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A track extending through yards and between stations that must not be occupied without authority or protection. Main Track A fixed signal at the entrance of a block that governs trains entering and using that block. Block Signal A notice containing track bulletin restrictions and other conditions affecting train movement. General Track Bulletin A series of consecutive blocks governed by block signals, cab signals, or both. The signals are activated by a train or by certain conditions that affect the block use. Automatic Block Signal System (ABS) Two or more main tracks that are used according to the timetable. Multiple Main Tracks Good Faith Challenge Rule 1.4.1A Good Faith Challenge A. Right to Challenge Federal Regulations have provisions that allow an employee the right to challenge a directive which, based upon the employee's good faith determination, would violate a railroad operating rule relating to:
- Shoving movements.
- Leaving equipment foul of an adjacent track. or
- Handling of hand-operated switches or fixed derails. Good Faith Challenge Rule 1.4.1B B. Good Faith Challenge Procedure
- An employee may inform a supervisor issuing a directive that a good faith determination has been made that the directive would violate a railroad operating rule relating to:
- Shoving movements.
- Leaving equipment foul of an adjacent track. or
- Handling of hand-operated switches or fixed derails.
- The supervisor will not require the employee to comply with the directive until the challenge is resolved. The supervisor may:
- Require the challenging employee to perform other tasks not related to the challenge until the challenge is resolved. or
- Direct an employee, other than the challenging employee, to perform the challenged task before the challenge is resolved. Employee so directed will be informed of the challenge, and determine that the challenged task does not violate the rules. Good Faith Challenge Rule 1.4.1C C. Resolving Good Faith Challenge
- A challenge may be resolved by one of the following:
- The supervisor's acceptance of the employee's request.
- An employee's acceptance of the directive.
- An employee's agreement to a compromise solution acceptable to the person issuing the directive.
- If the challenge cannot be resolved because the supervisor issuing the directive has determined that the employee's challenge has not been made in good faith or there is no alternative to the direct order, the railroad will:
- Provide immediate review by at least one manager, which must not be conducted bythe supervisor issuing the challenged directive or that supervisor's subordinate.
- Resolve the challenge using the same options available for resolving the challenge as the initial supervisor.
- If the manager making the final decision concludes that the challenged directive would not cause the employee to violate any requirement of the involved rules, the reviewing manager's decision shall be final and not subject to further immediate review.
- The manager will inform the employee that Federal law may protect the employee from retaliation, if the employee's refusal to do the work is a lawful, good faith act.
- The employee making the challenge will be afforded an opportunity to document, in writing or electronically, any protest to the manager making the final decision before the employee's tour of duty is complete. The employee will be afforded the opportunity to retain a copy of the protest. Good Faith Challenge Rule 1.4.1D D. Request for Review and Verification of Decision Upon written request, at the time of the challenge, the employee has the right for further review by the "Designated Review Manager". Within 30 days after the expiration of the month during which the challenge occurred, the "Designated Review Manager" will verify the proper application of the rule in question. The verification decision shall be made in writing to the employee. Duties of Crew Members Rule 1. The conductor and the engineer are responsible for the safety and protection of their train and observance of the rules. They must ensure that their subordinates are familiar with their duties, determine the extent of their experience and knowledge of the rules. They must instruct them, when necessary, how to perform their work properly and safely. If any conditions are not covered by the rules, they must take precautions to provide protection. Duties of Crew Members Rule 1.47A A. Conductor Responsibilities
- The conductor supervises the operation and administration of the train (if trains are
promptly, crew members must remind the engineer and/or conductor of the rule requirement. If crew members do not agree on the signal indication, regard the signal as the most restrictive indication observed. BNSF Amendment—The following is added: Crew members must not use binoculars or similar devices to determine the position, aspect, or indication displayed by a fixed signal.
- When the engineer and/or conductor fail to comply with a signal indication or take proper action to comply with a restriction or rule, crew members must immediately take action to ensure safety, using the emergency brake valve to stop the train, if necessary. Rule 2.14 Transmission of Mandatory Directives When transmitted by radio, mandatory directives must conform to applicable operating rules and the following:
- The train dispatcher must state which mandatory directive will be transmitted.
- The employee must inform the train dispatcher when ready to copy stating the employee's occupation (ex. conductor, engineer, foreman, maintainer), name and location on the main track or where the main track will be entered. An employee operating the controls of a moving engine may not copy mandatory directives. In addition, mandatory directives must not be transmitted to the crew of a moving train if the conductor, engineer or train dispatcher feels that the transmission could adversely affect the safe operation of the train.
- The employee receiving a mandatory directive must copy it in writing using the format outlined in the operating rules.
- Before a mandatory directive is acted upon, the conductor and engineer must each have a written copy and each crew member must read and understand it. Rule 6.11 Mandatory Directive Mandatory directives are written, printed, or displayed authorities or speed restrictions issued by the train dispatcher or control operator. Mandatory directives are:
- Track warrants.
- Track bulletins.
- DTC authority.
- Track and time.
- Track permits.
- Radio speed restrictions. A mandatory directive restricting a train's movement will not be issued near a point where the restriction applies until the engineer or conductor confirms that the train can comply with the restriction. Indicate "VOID" on mandatory directive form when:
- Employee reports clear of authority limits, or
- Mandatory directive is made void Crew must retain mandatory directives for continuous tour of duty. 5.4.2A Display of Yellow Flag A. Restriction Specified in Writing Two Miles Ahead of Restricted Area. Yellow flags warn trains to restrict movement
because of track conditions or structures. To make sure train movement is restricted at the right location, employees must display a yellow flag 2 miles before the restricted area. Less than Two Miles Ahead of Restricted Area. When the restricted area is close to a terminal, junction, or another area or if restriction is on a siding, employees will display the yellow flag less than 2 miles before the restricted area. This information will also be included in the track bulletin, track warrant, or general order. 5.4.2A Display of Yellow Flag (Less than 2 miles Amendment) Less than Two Miles Ahead of Restricted Area. When the restricted area is close to a terminal, junction, or another area or if restriction is on a siding, employees will display the yellow flag less than 2 miles before the restricted area. This information will also be included in the track bulletin, track warrant, or general order. Once the Train Reaches the Restricted Area. The speed specified by track warrant, track bulletin, general order, or radio speed restriction must not be exceeded until the rear of the train clears the restricted area. 5.4.2B Display of Yellow Flag B. Restriction Is Not Specified in Writing When a yellow flag is displayed and the restriction is not specified by a track bulletin, track warrant, or general order, once the train is 2 miles beyond the yellow flag, crew members must:
- Continue moving the train but at a speed not exceeding 10 MPH.
- Resume speed only after the rear of the train has: a. Passed a green flag. or b. Traveled 4 miles beyond the yellow flag and the train dispatcher has verified that no track bulletin or track warrant is in effect specifying a temporary speed restriction at that location.
delay, giving the location of the red flag or red light and the track being used. If instructions to proceed are received before the train stops, the train may pass the red flag or red light without stopping. If track bulletin Form B is not in effect, instructions must include speed and distance. This speed must not be exceeded until the rear of the train has passed the specified distance from the red flag or red light, unless otherwise instructed by the employee in charge. Displayed Between Rails. When a red flag or red light is displayed between the rails of a track, the train must stop and not proceed until the flag or light has been removed by an employee of the class that placed it. 5.6 Unattended Fusee If a train approaches an unattended fusee burning on or near its track, the train must stop consistent with good train handling. A train moving at restricted speed must stop before passing the fusee. After stopping, the train must proceed at restricted speed for 1 mile beyond the fusee. If the unattended burning fusee is beyond the first rail of an adjacent track, the fusee does not apply to the track on which the train is moving. Do not place fusees where they may cause fires. 5.8.2 Sounding Whistle The whistle may be used at anytime as a warning regardless of any whistle prohibitions. When other employees are working in the immediate area, sound the required whistle signal before moving. Other forms of communications may be used in place of whistle signals, except signals (1), (7), and (8). See following chart. Rule 5.13A Blue Signal Protection of Workmen A. What a Blue Signal Signifies A blue signal signifies that workmen are on, under, or between rolling equipment and requires that:
- Rolling equipment must not be coupled to or moved, except as provided in "Movement in Engine Servicing Area" and "Movement in Car Shop Repair Area" of this rule.
- Rolling equipment must not pass a blue signal on a track protected by the signal.
- Other rolling equipment must not be placed on the same track so as to block or reduce the view of the blue signal. a. However, rolling equipment may be placed on the same track when it is placed on designated engine servicing area tracks or car shop repair area tracks, or when a derail divides a track into separate working areas.
- Rolling equipment must not enter a track when a blue signal is displayed at the entrance to the track. Rule 5.13B Blue Signal Protection of Workmen (Main Track)
B. How to Provide Protection When workmen are on, under, or between rolling equipment and exposed to potential injury, protection must be provided as follows: On a Main Track. A blue signal must be displayed at each end of the rolling equipment. BNSF Amendment—On a Main Track is changed to read: On a Main Track. A blue signal must be displayed at each end of the rolling equipment and, if the rolling equipment to be protected includes one or more locomotives, a blue signal must be displayed on the controlling locomotive(s). Rule 5.13B Blue Signal Protection of Workmen (Other Than Main Track 1) On Other than a Main Track. One of these three methods of protection or a combination of these methods must be provided:
- Each manually operated switch, including any facing point crossover switch that provides direct access must be lined against movement onto the track and secured by an effective locking device. A blue signal must be placed at or near each such switch. BNSF Amendment—Add the following: Use the following sequence when applying blue signal protection: a. Line and lock the switch b. Display blue signal at or near the switch and; c. If the rolling equipment to be protected includes one or more locomotives, a blue signal must be displayed on the controlling locomotive(s). Use the following sequence when removing blue signal protection: a. Remove blue signal from locomotive(s), if applied (remove any blue signal inside the cab before removing the blue signal visible from the outside on the engineer's side of the locomotive) b. Remove the blue signal at or near the switch c. Remove the lock from the switch and replace the hook or hasp, if equipped. Rule 5.13B Blue Signal Protection of Workmen (Other Than Main Track 2) A derail capable of restricting access to the track where work will occur must be locked in derailing position with an effective locking device and: a. Positioned at least 150 feet from the rolling equipment to be protected. or b. Positioned at least 50 feet from the end of rolling equipment on a designated engine servicing track or car shop repair track where speed is limited to not more than 5 MPH. A blue signal must be displayed at each derail. BNSF Amendment—Add the following: Use the following sequence when applying blue signal protection: a. Lock the derail in the derailing position
Rule 6.4.1 Permission for Reverse Movements Obtain permission from the train dispatcher or control operator before making a reverse movement, unless the movement is within the same signaled block. When a train or engine is advised that working limits have been established behind their train, obtain permission from the employee in charge to make any reverse movements, including within the same signaled block. Rule 6.5 Shoving Movements 1 BNSF Amendment—Entire rule is changed to read: Cars or engines must not be shoved until the engineer knows who is protecting the movement and how protection will be provided. The employee providing protection for the movement shall not engage in any task unrelated to the movement. When cars or engines are shoved, crew member must be in position and provide visual protection unless relieved by:
- Local instructions for tracks equipped with shove lights/cameras.
- Special instructions specific to tracks involved.
- Rule 6.6 (Back Up Movements).
- Pullout move within an activated Remote Control Zone (RCZ). Minimum requirements when radio communication is used during shoving movements:
- Direction will be described in relationship to the front of the controlling locomotive (F stencil).
- To instruct the engineer to move the locomotive forward use "ahead".
- To instruct the engineer to move the locomotive backward use "backup".
- To instruct the engineer to stop, use the word "stop".
- Communicate distance using 50 feet as a standard for one car length.
- Engineer must acknowledge the distance, when more than four cars. Rule 6.5 Shoving Movements 2 Movement must be stopped within half of the distance specified unless additional instructions are received. Rule 6.5 Shoving Movements 3 Note: Employees are encouraged to communicate additional information related to shoving movements (e.g. switch/derail position, close clearance conditions, stop signals, authority limits, etc.). When cars or engines are shoved on a main track or controlled siding in the direction authorized, movement must not exceed:
- 20 MPH for freight trains.
- 30 MPH for passenger trains. When engaged in snow plow operations:
- One common authority may be used by both maintenance of way employees and the train crew when all employees are on the equipment.
- Maximum timetable speed applies unless a higher speed is authorized by the
employee in charge.
- Employees are relieved from providing visual protection for snow plow being shoved. Cars or engines must not be shoved to block other tracks until it is safe to do so. 6.6 Back Up Movements 1 BNSF Amendment—Entire rule is changed to read: After obtaining permission from the train dispatcher, a train may back up on any main track or on any track where CTC is in effect under the following conditions:
- The train dispatcher must verify the following within the same or overlapping limits: a. Another authority is not in effect unless conflicting movements are protected. b. A track bulletin Form B is not in effect. c. A main track is not removed from service by a track bulletin. d. Permission to leave a switch in the reverse position has not been granted. 6.6 Back Up Movements 2
- The crew ensures movement will not: a. Exceed the limit of the train's authority. b. Exceed the train's length. c. Enter or foul a private or public crossing except as provided by Rule 6.32.1 (Providing Warning Over Road Crossings). d. Be made into or within yard limits, restricted limits, interlocking limits, drawbridges, railroad crossings at grade or track bulletin Form B limits. 6.6 Back Up Movements 3 Before requesting or making a back up move, a job safety briefing between all members of the crew must be conducted that confirms:
- Train is intact, verified either visually or by determining that brake pipe continuity exists using end of train device or distributed power telemetry.
- Distance to be shoved. (Note: Train must not move outside of authority limits.)
- Distance from the end of the train to the end of authority limits is sufficient to accomplish the planned back up movement (E.g. 30 cars from the end of the rear car to next controlled signal or 30 cars from the end of the rear car to MP 30, where track warrant authority ends, etc.).
- Location of nearest affected road crossing in direction of movement.
- Movement will not be made into or within yard limits, restricted limits, interlocking limits, drawbridges, railroad crossings at grade or track bulletin Form B limits. 6.6 Back Up Movements 4 Before permission is granted, a job safety briefing between a crew member and the train dispatcher or control operator must determine what track authority is needed to accomplish the planned movement. If additional track authority is necessary to make the 6.6 movement, a crew member must request additional authority. 6.6 Back Up Movements 5 When movement is made under these conditions, restricted speed does not apply. Trains backing up under the provisions of this rule may pass signals indicating Stop and Proceed, without stopping. 6.13 Yard Limits 1
In Track Permit Territory Where yard limits are in effect in Rule 9.15 (Track Permit) territory, all movements must receive permission from the control operator to enter the main track or to cross over from one main track to another as follows:
- A controlled signal displays a proceed indication.
- A track permit is issued. or
- Verbal permission is granted if no track permit is in effect. Rule 9.17 (Entering Main Track at Hand-Operated or Spring Switch) applies. 6.14 Restricted Limits Between designated points specified by signs and in the special instructions, trains and engines are authorized to use the main track not protecting against other trains or engines, only after obtaining a track warrant, listing all track bulletins that affect their movement. All movements must be made at restricted speed. Movements against the current of traffic must not be made unless authorized or protected by track warrant, track bulletin, yardmaster, or other authorized employee. 6.23 Emergency Stop or Severe Slack Action Obstruction of Main Track or Controlled Siding If an adjacent main track or controlled siding may be obstructed, immediately:
- Warn other trains by radio, stating the exact location and status of the train and repeat as necessary.
- Place lighted fusees on adjacent tracks.
- Notify the train dispatcher or control operator and, when possible, foreign line railroads if necessary. Warning to other movements is no longer necessary when:
- It is known adjacent tracks are not obstructed. or
- The train dispatcher or control operator advises the crew that protection is provided on adjacent tracks. 6.23 Emergency Stop or Severe Slack Action (Inspection of Cars and Units) Visual inspection must ensure no derailment or damage has occurred to cars, units, equipment or track to the end of the train. If physical characteristics such as a bridge with no walkway prevent complete inspection, the train may be moved the distance necessary not exceeding 5 MPH to complete the inspection. Stop movement immediately if excessive power is required to start or keep the train moving and discontinue further inspection until a safe alternative to complete inspection is identified by either a job safety briefing or coordination through the train dispatcher. 6.23 Emergency Stop or Severe Slack Action (Inspection of Cars and Units EXCEPTION) Exception - The following trains (excluding key trains) are relieved of visual inspection required by emergency brake application if no severe slack action occurred while stopping and brake pipe pressure is restored as indicated by the caboose gauge, end-of train telemetry device (ETD) or distributed power telemetry:
- Solid loaded bulk commodity train,
- Train consisting entirely of doublestack and/or articulated spine car equipment,
- Any train where emergency application occurs above 20 MPH, or
- Any train that is 5000 tons or less. Train types in the exception are relieved of further visual inspection after a defect is corrected, such as recoupling an air hose, and brake pipe pressure is restored as indicated by the caboose gauge, end-of-train telemetry device (ETD) or distributed power telemetry. 6.23 Emergency Stop or Severe Slack Action (Train on Adjacent Track) A train on an adjacent track that receives radio notification must pass the location specified at restricted speed and stop short of any portion of the stopped train fouling their track. When advised that the track is clear and it is safe to proceed, this restriction no longer applies. 6.25 Movement Against the Current of Traffic Movements against the current of traffic must be authorized by track bulletin or track warrant, except as provided by:
- Rule 6.13 (Yard Limits).
- Rule 6.14 (Restricted Limits).
- Rule 9.15 (Track Permits).
- Rule 9.17.1 (Signal Protection in ABS by Lining Switch). or
- Rule 16.1 (Authority to Enter DTC Limits). Movements must approach block and interlocking signals prepared to stop unless signals indicate proceed. When a facing point movement will be made over a spring switch, comply with Rule 8.9.1 (Testing Spring Switch). 6.27 Movement at Restricted Speed When required to move at restricted speed, movement must be made at a speed that allows stopping within half the range of vision short of:
- Train.
- Engine.
- Railroad car.
- Men or equipment fouling the track.
- Stop signal. or
- Derail or switch lined improperly. When a train or engine is required to move at restricted speed, the crew must keep a lookout for broken rail and not exceed 20 MPH. Comply with these requirements until the leading wheels reach a point where movement at restricted speed is no longer required. 6.28 Movement on Other than Main Track Except when moving on a main track or on a track where a block system is in effect, trains or engines must move at a speed that allows them to stop within half the range of vision short of:
- Train.
- Engine.
- Gates that are fully lowered. or
- Flashing lights or passive warning devices when it is clearly seen that no traffic is approaching or stopped at the crossing. Shoving movements must not exceed 15 MPH over crossing until occupied. 7.1 Switching Safely and Efficiently 1 While switching, employees must work safely and efficiently and avoid damage to contents of cars, equipment, structures, or other property. Do not leave equipment standing where it will foul equipment on adjacent tracks or cause injury to employees riding on the side of a car or engine. On tracks where clearance point is indicated, leave equipment beyond the clearance point. 7.1 Switching Safely and Efficiently 2 If the clearance point is not indicated or visible, determine the clearance point by standing outside the rail of adjacent track and extend arm towards the equipment. When unable to touch the equipment, leave equipment at least an additional 50 feet into the track to ensure equipment is beyond the clearance point. 7.1 Switching Safely and Efficiently 3 Equipment may be left on a:
- Main track, fouling a siding switch, when the switch is lined for the main track.
- Siding, fouling a main track switch, when the switch is lined for the siding.
- Yard switching lead, fouling a yard track switch when the switch is lined for the yard switching lead. or
- Industry track beyond the clearance point of the switch leading to the industry. 8.3 Main Track Switches 1 The normal position of a main track switch is for main track movement, and it must be lined and locked in that position. At points where double track begins, the normal position of a spring switch is for movement with the current of traffic. 8.3 Main Track Switches 2 However, the main track switch may be left open:
- In CTC territory within track and time limits.
- When attended by a crew member or switch tender.
- During switching operations when it is certain that no other train or engine will pass over the switch.
- For another train or engine when the switch is attended by a member of that crew.
- Within ABS limits when instructed by the train dispatcher at:
- The entering switch of a siding in Rule 9.14 (Movement with the Current of Traffic) territory.
- Either switch of a siding in Rule 16.1 (Authority to Enter DTC Limits) territory.
- Within TWC territory when authorized by track warrant. Track warrant protection must be provided for this condition. The switch must not be considered restored to normal position until the train dispatcher is notified by an employee or train at that location. 8.3 Main Track Switches 3 or
- Within ABS-TWC, ABS-DTC, or Rule 9.14 (Movement with the Current of Traffic)
territory at the entering switch of a siding after the following has been done:
- Communication has been established between crews of trains meeting or passing.
- An understanding has been reached that the train on the main track will stop and restore the switch to the normal position. A crew member must not report clear of the limits until it is known the switch is lined and locked in the normal position. 8.3 Main Track Switches 4 On main track switches (if equipped), the target will be red if the switch is lined in other than its normal position. Before leaving the location where a hand-operated main track switch was operated:
- Crew members must confirm the position of the switch with each other.
- Engineering Department employees granted authority to enter working limits must confirm the position of the switch with the employee in charge or a designated employee who will notify the employee in charge. 8.7 Clear of Main Track Switches 1 Except in switching movements, when a train or engine is approaching or passing on a main track, employees must not go nearer than 20 feet to any main track switch. 8.7 Clear of Main Track Switches 2 When a train or engine that will be met or passed is on a siding or other track, the employee attending the switch must be in a safe location. The employee must not be nearer than 150 feet, if possible, from the switch when the train is closely approaching and passing. 8.9.1 Testing Spring Switch 1 A crew member tests the switch by lining the switch over and back by hand and examining the switch points to see that they fit properly. Before a train or engine makes a facing point movement over a spring switch, the switch must be tested when any of the following conditions exist:
- A block signal governing movement over the switch indicates:
- Stop.
- Stop and Proceed. or
- Restricted Proceed. 8.9.1 Testing Spring Switch 2
- A switch point indicator protecting the switch indicates Stop and Inspect Switch. or
- The switch is not protected by a block signal or switch point indicator.
9.12.1 CTC Territory At a signal displaying a Stop indication, if no conflicting movement is evident, the train will be governed as follows:
- A crew member must immediately contact the control operator, unless the train is:
- Within track and time limits or
- Entering track and time limits from any point other than either end of track and time limits.
- Before authorizing the train to proceed, the control operator must know that the route is properly lined and no conflicting movement is occupying or authorized to enter the track between that signal and the next absolute signal governing movement or the end of CTC where applicable.
- When the train receives these instructions, "After stopping, (train) at (location) has authority to pass signal displaying Stop indication," specifying the route where applicable. The train must move at restricted speed. 9.12.1 CTC Territory (Exception) Exception Conflicting Movement. When the control operator has stopped a conflicting movement, he may then authorize another train to proceed in the same limits, advising both crews of movement to be made. If the stopped movement is later permitted to proceed, that train must move at restricted speed until its leading wheels have passed the next governing signal or the end of the block system. 9.12.2 Manual Interlockings At a signal displaying a Stop indication, if no conflicting movement is evident, the train will be governed as follows:
- A crew member must immediately contact the control operator.
- Before authorizing the train to proceed, the control operator must know that the route is properly lined and no conflicting movement is occupying or authorized to enter the track between that signal and the next absolute signal governing movement or the end of interlocking limits where applicable.
- The control operator may authorize the train to proceed using hand signals or the following instructions, "After stopping, (train) at (location) has authority to pass signal displaying Stop indication," specifying the route where applicable. The train must move at restricted speed.
- If the signal governs movement over a drawbridge, a crew member must verify that the bridge is in the proper position for the train to pass. Before proceeding into or continuing in CTC territory, the manual interlocking control operator must be sure that the CTC control operator has given authority to proceed. 9.12.2 Manual Interlockings (Exception)
Exception Conflicting Movement. When the control operator has stopped a conflicting movement, he may then authorize another train to proceed, advising both crews of movements to be made. If the stopped movement is later permitted to proceed, that train must move at restricted speed until its leading wheels have passed the next governing signal or the end of the block system. 9.12.3 Automatic Interlockings At a signal displaying a Stop indication, the crew will be governed by instructions in the release box, special instructions, or other instructions. After complying with the instructions that allow the train to proceed, if signal continues to display a Stop indication, the train must move at restricted speed. However, if there is a conflicting movement, the train must not proceed until the movement has passed or stopped, and both crews agree on the next movement. 9.13 When Instructed to Operate Dual Control Switches by Hand If the control operator cannot line the dual control switch to the desired position, or the control machine does not indicate that the switch is lined and locked, the control operator must authorize movement past the Stop indication and instruct the employee to operate the switch by hand. Movement may then proceed to that switch. Before passing over the switch, the train must stop and the employee must operate the switch by hand as outlined in Rule 9.13.1 (Hand Operation of Dual Control Switches). After at least one unit or car has passed over the switch points, the employee must return the switch to power unless otherwise instructed by the control operator. 9.13.1 Hand Operation of Dual Control Switches 1 An employee must get permission from the control operator to operate a dual control switch by hand. Operate the switch as follows:
- Unlock the switch lock.
- Place the selector lever in the HAND position or remove the hand crank from the holder.
- Operate the hand throw lever until the switch points are seen to move when the lever is operated, even if the switch is lined for the intended route.
- Line the switch for the intended route, or insert the crank on the shaft and turn the crank as far as it will turn until the switch is in the desired position. Remove the crank from the shaft, but do not return it to the crank holder.
- Return the switch to power by restoring the selector lever to the POWER or MOTOR position and lock. Or, return the crank to the holder and secure it with the switch lock. Notify the control operator after power to the switch is restored. 9.13.1 Hand Operation of Dual Control Switches 2 When the selector lever is in the HAND position or the crank has been removed from the holder, signals governing movements over the switch will display Stop indication, and movements will be governed by hand signals. Notify the engineer, if possible, when the switch is in hand operation and when it has been restored to power operation.
