indiana harbor belt railroad

Transcription

INDIANA HARBOR BELT RAILROAD
NORAC Operating Rules and IHB Special Instructions (SI).
DEFINITIONS
Trains with loaded ore cars less
than 25 feet in length................................ 30 MPH
AUTOMATIC BLOCK SIGNAL SYSTEM (ABS)
Trains with Hot Metal Cars on Main Tracks
Loaded……………………………………….15 MPH
Empty…………………............................... 25 MPH
Through Yard tracks……………………….. 10 MPH
A block signal system in which the use of each
block is governed by an automatic block signal, cab
signal, or both.
BULLETIN ORDER (BO)
CREW QUALIFICATIONS
A publication used to notify employees of changes
to rules, procedures, or other instructions affecting
the movement of trains. Bulletin Orders are issued
periodically by the designated officer.
Crews not qualified to destination must so notify the
IHB Dispatcher before entering the IHB Railroad.
EQUIPMENT RESTRICTIONS
CONTROLLED SIDING (CS)
EQ-10. METHOD OF HANDLING DIMENSIONAL
SHIPMENTS
A circuited siding in which both ends are controlled
and governed by signals under the control of a
Dispatcher or an Operator.
A. Dimensional shipments that are wide loads
must not be operated on tracks listed at the
following locations:
No.1 Main Track at the CN Overhead Bridge
Riverdale.
No. 3 Track at the CN Overhead Bridge at CP 341.
West Pass at the CN Overhead Bridge at CP 341.
B. Before operating trains with dimensional wide
load shipments in excess of 12’ 2” at the following
locations, employees must ensure that the adjacent
main track is clear of all equipment:
MP 20.5
BETWEEN MP 22 AND MP 23
MP 27.25
MP 28.55
This instruction applies to shipments requiring
special handling with Restriction Codes 3 or 6.
C. Height Restriction at CP 309
Crews operating trains with shipments or equipment
measuring in excess of 20’ 3” Above the Top of the
Rail at CP 309 must not exceed 10 MPH under the
BNSF overhead Bridge at MP 30.6 and notify the
IHB West Dispatcher that their train is so restricted.
D. Foreign Trains Handling Dimensional
Shipments:
Dispatcher’s Requirements
Where a dispatcher has knowledge that a foreign
line train has a dimensional shipment, the
dispatcher must check with the foreign line crew to
ensure that the crew is in possession of the
applicable Dimensional Shipment Restriction
Codes. If a foreign line crew does not have the
applicable codes, the dispatcher must deliver a
Form D line 13 with the applicable restriction codes
to the foreign line crew.
FORM D CONTROL SYSTEM (DCS)
A block system, signaled or non-signaled, in which
the movement of trains outside of yard limits is
authorized by Form D.
FOULING POINT
The point on a track beyond which equipment will
foul an adjacent track. Fouling points will not safely
accommodate a person riding the side of a car.
SPEEDS
Normal Speed:
The maximum authorized speed.
Limited Speed:
MPH
For passenger trains, not exceeding....................45
For freight trains, not exceeding…………………..40
Medium Speed:
Not exceeding ......................................................30
Slow Speed:
Not exceeding ......................................................15.
Restricted Speed:
Refer to Rule 80 “Movement At
Restricted Speed”.
SPECIAL SPEEDS
Trains containing 30 or more cars of coal, ore
(except aluminum ore), stone, sand or similar
materials .............................................
30 MPH
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E. Dimensional Shipment Restriction Codes
Employees must follow the applicable codes below
that apply to dimensional shipments in their train.
1. Careful handling in and out of yards,
turnouts, and interchange tracks. Crews must
notify Train Dispatcher and verify that such
notification has been received by the Train
Dispatcher in advance of departure from originating
station or station where the cars have been picked
up.
• Do not Hump
• Do not use No. 2 Track on Kankakee Line
between CP100 and Calumet interlocking.
• Do not use McCook Industry or No. 3 Tracks
between CP McCook and CP 309.
• Do not use West Pass Track at CN RR at CP
341 overhead bridge at MP 33.7.
2. Shipment must not pass or be passed by
another special wide shipment on any adjacent
track.
3. When rounding all curves, adjacent tracks
must be cleared of all equipment.
NOTE: Unless otherwise restricted, adjacent
tracks must be cleared of all equipment when
movement is made around Spud House Curve
located West of Western Avenue and around
curves between CP Norpaul and Tower B-12.
Movements around all other curves must be made
at RESTRICTED SPEED.
4. not in use
5. When making turnout moves, adjacent tracks
must be cleared for a distance of 200 feet beyond
the switch point.
6. Speed to govern for sway.
7. Between CP Harvey and CP 309 adjacent
tracks must be clear.
8. Do not use No.1 track at CN RR and School
St. overhead bridges between MP 11.3 and MP
11.5.
9. not in use
10. not in use
11. Excessive height.
12. Excessive weight.
13. not in use
14. Do not use No. 3 Track at CN RR at CP 341
overhead bridge at MP 33.7
15. not in use
16. not in use
17. Must use No. 3 Track between CP 341 and
Lake Street.
18. not in use
19. 10 MPH on No.2 Track through Des Plaines
River bridge MP 27.9.
20. Must use No.2 Track through Des Plaines
River bridge MP 27.9.
WEIGHT RESTRICTIONS
Cars having a gross weight in excess of that listed
below must not be operated without specific
authority of the Superintendent of Transportation.
IHB Mainline
CP Ivanhoe to B I Junction……………. 286,000 lbs.
B I Junction to CP McCook …………… 315,000 lbs.
CP McCook to Tower B-12 ……........... 286,000 lbs.
Kankakee Line
CP 502 to Osborn................................
lbs.
286,000
Note: Loaded DM&IR ore cars are restricted to No.
3 Track.
OPERATING RULES
F-1. UNUSUAL CONDITIONS: ROUGH TRACK
Rough track conditions must be immediately
reported to the train dispatcher.
1. BULLETIN ORDERS
Crews and employees in charge of on-track
equipment must have a copy of each Indiana
Harbor Belt Railroad Bulletin Order in effect with
them while on duty.
1-2. IHB DAILY OPERATING BULLETIN – D.O.B.
A Daily Operating Bulletin will be issued effective
0600 CT daily. Before occupying the IHB Railroad,
train crews or employees in charge of on-track
equipment must possess a copy of the current
Daily Operating Bulletin (DOB). These employees
must contact the train dispatcher to verify the
current DOB and obtain any additional information
or restrictions affecting the movement of their train
or equipment. Instructions and definitions governing
a Bulletin Order are applicable to the Daily
Operating Bulletin.
1-3. SUMMARY BULLETIN ORDER
Effective 0001 CT, on the first Sunday of each
month, a Summary Bulletin Order will be issued
repeating all Bulletin Order paragraphs continuing
in effect, sequence number prefixed by letter S.
2-1. STANDARD TIME: The Indiana Harbor Belt
Railroad uses the 24 hour clock in the Central Time
(CT) Zone.
Wire advice will refer to date, file, car number,
routing, dimensional restriction, and Note carrying
the restrictions indicated above Nos. 1 through 20.
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MISCELLANEOUS SIGNALS
a. Automatic crossing warning devices are
functioning properly, OR
b. No traffic is approaching or stopped at a crossing
not equipped with automatic crossing warning
devices.
4. Reduce speed to not exceeding 30 MPH while
approaching locations where employees are know
to be working.
5. Reduce speed at other locations where
warranted by the prevailing conditions.
12. DAY AND NIGHT SIGNALS
Day signals must be displayed from sunrise to
sunset, but if day signals cannot be plainly seen,
night signals must be used. Night signals must
always be used from sunset to sunrise.
The following signals will be used by employees
performing flagging duties:
Day Signals: A red flag and fusees.
Night Signals: A white light and fusees.
19-1. WHISTLE SIGNAL – STATE OF INDIANA
Within the State of Indiana, it is necessary to ring
engine bell and sound engine whistle signal Rule
19(b) at all crossings. In addition, enginemen will
sound engine whistle signal Rule 19(b) when
approaching the two Mittal Steel private road
crossings at grade located 555 feet and 765 feet
south of NS main tracks at CP 502 Indiana Harbor.
In the event the whistle and/or bell become
inoperative, the locomotive must stop before each
crossing and proceed only after manual protection
is provided at the crossing by a member of the crew
unless such manual protection is known to be
provided.
14. UNATTENDED FUSEES
If a train on a main track or controlled siding
encounters an unattended fusee burning on a main
track or controlled siding, or on a track next to a
main track or controlled siding it must stop. It must
then proceed at Restricted Speed until the head
end is 1 mile beyond the fusee.
A train must not be stopped over a burning fusee if
it can be avoided. If so stopped and the train cannot
be moved, the fusee must be extinguished.
19-3. WHISTLE SIGNAL – STATE OF ILLINOIS
Fusees must not be placed on bridges or other
structures that are liable to be damaged by fire.
Within the State of Illinois, except in emergency,
enginemen are relieved of sounding engine whistle
signal NORAC Rule 19(b) for public crossings that
are protected by automatic crossing protection
except at the following locations:
IHB Mainline:
Indiana Avenue (MP 10.68)
Western Avenue (MP13.83)
19. ENGINE WHISTLE OR HORN SIGNALS
The following are engine or horn signals. The
signals are illustrated by “o” for short sounds and
“–“ for long sounds. The sound of the whistle or
horn should be distinct, with intensity and duration
proportionate to the distance the signal is to be
conveyed. The unnecessary use of the engine
whistle or horn is prohibited.
19-4. WHISTLE SIGNAL – SPECIAL
REQUIREMENTS
(b) – – o – (two longs, one short, one long.)
2. When approaching and passing standing trains
on a main track.
(d) – o
Crews must sound engine whistle signal NORAC
Rule 19(b) highway crossing at grade:
Kankakee Line:
st
161 Street (MP 3.99)
Round House Private Crossing
IHB Main Line:
Broadway (MP 14.79).
(one long, one short)
Approaching men or equipment on or near the
track, regardless of any whistle prohibitions. After
this initial warning, sound two short whistle signals
intermittently until the head of the train has passed
the men or equipment.
19-6. QUIET CROSSINGS – USE OF THE
WHISTLE WARNING
Engine Whistle or Horn Failure
Crews sounding whistle warning NORAC 19.(b)
– – o – at whistle restricted or quiet crossings
must report such occurrences to the train
dispatcher and the reason for the whistle warning.
The following actions must be taken when the horn
or whistle on the lead engine or unit fails en-route:
1. Notify the Dispatcher as soon as possible.
2. Ring the bell continuously, if equipped.
3. Stop before each public highway crossing at
grade and provide on ground warning until the
crossing is occupied, unless:
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22. ENGINE LIGHTS
a. Headlight
MOVEMENT OF TRAINS
80. MOVEMENT AT RESTRICTED SPEED
The headlight facing the direction of movement on
every train and engine must be displayed brightly
by day and night. Engines in yard service must
display the headlight to the front and rear, by day
and by night.
Movements made at Restricted Speed must apply
the following three requirements as the method of
operation:
1. Control the movement to permit stopping within
one half the range of vision short of:
a. Other trains or railroad equipment occupying or
fouling the track,
b. Obstructions,
c. Switches not properly lined for movement,
d. Derails set in the derailing position,
e. Any signal requiring a stop,
AND
2. Look out for broken rail and misaligned track.
AND
3. Do not exceed 20 MPH outside interlocking limits
and 15 MPH within interlocking limits. This
restriction applies to the entire movement, unless
otherwise specified in the rule or instruction that
requires Restricted Speed.
Exceptions:
The headlight must be dimmed under the following
conditions, except when approaching or passing
over public highway crossings at grade:
1. While standing or passing through yards where
other engines are working
2. When approaching a station where a Form D is
to be received
3. When approaching junctions or terminals
4. When standing or moving on a main track at
meeting points
5. When standing or when approaching another
train operating in the opposite direction in multiple
track territory
93. MOVEMENT WITHIN YARD LIMITS
The headlight may be extinguished:
1. On the end of an engine coupled to cars
2. When standing on other than a main track
3. When standing to be met or to be passed by
another train in signaled territory
4. When left unattended on the main track in
signaled territory
Yard limits are designated by Timetable and
indicated by yard limit signs.
Within yard limits, movements may be made on a
main track by verbal permission of the Dispatcher
(or Operator when authorized by the Dispatcher).
If all headlight bulbs fail en route, the Engineer must
take the following actions:
The leading end of movement within yard limits
must operate at Restricted Speed, with the
following exceptions:
1. Illuminate all external engine lights that can be
illuminated (except red strobe light).
2. Notify the Dispatcher as soon as practical.
3. Ring the bell continuously, if equipped.
4. Sound the engine whistle or horn frequently.
5. Approach all public crossings at grade prepared
to stop. Train may proceed over crossing not
exceeding 20 MPH. Speed applies to head end
only.
6. Reduce speed at other locations when required
by prevailing conditions, not exceeding 50 MPH at
night.
1. Passenger trains operating with Form D line 2
authority in non-signaled DCS territory may operate
at Normal Speed.
2. Trains operating in ABS territory may operate
according to signal indication when the signal is
more favorable than Approach. Such movement
must be prepared to stop at the next signal, within
yard limits.
Within yard limits, movements against the current of
traffic must not be made without permission of the
Dispatcher, who must first ensure that no opposing
movements have been authorized.
EXCEPTION: These restrictions do not apply when
the train has operable auxiliary lights.
22-1. ENGINE LIGHTS
Auxiliary lights must be displayed whenever
headlights are required to be displayed brightly.
94. RESPONSIBILITIES OF EMPLOYEES:
SIGNALS AND RESTRICTIONS
a. General Requirements
Employees qualified on the Operating Rules and
located on the leading engine or car must be on the
lookout for signals affecting the movement of their
train. They must communicate to each other in a
clear manner the name of each signal as soon as it
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becomes clearly visible. Any discrepancy regarding
the signal name must be reconciled immediately;
otherwise, the train must be stopped. After the
name of a signal has been communicated,
employees must observe it until passed. Any
change in the signal must be communicated in the
required manner.
101-4. LEAVING CARS, LOCOMOTIVES, OR
OTHER ON-TRACK EQUIPMENT IN THE CLEAR
OF CONNECTING TRACKS
When leaving cars, locomotives, or other on-track
equipment on a track and the Clearance Point is not
indicated or visible, such equipment, when and
where required by rule to be left clear of the fouling
point, must be left one (1) car length further away
from the fouling point.
97. MOVEMENT ON A RUNNING TRACK
Movement on a running track must be made at
Restricted Speed, unless otherwise specified in the
Timetable. Movement may begin only after
receiving either signal indication or verbal
permission of the employee governing movements
on that track.
101-5. RIDING EQUIPMENT AT ROUND HOUSE
AND BLUE ISLAND CAR REPAIR FACILITIES
Engines or cars may be left in the clear of the
fouling point at the Gibson Round House and the
Blue Island Car Repair Facility. Therefore,
employees are prohibited from riding the side of
equipment through switches and within one (1) car
length of the fouling point of switches within the
confines of the Blue Island Car Repair Facility and
the Gibson Round House.
When movement has been completed, it must be
reported clear. When clearing at an interlocking or
TBS, no report is necessary.
98. MOVEMENT ON A TRACK NOT GOVERNED
BY ABS, DCS OR INTERLOCKING RULES
104.b. NORMAL POSITION OF MAIN TRACK
HAND-OPERATED SWITCHES; LEAVING
SWITCHES IN REVERSE POSITION (ALSO
APPLIES TO CONTROLLED SIDINGS)
Movement on a track not governed by ABS, DCS or
Interlocking rules must be made at restricted speed.
FOULING POINT – DEFINITION
A main track hand-operated switch is in normal
position when lined for the main track, unless
otherwise specified. The switch must be lined and
locked in normal position when not in use except
when:
1. A crew member of another train is in charge
of the switch,
2. A switch tender is in charge of the switch,
3. A Roadway Worker is in charge of the
switch,
4. The train crew is authorized by Form D line
13 to “Leave the switch (or crossover
in reverse
switches) at
(location)
position.”
Before issuing a Form D line 13 permitting a train
crew to leave a switch in reverse position, the
Dispatcher must:
1. Make a record of the switch left in reverse
position. Where train sheets are used, this
record must be made in red ink.
2. Where possible, apply blocking devices to
interlocking or controlled point signals
authorizing movement in the direction of the
switch left in reverse position.
Open switches must be included in the Dispatcher’s
transfer record.
The Dispatcher must not permit a movement in the
direction of a switch left reversed until it has been
issued a Form D line 13 stating:
“Switch (or crossover switches) at (location) in
reverse position”, or
The point on a track beyond which equipment will
foul an adjacent track. Fouling points will not safely
accommodate a person riding the side of a car.
101.b.
FOULING POINT OF TRACK
The fouling point of a track is indicated by:
1. A yellow stripe painted on the inside and
outside of head, web and base of both
rails, or
2. A sign displaying the letters “FP”. or
3. A fixed derail.
101-2. FOULING POINT OF TRACK – RIDING
EQUIPMENT
When diverging through turnouts on tracks other
than main track, controlled sidings, or running
tracks, employees must not ride the side of
equipment between the switch points and 50 feet
beyond the fouling point.
101-3. CLEARANCE POINT
Yellow painted ties will indicate the Clearance
Point. Where both yellow painted rails and yellow
painted ties are visible at the same point on a track,
the yellow painted ties will govern. Engines, cars,
and other on-track equipment must be left beyond
this point away from the convergence of two tracks.
(continued on next page)
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reverse position must be returned to normal
position”, or
reverse position may be left in reverse position.”
If a switch that is left in reverse position is not
protected by signal indication, Form D line 2
authority must end at or short of the switch left
reversed.
When the switch is returned to normal position, the
Dispatcher must be notified. The Dispatcher must
make a record of the following information:
1. The number of the Form D which contained
the instruction “Return to normal position.”
2. The time the switch was returned to normal
position.
3. The name of the employee who restored
the switch to normal position.
Before a train or a train crew leaves the location
where any hand-operated main track switch was
operated, all crew members must verbally confirm
the position of the switch.
104. g. DUAL CONTROL SWITCHES
Dual control switches must not be hand-operated
until permission is obtained from the Dispatcher or
operator.
Dual control switches must be operated as follows:
1. Remove switch lock from both the “Selector” and
“Hand Throw” levers.
2. Throw “Selector” lever to hand-operation
position.
3. Operate “Hand Throw” lever until mechanism
engages and switch points move with lever, then
operate switch to desired position. This procedure
must be followed, even if switch was originally in
desired position.
4. Do not move “Selector” lever from hand
operation position until entire movement has
passed over switch.
5. Place “Hand Throw” and “Selector” levers in
positions designated by the Dispatcher or Operator
and secure with switch locks.
109-1. SECURING CARS – HANDBRAKE
REQUIREMENT
A minimum of at least 10% of any cut of up to 30 cars left
unattended on yard, industrial, siding, running and main
tracks must be secured with handbrakes.
Example:
1 car
1 handbrake
2-10 cars
1 handbrake
11-20 cars
2 handbrakes
21 plus cars
3 handbrakes
Note: This table represents the minimum number of hand
brakes required on cars left standing. Other factors, such
a grade, rail condition, and wind and weather conditions
must be considered. Additional hand brakes may be
required. Crews must test to determine that sufficient
hand brakes have been applied.
119. HAZARDOUS MATERIAL; EQUIPMENT OF
EXCESSIVE WEIGHT OR DIMENSIONS
b. Conductor’s Responsibility
If the train will enter a main track, siding or running
track, the Conductor must know that the Dispatcher
has been notified of such equipment before the
train leaves its initial terminal or out-lying point
where such equipment is to be added. Equipment
of excessive dimension must not occupy or foul the
main track, siding or running track without the
Dispatcher’s permission.
119-1. RAIL SECURITY SENSITIVE MATERIAL
(RSSM) / ALERT CAR SHIPMENT CONTACT
PROCEEDURES
All crews entering IHB Tracks controlled by the train
dispatcher must notify the dispatcher as to whether
or not the train contains RSSM or Alert Car
shipments.
Instructions For Interchanging RSSM
Shipments
Crews with RSSM / Alert Cars yarding at either
Blue Island or Michigan Avenue yards must contact
the yardmaster either directly or by voice
communication for the purpose of transferring
custody of such shipments.
106-1. SEMI-AUTOMATIC SWITCHES
PROTECTION OF TRAINS
All semi-automatic switches must be properly lined
by hand before use in either direction.
108-1. UNATTENDED ENGINE
Any engine or engines left unattended in an engine
consist or in tow, with or without car or cars
attached, must have all hand brakes applied
regardless of location. Exception: Engine consists
left inside the Blue flag area of the Round House
will have only the hand brake on the controlling
engine applied.
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130. FLAG PROTECTION
a. General Requirements
When flag protection is required, employees must
go out in the proper direction(s) the distance
prescribed in the table below. Temporary speed
restrictions for the territory must be taken into
account.
© 2011 CORA
Where Maximum Authorized
Speed for Track to Protect Is:
3. Get Permission to Foul Track
Minimum Distance
Required for Protection
Is:
¼ mile
½ mile
1 mile
When workers request permission to foul any
specific track, the employee assigned to protect the
work location must communicate with the employee
in charge of the track to secure necessary
permission.
20 MPH or less
Between 21 MPH and 30 MPH
1 ½ miles
Crew members providing flag protection must not
permit other duties to interfere with the protection of
their train. The Conductor and Engineer are
responsible for protection of their train.
4. Report Failure to Comply by Workers
If workers fail to comply with instructions of the
employee, he must make an immediate report to
the employee in charge of the track.
b. Flag Protection against Trains on Adjacent
Tracks
Three steps must be followed to provide flag
protection against approaching trains on adjacent
tracks as required by Rule 131,“Protecting Work
Locations: Qualified Employee’s Duties, ”Rule132,
Protection in Unforeseen Conditions,” or Rule 136,
“Emergency Stops Protection”.
5. Take Action if Safe Passage is Endangered
If an event occurs that would interfere with the safe
passage of trains, the employee must take
immediate action to stop trains by radio
communication to trains and the Dispatcher. If
protection cannot be immediately ensured, or if
communications fail, flag protection must be
immediately provided as prescribed by Rule 130,
paragraph (b), “Flag Protection Against Trains on
Adjacent Tracks.”
Employees equipped with flagging equipment must:
1. Go out at least the distance prescribed by the
table in section (a) of this rule.
2. Display a lighted fusee if they see or hear a train
approaching.
3. Give a Stop Signal to approaching trains that
may be affected.
132-1. PROTECTION WHEN FOULING OR
WORKING ON A TRACK
Roadway Workers use NORAC Rules 133 and 135
when fouling or working on the following Running
Tracks:
No. 3 Running between CP Gibson and CP House
No. 4 Running between Osborn Jct. and CP House
MC Connection Track between CP House and CP
28.
No. 3 between Hohman and CP Calumet Park
No. 4 between Hohman and CP Calumet Park
The employee providing protection must remain at
that location until recalled.
If the employee sees or hears a train approaching
before he has reached the prescribed distance, he
must immediately display a lighted fusee and
continue toward the approaching train while giving a
Stop Signal.
133. REMOVING A TRACK FROM SERVICE
131. PROTECTING WORK LOCATIONS:
QUALIFIED EMPLOYEE’S DUTIES
Whenever Form D line 4 or line 13 is issued to
remove a track from service, the following
procedures will apply:
Qualified employees assigned to protect work
locations of railroad construction or private
contractors whose operations may affect the safe
movement of trains must take the five actions
below.
a. Action Required Prior to Issuance
1. Secure Flagging Equipment
The Dispatcher must not issue the Form D line 4 or
line 13 authority until:
Employees must secure proper flagging equipment
according to Rule 12, “Day and Night Signals.”
1. The affected track is clear of movements that are
not part of the work group.
2. Ensure that Tracks Are Not Fouled Without
Permission
d. Operation Within Out-of-Service Limits
The employee named in Form D line 4 or line 13 is
in charge of the out-of-service limits. ABS, CSS,
DCS, and Interlocking rules do not apply within the
Upon reporting for work each day, the employee
must determine who is in charge of the workers.
The employee must also ensure that all workers
have been instructed not to foul any railroad track at
any time without his permission.
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out-of-service limits. All movements must operate
at Restricted Speed. Interlocking switches within
the out-of-service limits must not be operated
without permission of the employee in charge.
b. Required Use of Signs
The approach to the Working Limits must be
indicated by an Approach Sign. The Approach Sign
indication will not apply when permission is
received to proceed passed the stop sign.
The Working Limits must be indicated by a Stop
Sign and a Working Limits Resume Speed Sign. A
Working Limits Speed Limits Sign may be
substituted for the Stop Sign when the track is not
obstructed.
e. Additional Equipment Entering or Leaving
Out-of-Service Limits
1. Additional equipment may enter the out-ofservice limits after:
a) The person in charge of the additional
equipment has received permission from the
employee in charge of the out-of-service limits. The
employee in charge of the out-of-service limits must
show or read his copy of the Form D line 4 or line
13 to the person in charge of the additional
equipment unless the limits are published by
Bulletin Order.
d. Movements within Working Limits
A train must not enter the Working Limits until
permission has been received from the employee in
charge, unless a Working Limits Speed Limit Sign is
displayed. The employee in charge must not
authorize a train to enter the Working Limits or
display a Working Limits Speed Limit Sign until he
has been assured that the track through the
Working Limits is not obstructed, and all Road
Workers have been notified. Trains must not
exceed 30 MPH through the Working Limits, unless
directed by the employee in charge to operate at a
higher or lower speed.
b) If movement to the out-of-service limits will
involve passing a Stop Signal, the Dispatcher or
Operator may then authorize movement in
accordance with Rule 241.
2. The employee in charge of the out-of-service
limits must make a written record, which includes:
Exception: Trains and track cars that will be
performing maintenance within the Working Limits:
1. May be admitted by the employee in charge
while the Working Limits is still obstructed.
2. Must operate at Restricted Speed (ABS, DCS
and CSS rules do not apply to such movements).
3. Must not leave the Working Limits without proper
authority.
a) The name of the person in charge of the
additional equipment, or train identification,
b) Time permission to enter is given,
c) Time determined the additional equipment is
clear of limits.
e. Interlocking Switches within Working Limits
135. PROTECTION BY STOP SIGNS WHEN AN
IN-SERVICE TRACK IS OBSTRUCTED FOR
MAINTENANCE
Dispatchers or Operators controlling interlocking
switches within the Working Limits must line such
switches for movements within the Working Limits
and must apply blocking devices to the controls of
those switches. These blocking devices must not
be removed without permission of the employee in
charge of the Working Limits. This requirement
does not relieve employees operating within the
Working Limits from complying with interlocking
signal indications.
Whenever Form D line 5 is to be issued, in
accordance with item 1 of Rule 132, “Protection
When Fouling or Working on a Track,” the following
procedures will apply. The“ Working Limits” refers
to the area designated by Form D line 5 or Bulletin
Order, which must be identified by a whole mile
post, station, or other physical characteristic
location.
Before displaying a signal for a train to divert into
the Working Limits between the Stop Signs, the
Dispatcher must:
1. Inform the Engineer he will be diverting into the
Working Limits at (Location), AND
2. Require the Engineer to advise when permission
to enter the Working Limits has been received from
the employee in charge.
a. Addressees
Form D line 5 must be issued to both:
1. The employee requesting to obstruct the track,
AND
2. Trains approaching the obstructed track.
EXCEPTION: When the Working Limits is
published by Bulletin Order, issuance of Form D to
approaching trains is not required.
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f. Trains in the Working Limits when Bulletin
Order Item Becomes Effective
138. HIGHWAY CROSSING WARNING
a. Activating/Reactivating Crossing Warning
Any train that is in the Working Limits when the
Bulletin Order item becomes effective may continue
at Normal Speed through the Working Limits. The
Dispatcher must not issue Form D line 5 until the
limits are clear of movements that are not part of
the work group.
The point at which automatic crossing warning is
activated or reactivated may be designated in any
of three manners:
1. A sign or post lettered “CC.”
2. Yellow joint bars.
3. Yellow stripes painted on the inside and outside
of the head, web, and base of both rails.
136. EMERGENCY STOPS: PROTECTION
a. Radio Transmission
When a train is moving and emergency application
of the brakes occurs, crew members must
immediately protect adjacent tracks by initiating an
emergency radio transmission, in the manner of the
following example:
On tracks other than main tracks or controlled
sidings, movement over this point will activate the
automatic highway crossing warning.
On a main track or controlled siding, movement
over this point will reactivate the operation of
automatic highway crossing warning that has been
interrupted because of a trains delay or stop.
“Emergency, Emergency, Emergency. Train TV-24
engine 6605 is in emergency moving east on No.2
track at MP 78.”
b. Avoiding Unnecessary Operation
Following the emergency transmission, the
Dispatcher must be notified.
Two steps will avoid unnecessary operations of
automatic highway crossing warning:
b. Flag Protection
After the train has stopped, crew members must
immediately provide flag protection in both
directions on all main tracks and controlled sidings,
including those of a foreign railroad. This protection
must follow the guidelines of Rule 130, paragraph
(b), “Flag Protection against Trains on Adjacent
Tracks,” and will be maintained until:
1. It is known that tracks are not obstructed
OR
2. Full protection has been provided by the
Dispatcher or Operator.
1. Engines or cars must not be allowed to stand
longer than necessary.
2. Switches must not be left open or unlocked within
the operating limits of such protection.
If necessary, the train must be cut or the automatic
crossing warning interrupted with paragraph (h) of
this rule.
c. Malfunction
The entire train must be examined before
movement resumes to ensure that no cars have
derailed, no load has shifted, and no other condition
exists that may endanger train movements. Results
of this inspection must be reported promptly to the
Notify the Dispatcher immediately if you discover
automatic highway crossing warning devices that
are not functioning properly.
The Dispatcher must:
1. Notify all trains that will operate over the affected
crossing. The notification must include the type of
malfunction and the details of any on-ground
personnel that are known to be at the crossing, by
item number listed below.
AND
2. Ensure notification is provided to the local law
enforcement agency or railroad police.
c. Other Train Movements
All trains receiving information that a train is in
emergency on an adjacent track will be governed
as follows:
1. A train that is operating in the same direction as
the train reported in emergency must operate at
Restricted Speed from 1 mile before the reported
location until reaching the head end of that train.
When the Dispatcher is notified that rust or other
foreign matter may prevent effective shunting, trains
must be instructed to comply with item 1 below
unless a flagger or a railroad police officer is
providing warning at the crossing
2. A train that is operating in the opposite direction
of the train reported in emergency must operate at
Restricted Speed from the head end of the train in
emergency to a point 1 mile beyond the rear end of
that train.
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The appropriate engine whistle or horn signal must
be sounded at locations where automatic highway
crossing warning devices are not functioning
properly, including crossings where a whistle sign
indicating "W/R" is displayed, and in areas
otherwise designated as Quiet Zones.
Item
If the
malfunction
is
1
An activation
failure, or
undetermined
2
A false
activation or
a partial
activation.
3
Any type of
failure.
4
Any type of
failure.
And the dispatcher
is notified that
there is
No flagger or
railroad police
officer providing
warning at the
crossing
No flagger or
railroad police
officer providing
warning at the
crossing.
A flagger present,
but not one for
each direction of
traffic.
A flagger for each
direction of traffic,
or a railroad police
officer providing
warning at the
crossing.
Train Requirement(s)
Stop. Make certain that
a crew member
provides on-ground
warning at the
crossing, and do not
exceed 15 MPH until
the leading end
operates through the
crossing.
Do not exceed 15 MPH
until the leading end
crossing.
Do not exceed 15 MPH
until the leading end
crossing.
Proceed at normal
speed.
1. Crossing gates are in the fully lowered position, and
are not known to be malfunctioning, or
2. A designated and qualified employee is stationed at
the crossing and has the ability to communicate with
trains, or
3. At highway and private crossings equipped only with
flashing lights or X-bucks, it is clearly seen that no traffic
is approaching or stopped at the crossing, and the
leading end of the movement over the crossing does not
exceed 15 miles per hour.
f. On-Ground Warning by Employees
When an employee is required to provide onground warning at a highway crossing, he must give
Stop Signals to pedestrian and highway traffic until
the leading end of the train is through the crossing.
Stop Signals must be given with a red flag or fusees
by day, and fusees or a white light at night.
g. Six Conditions that Require Special
Procedure
Under six conditions, a train must not foul a
highway crossing equipped with automatic warning
devices until it is ascertained that the warning
devices have been operating at least 20 seconds,
or the gates (if equipped) are in the horizontal
position.
These six conditions are:
A flagger is an employee equipped by day with a
red flag and a high visibility garment, and at night
with a white light or fusee and a high visibility retroreflective garment.
For shoving movements over a malfunctioning
highway crossing at grade not headed by a
locomotive or cab car, follow the requirements
in Item 1 above.
1. Making a Reverse Movement
When a train passes entirely over a highway
crossing and then is going to make a reverse move.
EXCEPTION: If the entire train has cleared the
crossing by at least 1.2 miles, it may make a
reverse move over the crossing without following
special procedures.
2. Approaching at Restricted Speed
d. Obscured View of Highway
When equipment is standing and obscuring
highway traffic's view, an employee must warn the
highway traffic against movement on adjacent
tracks. Equipment stored on tracks close to a
public crossing must be placed so as to permit a
clear view for highway traffic using the crossing.
Where space permits, equipment must be placed at
least 300 feet from the crossing.
e. Cars Not Headed by Engine at a Crossing
without Automatic Highway Crossing Warning
When a train is approaching at Restricted Speed.
3. Increasing Speed in an Approach Circuit with
Automatic Interruption
When a train stops or increases speed by more
than 5 MPH within 0.6 miles of a highway crossing
equipped with an apparatus that will automatically
interrupt the operation of the crossing warning,
including motion sensing detectors.
Trains being operated from other than the leading end
must not enter a highway crossing at grade until onground warning is provided by a crew member or other
qualified employee, except when it is visually determined
that:
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MOVEMENT PERMIT FORM D
4. Passing Warning Device Reactivation Point
on Main Track or Controlled Siding
The Dispatcher issues Form D’s to restrict or
authorize movements. Form D’s are also issued to
convey instructions in situations not covered in the
Operating Rules.
When a train proceeds past a warning device
reactivation point (See item "a" of this rule) on a
main track or controlled siding, after having been
stopped or delayed within 1.2 miles of the crossing.
(Blank copy of Form D on page IHB – 60)
5. Passing Warning Device Activation Point on
Track Other than Main Track or Controlled
Siding
165. FORM D DELIVERY
b. Dictation of Form D by Radio, Telephone or in
Person
When a train proceeds past a warning device
activation point (See item "a" of this rule) on other
than a main track or controlled siding.
Form D’s may be dictated only to employees who
are qualified on the Operating Rules. Form D’s
must not be dictated to or copied by an employee
operating the controls of a moving train.
6. Performing Switching within 1.2 Miles of
Crossing
When dictating and repeating Form D’s, employees
must read aloud and plainly pronounce all
applicable preprinted and written portions.
Numerals in lines 1 through 13 of form D’s must be
pronounced digit by digit. For example, “105” will be
pronounced “one-zero-five.”
When a train has performed switching within 1.2
miles of the crossing.
If the automatic highway crossing warning is not
operating, the movement must not be made until
warning is provided by on-ground personnel.
141. INACCESSIBLE TRACK
Roadway Workers may establish working limits on
a track not controlled by the Dispatcher or Operator,
by making the track inaccessible at each possible
point of entry through one of the following means:
1. A switch or derail aligned to prevent access to
the working limits and secured with an effective
securing device, and properly tagged. The effective
securing device and tag may be removed only by
direction of the employee in charge of the working
limits.
Before dictating a Form D, the Dispatcher must
specify the number of copies to be made if more
than one copy is required. The Dispatcher must not
give “Time Effective” until Form D has been
repeated correctly. Once the Dispatcher has given
his name, receiving employees must repeat
immediately from their copy in the same order they
were addressed, unless otherwise directed.
Employees must listen while other addressees
repeat Form D and call attention to any
discrepancies. Once all addressees have repeated
the Form D correctly, the Dispatcher will give “Time
Effective,” which must be then be repeated by the
receiving employees.
3. A disconnected rail.
When a Form D is dictated to an employee on a
train, the receiving employee must ensure that
employees on the train who are addressed in the
Form D receive a copy of it before reaching the first
location where employees must act upon Form D. If
physical delivery of the Form D is not practical, the
receiving employee must dictate the Form D
information to other employees addressed, who
must copy and repeat the Form D information.
4. A flagman assigned to hold trains and
equipment clear of the working limits.
Movements within working limits may be made only
with permission of the employee in charge.
141-1. INACCESSIBLE TRACK
Roadway Workers may establish working limits in
accordance with NORAC Rule 141 on the Industrial
Tracks listed below:
No. 1 and No. 2 Blue Island Industrial Tracks
between School St. and CP Harvey.
When Form D’s are relayed by employees, the
dictating employee must follow the procedures
outlined above for Dispatchers. “Time Effective”
must not be transmitted until the receiving
employee correctly repeats the Form D.
McCook Industry Track between CP McCook and
Superior, MP 29.8.
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173. DELIVERY TO RELIEVING CONDUCTOR
OR ENGINEER
c. Electronic Transmission of Form D
Employees receiving a Form D by electronic
transmission must examine each copy for
completeness and legibility. They must
communicate with the Dispatcher to verify the
number and date of each Form D received.
When a Conductor or Engineer is relieved, all Form
D’s and instructions that have not been fulfilled or
canceled must be delivered to the relieving
Conductor or Engineer. The relieving Conductor
and Engineer must compare these Form D’s and
instructions to confirm that the information in them
is the same.
166. READING AND COMPLYING WITH FORM D
Employees addressed must immediately read the Form
D and are responsible for compliance with its
requirements. They must make certain the Form D is
read by all employees responsible for the operation of
the train or track car. These employees must
acknowledge their understanding of the Form D and
remind employees addressed of its requirements, if
necessary.
The relieving crew must contact the Dispatcher if
they are unable to communicate with the crew they
are to relieve. The Dispatcher must ensure they
have received all instructions affecting the
movement of their train before proceeding.
174. RECEIVING A FORM D AT A
TEMPORARY BLOCK STATION (TBS)
167. COMMUNICATION FAILURE
When a TBS is placed in service, approaching
trains must be notified by Form D line 10 or Bulletin
Order. Trains must approach a TBS prepared to
stop. They must not pass a TBS or foul associated
hand-operated switches without receiving a hand
signal to proceed from the Operator or verbal
permission from the Dispatcher. They must receive
a Form D before departing a TBS on a main track.
If communication fails before a Form D has been
given a “Time Effective,” trains addressed must not
proceed nor be given permission to proceed until
communication has been reestablished.
168. ERRORS DISCOVERED
If an error is discovered in a Form D before “Time
Effective” has been given, the Dispatcher must
direct receiving employees to destroy their copies.
The Dispatcher must reissue the Form D under
another number.
If a train passes the last holding point (interlocking,
TBS or controlled point) in approach to the TBS
while it is still open, and the train reaches the TBS
after it is scheduled to be closed, it must approach
the closed TBS prepared to stop. It must not pass
this location without verbal permission of the
Dispatcher.
If an error is discovered in a Form D after the “Time
Effective” has been given, the Form D must be
cancelled.
Once a Form D has been given a “Time Effective,”
only the following information may be added to the
Form:
The Operator at a TBS must contact the Dispatcher
for instructions prior to permitting a train to depart
the TBS. When no Form D’s have been issued by
the Dispatcher for a train, the Operator must issue
an unnumbered Form D addressed to the train. The
Form D must be completed as follows:
1.Form D cancellation information. See Rule 177,
“Cancelling Form D’s”.
1. The address and date portion must be
completed.
2. Track is clear information. See Rule 805 “Track
car Following other Movements.”
2. “None” must be written in the delivery portion.
169. ADDITIONS TO FORM D
3. “Time Effective” must be indicated.
3. Additional line 2 authorities. See Rule 400,
“Occupying DCS Territory” and Rule 804, “Additions
to Form D Line 2.”
4. Additional line 3 authorities. See Rule 804
“Additions to Form D Line 2.”
4. The Operator must sign his name in the place of
the Dispatcher.
176. EFFECTIVE PERIOD OF A FORM D
Form D’s are in effect until fulfilled or until
cancelled.
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Form D’s which have been fulfilled or cancelled
must be marked with an “X” then retained and held
available for inspection for a period of 7 days.
The receiving employee must repeat this
permission and the Dispatcher or Operator must
then confirm it.
177. CANCELING FORM D’S
Form D’s which need to be cancelled will usually be
cancelled on the same form. Under some
conditions, however, a Form D must be cancelled
by a separate Form D.
b. Movement After Permission Has Been
Confirmed
a. Canceling a Form D on the Same Form
After permission has been confirmed, the train must
operate at Restricted Speed until the entire train
has cleared all interlockings or spring switches and
the leading wheels have:
1. Passed a more favorable fixed signal,
OR
2. Entered Non-signaled DCS territory.
A Form D will be cancelled on the same form, as
follows:
1. The Dispatcher must contact the addressee(s)
and state his intent to cancel the Form D.
242. ABSENT OR IMPERFECTLY DISPLAYED
SIGNALS
2. The Dispatcher must state the Form D number
and date, the cancellation time and date, and his
initials.
If a fixed signal is absent from the place where it is
usually shown, movement must be governed by the
most restrictive indication that can be given by that
signal. This absence must be reported to the
Dispatcher immediately.
3. The Dispatcher and the addressee(s) must
record all cancellation information on the
appropriate section of their copy of the Form D.
Imperfectly displayed signals must be reported to
the Dispatcher or Operator as soon as practical,
without delay to the train.
4. The addressee must repeat the Form D number
and date, and all cancellation information to the
Dispatcher.
Imperfectly displayed signals must be regarded as
the most restrictive indication that can be given by
that signal. The following exceptions apply to color
light signals, position light signals, color position
light signals and semaphore signals:
5. The Dispatcher must ensure that all cancellation
information is repeated correctly.
When cancellation information is transmitted to an
employee on a train, the receiving employee must
ensure that all addressed employees on the train
receive the cancellation information and mark their
Form D accordingly.
1. Signal Indication Governs
If only one indication is possible, this indication will
govern.
Operators who have received a copy of the original
Form D may be directed by the Dispatcher to relay
cancellation information to other employees.
2. Restricting Signal Indication Applies
If more than one indication is possible, and it can be
determined that all possible indications are more
favorable than Stop and Proceed, trains may
proceed as though a Restricting Signal were
displayed.
GENERAL SIGNAL RULES
241. PASSING A STOP SIGNAL
To pass a Stop Signal, a train must have verbal
permission of the Dispatcher (or Operator when
authorized by the Dispatcher). Permission must not
be given or accepted until the train has stopped at
the signal. A member of the crew must contact the
Dispatcher or Operator and follow his instructions.
242-1. ABSENT OR IMPERFECTLY DISPLAYED
SIGNALS
Rule 242 is not in effect for dwarf signals unless all
lights in the dwarf signal are out. If this occurs, the
signal must be regarded as the most restrictive
indication that can be given by that signal. When
one or more lights are displayed, their indication will
govern.
a. Giving Permission to Pass
The Dispatcher (or Operator) must give permission
to pass a Stop Signal in the following manner:
“No 5316 engine 4129 pass Stop Signal on No. 2
track at Rare and proceed east to No. 1 track.”
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243. NEXT GOVERNING SIGNAL
5. Stop Sign (Rule 297a).
Trains may operate according to the indication of
the next fixed signal governing the movement when
the following conditions have been met:
The following signs may be used on tracks adjacent
to a track requiring protection. Signs will be in
effect only when movement is routed to the track
requiring protection.
1. The next governing signal can be plainly seen,
AND
2. The train is not required by rule or the previous
signal indication to operate at Restricted Speed.
If governed by a signal displaying Limited Clear,
Medium Clear, Medium Approach Medium, Medium
Approach, Slow Clear, or Slow Approach, speed
must not be increased until the entire train is clear
of all interlocking or spring switches.
251. TRACK SIGNALED IN ONE DIRECTION
When track is signaled in only one direction, signal
indication will be the authority for trains to operate
with the current of traffic. Movements against the
current of traffic will be governed by non-signaled
DCS rules.
1. Diverging Approach Speed Limit Sign (Rule
296d).
2. Diverging Approach Sign (Rule 297d).
FORM D CONTROL SYSTEM
Form D Control System (DCS) Rules apply only
where designated by Time table, Bulletin Order, or
Form D line 6. Their purpose is to control the
movement of trains. DCS Rules may be used in
signaled territory or non-signaled territory. (Signaled
territory is territory where ABS Rules are in effect
for the direction of movement, and non-signaled
territory is territory where ABS rules are not in effect
for the direction of movement). Form D line 2 is
required for movement in DCS territory.
400. OCCUPYING DCS TERRITORY
261. TRACK SIGNALED IN BOTH DIRECTIONS
Signal indication will be the authority for a train to
operate in either direction on the same track.
At a hand-operated switch that is not equipped with
an electric lock, a train may clear the main track
only where maximum authorized speed on the main
track over this switch is 20 MPH or less.
EXCEPTION: Trains may clear at a hand-operated
switch on a controlled siding with no intermediate
signals and a maximum speed that does not
exceed 30 MPH.
a. Form D Authority
A train must not occupy DCS territory outside yard
limits without Form D line 2 authority. All Operators
involved must receive a copy of the Form D. Form
D line 2 may be issued into or through yard limits in
lieu of verbal permission. All other provisions of
Rule 93, “Movement within Yard Limits,” apply.
Three exceptions to Form D line 2 requirements
are:
1. Paragraph d of this rule, “Entering DCS Territory
at a Hand-operated Switch.”
2. Rule 503, “Train Movement against Current of
Traffic at an Interlocking.”
278. PLACEMENT OF SIGNS
The following signs must be placed at braking
distance from the restriction to which they apply:
3. Movement at an interlocking may be made one
train length beyond the home signal on verbal
permission of the Dispatcher.
1. Approach Speed Limit Sign (Rule 296a).
2. Approach Permanent Speed Limit Sign (Rule
296).
3. Approach Sign (Rule 297).
The limits of the Form D authority must be
designated by station names or whole mile post
numbers. However, when a train is authorized to
enter DCS territory at a hand-operated switch that
is not at a station or whole mile post, the location of
the originating hand-operated switch may be used
as the beginning of the Form D line 2 authority.
The following signs must be placed in both
directions protecting the track affected, to the right
of and adjacent to the track requiring protection:
The following table describes the limit of the
authority when line 2 ends at a station:
1. Approach Speed Limit Sign (Rule 296a).
2. Speed Limit Sign (Rule 296b).
3. Resume Speed Sign (Rule 296c).
4. Approach Sign (Rule 297).
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When the station is:
Authority ends at:
An interlocking or controlled
point
Hand Operated switch
Multiple Hand Operated
Switches
The home signal or controlled point
signal.
The fouling point of the switch.
The fouling point of the first switch,
unless otherwise specified by the
Dispatcher on line 13.
The station sign.
Other stations
Before issuing a Form D authority in non-signaled
DCS territory, the Dispatcher must determine that
the track to be used is clear for passenger trains
and clear outside of yard limits for other trains.
d. Entering DCS Territory at a Hand-operated
Switch
The Dispatcher (or Operator when authorized by
the Dispatcher) may verbally authorize a train to
enter DCS territory at a hand-operated switch, in
order to clear the switch and proceed in the
opposite direction. Before verbally authorizing the
move, the Dispatcher must ensure that:
1. The segment of track to be used is clear of
opposing movements
AND
2. The train has received a Form D for movement in
the opposite direction. The movement is limited to
one train length beyond the switch, and must be
made at Restricted Speed with a crew member
preceding the movement and providing flag
protection.
This move is limited to one train length beyond the
switch, and must be made at Restricted Speed with
a crew member preceding the movement and
providing flag protection.
Overlapping Form D authorities for opposing
movements must not be issued.
c. Additions to Form D line 2
The Dispatcher may direct addressee(s) to add
additional line 2 authorities to a specific direction
Form D which is still in effect.
In non-signaled DCS territory, these additions may
be issued only after the Dispatcher has determined
that the track to be used is clear, as outlined in
paragraph (a) of this rule.
401. OPERATING IN NON-SIGNALED DCS
TERRITORY
Additional line 2 authorities will be added to an
effective Form D as follows:
b. Approaching Home Signals, Controlled Point
Signals, and Signals at the Beginning of ABS
Territory
Trains must approach home signals, controlled
point signals, and signals at the beginning of ABS
territory prepared to stop, unless a distant signal is
in service. If a train is delayed after passing a
distant signal, it must approach the home signal or
controlled point signal prepared to stop.
1. The Dispatcher must contact the addressee(s),
state his intent to give them an additional line 2
authority, and state the number and date of the
Form D to which the line 2 authority will be added.
2. The Dispatcher will then transmit the additional
line 2 authority and his initials. The addressee(s)
will repeat the authority. The Dispatcher must not
transmit the “time” of the addition to the
addressee(s) until they have correctly repeated the
authority. The addressee(s) must not act upon the
additional authority until they receive the “time” of
the addition.
402. OPERATING IN SPECIFIED
DIRECTION
a. Reverse Movement in Non-signaled DCS
Territory
To make a reverse movement in non-signaled DCS
territory, a train authorized by Form D line 2 to
operate in a specified direction must follow one of
the procedures listed below:
1. The train must receive another Form D, line 2.
OR
2. The train must receive verbal permission from
the Dispatcher and must proceed at Restricted
Speed. The Dispatcher must specify the location to
which the train is authorized to reverse. The
Dispatcher must not authorize the train to reverse
beyond the last point by which it was reported clear.
A crew member must be positioned on or in
advance of the leading end (point) of the
movement.
OR
3. The Dispatcher and the addressee(s) must
record all additional information on line 2 of their
Form D.
When an additional line 2 authority is transmitted to
an employee on a train, the receiving employee
must ensure that all addressed employees on the
train receive the additional information and mark
their Form D accordingly. When additional line 2’s
are relayed by employees, the dictating employee
must not transmit the “time” of the addition until the
receiving employee has correctly repeated the
authority.
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3. The movement must be preceded by a crew
member and must proceed at Restricted Speed.
Reverse movement must not go beyond the last
whole mile post or station.
2. Observing the last car number.
3. Observing the telemetry device indication on the
head end to ensure that air pressure indicates
brake pipe continuity, once the head end of the train
is 3 miles beyond the clearing point.
c. Clearing DCS Territory
When a train operating in a specified direction
clears the limits of its line 2 authority, the line 2
authority is fulfilled. When a train leaves the track
specified on its Form D line 2 authority at a handoperated switch and that switch has been restored
to normal position, the movement has cleared. A
new Form D must be issued for any further
movement.
4. Receiving a correct axle count from an
equipment defect detector. This method may be
used only when the axle count from the detector
agrees with the count of a previous detector or with
an actual axle count made by a crew member.
5. Receiving data from an Automatic Equipment
Identification (AEI) reader that correctly identifies
the last car number or marker number of the train.
403. OPERATING IN BOTH DIRECTIONS
406. ABS FAILURE: NON-SIGNALED DCS
SUBSTITUTION
A train authorized by Form D line 2 to operate in
both directions has exclusive occupancy of the
track, and may operate in either direction. The
Dispatcher must not authorize other movements
into the line 2 limits. The line 2 authority remains in
effect until cancelled.
a. Form D line 6 or Bulletin Order
When an ABS failure occurs, non-signaled DCS
rules may be substituted by Bulletin Order or Form
D line 6.
Switches within the designated limits may be left in
reverse position and unattended. Before the Form
D is cancelled, however, the Conductor must
ensure that all switches used by his crew are locked
in normal position.
If a crew is relieved while their Form D line 2 is still
in effect, the crew being relieved must the new crew
of any switches left reversed. If physical contact
cannot be made with the new crew, the Dispatcher
must
be notified of any switches left reversed, and the
new crew must check with the Dispatcher to obtain
this information before proceeding.
All trains and Operators affected must receive a
copy of the Form D line 6 or Bulletin Order.
Interlocking or CP signals governing entrance to or
within the affected track may be displayed to
authorize movements that have received Form D
line 2 authority. Signal indication will govern
movement within interlocking limits or CP only.
b. Rules-in-effect
ABS rules do not apply when non-signaled DCS
rules are substituted for ABS.
c. Highway Grade Crossings
405. REPORTING TO DISPATCHER OR
OPERATOR
The crew of a train must ensure that the Dispatcher
or Operator is promptly notified when their train has:
1. Entered DCS territory, except when entering at
an interlocking, controlled point, or TBS.
OR
2. Cleared the limits of their specified direction line
2 authority, except when clearing at an interlocking
station or TBS, or when verbally relieved from
clearing by the Dispatcher.
Unless otherwise instructed by Bulletin Order or
Form D line 13, trains must stop and provide onground protection at highway grade crossings
equipped with automatic warning devices, unless:
1. The automatic warning device has been
operating at least 20 seconds
OR
2. If equipped with gates, they are in the horizontal
position.
Trains may be reported clear of DCS territory or
intermediate points only after an employee has
determined that the rear car has cleared by one of
the following means:
The leading end of the movement must not exceed
15 MPH over the crossing.
1. Observing the marker.
IHB -16
© 2011 CORA
normal position. Permission must again be obtained
from the Dispatcher or Operator to occupy the main
track.
d. Form D Line 7: Interlocking or Controlled
Point Removed from Service
Interlocking and controlled point signals remain in
service unless otherwise specified by Bulletin Order
or Form D line 7. Before the Dispatcher issues
Form D line 7 or before the Bulletin Order becomes
effective, the Dispatcher must ensure that switch
points at interlockings or controlled points to be
removed from service have been spiked or wedged
for the route to be used. If the route to be used is
diverting, Form D line 1 or Bulletin Order item must
be issued to indicate speed over diverting route.
2. At switch(es) equipped with a bolt lock but not an
electric lock, a crew member must promptly operate
the bolt lock and then wait 5 minutes before
operating switch(es).
3. At switch(es) equipped with an electric lock train
movement may begin as soon as the switch(es)
have been properly lined.
b. Relief from 5 Minute Wait
Interlockings that include a movable bridge or
railroad crossing at grade must not be removed
from service in this manner.
AUTOMATIC BLOCK SIGNAL SYSTEM
Automatic Block Signal (ABS) Rules apply only
where designated by Timetable or Bulletin Order.
Their purpose is to control the movement of trains
in territory where the entrance to each block is
governed by fixed signal, cab signals, or both. ABS
signals convey to trains the occupancy and/or
condition of the track ahead of them. Under normal
conditions train movements are authorized by these
signals.
Where NORAC Rules 251 and 261 are in effect,
NORAC Automatic Block Signal (ABS) System Rule
500 through 509 apply. The 5 minute waiting
period referred to in Rule 500 applies at all
locations where hand-operated switches are not
equipped with electric locks and Rule 251 or 261
are in effect.
500. OCCUPYING OR FOULING A BLOCK
A train must not enter or foul ABS territory without a
proceed indication on a controlled signal or verbal
permission of the Dispatcher (or operator when
authorized by the Dispatcher). When verbal
permission to enter Rule 261 territory, the
permission must include an authorized direction of
movement.
the Dispatcher) may relieve crew members from the
5 minute waiting period. To do so, the dispatcher
must determine that no train is moving or has been
authorized to move in the direction of the switch(es)
from the last TBS, interlocking or controlled point.
When switch(es) have been lined for movement, a
member of the crew must immediately notify the
Dispatcher or Operator. The Dispatcher must not
authorize the movement of a train from the last
TBS, interlocking or controlled point until the
notification has been received.
c. Speed Entering Block Between Signals
A train entering a block between signals must
proceed at Restricted Speed until the entire train
has entered the block and the leading wheels has
passed the next block signal.
500-1. ELECTRIC LOCKED SWITCHES
After obtaining permission, the procedure to
operate an electrically locked switch is as follows:
1.
Unlock switch lock and remove.
2.
When light comes on top of lock operate
hand throw lever to reverse switch (if light does not
come on, wait 7 minutes for light and then try lock.)
3.
After movement through turnout return
switch to original position.
4.
Depress latch and restore padlock.
5.
When on main track move within 50 feet of
switch point to release electric lock and proceed
with steps 1 through 4.
a. Crew Responsibility at Hand-operated Switch
After permission is received to enter a block at a
hand-operated switch, crew members must take the
following action to ensure adequate signal
protection:
1. At switch(es) not equipped with a bolt lock or an
electric lock, a crew member must promptly operate
the switch(es), and then wait 5 minutes before
starting train movement. If a train is seen or heard
approaching on a track to be occupied before 5
minutes has elapsed, switch(es) must be secured in
IHB -17
501. REVERSE MOVE WITHIN THE LIMITS OF
THE SAME BLOCK
A train may make a reverse move, at Restricted
Speed, within the limits of the same block when
preceded by a crew member, who must be
prepared to stop an opposing movement operating
at Restricted Speed.
© 2011 CORA
the Dispatcher) may permit a train to make a
reverse move, at Restricted Speed, within the limits
of the same block. When so authorized, a crew
member must be positioned on or in advance of the
leading end (point) of the movement.
505. CLEARING A BLOCK, SWITCHES
RESTORED TO NORMAL POSITION
a. After Train Clears a Block: Reporting Clear
Before permission is granted, the Dispatcher must
determine that the track to be used is clear of
opposing movements and that the blocking devices
are applied to protect against opposing movements.
When a train clears a block at a hand-operated
switch or crossover, and the switch(es) have been
restores to normal position, it must be reported
clear to the Dispatcher or Operator by the
Conductor, Engineer or member of the crew
authorized by the Conductor or Engineer.
502. REVERSE MOVE BEYOND THE LIMITS OF
THE BLOCK
b. At Hand-Operated Switch Or Crossover:
Permission To Re-Enter Block
a. On Tracks Where Rule 251 is in Effect
When hand-operated switch(es) have been
restored to normal position, even though the train
has not been reported clear of the block, it must not
again enter that block without permission of the
Where Rule 251 is in effect, a train must not make a
reverse movement beyond the limits of the block
without Form D line 2 authority, as prescribed by
non-signaled DCS Rules.
509. “END AUTOMATIC BLOCK” SIGN USED IN
ABS TERRITORY
b. On Tracks Where Rule 261 is in Effect
Where Rule 261 is in effect, a train must not make a
reverse movement beyond the limits of the block
without verbal permission of the Dispatcher (or
Operator when authorized by the Dispatcher).
Verbal permission to re-enter must be given in the
following manner:
In addition to its use in non-ABS territory, an “End
Automatic Block” sign may be used at the end of
ABS territory. In such case, the last automatic
block signal will indicate the condition of the track
only to the “End Automatic Block” sign.
INTERLOCKINGS AND CONTROLLED POINTS
“No. 5306 engine 4129 reverse direction on No. 2
track at MP 5 and proceed west to MP 6.”
604. INTERLOCKING APPLIANCES: LOCKING
If impossible to lock an interlocking appliance, two
actions must be taken:
Movement must operate at Restricted Speed until
governed by a more favorable signal.
1. All control mechanisms must be placed in the
required position and blocking devices applied.
504. DELAY IN A BLOCK
a. Trains Making Stops Other Than Station
Stops
AND
2. All affected appliances must be properly lined,
and spiked or wedged.
If a train that has passed a signal stops for any
reason other than a passenger train making a
station stop, it must proceed at Restricted Speed.
The train may resume the speed authorized by the
last signal received when:
EXCEPTION: If the interlocking appliance is dual
controlled, it must be properly lined and locked
manually.
1. The next signal is seen to display a proceed
indication
AND
2. The track is known to be clear to the next signal.
The Dispatcher or Operator must not give a train
permission to pass a Stop Signal until the two
above requirements are met
610. STOPPED IN AN INTERLOCKING BY
DISPATCHER OR OPERATOR
If the Dispatcher or operator stops a train while it is
moving through an interlocking, the train must not
move in either direction until it has received the
proper signal or permission from the Dispatcher or
Operator.
IHB -18
© 2011 CORA
611. STOPPED LESS THAN ONE ENGINE
LENGTH BEYOND INTERLOCKING SIGNAL
ENGINE SERVICE EMPLOYEES
950. RECEIVING INSTRUCTIONS; GOVERNING
INSTRUCTIONS
If a train stops less than one engine length beyond
an interlocking signal, it must not proceed without
permission from the Dispatcher or Operator.
Engine Service Employees report to and receive
instructions from the Superintendent or other
designated officer. They will be governed by current
mechanical, electrical, and air brake instruction
pertaining to the safety, inspection, preparation and
operation of trains and engines. Engineers must be
qualified on the physical characteristics of the
territory over which they are to operate.
612. REVERSING DIRECTION WITHIN AN
INTERLOCKING
To reverse direction within the limits of an
interlocking, trains must have either:
1. Proper interlocking signal.
950-1. REPORTING REQUIREMENTS
All crews operating on the IHB Railroad with
Foreign Line locomotives with IHB destinations
must, before leaving their train, provide the
following information:
OR
2. Permission of the Dispatcher or Operator. When
permission is given, the route must not be changed
until it is known that the movement has been
completed.
Fuel Readings of all locomotives in consist, and
Status of consist:
1. Is Lead unit equipped to continue as a lead unit
and is all equipment functional,
2. Is Rear Unit equipped to be a lead unit and is
all equipment functional, which direction is Rear
Unit facing,
3. Are any Units tagged non-complying, shut
down, or otherwise defective.
RADIOS, TELEPHONES AND ELECTRONIC
DEVICES
713. RADIO COMMUNICATION CONCERNING
PASSING TRAINS
A Dispatcher or Operator may accept information
regarding the movement of a train from:
Report the above information as follows:
1. The Conductor or Engineer of another train.
Crews terminating Blue Island contact East End
Yardmaster, Blue Island.
OR
2. A track car driver.
Crews terminating Gibson, Calumet City, Calumet
Park, and Gary & Western contact West End
Yardmaster, Gibson.
OR
3. Another qualified employee.
Crews terminating Michigan Avenue and Lakefront
Yards contact Yardmaster at Michigan Avenue.
When necessary to report the passage of a train
prior to fouling or occupying a track, employees
must identify the passing train by engine number
and proper marker display. Dispatchers or
Operators must not give permission for a train to
foul or occupy a track until this information is
received.
957. ACTING AS PILOT
While acting as a Pilot, Engine Service Employees
will operate the engine, unless otherwise instructed.
In the absence of a qualified Conductor they must
perform the duties of Conductor and conform to the
rules relating to that position. They may enlist the
assistance of crew members in any duties relative
to the prompt and safe movement of their trains.
They will promptly report irregularities or failures.
TRAIN SERVICE EMPLOYEES
942. POSITION OF CONDUCTOR AND
TRAINMEN ON FREIGHT TRAINS
When occupying an engine consist of a freight train
or engine movement, the Conductor must ride in
the lead unit. The Trainmen must also ride in the
lead unit, unless instructed by the Conductor to ride
elsewhere.
IHB -19
© 2011 CORA
SIGNAL ASPECTS AND INDICATIONS
277. General Requirements; Qualifying Features
The signal aspects and indications illustrated in Rules 281 through 297d govern the movements of trains and
track cars. Other aspects must not be used unless shown in the CORA Guide with locations, indication, and
name.
Aspects are shown by one or more of the following methods:
1. The color of lights.
2. The flashing of lights.
3. The shape color or lettering of signs.
To indicate number plate
To indicate flashing
Where signals are located on a bracket post to display aspects for two tracks, the right hand signal governs the
track to the right, and the left hand signal governs the track to the left.
Where a track intervenes between the signal and the track governed, a dummy mast, marked by a blue light or
reflector, will be placed to the field side of the signal.
PROTECTION BY STOP SIGNS WHEN AN IN-SERVICE TRACK
IS OBSTRUCTED FOR MAINTENANCE
Placement of Approach, Stop, and Resume Speed Signs
(in reference to NORAC Rules 135 and 278)
IHB -20
© 2011 CORA
INDIANA HARBOR BELT BLOCK AND INTERLOCKING SIGNALS
RULE
ASPECTS
NAME
Timetable
Special
Instruction
INDICATION
CLEAR
Proceed not exceeding Normal Speed
281c
LIMITED
CLEAR
Proceed at Limited Speed until entire train
clears all interlocking or spring switches, then
proceed at Normal Speed.
282
APPROACH
MEDIUM
Proceed approaching next signal at Medium
Speed
IHB
282a
ADVANCE
APPROACH
Proceed prepared to stop at the second
signal. Trains exceeding Limited Speed must
begin reduction to Limited Speed as soon as
engine passes the Advance Approach Signal.
283
MEDIUM
CLEAR
Proceed at Medium Speed until entire train
283a
MEDIUM
APPROACH
MEDIUM
Proceed at Medium Speed until entire train
approach the next signal at Medium Speed.
Trains exceeding Medium Speed must begin
reduction to Medium Speed as soon as the
Medium Approach Medium signal is clearly
visible.
IHB
283b
MEDIUM
ADVANCE
APPROACH
Proceed prepared to stop at second signal,
Medium Speed applies within interlocking
limits and through turnouts.
APPROACH
SLOW
Proceed approaching the next signal at Slow
Speed. Trains exceeding Medium Speed
must begin reduction to Medium Speed as
soon as the engine passes the Approach
Slow signal.
APPROACH
Proceed prepared to stop at the next signal.
Trains exceeding Medium Speed must begin
reduction to Medium Speed as soon as the
engine passes the Approach signal.
281
284
285
←
IHB -21
© 2011 CORA
RULE
ASPECTS
NAME
INDICATION
286
MEDIUM
APPROACH
Trains exceeding Medium Speed must
begin reduction to Medium Speed as soon
as the Medium Approach signal is clearly
visible.
287
SLOW CLEAR
288
SLOW
APPROACH
290
RESTRICTING
291
STOP AND
PROCEED
292
STOP
SIGNAL
293b
APPROACH
CLEAR
Proceed at Slow Speed until entire train
clears interlocking or spring switches, then
Slow Speed applies until entire train clears
all interlocking or spring switches, then
Medium Speed applies.
Proceed at Restricted Speed until the entire
train has cleared all interlocking and spring
switches (if a signal is an interlocking or CP
signal) and the leading wheels have:
or
2. Entered non-signaled DCS Territory.
Stop, then proceed at Restricted Speed
until the entire train has cleared all
interlocking and spring switches (if a signal
is an interlocking or CP signal) and the
leading wheels have:
or
2. Entered non-signaled DCS Territory.
Stop.
Proceed
293c
APPROACH
RESTRICTING
NOTE: Does not convey block or track
information.
Proceed prepared to stop at next signal.
Trains exceeding Medium Speed must
begin reduction to Medium Speed as soon
as the engine passes the Approach
Restricting signal.
NOTE: Does not convey block or track
information
IHB -22
© 2011 CORA
RULE
ASPECTS
NAME
INDICATION
296a
APPROACH
SPEED LIMIT
SIGN
Approach the Speed Limit Sign at a speed not exceeding the
speed posted on the Approach Speed Limit Sign. Where a
sign with two sets of numerals is posted, the higher speed
applies to passenger trains, and the lower speed applies to
freight trains.
296b
SPEED LIMIT
SIGN
Proceed at speed posted on the Approach Speed Limit Sign
until the entire train has passed the Resume Speed Sign.
296c
RESUME
SPEED
SIGN
Resume speed after the entire train has passed the Resume
Speed Sign.
296d
DIVERGING
APPROACH
SPEED LIMIT
SIGN
If routed to the affected track, approach the Speed Limit Sign
not exceeding the speed on the Diverging Approach Speed
Limit Sign.
297
APPROACH
SIGN
Proceed prepared to stop at the Stop Sign. Trains exceeding
Medium Speed must begin reduction to Medium Speed as
soon as the engine passes the Approach Sign.
297a
STOP
SIGN
297d
DIVERGING
APPROACH
SIGN
Stop, unless permission is received as prescribed by Rule
135.
If routed to the affected track, proceed prepared to stop at the
Stop Sign. Trains exceeding Medium Speed must begin
reduction to Medium Speed as soon as the engine passes the
Diverging Approach Sign.
IHB -23
© 2011 CORA
MAP PAGES
GENERAL INSTRUCTIONS
1. The IHB Train Dispatcher controls all Control Points (CP) and Interlockings unless otherwise specified.
2. Track lengths and locations of depicted Mile Posts are approximate.
3. OH Br. is an abbreviation for Overhead Bridge. UG Br. is an abbreviation for under grade bridge.
4. Unless otherwise indicated on the pages below, maximum authorized MPH on all yard and industrial track
shall not exceed 10 MPH.
________________________________________________________________________________________
IHB MAIN LINE
CP IVANHOE TO CP GIBSON
DISPATCHER: IHB EAST
RADIO CHANNEL: 25-25
MAXIMUM SPEED AT/BETWEEN:
CP Ivanhoe ...................................................................
CP Ivanhoe and CP Gibson Single Track ....................
CP Ivanhoe and CP Gibson
Nos. 3 and 4 Tracks ……………...............................
CP Gibson Northeast Wye ...........................................
CP Gibson Northwest Wye ...........................................
No.3 Running Track between CP Gibson &
CP House Restricted Speed not exceeding
No.4 Running Track between Osborn Jct. &
TRACK LENGTHS BETWEEN:
Single Main CP Ivanhoe and CP Gibson ......................
Track 3 CP Ivanhoe and CP Gibson .............................
Track 4 CP Ivanhoe and CP Gibson .............................
MPH
30
40
SIGNAL RULE
261
261
30
15
25
261
15
10
FEET
8,027
8,597
8,597
PASSING TRACK HAND-OPERATED SWITCH ON NO.4 TRACK
NORAC Rule 104.b. applies to this switch.
ENGINE WHISTLE OR HORN SIGNALS
st
161 STREET AND ROUND HOUSE HIGHWAY CROSSINGS
NORAC Rule 19(b): 2 longs, 1 short, & 1 long must be sounded for these crossings.
CREW CHANGES AT CP GIBSON
Westward trains stopping to change crews on No.3 Running Track between CP Gibson and CP House must
stay east of the Round House road crossing while the crew change is made.
ROUND HOUSE
Permission to operate equipment in Round House territory must be obtained from the Round House Foreman.
Maximum speed is Restricted Speed not exceeding 5 MPH.
GIBSON ROUND HOUSE
EAST
CK
E TRA
S
E HOU
STOR
1
2
3
4
6
8
9
10
No. 3 RUNNING TRACK
CP HOUSE
TRK 20
No. 4 RUNNING TRACK
TRK 21
IHB -24
© 2011 CORA
MILLERS INDUSTRIAL TRACK
CSX RR
MP 0
CP
IVANHOE
(CN RR)
EAST
IHB MAINLINE
SINGLE TRACK
CLINE AVE
(OH Br. 0.47)
TRACK No. 3
PASSING TRACK
TRACK No.4
1
22 TRACK
NORTHEAST WYE
KENNEDY AVENUE
(OH Br. 2.03)
YARD
LIMITS
2
TRACK No. 2
TRACK No. 1
MAIN OFFICE
KANKAKEE LINE
CP GIBSON
(MP 2.11)
NORTHWEST WYE
161st STREET
OSBORN
JUNCTION
TRACK No. 2
TRACK No. 1
ROUNDHOUSE
KANKAKEE LINE
RUNNING
TRACK No. 4
RUNNING TRACK No. 3
IHB MAINLINE
SINGLE TRACK
CP
HOUSE
SHELL LEAD
MC CONN RUNNING TRACK
CP 28
(MP 2.88)
( old CP MC CONN.)
3 4
20 22
21 23
IHB -25
© 2011 CORA
IHB MAIN LINE
CP GIBSON TO HOHMAN
CP Gibson and Hohman .........................………………
Hohman …………………………………………………….
Hohman and CP Calumet Park ........................……….
MC Connection Track between CP 28 &
No.3 Running Track between Hohman &
CP Calumet Park Restricted Speed not exceeding
No.4 Running Track between Hohman &
CP Calumet Park Restricted Speed not exceeding
No.3 Track between CP Gibson and Howard Avenue
Nos.3 and 4 Tracks between Hohman and CP Calumet Park
MPH
40
30
30
SIGNAL RULE
261
261
10
20
20
FEET
7,950
7,450
MOVEMENT ON RUNNING TRACKS AND OTHER TRACKS NOT GOVERNED BY ABS OR
INTERLOCKING RULES
No.3 Running between CP Gibson and CP House Controlled by IHB East Dispatcher.
No.4 Running between Osborn Jct. and CP House Controlled by IHB East Dispatcher.
MC Connection Track between CP House and CP 28 controlled by IHB East Dispatcher.
No.3 Runner between CP House and Hohman controlled by Gibson Yardmaster.
Nos. 3 & 4 Running between Hohman and CP Calumet Park controlled by IHB East Dispatcher.
4 Lead between Columbia Ave. and Hohman controlled by Gibson Yardmaster.
Notes:
1. Eastward trains on Nos. 3 and 4 track must contact the Gibson Yardmaster for instructions before passing
Sohl Avenue.
2. Westward trains making through movement, CP House to Hohman through Gibson yard must
contact the Gibson Yardmaster for instructions to proceed past Columbia Avenue.
3. In absence of the Gibson yardmaster, train crews will contact the Michigan Avenue yardmaster on AAR
25 25 for instructions concerning movements within Gibson yard.
IHB -26
© 2011 CORA
RUNNING TRACK No. 3
RUNNING TRACK No. 4
ROUND
HOUSE
LEAD
EAST
SHELL
LEAD
CP HOUSE
MC CONN
RUNNING
TRACK
(old CP ROUND HOUSE LEAD)
INDIANAPOLIS
BOULEVARD
(OH Br. 3.05)
CP 28
(MP 2.88)
( old CP MC CONNECTION)
INDIANAPOLIS
BOULEVARD
4 6 8
5 7 9
3R 1 3
10
2
11
12 15
20
13 16
21
14
22
17
23
18
19
3
(OH Br. 3.05)
IHB MAINLINE
SINGLE TRACK
15
14
10
13
23
22
79
12
6 8 11
No. 3 RUNNER
3
2
1
19
5
17
20
21
18
16
4
YARD OFFICE
4
COLUMBIA
AVENUE
(OH Br. 4.13)
SIGNAL No. 263
CALUMET
AVENUE
5
(OH Br. 4.66)
SOHL AVENUE
(MP 4.94)
HOHMAN
(MP 5.30)
.
W.B
.
N
E.B
RR
S
N
R
SR
HOHMAN AVENUE
(OH Br. 5.30)
CSX RR
TO CP CALUMET PARK
CP
STATELINE
RUNNING TRACK No. 3
INDIANA
ILLINOIS
S TAT E L I N E R OA D
(MP 5.60)
RUNNING TRACK No. 4
IHB -27
© 2011 CORA
IHB MAIN LINE
CP CALUMET PARK TO CP GROVE
CP GROVE TO DOLTON
RADIO CHANNEL: 58-58 VIA DOLTON OPERATOR
CP Calumet Park and Dolton No. 1 and No. 2 Tracks
MPH
30
Tracks No. 1 and No. 2 CP Calumet Park and Paxton Avenue
Tracks No. 1 and No. 2 Paxton Avenue. and Cottage Grove
Tracks No. 1 and No. 2 Cottage Grove and Lincoln Avenue
SIGNAL RULE
261
FEET
4,370
7,900
3,190
PAXTON AVENUE
Westward trains in excess of 8,246 feet receiving an approach indication on Signal 81W or 82W, must contact
IHB East Dispatcher for instructions before proceeding beyond Paxton Avenue. Eastward trains in excess of
5,095 feet receiving an approach indication on Signal 81E or 82E must contact IHB East Dispatcher for
instructions before proceeding beyond Paxton Avenue. Trains must not block Paxton Avenue.
INDIANA AVENUE HIGHWAY GRADE CROSSING
NORAC Rule 19(b): 2 longs, 1 short, & 1 long must be sounded for this crossing.
IHB -28
© 2011 CORA
RA
CK
GL
ET
SIN
CSX
EAST
CP CALUMET PARK
MP 6.96
7
TORRENCE AVENUE
(OH Br. 7.59)
8
PAXTON AVENUE
MP 8.12
SIGNAL 81W
SIGNAL 82W
}
{
SIGNAL 81E
SIGNAL 82E
BISHOP FORD
EXPRESSWAY
(OH Br. 8.62)
COTTAGE GROVE AVENUE
9
CSX
MP 9.69
CP GROVE
MP 9.84
10
No. 1 TRACK
No. 2 TRACK
LINCOLN AVENUE
MP 10.3
UP RR
CSX RR
DOLTON
MP 10.43
NS
RR
SWITCH INDICATOR
INDIANA AVENUE
MP 10.69
IHB -29
© 2011 CORA
IHB MAIN LINE
DOLTON TO SCHOOL STREET
RADIO CHANNEL: 58-58 VIA DOLTON OPERATOR
Dolton ………………………………………………………
Dolton and School Street No. 1 and No. 2 Tracks ……
MPH
15
15
SIGNAL RULE
261
INDIANA AVENUE HIGHWAY GRADE CROSSING
5 LEAD SWITCH TO UP CONNECTION
Switch machine controlled by Dolton Operator connecting No. 5 Lead to UP Connection at Dolton, east of
Indiana Avenue is a dual control switch machine. Switch may be operated by hand when authorized by Operator
at Dolton.
INDIANA AVENUE CROSSOVERS
Crossover switches connecting 5 Lead with IHB Main Line No. 1 track and No. 2 track may be left in the position
last used when directed by the Dolton Operator as authorized by the IHB East Dispatcher. Lite engine
movements must restore crossovers to normal position after use.
RADIO CONTROLLED YARD SWITCHES
Switches can be operated by radio when tuned to AAR Channel 58-58 by pushing the code number on the
DTMF key pad as listed below. Switches respond by radio, identifying switch and stating which track the switch
is lined to. Switches also respond by radio when they fail to operate properly.
Switch can also be operated by pushbutton located at the switch machine and, in case of total power failure, by
hand operated hydraulic pump. Switches are locked out by a track circuit to prevent operation of switches when
occupied by train. Insulated joints defining the limits of this track circuit are designated with yellow paint.
Connecting and
Code
Name
5 Lead 9 Lead..............#61
9 Lead CN....................#63........Highlawn
CONTROLLED SIGNAL SCHOOL STREET
Controlled Signals at School Street are controlled by the Operator at Dolton Interlocking.
CALLING SIGNALS OVER THE RADIO AT SCHOOL STREET
A crew member on all trains governed by signal indication at School Street will communicate by radio the name
of the signal affecting their movement as soon as the signal becomes clearly visible.
Example: “IHB NA3, School Street, track 1 east, Slow Approach, out”.
SCHOOL STREET
All westward trains instructed to call the East Yard yardmaster at Blue Island must not pass the controlled signal
at School Street without first contacting the East Yard yardmaster for instructions.
The Operator at Dolton, when instructing westward trains to call at School Street must specify the employee that
the train crew must contact.
All eastward trains approaching School Street on No. 2 Blue Island Industrial Track or from Blue Island Yard
must contact the Operator at Dolton for instructions before fouling the hand operated switch connecting No. 2
Blue Island Industrial Track to yard lead to No.2 West Yard.
CLOSE CLEARANCE
School Street and CN overhead bridges-All Tracks
All employees are prohibited from riding on the side of moving equipment in the vicinity of School Street and CN
overhead bridges between MP 11.3 and 11.5.
North Yard Tracks 7, 8, and 9
All employees are prohibited from riding on the side of moving equipment in the North Yard on tracks 7, 8, and 9
between Halstead Street and Stewart Avenue.
IHB -30
© 2011 CORA
EAST
LINCOLN AVENUE
MP 10.31
UP RR
X
CS
RR
DOLTON
MP 10.43
RR
NS
TRACK No. 1
INDIANA AVENUE
MP 10.69
TRACK No. 2
5 LEAD
11
9 LEAD
SCHOOL ST
CONTROLLED SIGNALS
CN RR (OH Br. 11.16)
SCHOOL STREET
(OH Br. 11.32)
BLUE ISLAND
INDUSTRIAL TRACK No. 1
BLUE ISLAND
INDUSTRIAL TRACK No. 2
STEWART AVENUE
WEEKS LUMBER
SWITCHING
LEAD
11 9 7 3 5 1
3
2 4
9 2
12 10 8
[ North Yd. ][ Leads ] [Hales]
IHB -31
© 2011 CORA
BLUE ISLAND INDUSTRIAL TRACKS – SCHOOL STREET TO CP HARVEY
SCHOOL STREET TO ASHLAND AVENUE
VIA DOLTON OPERATOR
ASHLAND AVENUE TO CP HARVEY
DISPATCHER: IHB WEST RADIO CHANNEL: 58-58
School Street and CP Harvey
Restricted Speed not exceeding
Old Blue Island Round House – Wying 6 axel engines
Seeley Avenue
MPH
SIGNAL RULE
20
2
15
NONE
No. 1 Industrial Track School Street and River Bridge
No. 2 Industrial Track School Street and River Bridge
FEET
8,838
8,731
BLUE ISLAND INDUSTRIAL TRACKS - PERMISSION TO OCCUPY
Permission to occupy No. 1 and No. 2 Blue Island Industrial Tracks is granted by either signal indication or
verbal permission of the appropriate Train Dispatcher:
Between School Street and Ashland Avenue …….…….. IHB East Dispatcher
Between Ashland Avenue and CP Harvey .......................IHB West Dispatcher
Signal indication at CP Harvey will be the authority for eastward movements to proceed toward School Street.
Crews must report clear when instructed by the Dispatcher. NORAC Rule 98 is in effect on these tracks except
as modified below between Ashland Avenue and CP Harvey.
Trains or engines moving on Blue Island Industrial Tracks No.1 or No.2 entering Old Engine House or West
Yard at Blue Island, must report in clear of Industrial Track to IHB Train Dispatcher.
Ashland Avenue to CP Harvey
Unnumbered signals at Ashland Avenue, MP12.9, on Blue Island Industrial Tracks No.1 and No.2, in service for
westward movements. All westward movements receiving an indication other than clear must contact the IHB
West Dispatcher before passing the signal at Ashland Avenue. Permission to pass a Stop Signal at Ashland
Avenue will be given by the IHB West Dispatcher. A clear signal indicates permission to proceed to CP Harvey
at Restricted Speed not exceeding 20 MPH.
Between Ashland Avenue signal at MP12.9 and CP Harvey, all movements must operate at Restricted Speed
not exceeding 20 MPH, and are governed by NORAC Rule 98.
BLUE ISLAND YARD
5 and 9 Leads
Westward trains or engines must obtain permission from the Blue Island East Yardmaster to enter No. 5 and
No. 9 leads at Dolton for movement to Blue Island yard or to the CN Railroad.
Eastward trains or engines must obtain permission from the Blue Island East Yardmaster to enter No. 5 or No. 9
leads for movement east of Stewart Avenue.
CLOSE CLEARANCE - North Yard Tracks 7, 8, and 9
All employees are prohibited from riding on the side of moving equipment in the North Yard on tracks 7, 8, and 9
between Halstead Street and Stewart Avenue.
BLUE ISLAND HUMP OPERATIONS DOWN – POSITION OF DERAILS AND SWITCHES
Whenever hump operations are shut down, derails with M of W banners and switches will be secured at the
following locations:
Switch/Derail Location:
40 Lead / Ice House
North Lead / North Pocket
Hump Crest
Derail On:
40 Lead
North Pocket
Hump Crest
Switch lined Toward:
Ice House
North Lead
IHB -32
© 2011 CORA
EAST YD. LEADS
#1 (1-9)
#2 (10-15)
#3 (16-21)
#4 (22-27)
#5 (28-33)
#6 (34-43)
HALSTEAD STREET
(OH Br. 11.95)
EAST
12
ASHLAND AVENUE
(UG Br. 12.93)
I – 57
(OH Br. 12.98)
IHB -33
© 2011 CORA
IHB MAIN LINE
CP HARVEY TO B.I. JCT.
DISPATCHER: IHB WEST
CP Harvey and B.I. Jct. No. 1 and No. 2 Tracks
Seeley Avenue MP 13.69 leading end of movement
No. 1 and No. 2 Tracks
MPH
25
SIGNAL RULE
261
15
No.3 Track between CP Gibson and Howard Avenue
Nos.3 and 4 Tracks between Hohman and CP Calumet Park
FEET
7,950
7,450
WESTERN AVENUE HIGHWAY GRADE CROSSING
BLUE ISLAND YARD – HUMP LEAD RADIO CONTROLLED SWITCHES
Hump Lead switches 13, 15, and 17 are controlled by pushing the # key and the switch number on the radio
keypad on IHB Hump Radio Channel 97-97. Switch will respond by radio indicating the track it is lined for. If
the switch fails to operate, it will respond by radio indicating a switch failure. In event of a switch failure, switch
can be hand operated by hydraulic pump handle secured to pump housing. Follow instruction posted on pump
housing. Limits of track circuits governing movement over the switch are indicated by Yellow Paint on the
insulated joints and the ties adjacent to the insulated joints.
Switch Number
Connecting
With
No. 13…………………………North Hump Lead ………………..North Hump Lead or Crossover to No. 2 Track
No. 15…………………………Spud House Lead………………..North Hump Lead or Middle/South Hump Lead
No. 17…………………………Middle/South Hump Lead……….South Hump Lead or Middle Hump Lead
BLUE ISLAND OLD YARD
Two manually operated derails on the west end of Blue Island Old Yard on Nos. 2 and 3 Tracks must be
secured in derailing position when not in use.
IHB -34
© 2011 CORA
EAST
ASHLAND
AVENUE
(SIGNAL)
LITTLE
CALUMET
RIVER
ASHLAND
AVENUE
(UG Br. 12.93)
I-57
(OH Br. 12.98)
13
NORTH HUMP LEAD
MIDDLE HUMP LEAD
SOUTH HUMP LEAD
THORNTON
ROAD
MP 13.12
13
15
17
SEELY AVENUE
MP 13.50
B&OCT (CSX)
CP HARVEY
MP 13.56
No. 1
TRACK
No. 2
TRACK
METRA
(OH Br. 14.77)
BROADWAY ST.
B&OCT
(CSX)
1 2 3
SPUDHOUSE
LEAD
WESTERN AVENUE
MP 13.93
14
139th STREET
(OH Br. 14.23)
SPUDHOUSE
CURVE
CN
OLD BLUE
ISLAND YARD
15
CAL-SAG
CANAL
IHB -35
© 2011 CORA
IHB MAIN LINE
B I JCT. TO CP FRANCISCO
At B I Jct. …………………………………………………..
BI Jct. & CP Francisco No. 1 and No. 2 Tracks ……..
MPH
30
40
SIGNAL RULE
261
SPEEDS AT CP FRANCISCO AND ON OTHER THAN MAIN TRACK
On tracks other than main track at CP Francisco, movements must not exceed 10 MPH.
Movements on the Industrial Track must not exceed 10 MPH.
Movements between the CN RR and METRA New Rock Subdivision and the IHB RR must not exceed 10 MPH
on the IHB RR until such movements fully occupy IHB Main Line No. 1 or No. 2 Track.
Western Avenue and Broadway
FEET
4,470
BROADWAY HIGHWAY GRADE CROSSING
The highway crossing warding devices are manually operated by an attendant at that location.
MAXIMUM TRAIN LENGTH BETWEEN
B I Junction and CP Argo..................................................9,000'
CP Argo and CP 341....................................................7,900'
CP 341 and Tower B-12……........................................9,000'
BI JCT INTERLOCKING AND CP FRANCISCO
Controlled by Canadian National operator headquartered at BI Jct. tower.
IHB -36
© 2011 CORA
No. 1 TRACK
CN BLUE
ISLAND YARD
No. 2 TRACK
EAST
CSX
SPUD
HOUSE
LEAD
METRA
(OH Br. 14.77)
CN MAIN 1
CN MAIN 2
(ELSDON SUB)
BROADWAY
MP 14.91
TRACK 8
TRACK 9
B I JUNCTION
MP 15.10
15
CAL-SAG CANAL
(UG Br. 15.07)
BEGIN
No. 3 TRACK
CP FRANCISCO
MP 15.41
B I JCT.
TOWER
INDUSTRY TRACK
FRANCISCO AVENUE
No. 3 TRACK
(UG Br. 15.34)
No. 2 TRACK
No. 1 TRACK
IHB -37
© 2011 CORA
IHB MAIN LINE
CP FRANCISCO TO MP 19
Between CP Francisco and CP 173
No. 1 No. 2 and No. 3 Tracks …………………………...
Between CP 173 and MP 26.8 (BRC Underpass) No.
1 and No. 2 Tracks
MPH
SIGNAL RULE
40
261
40
261
FEET
Industrial Track CP Francisco and Wireton
3,681
IHB -38
© 2011 CORA
CP FRANCISCO
MP 15.41
No. 1 TRACK
EAST
KEDZIE AVENUE
No. 2 TRACK
(OH Br. 15.83)
No. 3 TRACK
16
STERLING LUMBER
INDUSTRY
LEAD TRACK
WIRETON
MP 16.22
127th STREET
(UG Br. 16.34)
17
CRAWFORD AVENUE
(OH Br. 17.01)
No. 1 TRACK
No. 2 TRACK
CP 173
1
123rd STREET
MP 17.29
(old CP 123rd STREET)
MP 17.25
2
No. 3 TRACK
3
TRACK DESIGNATIONS CHANGE AT
EASTWARD HOME SIGNALS
1
2
KOSTNER AVENUE
MP 17.61
18
No. 1 TRACK
No. 2 TRACK
CICERO AVENUE
(OH Br. 18.31)
115th STREET
MP 18.75
SIGN
AL 1
19
SIGN
AL 1
96-1
ALSIP LEAD
97-1
SIGN
AL 1
9
6-2
SIGN
AL 1
97-2
IHB -39
© 2011 CORA
IHB MAIN LINE
MP 19 TO 95TH STREET
CP 173 and MP 26.8 No. 1 and No. 2 Tracks
MPH
40
East Pass between Central Ave. and CP Ridge
SIGNAL RULE
261
FEET
4,824
EAST PASS
Eastward Trains entering the East Pass at CP Ridge must pull down to the clearance point at the east end of
the East Pass.
IHB -40
© 2011 CORA
No. 1 TRACK
115th STREET
No. 2 TRACK
MP 18.75
EAST
19
ALSIP LEAD
SIGNAL
196-1
SIGNAL 196-2
SIGNAL
197-1
SIGNAL 197-2
111th STREET
(UG Br. 19.40)
CENTRAL AVENUE
20
MP 19.90
EAST PASS
21
CP RIDGE
(NS/METRA)
MP 21.06
RIDGELAND AVENUE
MP 21.18
SOUTHWEST HIGHWAY
(OH Br. 21.34)
RESOURCE
MANAGEMENT
22
HARLEM AVENUE
(OH Br. 22.40)
95th STREET
(UG Br. 22.62)
IHB -41
© 2011 CORA
IHB MAIN LINE
95TH STREET TO CP ARGO
Between CP 173 and MP 26.8
No. 1 and No. 2 Tracks…………………………………...
Controlled Siding Track…………..........…………………
MP 26.8 and CP 309 No. 1 and No. 2 Tracks….
MPH
SIGNAL RULE
40
30
25
261
261
261
B&O Siding 82nd Street and 71st Street
B&O Extension 71st Street and CP Argo
West Pass 71st Street and CP Argo
FEET
6,260
4,356
1,800
CONTROLLED SIDING
All trains held on the Controlled Siding must pull down to either CP 238 Street or CP 258. All crews must avoid
nd
th
parking trains on the Controlled Siding between 82 Street and 84 Street.
B I Junction and CP Argo.............................................................................9,000'
CP Argo and CP 341...................................................................................... 7,900'
CP 341 and Tower B-12………...................................................................... 9,000'
IHB -42
© 2011 CORA
EAST
95th STREET
(UG Br. 22.62)
23
No. 1 TRACK
No. 2 TRACK
CP 238
87th STREET
(old CP 87th STREET)
MP 23.78
(OH Br. 23.77)
82nd STREET
24
CONTROLLED
SIDING
79th STREET
(OH Br. 24.76)
25
B&O SIDING
71st STREET
MP 25.77
CP 258
26
(old CP 71st STREET)
MP 25.79
SOUTH BLUE ISLAND LEAD
NORTH BLUE ISLAND LEAD
TO BRC
CLEARING YARD
NORTH
PROVISO
LEAD
SOUTH
PROVISO
LEAD
ARCHER AVENUE
(UG Br. 26.79)
CP ARGO
MP 26.84
ARGO YARD
OFFICE
IHB -43
© 2011 CORA
IHB MAIN LINE
CP ARGO TO CP MCCOOK
MP 26.8 and CP 309 No. 1 and No. 2 Tracks…..
Argo Industrial Track Restricted Speed not exceeding..
CP Canal Northwest Wye Track…………………………
MPH
25
10
10
SIGNAL RULE
261
ARGO INDUSTRIAL TRACK
Crews operating on the BRC RR must obtain verbal permission to occupy the Argo Industrial Track from the IHB
West Dispatcher before passing Narragansette.
Harlem Avenue is a Quiet Crossing.
Harlem Avenue is a City of Chicago critical route for emergency services. When trains stop on or anticipate
obstructing Harlem Avenue crossing for more than ten (10) minutes, the crew must notify the IHB West
Dispatcher for notification to the City of Chicago. Crews must then notify the Dispatcher when the train is clear
of the crossing.
Argo Industrial Track – Radio Controlled Switches
Radio controlled switch machine is in service at the Inbound / Outbound switch 420 feet west of Harlem Avenue.
The switch is radio controlled by entering the Code #04 on the keypad of a radio using the IHB West
Dispatcher’s channel 58-58. The radio will respond with one of three messages after the switch has completed
its movement:
1. “Switch 4 lined for the Inbound.”
2. “Switch 4 lined for the Outbound.”
3. “Switch 4 failed. Check lineup.”
If the switch fails to operate, it must be manually operated by using the hand pump assembly. An electronic
track circuit locks the switch when occupied. The ties at the limits of this circuit are marked with yellow paint.
BNSF CONNECTION
STATIONS
Direction from CP McCook is Westward
CP McCook
Distance from McCook
CP 134
Controlled by BNSF Chillicothe East Dispatcher
CP Harbor
Controlled by BNSF Chillicothe East Dispatcher
580 feet
8,792 feet
Note:
1. IHB Runner Track is controlled by the BNSF Chillicothe East Dispatcher. GCOR Rules and BNSF CORA Guide
instructions govern.
2. BNSF Conn. Track is controlled by the IHB West Dispatcher and NORAC Rules govern.
3. The BNSF Conn. Track lies to the north of the IHB Runner Track.
RULES IN EFFECT
Between
BNSF Conn. Track
IHB Runner Track
CP McCook & CP 134
261
CP McCook & CP Harbor
GCOR and BNSF CORA Instructions
MAXIMUM SPEEDS – MPH
Between
BNSF Conn. Track
IHB Runner Track
CP McCook & CP 134
25
CP McCook & CP Harbor
BNSF Section CORA Guide
IHB -44
© 2011 CORA
EAST
CP ARGO
MP 26.84
ARCHER AVENUE
(UG Br. 26.79)
INBOUND
ARGO
INDUSTRIAL
TRACK
27
OLD
YARD
OUTBOUND
NEW
YARD
DERAILS
SPLIT RAIL DERAIL
CN RR
CP CANAL
NORTHWEST
WYE TRACK
MP 27.4
CHICAGO SANITARY
& SHIP CANAL BRIDGE
(CONTROLLED BY
IHB WEST DISPATCHER)
(UG Br. 27.56)
PRIVATE ROAD
No. 1 TRACK
No. 2 TRACK
I-55
(OH Br. 27.76)
DES PLAINES RIVER
(UG Br. 27.76)
PRIVATE ROAD
IHB RUNNER TRACK
CP McCOOK
MP 28.17
(CONTROLLED BY
IHB WEST
DISPATCHER)
BNSF RR
BNSF CONN. TRACK
28
TO BNSF WILLOW SPRINGS
McCOOK INDUSTRY TRACK
IHB -45
© 2011 CORA
IHB MAIN LINE
CP MCCOOK TO CP 309
MP 26.8 and CP 309 No. 1 and No. 2 Tracks…
MP 29.8 and CP 309 No. 3 Track ………………
McCook Industry Track Restricted Speed not
exceeding……….
CP Canal Northwest Wye Track………………………
MPH
25
20
McCook Industry Track CP McCook and Superior
SIGNAL RULE
261
261
20
10
FEET
12,457
Rule 98 in effect on the McCook Industry Track between CP McCook and the “Begin ABS” Sign at MP 29.8.
WESTWARD MOVEMENTS AT SUPERIOR
Westward movements must obtain permission to pass Stop Signals at Superior from the IHB West Dispatcher.
B I Jct. and CP Argo.............................................................................................. 9,000'
CP Argo and CP 341......................................................................................... 7,900'
CP 341 and Tower B-12……….........................................................................
9,000'
IHB -46
© 2011 CORA
EAST
JOLIET ROAD
29
(OH Br. 28.53)
No. 2 TRACK
No. 1 TRACK
SIGNAL 2976
SIGNAL 2974
SIGNAL 2972
EMD LAGRANGE
BEGIN/END
BEGIN/END No. 3 TRACK
EAST AVENUE MP 29.87
SUPERIOR
MP 29.8
No. 3 TRACK
47th STREET MP 29.91
30
No. 1 TRACK
COSSITT AVENUE MP 30.45
No. 2 TRACK
LINCOLN AVENUE MP 30.57
A
BNSF RAILROAD
(OH Br. 30.79)
CP 309
(old CP LaGRANGE)
MP 30.91
SHAWMUT AVENUE MP 30.92
LEFT HAND
DWARF
SIGNALS
No. 3 TRACK
LaGRANGE
YARD
31
IHB -47
© 2011 CORA
IHB MAIN LINE
CP 309 TO CP 359
CP 309 and CP 359 No. 1 and No. 2 Tracks ……..…..
CP 309 and CP 359 No. 3 ………………………………..
CP 328 and CP 349 Controlled Siding ………..
West Pass: CP 309 and Harding Ave
Tracks No. 1 and No. 2: CP 309 and Harding Ave
Controlled Siding: CP 328 and CP 349
No. 3 Track: 31st Street and CP 341
No. 3 Track: CP 341 and CP 359
MPH
30
20
10
SIGNAL RULE
261
261
261
FEET
3,885
2,000
10,915
7,850
7,676
NOTE: Eastward trains receiving an approach indication to or required to be held at CP 309 must pull one car
length past Salt Creek bridge and wait for indication greater than a stop signal at CP 309.
CONTROLLED SIDING BETWEEN CP 328 AND CP 341
Trains handling equipment with maximum height in excess of 19' 0" above top of rail, must not operate via
Controlled Siding between CP 328 (MP 32.9) and CP 341 (MP 33.9).
CP 359 – ALL TRAINS OPERATING TO UP RR AND UP PROVISO
Crews operating trains to UP RR at CP 359 via CP 309 will contact the UP Proviso Terminal Coordinator after
stopping and prior to being relieved between CP 309 and CP 359 and advise the following:
1. Status of locomotive consists – fuel levels and defects
2. Location of Air Brake Test Record
3. Need for locomotive cab supplies
ST. CHARLES ROAD BRIDGE MP 35.3 – SIDE CLEARANCE
Crews are prohibited from riding the side of cars while operating on No. 1 and No. 2 Tracks through St. Charles
Road Bridge at MP 35.3.
MAXIMUM TRAIN LENGTH BETWEEN:
B I Junction and CP Argo........................................................................................................ 9,000'
CP Argo and CP 341.......................................................................................................... 7,900'
CP 341 and Tower B-12……….......................................................................................... 9,000'
IHB -48
© 2011 CORA
EAST
CP 309
(old CP LaGRANGE)
MP 30.91
31
HARDING AVENUE
31ST STREET
MP 31.97
MP 31.47
No. 1 TRACK
No. 2 TRACK
No. 3 TRACK
32
SALT CREEK (UG Br. 32.74)
CP 328
(old CP 22 ND ST.)
MP 32.81
PERLOW
STEEL SWITCH
SIGNAL 3294
SIGNAL 3292
SIGNAL 3295
SIGNAL 3293
22ND STREET
(OH Br. 32.98)
33
CONTROLLED SIDING
CN RAILROAD
ADDISON CREEK (UG Br. 33.75)
(OH Br. 33.77)
A
CP 341
ROOSEVELT
ROAD
(old CP BROADVIEW)
MP 34.07
34
(OH Br. 33.99)
CONTROLLED SIDING
I-290
(UG Br. 34.99)
CP 349
(old CP MADISON)
MP 34.92
SIGNAL 3493W
No. 1 TRACK
No. 2 TRACK
No. 3 TRACK
SIGNAL 3494E
SIGNAL 3492E
SIGNAL 3495W
MADISON STREET
(UG Br. 34.99)
35
WASHINGTON
BOULEVARD
(UG Br. 35.26)
ST. CHARLES
BOULEVARD
(UG Br. 35.63)
CP 359
(old CP HILL)
MP 35.89
PROVISO JUNCTION
IHB -49
© 2011 CORA
IHB MAIN LINE
CP 359 TO CP 369
CP 359 and CP 369 No. 1 and No. 2 Tracks
MPH
30
Northwest Lead Lake Street and 25th Avenue
Middle Lead Lake Street and 25th Avenue
SIGNAL RULE
261
FEET
4,220
4,750
ELECTRIC LOCK SWITCH MP 36.3
Eastward trains on No. 2 Main Track desiring to use this crossover will receive immediate access by occupying
the track immediately in front of the switch points. Westward trains operating on the Middle Lead, desiring to
enter No. 2 Main Track will receive immediate access if no signals are lined on No. 2 Main Track Eastward from
CP 369 or westward from CP 359. If signals are lined eastward from CP 369 or westward from CP 359, a seven
(7) minute release time must be run before operating the electric lock. (See Electrically Locked Switches
instructions on page IHB-5.) The electric lock switch located at M.P. 36.3 must be operated before operating
the middle lead switch and occupying the turnout. If the Middle lead switch is operated and the turnout
occupied, a seven (7) minutes release time must be run before the electric lock will release.
SIDE CLEARANCE – CP HILL
Employees are prohibited from riding the side of equipment while operating on all tracks through the bridge over
the Union Pacific RR tracks at CP-Hill.
IHB -50
© 2011 CORA
EAST
ST. CHARLES ROAD
No. 1
TRACK
(UG Br. 35.63)
No. 2
TRACK
CP 359
PROVO CONNECTION
TRACK
(old CP HILL)
MP 35.89
36
UNION PACIFIC RR
SOUTH MELROSE TRACK
NORTH MELROSE TRACK
LAKE STREET WYE
TO PROVISO
YARD
LAKE STREET
(UG Br. 36.22)
LAKE STREET
CROSSOVER MP 36.39
NORTHWEST LEAD
37
CP 369
(old CP ROSE)
MP 36.93
MIDDLE LEAD
BACK LEAD
IHB -51
© 2011 CORA
IHB MAIN LINE
CP 369 TO TOWER B-12
CP 369 and Tower B-12 No. 1 and No. 2 Tracks
MPH
25
SIGNAL RULE
261
MAXIMUM TRAIN LENGTH BETWEEN:
Blue Island Junction and CP Argo.......................................................................................... 9,000'
CP Argo and CP 341....................................................................................................
7,900'
CP 341 and Tower B-12………....................................................................................
9,000'
JOE LOWE LEAD SWITCH
Westward trains receiving a Stop indication at CP Norpaul on No. 1 Track will stop clear of the switch leading to
the Joe Lowe Lead unless otherwise instructed by the train dispatcher.
IHB -52
© 2011 CORA
No. 1 TRACK
No. 2 TRACK
CP 369
(old CP ROSE)
MP 36.93
EAST
37
NORTH AVENUE
BACK LEAD
MIDDLE LEAD
(UG Br. 37.05)
SIGNAL 3774
NORTH WEST
LEAD
SIGNAL 3771
SIGNAL 3773
SIGNAL
3772
JOE
LOWE
LEAD
25th AVENUE
(OH Br. 37.40)
NORPAUL YARD
38
NORPAUL
YARD OFFICE
FULLERTON AVENUE
CP 384
(old CP NORPAUL)
MP 38.44
C
N
M
A
I
N
No. 1
No. 2
GRAND AVENUE (UG Br. 38.75)
SIGNAL 386
SIGNAL 385
CHESTNUT AVENUE MP 38.92
CP PARK
MP 38.90
39
CP RAIL
TOWER
B-12
YARD LEAD
EDGINGTON STREET
IHB -53
CP 3
CP 2
CP 1
© 2011 CORA
KANKAKEE LINE
CP 502 TO CALUMET
Wye Tracks to NS
CP 502 and CP 100 No. 1 and No. 2 Tracks
CP 100 and CP Gibson No. 1 and No. 2 Tracks
MPH
10
25
25
SIGNAL RULE
261
251
CURRENT OF TRAFFIC
Between CP100 and CP Gibson Current of traffic is as follows:
No. 1 Main Track Westward
No. 2 Main Track Eastward
CP 502
CP 502 is controlled by the NS Chicago West Train Dispatcher.
YARD LIMITS
Yard Limit applies between CP502 and CP Gibson on No. 1 and No. 2 tracks. Yard Limit signs will identify yard
limits. NORAC Rule 93 applies.
IHB East Dispatcher authorizes movements on Main Track between CP502 and CP Gibson. Movements
Against The Current Of Traffic between CP 100 and CP Gibson will be authorized by signal indication or
verbal permission of the Dispatcher or Operator at Calumet when authorized by the Dispatcher.
CALUMET
Operator monitors Radio Channel AAR 25.
IHB -54
© 2011 CORA
EAST
LAKE FRONT YARD
CN RR
1
2
1
3
2
4
NS RR
TO CHICAGO
TO BURNS HARBOR
CP 502
KANKAKEE
LINE
Y
LIMARD
ITS
CP 100
CAST ARMOR
YARD
DIC
KE
Y
RO
AD
3 LEAD
4 LEAD
1
MICHIGAN
AVENUE
SIGNAL
26212
YARD OFFICE
Blue
Disc
SIGNAL
26211
00
MICHIGAN
AVENUE
YARD
2 4 6 8
1
3 5 7 9
17 19 21 23
18 20
25
24
11 13 15
10 12 14 16
No. 1 WESTWARD
MAIN
COLUMBUS DRIVE
(OVERHEAD)
No. 2 EASTWARD
MAIN
CN RR
CALUMET
22
2
CSXT
CALUMET TOWER
IHB -55
© 2011 CORA
KANKAKEE LINE
CALUMET TO CP GIBSON
CP100 and CP Gibson No. 1 and No. 2 Tracks
MPH
25
SIGNAL RULE
251
CURRENT OF TRAFFIC
Between CP100 and CP Gibson
Current of traffic is as follows:
No. 1 Main Track Westward
No. 2 Main Track Eastward
YARD LIMITS
Yard Limits applies between CP502 and CP Gibson on No. 1 and No. 2 tracks. Yard Limit signs will identify yard
limits. NORAC Rule 93 applies.
IHB East Dispatcher authorizes movements on Main Track between CP502 and CP Gibson. Movements
Against The Current Of Traffic between CP 100 and CP Gibson will be authorized by signal indication or
verbal permission of the Dispatcher or Operators at Hick, Calumet, or Grasselli when authorized by the
Dispatcher.
IHB -56
© 2011 CORA
EAST
CALUMET
KENNEDY AVENUE
CSXT RR
2
CALUMET TOWER
CHICAGO AVENUE
148th STREET
CN RR
HUIS
H DR
.
149th STREET
151st
STREET
No. 1 MAIN
WESTWARD
CP GRASSELLI
No. 2 MAIN
EASTWARD
3
GRAND CALUMET RIVER
INDIANA TOLL ROAD
(I-90)
CSS&SB
(BOTH OVERHEAD)
YARD
LIMITS
SHELL LEAD
KANKAKEE LINE
KENNEDY AVENUE
CP GIBSON
IHB -57
© 2011 CORA
KANKAKEE LINE
CP GIBSON TO OSBORN
CP Gibson and Osborn No. 1 and No. 2 Tracks
No.3 Running Track between CP Gibson &
No.4 Running Track between Osborn Jct. &
MPH
25
SIGNAL RULE
261
15
10
CREW CHANGES AT CP GIBSON
Westward trains stopping to change crews on No.3 Running Track between CP Gibson and CP House must
stay east of the Round House road crossing while the crew change is made.
st
161 STREET AND ROUND HOUSE HIGHWAY CROSSINGS
NORAC Rule 19(b): 2 longs, 1 short, & 1 long must be sounded for these crossings.
ROUND HOUSE
Permission to operate equipment in Round House territory must be obtained from the Round House Foreman.
Maximum speed is Restricted Speed not exceeding 5 MPH.
GIBSON ROUND HOUSE
EAST
RACK
USE T
O
EH
STOR
1
2
3
4
6
8
9
10
No. 3 RUNNING TRACK
CP HOUSE
TRK 20
No. 4 RUNNING TRACK
TRK 21
IHB -58
© 2011 CORA
TRACK No. 2
TRACK No. 1
EAST
YARD
LIMITS
KANKAKEE LINE
CP 28
(MP 2.88)
CP GIBSON
( old CP MC CONN.)
NORTHEAST WYE
(MP 2.11)
IHB MAIN LINE
SINGLE TRACK
MC CONN
RUNNING
TRACK
NORTHWEST WYE
TRACK No 3
TRACK No.4
3
4
CP
HOUSE
ROUNDHOUSE
22
MAIN
OFFICE
23
RUNNING
RUNNING TRACK No.3
TRACK No. 4
KENNEDY AVENUE
(OH Br. 2.03)
21
20
IHB MAIN LINE
SINGLE TRACK
4
161st STREET
OSBORN
JUNCTION
165th STREET.
No. 1 MAIN
No. 2 MAIN
OSBORN
OSBORN AVENUE
(IHB EAST DISPATCHER)
KENNEDY AVENUE
NS
No. 2
No. 1
MAIN
MAIN
169th STREET
(OVERHEAD)
KANKAKEE LINE
IHB -59
© 2011 CORA
IHB -60
© 2011 CORA

indiana harbor belt railroad

Transcription

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