Operation of Movements

62. Unattended Engines

When an engine is left unattended outside of an attended yard or terminal:

• (a) the cab of the engine must be secured to prevent unauthorized entry; and

• (b) subject to (c), the reverser must be removed from the engine;

• (c) during subzero temperatures, an engine that does not have a high idle feature is exempt from (b).

63. Freight Train Requirements

Freight trains with cars must operate with TIBS or a manned caboose.

EXCEPTION: A freight train that must be separated in order to double, set off or lift cars, cut a crossing or for other similar situations may operate without a TIBS or manned caboose to the extent necessary to perform these tasks, at a speed not exceeding 25 MPH while handling cars.

64. Transfer Requirements

• (i) The locomotive engineer must verify that there are sufficient operative brakes to control the transfer, confirmed by a running test as soon as possible.

• (ii) Except where cautionary limits or block signals provide protection, transfers must have air applied throughout the entire equipment consist. The last three cars, if applicable, must be verified to have operative brakes.

• (iii) A transfer carrying dangerous goods must have air applied throughout the equipment when operating within any method of control.

• (iv) Remote control locomotives in transfer service may only operate on the main track when a qualified operator is equipped with an operative operator controlled unit (OCU). Each qualified operator, to a maximum of two, must have an operative OCU .

65. Engine in Yard Service Requirements

An engine in yard service that is required to enter main track to double over, take head room or cross over a main track will not be considered a train or transfer except in application of Rules 301-315 and 560-578.

66. Securing Equipment After an Emergency Brake Application on Grade

• (a) When a train experiences an emergency brake application on a heavy or mountain grade, the operating crew must immediately provide details of the situation to the proper authority, and be governed by any additional instructions received from the proper authority.
• (b) When a train experiences an emergency brake application and any portion of the train is located on a mountain grade, the entire train must be considered to be on mountain grade.
• (c) In the event of a derailment or a train separation on heavy grade or mountain grade, the portion of the train at greatest risk of unintended movement must be secured first.
• (d) When a train experiences an emergency brake application on a mountain grade, the hand brakes must be immediately applied as per (f) before attempting to recover the air brake system.
• (e) When a train experiences an emergency brake application on a heavy grade
  • i. the train must be secured immediately per (f) if any of the following conditions exist:
    • ambient temperature is -20 degrees Celsius or colder;
    • ambient temperature is between -15 and -19 degrees Celsius, and snow is three inches or greater above the top of rail;
    • the crew has experienced unusual braking conditions or difficulty controlling speed;
    • doubt exists as to the ability to safely recover and control the movement;
    • more than one emergency brake application has occurred on the grade; or
    • operating conditions do not permit a recovery attempt
  • ii. If none of the conditions in (e) (i) apply, attempt to recover from the emergency brake application. If air does not recover, the train must be immediately inspected for cause. If cause cannot be determined or immediately corrected, so that air can recover, the train must be secured per (f).
• (f) When securing the train using the hand brake requirement table, the following apply
  • i. If less equipment is present in the movement than required by the following table, hand brakes must be applied on all equipment.
  • ii. The retarding force of locomotive(s) is not included in the following hand brake requirements, and must not be used to diminish these requirements.

80. Main Track Authorization

• (a) A movement must not foul or enter a main track without authority. Authority is conveyed in:

  CTC : By signal indication, RTC permission or written authority.
  OCS : Clearance
  Cautionary Limits: Rule 94
  SCS : Special Instructions

• (b) If a movement occupies or fouls a main track or siding controlled territory without authority, or passes a block or interlocking signal indicating stop without authority to pass such signal; it must be stopped and protection as required by Rules 35 and 125 initiated. The RTC or signalman must be advised as soon as practicable.

  • (i) The RTC or signalman will issue instructions as necessary.

  • (ii) If the instructions include the authority to proceed or reverse direction, unless relieved of the requirement by the RTC or signalman:

    • any dual control or power-operated switches occupied by the movement must be examined to ensure that the switch points are properly lined for the route to be used and no part of the switch is damaged or broken.

    • Rule 104.2(b) must be complied with at dual control switch(es). In application of Rule 104.2(b), the movement may be moved before the dual control switch is operated by hand, but only sufficient distance to clear the wheels from the actual switch points.

81. Designation of Multi-Track

• (a) Where two main tracks are in service, unless otherwise directed in special instructions, they must be designated as;

  
  81. Designation of Multi-Track

  Timetable direction indicates Eastward and Westward, two main tracks are designated as North Track (top track) and South Track (bottom track).Timetable direction indicates Southward and Northward, two main tracks are designated as West Track (leftmost track) and East Track (rightmost track).

• (b) Where more than two main tracks are in service they must be numbered. Unless otherwise specified in the time table, where time table directions are eastward and westward, tracks will be numbered from the north as, “No 1 track”, “No 2 track” and so on; where time table directions are northward and southward, tracks will be numbered from the east as, “No 1 track”, “No 2 track”, and so on.

82. Limits of Authority

Specific limits contained in written authorities must be defined by identifiable locations. These may include station names, station name signs, switches, signals, mile posts and other signs or infrastructure that are identified with a specific mileage.

• (a) When a switch or signal is used to define the limits, the authority extends only to the fouling point of the switch or to the signal location.

• (b) When mile posts or specific mileages are used to define the limits, the authority extends only to the specific mileage indicated.

• (c) When station names are used to define the limits, the authority does not include the use of the main track between the siding switches at either station named. Where there is no siding, authority extends to the station name sign.

83. Operating Bulletins

• (a) Operating bulletins will be issued by the proper authority and in the prescribed format. Employees responsible for posting or displaying operating bulletins must record on each bulletin the time and date it is posted or displayed. Operating bulletins will only contain information or instructions pertaining to the operation of movements. Duplicate bulletin numbers must not be in effect at the same time.

• (b) Before commencing work at their home location where operating bulletins are posted or displayed, every employee responsible for the operation or supervision of movements must read and understand the operating bulletins that are applicable to the territory that they will operate on.

• (c) A Summary bulletin, containing the number, date and contents of, or reference to, each operating bulletin remaining in effect, will be issued at intervals indicated in special instructions. Operating bulletins of a previous date, which are not included or referred to in the Summary bulletin, become void. Summary bulletins may also contain full content of operating bulletins that take effect on or after the effective date of the Summary bulletin and will not be posted or displayed. All employees responsible for the operation or supervision of movements must have a copy of the current Summary bulletin accessible while on duty.

84. Reporting Delays

The conductor must ensure that the RTC is promptly advised of any known condition which may delay their train or transfer.

85. Track Release Reports

• (a) The conductor will ensure the RTC is promptly advised of the time their movement has arrived, left or cleared a location or at a time specified by the RTC or after clearing the limits of the last proceed clearance for that subdivision.

• (b) Prior to making such report, the conductor must confirm with other crew members the accuracy of the information to be provided.

• (c) When a track release report is transmitted to the RTC , the RTC must, as it is transmitted, verify the movement identification and record the location into the computer assisted system. If correct the locomotive engineer must confirm correctness of the report to the RTC .

85.1 Location Reports (Optional to Existing)

• (a) An employee must ensure the RTC is promptly advised when their movement has arrived, left or cleared a location or at a time specified by the RTC or after clearing the limits of the last proceed clearance for that subdivision.

• (b) Prior to making such report, the employee providing the report must confirm with other crew members the accuracy of the information to be provided.

• (c) When a location report is transmitted to the RTC , it must be entered in the computer system by the RTC as it is received; repeated from the computer screen by the RTC to the movement. If correct, the employee who provided the report must confirm correctness of the report to the RTC .

94. Cautionary Limits

This rule is not applicable in CTC and does not authorize track work.

• (a) A movement or track unit is authorized to use the main track within cautionary limits.

• (b) Movements must comply with the provisions of Rule 105(c), and in addition must also be prepared to stop short of the red signal prescribed by Rule 41 or a switch not properly lined.

• (c) Each cautionary limit sign and advance sign will be reflectorized. An advance sign will be placed at least one mile in advance of each cautionary limit sign. At locations where the placement of an advance sign or signs is not practicable at the required distance, it will be so indicated in special instructions.

101. Protection Against Extraordinary Conditions

• (a) A movement must be fully protected against any known or suspected condition that may interfere with its safe passage.

• (b) A movement must stop at once and be fully inspected when it is known or suspected to have struck any object that may interfere with its safe operation. The RTC must be notified as quickly as possible.

• (c) When a portion of a movement is left on the main track, precautions must be taken by the crew to protect the remaining portion against the return move.

101.1 Dimensional Traffic

When the dimensions of traffic require that special arrangements be made to permit moving past other movements, the wide traffic will be protected by the RTC against other main track movements. Advice of such protection will be provided to the crew in writing or verbally.

The RTC will not provide protection against equipment on non-main tracks. The crew handling the wide traffic must protect it from such equipment.

101.2 Equipment Left on Main Track

Equipment may be left on the main track when protected by:

• (i) clearance;

• (ii) Form T GBO ; or

• (iii) cautionary limits.

Communication to the RTC must include the location of the equipment and the outer limits of the Form T protection must be expressed in whole miles or by other identifiable locations. In CTC and controlled interlockings, once the RTC has been advised, Form T protection need not be provided. The RTC must inform each movement, required to enter the occupied track, of the location of the unattended equipment.

102. Emergency Stop Protection

• (a) The crew of a movement stopping as a result of an emergency brake application, or other abnormal condition, which may cause an adjacent main track to be obstructed, must:

  • (i) immediately transmit a radio broadcast on the standby channel in the following manner: “EMERGENCY, EMERGENCY, EMERGENCY, (movement) on (designated track), stopped (stopping) in emergency between mile _______ and mile _______ (subdivision)”;

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  • (ii) as soon as possible, advise the RTC of the movement’s emergency stop location, indicating whether adjacent tracks and tracks of other railways are liable to be obstructed;

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  • (iii) repeat the emergency broadcast outlined in (i) at intervals not exceeding 90 seconds until advised by the RTC that all affected movements on other tracks have been secured, stopped or advised of the emergency stop, or it is known that adjacent tracks or tracks of other railways are safe and clear for movements;

  • (iv) if unable to comply with (i), (ii), (iii), the adjacent track must be protected as per Rule 35(b) EMERGENCY PROTECTION.

  • (v) When tracks of other railways may be obstructed the emergency radio broadcast must be transmitted on their standby channel if practicable.

• (b) Other movements must;

  • (i) stop at once if closely approaching the location stated in the emergency broadcast; or

  • (ii) stop prior to reaching the location stated in the emergency broadcast; and

  • (iii) after stop has been made, proceed prepared to stop short of an obstruction until it is known that the track is safe and clear.

• (c) The RTC must:

  • (i) immediately secure and advise affected movements on other tracks of the location of the movement in an emergency stop;

  • (ii) by use of a dedicated emergency communication system, alert the RTC controlling adjacent tracks of other railways liable to be obstructed, providing the location of the emergency stop; and

  • (iii) advise the crew of the movement involved in the emergency stop when all other affected movements have been advised of the condition.

• (d) Rule 102 is applicable to a movement operating on a track that is adjacent to a siding where siding control territory rules (SCT) are applicable.

103. Public Crossings at Grade

• (a) Where a railway track and a public road share the same roadbed and there is no fence or other barrier between them, moving rail cars not headed by an engine or when headed by a remotely controlled engine must be protected by a crew member on the leading car or on the ground, in a position to warn persons standing on, or crossing, or about to cross the track.

• (b) When required by special instruction or when cars not headed by an engine, snow plow or other equipment equipped with a whistle and headlight, are moving over a public crossing at grade, a crew member must provide manual protection of the crossing until the crossing is fully occupied.

  EXCEPTION: Manual protection of the crossing is not required provided the crossing is equipped with automatic warning devices and a crew member is on the leading car to warn persons standing on, or crossing, or about to cross the track. This exception does not modify the application of Rule 103.1 (a).

• (c) Crew members must not give vehicular traffic a hand signal to proceed over a crossing.

• (e) Equipment must not be left standing within 100 feet of the travelled portion of a public or private crossing at grade, except where it is necessary to leave such equipment for loading or unloading.

• (f) Before switching or operating a remote control locomotive over an unprotected public crossing at grade where the view of the crossing by the locomotive engineer is obscured, arrangements must be made for a crew member or other employee to be in position to observe the crossing and give signals and instructions to the locomotive engineer as necessary.

• (g) When providing manual protection of a crossing, a crew member or other qualified employee must be on the ground ahead of the movement, in a position to stop vehicular and pedestrian traffic before entering the crossing. A hand signal by day and a light or a lighted fusee by night will be used to give a signal to stop vehicular and pedestrian traffic over such crossing. The movement must not enter the crossing until a signal to enter the crossing has been received from the employee providing the manual protection.

  When the crossing is known to be clear of traffic, and will remain clear until occupied, manual protection need not be provided.

103.1 Public Crossings at Grade with warning devices

• (a) When a movement passes over any public crossing at grade equipped with automatic warning devices, it will be necessary, before reversing over the crossing, for a crew member to provide manual protection of the crossing.

• (b) Unless otherwise directed by special instructions, a main track movement over a public crossing at grade, equipped with automatic warning devices, which;

  • (i) has stopped or is switching, on the main track in the vicinity of the crossing; or

  • (ii) is entering the main track in the vicinity of the crossing; or

  • (iii) has been authorized to pass a block or interlocking signal indicating Stop which is located within 300 feet of the crossing;

    must not exceed 10 MPH from a distance of 300 feet from the crossing until the crossing is fully occupied by the movement. In addition, unless manually protected, the crossing must not be occupied until the warning devices are known to have been operating for at least 20 seconds.

    Applicable to item (iii): At all other crossings within the block, movements must not exceed 15 MPH entering the crossing unless the warning devices are known to have been operating for at least 20 seconds prior to occupancy.

• (c) Unless otherwise directed by special instructions, a movement on non-main track over a public crossing at grade, equipped with automatic warning devices, must not exceed 10 miles per hour from a distance of 300 feet until the crossing is fully occupied.

• (d) At a public crossing at grade where special instructions require that warning devices be operated by pushbutton, or other appliances, or that movements stop at stop signs, movements affected must not occupy the crossing until the warning devices have been operating for at least 20 seconds. Pushbutton boxes must be closed and locked when not in use.

• (f) When advised by special instructions that rusty rail or other conditions may exist, occupancy of crossings with automatic warning devices must be manually protected unless it is known that warning devices have been operating for at least 20 seconds.

• (g) At crossings equipped with automatic warning devices indicated in special instructions, movements must not accelerate by more than 5 MPH unless automatic warning devices are known to have been operating for at least 20 seconds.

• (h) Employees observing the improper operation of any automatic warning device must notify the RTC or person responsible for the territory by the quickest available means. The person notified must immediately notify those charged with repair and/or responsibility.

  • (i) On track which the RTC can prevent movements from accessing the crossing must be protected by the RTC using blocking or other methods of securement until all affected movements are advised in writing to apply Rule 103(g).

    EXCEPTION: A movement may be provided instructions verbally when:

    • within two controlled blocks of the crossing; or

    • there is no controlled block prior, within 25 miles.

  • (ii) On track which the RTC cannot prevent access, the person responsible for the territory must instruct all affected movements to apply Rule 103(g).

• (i) A movement following another movement within 1500 feet may not properly activate crossing warning devices and therefore, must not obstruct any public crossing at grade equipped with automatic warning devices until:

  • the warning devices are known to have been operating for at least 20 seconds;

  • gates, if any, are in horizontal position; or

  • a crew member applies Rule 103(g) at the crossing.