AND THE TRAINMAN WALKS
UP TO THE SWITCH.
50. TRAINMAN THROWS SWITCH
NOTICE THE POSITION OF THE TRAIN JUST SHORT OF THE FOULING
POINT.  THE TRAINMAN IS THROWING TIDE SWITCH.  THIS ENGINEMAN
MUST NOT COMMENCE THE MOVEMENT UNTIL THE SWITCH HaS BEEN
THROWN.  IF THE TRAIN IS MOVING WHEN IT REACHES THE POSITION
SHOWN, IT WOULD HAVE TO STOP UNLESS THE SWITCH IS THROWN IN
TIME TO AVOID IT.
51•   TRAIN APPROACHING SPRING SWITCH
HERE A TRAIN IS APPROACHING A SPRING SWITCH THAT WILL
AUTOMATICALLY ADJUST THE POINTS AS EACH SET OF WHEELS CONTACTS
THEM.
52.   TRAIN ON ADJACENT TRACK.
HERE A TRAIN IS ALSO APPROACHING THE SWITCH ON A CONFLICTING
ROUTE.  EACH OF THESE TRAINS HaS EQUAL RESPONSIBILITY TO SEE
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THE ROUTE IS CLEAR BEFORE IT MOVED FOUL OF THE OTHER TRACK.
53. TRAIN ON MAIN TRACK LINING SWITCH FOR SIDING.
THE NEXT PARAGRAPH OF RULE 104 READS:  A MEMBER OF THE CREW
OF A TRAIN OCCUPYING THE MAIN TRACK AT A MEETING OR PASSING
POINT WILL, WHEN PRACTICABLE, OPEN THE SWITCH FOR THE APPROACHING TRAIN AND PROTECT IT UNTIL RELIEVED BY A TRAINMAN OF THE
OTHER TRAIN OR BY A SWITCHTENDER.  THIS TRAIN HAS A MEET AT
THIS POINT, AND HAS STOPPED ON THE MAIN TRACK CLEAR OF THE
MAIN TRACK CLEAR OF THE SWITCH,  THE TRAINMAN IS LINING THE
SWITCH FOR THE INFERIOR TRAIN WHIDH WILL TAKE THE SIDING.
54. TRAINMAN PROTECTS SWITCH
HERE HE PROTECTS THE SWITCH AS REQUIRED.  THE RULE READS
AT MEETING OR PASSING POINTS, THIS SHOWS A MEETING POINT.
55. TRAINMAN PROTECTING SWITCH AT PASSING POINT.
HERE THE REAR TRAINMAN HAS LINED THE SWITCH AT A PASSING POINT1
56. QUESTION
HERE WE HAVE A MEMBER OF A CREW THROWING A SWITCH FOR ANOTHER
TRAIN.  IS THIS UNUSUAL?
57. REPEAT MAN PROTECTING SWITCH.
IN SOME RESPECTS PERHAPS IT IS. BUT NATURAL ENOUGH IN THESE
CIRCUMSTANCES.  AGAIN, THE RULE IS A PRECAUTIONARY ONE.
THROWING THE SWITCH PROTECTS THE STANDING TRAIN ON THE MAIN
TRACK.  IT ALSO, IN MOST OASES, PERMITS THE APPROACHING
TRAIN TO MOVE INTO THE SIDING WITHOUT STOPPING..
58 .  TRAINMAN'S POSITION NEAR SWITCH STAND
THE LOCaTION OF THE TRAINMAN IN RELATION TO THE SWITCH
STAND IS ALSO IMPORTANT.  RULE 104 PROVIDES THAT WHEN A
TRaIN IS CLOSELY APPROACHING OR PASSING OVER A MaIN TRACK
SWITCH, EMPLOYEES MUST KEEP NOT LESS THAN TWENTY FEET Page 11
FROM THE SWITCH STaND, AND ON SINGLE TRaCK MUST IN ADDITION
© WHEN PRACTICABLE STAND ON THE OPPOSITE SIDE OF THE TRACK
THIS IS SINGLE TRACK, AND IT IS PRACTICABLE TO STAND IN
THE PROPER POSITION, ON THE OPPOSITE SIDE OF THE TRACK
FROM THE SWITCH STAND.
59•   SAME SIDE AS SWITCH STAND
BUT HERE IF THE TRAINMAN WERE TO SELECT A POSITION ON THE
OPPOSITE SIDE FROM THE SWITCH STAND, THERE WOULD BE NO
ONE TO INSPECT THE OTHER SIDE OF THE TRAIN.  THE INSPECTION
RULE, RULE 111, THEREFORE MAKES IT NOT PRACTICABLE TO MOVE
TO THE OTHER SIDE OF THE TRACK.
60. TRAIN IN SIDING TRAIN APPROACHING ON MAIN TRACK.
HERE AGAIN, THE INSPECTION RULE MAKES IT NOT PRACTICABLE
TO MOVE TO THE OTHER SIDE OF THE TRACK FROM THE SWITCH STAND.
61. TWO TRACKS: TWENTY FEET FROM SWITCH
IN TWO TRACK SITUATIONS, AS LONG AS THE TRAINMAN SELECTS
A POSITION THaT IS NOT CLOSER THAN TWENTY FEET FROM THE
SWITCH STAND THE INTENT OF THE RULE IS NOT VIOLATED.
62. DIAGRAM SHOWING SINGLE TRACK TO TWO TRACKS
NOW LET'S DEAL WITH THE POSITION OF THE SWITCH WHERE TWO
TRACKS MERGE INTO ONE TRACK.  THE RULE READS:  "THE POSITION
OF THE SWITCH AT THE END OF TWO TRACKS IS NORMAL WHEN SET
FOR TRAINS LEAVING SINGLE FOR TWO TRACKS.
63. SAME DIAGRAM, TRAIN LEAVING SINGLE FOR TWO TRACKS, PRINT
SINGLE TRACK AND TWO TRACKS ON DIAGRAM	
NOTE THE TRAIN ON THE RIGHT ON SINGLE TRACK APPROACHING TWO
TRACK TERRITORY.
64«   SAME DIAGRAM, TRAIN HEADING ONTO TWO TRACKS FROM SINGLE TRACK
IF THE CURRENT OF THE TRAFFIC IS TO THE RIGHT, THE NORMAL
POSITION OF THE SWITCH WILL ACCOMMODATE THE MOVE PICTURED HERE.
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65. SPRING SWITCH : MOVEMENT TO THE LEFT Page 12.
SOMETIMES SPECIAL INSTRUCTIONS PLACE THE CURRENT OF TRAFFIC
TO THE LEFT.  WHERE THIS IS THE CASE THE SWITCH WILL ACCOMMO
DATE THE MOVE ILLUSTRATED HERE.
66. TRAIN HEADING IN WITH REAR JUST CLEAR OF SWITCH
THE LOCaTION OF a TRAIN IN RELATION TO THE FOULING POINT WHEN
A TRAIN IS LEAVING THE MAIN TRaCK IS ALSO IMPORTANT.  THE RULE
PROVIDES:  "WHEN A TRAIN OR ENGINE TURNS OUT FROM THE MAIN
TRACK aT ANY POINT. THE SWITCH MUST NOT BE RESTORED TO ITS
NORMAL POSITION UNTIL THE TRAIN OR ENGINE HAS CLEARED THE
FOULING POINT."  IN THIS CASE THE REAR OF THE TRAIN WILL
HAVE TO MOVE A LITTLE FURTHER BEFORE THE SWITCH IS RESTORED
TO NORMAL.
67. TRAIN CLEAR RESTORING SWITCH
NOW THAT THE TRAIN HAS CLEARED THE FOULING POINT, THE TRAINMAN
CAN RESTORE THE SWITCH TO NORMAL.
68. THROWING YARD SWITCH
THE NEXT SITUATION HAS TO DO WITH DEFECTIVE SWITCHES.  THE
RULE READS "IF IT IS KNOWN OR SUSPECTED THAT THE POINTS,
OR ANY PARTS OF A SWITCH ARE DAMAGED OR BROKEN, THE SWITCH
MUST BE PROTECTED, SECTION FOREMAN NOTIFIED AND REPORT MADE
TO THE PROPER AUTHORITY FROM THE FIRST AVAILABLE POINT OF
COMMUNICATION.
69. TRAINMAN INSPECTING SWITCH.
GOOD JUDJMENT WILL H22VE^TO_BE USED IN THIS SITUATION.  THE
LOCATEd' OF THE SWITCH, THE NATURE OF THE DEFECT AND WHETHER
IT IS A MAIN TRACK OR YARD SWITCH WILL HAVE A BEARING ON WHAT
ACTION LUST BE TAKEN.  IF HE CAN BE CONTACTED THE HELP OF THE
TRAIN DISPATCHER WILL BE VALUABLE. 70,   SHOWING SWITCH TO FOREMAN Page 13°
IN EVERY CASE, WHATEVER ACTION IS NECESSARY TO NOTIFY THE
SECTION FOREMAN, MUST BE TAKEN IMMEDIATELY.  HERE THE
C\ TRAINMAN WAS ABLE TO SHOW THE SWITCH TO THE SECTION FOREMAN,
71 •   SPIKING SWITCH
THE NATURE OF THE DEFECT MADE IT NECESSARY TO SPIKE THE SWITCH.
72.   QUESTION:
THE RULE REALS THAT THE DAMAGED SWITCH MUST BE REPORTED TO
THE PROPER AUTHORITY.  WHO IS THE PROPER AUTHORITY.
73•   REPORTING SWITCH
ANY ACTION TAKEN UP TO THIS POINT, EVEN THOUGH THE TRAIN
DISPATCHER MAY HAVE BEEN CONTACTED BY TELEPHONE, MUST BE
FOLLOWED BY A MESSAGE TO THE PROPER AUTHORITY.  THE SUPER-
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INTENDENT BEING THE SENIOR OFFICER IN CHARGE OF A DIVISION
WOULD BE THE PROPER AUTHORITY UNDER THIS RULE.
74 0   CROSSOVER
THIS IS A MAIN TRaCK CROSSOVER.,  THE RULE PROVIDES THAT
BOTH SWITCHES OF A CROSSOVER MUST BE OPENED BEFORE a TRAIN
OR ENGINE STARTS TO MAKE A CROSSOVER MOVEMENT THE MOVEMENT
MUST BE C0MP2ETED BEFORE EI2.HER SWITCH IS RESTORED TO NORMAL
POSITION.
75 *   OPENING FIRST CROSSOVER SWITCH
HERE THE CROSSOVER IS ABOUT TO BE USED.  BECAUSE THE RULE
SO REQUIRE", THE SWITCH IN THE TRACK ON WHICH THE ENGINE
IS STANDING IS OPENED FIRST.
78•   WALKING TO SECOND SWITCH
AS BOTH SWITCHES OF THE CROSSOVER LUST BE OPENED BEFORE THE
MOVEMENT COMMENCES, HERE THE TRAINMAN IS WALKING TO THE SECOND
CROSSOVER SWITCH. Page 14,
77. OPENING SECOND SWITCH
HE OPENS IT.
78, GIVING PROCEED SIGNAL
THEN GIVES HIS ENGINE THE SIGNAL TO MOVE THROUGH THE
CROSSOVER.
79 •■   ENGINE PART WAY OVER
THE ENGINE BEGINS THE MOVEMENT, WHILE THE TRAINMAN RETURNS
TO THE FIRST CROSSOVER SWITCH TO BE IN POSITION TO RESTORE
IT TO NORMAL AS SOON AS THE MOVEMENT IS COMPLETED.
80. CROSSOVER COMPLETE
NOW THAT THE CROSSOVER MOVE IS COMPLETE.
81. THROWING FIRST SWITCH
THE FIRST CROSSOVER SWITCH CAN BE RESTORED TO NORMAL.
82. WALKING TO SECOND SWITCH
BECAUSE BOTH SWITCHES MUST BE RESTORED TO NORMAL, THE TRAINMAN
RETURNS TO THE SECOND CROSSOVER SWITCH.
83. RESTORES SECOND SWATCH
AND RESTORES IT TO ITS NORMAL POSITION.
84. PROCEED TO ENGINEMAN
THE CROSSOVER MOVEMENT IS NOW ACCOMPLISHED.
85»   QUESTION
DOES IT MATTER WHICH OF THE CROSSOVER SWITCHES IS RESTORED TO
NORMAL FIRST.
86.   REPEAT PX 79 WALKING TO FIRST SWITCH
NO IT DOES NOT.  THE RULE PROVIDES MERELY THAT THE MOVEMENT
MUST BE COMPLETED BEFORE EITHER SWITCH IS RESTORED TO NORMAL.
f*\   87.   PLEASE CHANGE RECORD
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SIDE TWO     UNIFORM CODE OF OPERATING RULES NO: 2        Page 15-
88.   DIAGRAM OF CROSSOVER
THE LAST SENTENCE OF LAST PARAGRAPH OF RULE 104 HAS IMPORTANT
SIGNIFICANCE, IT READS:  WHEN A CROSSOVER IS TO BE USED THE
SWITCH IN THE TRACK ON WHICH THE TRAIN OR ENGINE IS STANDING
MUST BE OPENED FIRST,  THIS PICTURE ILLUSTRATES A CROSSOVER
BETWEEN TWO MAIN TRACKS,  IF ONE OF THESE TRACKS WAS A YARD
TRACK, THIS WOULD STILL BE A CROSSOVER BECAUSE ONE END IS
CONNECTED TO A MAIN TRACK.  THE OTHER END, CONNECTED TO THE
YARD TRACK, WOULD BE REQUIRED BY SPECIAL INSTRUCTIONS, TO BE
EQUIPPED WITH A LOCK,  IF BOTH OF THESE TRACKS WERE YARD
TRACKS, THE CONNECTING TRACK WOULD NOT BE A CROSSOVER FOR
PURPOSES OF APPLYING THIS RULE.  LETS SEE IF WE CM CLARIFY
THIS.
89 -   TWO MaIN TRACKS WITH TRAIN
THESE ARE MAIN TRACKS AND THE TRaCK CONNECTING THEM IS A
CROSSOVER FOR ALL PURPOSES,  HERE A TRAIN IS ABOUT TO MAKE
A CROSSOVER MOVEMENT FROM THE LOWER TRaCK.  BECAUSE THE RULE
DEMANDS THaT AFTER EACH USE THESE SWITCHES MUST BE LEFT IN
NORMAL POSITION, THIS CREW FINDS THE POSITION OF EACH
SWITCH IS SET AGAINST THE CROSSOVER MOVEMENT.  BOTH SWITCHES
MUST BE LEFT IN NORMAL POSITION, THIS CREW FINDS THE POSITION
OF EACH SWITCH IS SET AGAINST THE CROSSOVER  MOVEMENT.  BOTH
SWITCHES MUST BE CHaNGED, aND BECAUSE SWITCH NO. 1 IS IN THE
TRACK ON WHICH THE TRAIN IS STANDING, IT MUST BE OPENED FIRST.
YARD TRACKS
BUT THESE ARE YARD TRACKS.  THE RULES DO NOT REQUIRE THaT
YARD TRACa chlTC^-TEG BE RESTORED TO ANY GIVEN POSITION AFmT,p
BEING USED. o
o
91.   YARD TRACKS WITH ENGINE _    Ar
                            Page 16,
THIS MOVEMENT, INTENDING TO MOVE TO THE OTHER TRACKQ COULD
THEREFORE FIND SWITCH NO. 3 ALREADY LINED FOR THE MOVEMENT
AND NO. 4 LINED AGAINST ITi IT CAN BE SEEN IN THESE CIRCUMSTANCES THaT THE WORDS "THE SWITCH IN THE TRaCK ON WHICH
THE TRAIN OR ENGINE IS STaNDING MUST BE OPENED FIRST" HAS
NO PRACTICAL APPLICATION.
92. QUESTION
IS THERE ANY OBJECTION TO REFERRING TO THESE TRACKS AS
CROSSOVERS EVEN THOUGH WE MAY NOT APPLY CROSSOVER RULES.
93. MAIN TRaCKS AND YARD TRaCKS.
THE NAME THEY ARE GIVEN IS NOT IMPORTANT, BECAUSE CROSSOVERS
AS SUCH ARE NOT DEFINED IN THE RULE BOOK.  PERHAPS THIS
DIAGRAM WILL CLARIFY WHERE THE LINE SHOULD BE DRaWN.  THE
TRACK CONNECTING SWITCHES NOS. 1 AND 2 IS A CROSSOVER BECAUSE
SWITCH NO, 4 IS ON A MAIN TRaCK, AND SWITCH NO. 3 EQUIPPED
WITH A LOCK, BUT THE TRaCKS CONNECTING YaRD TRaCKS LOCATED
WITHIN THE CIRCLES ON THIS DIAGRAM ARE THEMSELVES YaRD
TRaCKS FOR RULE APPLICATION PURPOSES, AND THE REQUIREMENT
THAT SWITCHES BE LEFT LINED A CERTAIN WAY THEREFORE DOES
NOT APPLY.
94. SINGLE TRaCK
FOLLOWING THE SAME REASONING, THIS IS A CROSSOVER IN SINGLE
TRACK TERRITORY AND THE END CONNECTED TO THE SIDING, SWITCH
NO. 1, WILL BE EQUIPPED WITH A LOCK.
95. SS ON SPRING SWITCH
A SPRING SWITCH IS DEFINED AS A SWITCH EQUIPPED WITH A SPRING
MECHANISM ARRANGED TO RESTORE THE SWITCH POINTS TO NORMAL
POSITION AFTER HAVING BEEN TRAILED THROUGH.  RULE 104A
DEALS WITH SPRING SWITCHES.
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Page 17.
96. TRAIN MOVING OVER SS.
THE RULE READS: WHEN A TRAILING MOVEMENT IS STOPPED
BEFORE PASSING ENTIRELY THROUGH A SPRING SWITCH, THE
MOVEMENT MUST NOT BE REVERSED NOR SLACK TAKEN UNTIL
SWITCH HAS BEEN PROPERLY SET BY HAND.  THIS IS A
TRAILING POINT MOVEMENT, AS LONG AS IT CONTINUES ON
THIS DIRECTION,  IT IS IMMATERIAL HOW THE SWITCH POINTS
ARE LINED.
97. MOVEMENT HALFWAY OVER SPRING SWITCH.
BUT IF THE MOVEMENT IS REVERSED OR SLACK TAKEN 	
98. DERAILED CARS ON SPRING SWITCH.
SOMETHING LIKE THIS CAN HAPPEN.  IF THE SWITCH IS NORMALLY
LINED TO KEEP TRAFFIC TO THE RIGHT, ALL WHEELS THAT ARE
AHEAD OF THE SWITCH WHEN STOP IS WADE, WILL TAKE THE
DIVERGING ROUTE WHEN THE MOVEMENT IS REVERSED.
99. FACING- POINT MOVEMENT OVER SPRING SWITCH.
THIS IS A FACING POINT MOVEMENT, AND A DIFFERENT
SITUATION EXISTS.  RULE 104A READS:  WHEN A TRAIN OR
ENGINE IS STOPPED BY A FIXED SIGNAL GOVERNING MOVEMENT
OVER A SPRING SWITCH IN THE FACING POINT DIRECTION,
THE POINTS MUST BE EXAMINED, AND IF NOT PROPERLY CLOSED
AND CANNOT BE CLOSED BY HAND, THEY MUST BE SPIKED IN
THE PROPER POSITION  BEFORE BEING USED.  HERE WE SEE A
TRAIN STOPPED BY A STOP AND PROCEED SIGNAL.
o 100. FACING POINT WITH STOP SIGNAL. Page M
EXACTLY THE SAME SITUATION EXISTS HERE EXCEPT THaT THE
TRAIN HAS BEEN STOPPED BY A STOP SIGNAL.
BECAUSE AN ABNORMAL CONDITION IN THE SWITCH WILL BE
REFLECTED IN THE INDICATION OF TJE SIGNAL, THE CREWS
FIRST RESPONSIBILITY IS TO CHECK THE SWITCH.
101. TRAINMAN WALKING TO SWITCH.
HERE THE TRAINMAN PROCEEDS TO THE SWITCH.  IF THE
POINTS ARE NOT PROPERLY CLOSED AND THROWING THE SWITCH
BY HAND DOES NOT CORRECT THEM, THEY MUST BE SPIKED IN
THE PROPER POSITION BEFORE BEING USED.
102. MOVEMENT COMPLETED OVER SPRING SWITCH.
o
AS FAR AS THE SWITCH IS CONCERNED THE MOVEMENT MAY NOW
BE MADE.  THE RULE CONTINUES:  AFTER MOVEMENT OVER
SWITCH HaS BEEN MaDE, SPIKE MUST BE REMOVED AND SUPERINTENDENT NOTIFIED IMMEDIATELY.
103. CONDUCTOR SENDING MESSAGE.
WHEN MOVEMENT OVER THE SWITCH IS COMPLETED, SPIKE IS
REMOVED.  HERE THE CONDUCTOR PREPARES a MESSAGE FOR THE
SUPERINTENDENT.
104. QUESTION
AUTOMATIC SIGNALS HAVE APPEiHEED IN THE DIAGRAMS WHICH
WOULD GOVERN THE TRAINS MOVING IN THE DIRECTION SHOWN.
WOULD THESE SIGNALS NOT TEND TO COMPLICATE MOVEMENT OVER
THE SPRING SWITCH.
105. SPRING SWITCH SIGNAL WITH TRAIN
THEY CERTAINLY DO.  THE INDICATION OF THE AUTOMATIC SIGNAL
HaS EVERYTHING TO DO WITH HOW THE MOVEMENT IS MaDE.  ALL
ACTION PRESCRIBED UP TO THIS POINT IS DESIGNED TO ELIMINaTE
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a
.  COMPLICATIONS WITH THE SPRING SWITCH.  WHILE IT IS     Page 19#
CORRECT TO SAY THE MAIN PURPOSE OF SIGNALS PROTECTING
SPRING SWITCHES IS TO WARN A MOVEMENT OF A . AULTY SWITCH,
IT IS ALSO TRUE THAT A CONDITION ENTIRELY UNRELATED TO
THE SPRING SWITCH CAN CAUSE A SIGNAL TO STOP A TRAIN.
AUTOMATIC SIGNAL RULES MUST THRERFORE BE CAREFULLY
APPLIED.  THIS IS A STOP AND PROCEED SIGNAL.  IT PERMITS
A TRAIN OR ENGINE, AFTER STOPPING, TO PROCEED AT RESTRICTED
SPEED, IF SWITCH POINTS ARE PROPERLY LINED.
106.  SPRING SWITCH WITH STOP SIGNAL
THIS IS A STOP SIGNAL.  IF THE ACTION TAKEN AT THE SPRING
SWITCH DOES NOT CAUSE THE INDICATION OF THE SIGNAL TO
CHANGE, PERMISSION MUST BE OBTAINED FROM THE TRAIN
DISPATCHER TO PASS THE SIGNAL,  IN THESE CIRCUMSTANCES
THE RULES THAT GOVERN MOVEMENTS STOPPED BY THIS SIGNAL
APPLY,  THE KIND OF OPERATION IN EFFECT HERE, AUTOMATIC
BLOCK SIGNAL, OR CTC, WILL DICTATE WHAT MUST BE DONE
AFTER DISPATCHER'S PERMISSION TO PASS THE SIGNAL HAS
BEEN OBTaINED.  IT IS SIGNIFICANT THaT THE RULE ALSO
PROVIDES TILIT IF THE SWITCH POINTS ARE FOUND TO BE IN
PROPER POSITION, TRAIN WILL BE GOVERNED BY INDICATION
OF THE SIGNALS. o
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107. SPRING SWITCH WITHOUT SIGNAL Page 20,
THE RULE CONCLUDES:  TRAINS OR ENGINES MUST STOP AND
EXAMINE MAIN TRACK SPRING SWITCHES BEFORE WAKING FACING
POINT MOVEMENTS OVER THEM, UNLESS RECEIVING A SIGNAL
INDICATION PERMITTING THEM TO PROCEED.
.0 REDUCED TO ITS SIMPLEST TERMS, THIS MEANS THaT ANY
INDICaTION ON AN AUTOMATIC SIGNAL THaT WILL PERMIT
A TRaIN OR ENGINE TO PaSS IT WITHOUT STOPPING, WILL PERMIT
MOVEMENT OVER A MAIN TRaCK SPRING SWITCH IN THE FACING
POINT DIRECTION, WITHOUT THE SWITCH POINTS BEING EXAMINED.
IN ALL OTHER CASES, INCLUDING MAIN TRaCK SPRING SWITCHES
NOT GOVERNED BY SIGNALS, STOP MUST BE MaDE aND SPRING
SWITCH EXAMINED BEFORE A FACING POINT MOVEMENT CaN BE
MADE.
108. BOX CAR ON BACK TRACK, DERAIL ON "RULE 10AE-DERAILS"
SUPERIMPOSED.	
27HERE DERAILS ARE PROVIDED ON OTHER THAN THE MAIN TRaCK,
THEY MUST BE KNOWN TO BE IN PROPER POSITION BEFORE SIGNaLS
aRE GIVEN FOR MOVEMENTS ON TRACKS SO EQUIPPED 	
109. BACK TRACK WITH NO CARS BUT DERAIL IN DERAILING POSITION
AND EXCEPT 'WHILE SUCH TRaCKS aRE BEING USED, THE DERAILS
MUST BE KEPT IN THE DERAILING POSITION WHETHER OR NOT THERE
ARE CaRS ON THE TRaCKS.
110. CLOSE-UP OF DERAIL OFF TRACKS.
THIS IS HOW THE DERAIL IS POSITIONED WHILE THE TRaCKS IS
BEING USED. 111. CLOSE-UP OF DERAIL ON RAIL ( IN DERAILING POSITION)   Page 21 .
AND THIS IS THE DERAILING POSITION, THE ONE IN MICH THE
DERAIL MUST BE LEFT.  EMPLOYEES MUST KNOW WHERE SUCH DERAILS
ARE LOCATED.
112. PLACING HANDBRAKE ON BOX CAR
THIS MAN IS SECURING A CAR.  TAKE A CLOSE LOOK AT WHAT HE IS
DOING, BECAUSE FAILURE TO DO THIS JOB PROPERLY IS A PARTICULARLY
TROUBLESOME FACTOR IN RAILWAY OPERATION.
113. HANDBRAKES ON OPEN TOP OAR
HAND BRAKES ARE LOCATED IN DIFFERENT PLACES, DEPENDING ON THE
KIND OF EQUIPMENT.  THIS IS AN OPEN TOP CAR.
114. HANDBRAKES ON FLAT CAR.
AND THIS IS A FLAT CAR.
115. CLIMBING LADDER TO PLACE HANDBRAKE.
LET'S BRIEFLY REVIEW HANDLING THE HANDBRAKE ON A BOX CAR.
WHEN THE HANDBRAKE IS TO BE APPLIED, USE THE OUTSIDE LADDER
TO REACH THE BRAKE WHEEL ON THE CAR.
116•  CLOSE-UP OF FOOTING
IF THE CAR IS MOVING, FACE IN THE DIRECTION OF MOVEMENT,
POINTING YOUR TOES IN THAT DIRECTION.
117. CROSSING OVER
WHEN YOU HAVE REACHED THE TOP OF THE SIDE LADDER, CROSS OVER TO
THE END LADDER TO GET INTO POSITION TO OPERATE THE HAND BRAKE
WHEEL.
118. CLOSE-UP OF FEET
NOTICE HOW THE FEET ARE PLACED: ONE FOOT ON THE END LADDER,
THE OTHER ON THE HAND BRAKE PLATFORM. WATCH WHERE YOU PLACE
YOUR FEET AT ALL TIMES. G
O
119. POSITION OF HANDS Pao.e 22.
NEVER USE BOTH HANDS ON THE BRAKE WHEEL,  ALWAYS HAVE A FIRM
HANDHOLD.  NOTICE THIS MAN WITH HIS LEFT HAND HOLDING THE
GRAB RAIL, WHILE HIS RIGHT HAND IS IN POSITION TO OPERATE
THE HAND BRAKE WHEEL.
120. RELEASING HAND BRAKE
WHENEVER YOU ARE RELEASING THE HAND BRAKE, BE SURE YOU ARE
CLEAR OF THE SHEEL, AND ONCE AGAIN, HAVE A FIRM HANDHOLD.
121. .PLACING HANDBRAKE ON FIRST CAR IN TRACK,
RULE 112 READS:  A SUFFICIENT NUMBER OF HAND BRAKES.MUST BE
APPLIED ON CARS LEFT AT ANY POINT TO KEEP THEM FROM MOVING.
122. PLACING HANDBRAKES ON SECOND CAR.
APPLYING HANDBRAKES ON ONE CAR IS NOT SUFFICIENT IN MANY CASES,
TO KEEP THEM FROM MOVING, HERE HAND BRAKES ARE BEING APPLIED
ON A SECOND CAR.
123. ;. YARD DIAGRAM SHOWING DOWN GRADE.
THE NUMBER OF HAND BRAKES THAT MUST BE APPLIED WILL DEPEND
ON A NUMBER OF THINGS, MOST IMPORTANT OF MICH IS WHETHER
OR NOT THE TRACK ON WHICH THE CARS ARE LEFT IS LEVEL.  BECAUSE
THESE YARD TRACKS ARE NOT LEVEL, MORE HAND BRAKES WILL BE
REQUIRED TO SECURE THESE CARS ....
124. YARD TRACKS LEVEL
THAN WILL BE HERE WHERE THE GROUND IS LEVEL.
125. YARD TRACKS LEVEL WITH TWO CARS ADDED
RULE 112 CONTINUES.  BEFORE COUPLING TO CARS AT ANY POINT,
CARE MUST BE TAKEN TO ENSURE THAT CARS BEING COUPLED TO ARE
PROPERLY SECURED.  TO ILLUSTRATE HOW SITUATIONS CAR DEVELOP
AND HOW THE RULES PROPERLY APPLIED CAN AVOID TROUBLE, LET'S
LOOK AT THE TWO CARS, LEFT ON THE TRACK NEXT TO THE BOTTOM o
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ON THIS DIAGRAM,  THE GROUND IS LEVEL. Page 23.
126. COUPLING CARS TO ONES ALREADY IN TRACK
MORE CARS ARE "PUSHED INTO THE TRACK.
127. PIN DOES NOT DROP
IT WAS THE INTENTION TO MAKE A JOINT WITH THE TWO CARS ALREADY
THERE, BUT WHEN THE COUPLING IS ATTEMPTED, THE PIN DOES NOT
DROP, AND THE TV/O CARS ARE SET IN MOTION.
128. DERAILMENT ON LEAD
AND ROLL OUT FOUL OF THE LEAD, WITH THIS RESULT.  HAD CARE BEEN
TAKEN TO ENSURE THAT CARS WERE PROPERLY SECURED BEFORE THEY
WERE COUPLED TO, THIS WOULD NOT HAVE HAPPENED.
129. QUESTION:
A CREW IS RESPONSIBLE FOR CARS BEING COUPLED TO BEING SECURED.
MUST A MEMBER OF THE CREW WALK ALL THE WAY TO THE OTHER END
OF A STRING OF SAY 60 CARS TO CHECK HAND BRAKES EACH TIME A
COUPLING IS MADE?
130. YARD
THIS IS ANOTHER QUESTION THAT CANNOT BE ANSWERED WITH A SIMPLE
YES OR NO, BECAUSE 80 MANY DIFFERENT CONDITIONS WILL HAVE A
BEARING ON WHEN CARS WILL RUN OUT.
131. THREE CARS RUN FOUL.
THIS INDICATES WHAT CAN HAPPEN.  THE FIRST THREE CARS WERE NOT
COUPLED TO THE REST AND THEY WERE NOT SECURED.  AT THIS MOMENT
THERE MAY NOT BE ANOTHER MOVEMENT ON THE LEAD AS PREVIOUSLY
ILLUSTRATED, BUT THE CARS SET IN MOTION BY THE COUPLING ARE
UNCONTROLLED.  OBVIOUSLY THIS IS DANGEROUS BECAUSE IF NOT
STOPPED THEY WILL EVENTUALLY ENTER A MAIN TRACK. Q
132. CARS ENTERING MAIN TRACK Page 24.
IT WOULD BE IMPOSSIBLE TO WRITE A RULE THAT WOULD GIVE
DETAILS OF WHAT B1UST BE DONE ON EVERY TRACK IN EVERY YARD
IN EVERY LOCATION ON A RAILROAD.  KNOWLEDGE OF THE PHYSICAL
CHARACTERISTICS OF THE TERRITORY IS IMPERATIVE,  AND WILL
DICTATE WHAT SHOULD BE DONE IN ANY GIVEN SET OF CIRCUMSTANCES.
IF THERE IS THE SLIGHTEST DOUBT IN THE CREWS MIND, A MEMBER
MUST MAKE THE LONG WALK, BECAUSE IF CARS ON THE OTHER END MOVE
AND BECOME INVOLVED WITH EQUIPMENT OR SWITCHES NOT PROPERLY
LINED, IT WILL ALWAYS BE THE FAULT OF THE CREW MAKING THE
COUPLING.
133. WASP TWO CARS IN SIDING
RULE 112 ALSO PROVIDES THAT CARS LEFT ON A SIDING MUST BE
COUPLED TO OTHER CARS, "IF ANY, ON SUCH TRACKS, UNLESS NECESSARY
TO SEPARATE THEM AT PUBLIC CROSSINGS AT GRADE OR OTHERWISE.
134. QUESTION
WHY DO CARS LEFT IN SIDINGS HAVE TO BE COUPLED.  THIS IS NOT
REQUIRED ON OTHER TRACKS.
135. REPEAT TV/O CARS IN SIDING NO. 152 .
IT IS A PRECAUTIONARY MEASURE.  THERE IS AN IMPORTANT DIFFERENCE BETWEEN THE NORMAL USE OF A SIDING AND AN ORDINARY YARD
TRACK.  THE DIAGRAM REPRESENTS A SIDING, WITH TWO CARS ALREADY
IN IT. FOR ILLUSTRATION PURPOSES LETS CALL THIS STATION WASP.
136. WASP.  TRAIN ON MAIN TRACK
A SIDING IS DEFINED AS A TRACK AUXILIARY TO THE MAIN TRACK
FOR MEETING OR PASSING TRAINS.  OCCASIONALLY CARS ARE SET OUT
IN SIDINGS, AND WHEN THIS IS NECESSARY ALL TRAINS, KCEPT AS
PROVIDED IN RULE 105A ARE SO INFORMED.  HERE THE TRAIN WHIDH
HAS JUST ARRIVED HOLDS A TRAIN ORDER WHICH READS.
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137. TRAIN ORDER 7 Page 25.
CARS IN SIDING AT WASP.
138. WASP:  SETTING OFF CARS
THIS CREW HAS INSTRUCTIONS TO SET OUT FOUR CARS IN THE SIDING.
THERE IS NOT A PUBLIC CROSSING AT GRADE HERE, NCR ANY OTHER
REASON TOY THE FOUR CARS NOW BEING SET OUT SHOULD NOT BE
COUPLED TO THE T?/0 ALREADY THERE.  HERE THE CREW MAKES THE CUT.
139. WASP.  JOINT BEING MADE.
THE JOINT IS MADE BUT NO PARTICULAR ATTENTION WAS PAID TO
WHETHER OR NOT THE DRAWBAR PIN DROPPED.  AS A MATTER OF FACT
THE PIN DID NOT DROP, AND THE FOUR CARS DID NOT COUPLE TO THE
TWO ALREADY THERE.
140. TRAIN APPROACHING WASP.
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SOMETIME LATER ANOTHER TRAIN FOLLOW/ED.  BEFORE IT 'WAS STOPPED
BY A MAINTENANCE-OF-WAY FLAGMAN, IT /AS NOT CONCERNED ABOUT A
FOLLOWING SUPERIOR TRAIN BECAUSE IT HAD TIME TO GO SEVERAL
STATIONS BEYOND WASP AHEAD OF IT.
141. TRAIN ORDER.
IT IS ALSO IN POSSESSION OF THIS TRAIN ORDER, BUT NOW IT IS
SHORT OF TIME ON THE FOLLOWING SUPERIOR TRAIN.
142. BACKING INTO SIDING.
IN ADDITION TO THE CARS IN THE SIDING THERE WAS ROOM FOR ITS
TRAIN, SO THE DECISION WAS LADE TO BACK INTO CLEAR THE SUPERIOR
TRAIN,
143. CONDUCTOR MAKING JOINT.
THE CONDUCTOR MADE SURE THE CABOOSE WAS COUPLED TO THE CARS
IN THE SIDING THEN SHOVED BACK TO MAKE ROOM.  ALL OF THIS HAD
TO BE DONE PROMPTLY TO PROPERLY CLEAR THE SUPERIOR TRAIN.
REMEMBER THE JOINT WITH THE TWO GARS WHEN THE PIN DIDN'T DROP? o
144.  TWO CARS RUNNING OUT PaSe 26'
WHEN THE HEAD END WAS CLEAR OF THE MAIN TRACK THE ENGINEMAN
APPLIED THE BRAKES«  ALL CARS COUPLED TOGETHER STOPPED BUT
THE TWO FIRST OUT ON THE RIGHT KEPT GOING.
14-5.  SUPERIOR TRAIN HITS CARS
THIS DOESN'T GIVE THE: SUPERIOR TRAIN MUCH OF A CHANCE.  HAD
ALL CARS IN THE SIDING BEEN COUPLED, THIS WOULD NOT HAVE
HAPPENED.
146. TRAINMAN DROPPED OFF INSPECTING CARS.
APPROPRIATE ACTION BY A MEMBER OF THIS CREW IN THE CIRCUMSTANCES
WOULD HAVE BEEN TO DROP OFF AND CHECK THE CARS THEY WOULD BACK
ONTO.  IF THIS HAD BEEN DONE THEY COULD HAVE DETERMINED WHETHER
THE COUPLING REQUIRED BY RULE HAD ACTUALLY BEEN MADE.
147. QUESTION
COMMENT SURROUNDING NOTIFICATION TO TRAINS BY TRAIN ORDER WHEN
CARS ARE SET OUT IN SIDINGS CONTAINED THE WORDS: EXCEPT AS
PROVIDED BY RULE dEXA,  WHAT WAS MEANT BY THIS.
148. TRAINMAN SPEAKING ON PHONE.
RULE 105A READS:  EXCEPT ON SUBDIVISIONS SPECIFIED IN THE TIME
TABLE, THE TRAIN DISPATCHER MUST BE ADVISED WHEN CARS ARE LEFT
ON A SIDING.
•. 149.  TIME TABLE INSTRUCTIONS,
ON SEME SUBDIVISIONS WHERE TRAFFIC IS INFREQUENT, TIME TABLE
FOOTNOTES WILL CARRY THIS INSTRUCTION:  RULE 105A DOES NOT
APPLY. ADVICE TO THE TRAIN DISPATCHER IS NOT THEREFORE REQUIRED
BECAUSE THE FOOTNOTE ESTABLISHES THAT SETTING CARS OUT IN
o
SIDINGS ON THIS SUBDIVISION IS NORMAL PRACTICE- 150.  PIX. SHOWS SPACE BETWEEN ELEV. AND CARS. p   ^
BEFORE COUPLING TO OR MOVING CARS BEING LOADED OR UNLOADED,
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ALL PERSONS IN OR ABOUT SUCH CARS MUST BE NOTIFIED.  HERE A
SPOUT IS IN A CAR BEING LOADED WITH GRAIN.
151. LOADING OR UNLOADING DEVICES - GRAIN SPOUT.
VEHICLES AND LOADING OR UNLOADING DEVICES MUST BE CLEAR.
NOTICE THE SPOUT HAS BEEN REMOVED FROM THE CAR IN PREPARATION
FOR COUPLING.
152. PIX.  PIPES USED TO UNLOAD FUEL ETC.
THESE ARE TANK CARS, AND PIPES ARE USED AS A LOADING DEVICE.
153. RAPES UNCOUPLED
THESE MUST BE UNCOUPLED, AND MOVED CLEAR OF THE CAR.
154. TRAINMAN MAKING COUPLING.
WHEN THE DEVICES ARE CLEAR THE COUPLING CAN BE MADE.
155. PIX AS SHOWN
THE LAST PARAGRAPH OF RULE 112 IS DESIGNED TO PROTECT OPERATIONS
WHERE MOVEMENTS AT SWITCHES ARE INVOLVED.  IT READS:  "CARS
MUST NOT BE MOVED FOUL OF OTHER TRACKS UNLESS THE MOVEMENT
IS PROPERLY PROTECTED."  NOTICE HERE CARS ON THE UPPER TRACK
ARE BEING MOVED DOM THE LEAD,  THE SWITCHES HAVE BEEN LINED
TO ACCOMMODATE THIS MOVE.
156. MOVEMENT ON BOTTOM TRACK
BUT BELOW IS ANOTHER MOVEMENT BEING PUSHES TOWARD THE LEAD.
IF THIS ENGINE PUSHES ITS CARS TO A POSITION WHERE THEY ARE
STRUCK BY THE MOVEMENT ON THE LEAD,  IT IS IN VIOLATION OF
THIS RULE BECAUSE THE LEAD WUS FOULED WITHOUT THE MOVEMENT
BEING PROPERLY PROTECTED. 157.  SAFETY DIAGRAM Page 28.
SOMETIMES THERE ARE TWO OR MOVE WAYS OF DOING A JOB, AND IT IS
USUALLY NOT HARD TO DETERMINE WHICH IS THE SAFEST WAY.  BUT
OCCASIONALLY WHEN CREWS BECOME INVOLVED IN A VIOLATION, THEY
WILL SUPPORT THEIR ACTIONS WITH TILE STATEMENT THaT IF THEY
HAD TAKEN THE SAFEST WAY, ffiSULTING IN MORE TCME TO DO THE JOB,
THEY WOULD BE ACCUSED OF KILLING TIME OR BUCKING, TO USE THE
SLANG EXPRESSION.
THERE IS, ALMOST IN EVERY CASE, MORE BEHIND AN ATTITUDE OF
THIS KIND THAN APPEARS ON THE SURFACE, AND PERHAPS IT CAN BE
BEST ANSWERED THIS WAY.  THIS COMPANY WILL NOT PERMIT ANY
VIOLATION, NO MATTER HOW MINOR IT MAY SEEM, NOR CONDONE ANY
PRACTICE WHICH IS NOT THE SAFEST PRACTICE, FOR THE
PURPOSE OF SAVING TIME ON THE JOB.  EMPLOYEES ARE REQUESTED
TO PROTEST ANY INSTRUCTION THAT MAY APPEAR TO THEM TO BE
CONTRARY TO THIS GENERAL STATEMENT, AND REPORT THE INCIDENT,
TO A SUPERIOR OFFICER.
158?  THE END
THIS CONCLUDES THE FILMSTRIP SERIES ON SWITCHING. LOOK FOR
OTHER FILM PRESENTATIONS ON THE UNIFORM CODE OF OPERATING
RULES.
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