Rulebook

Nevada Northern Railway

National Historic Landmark

Rulebook

Effective February 1, 2022 at 12:01 AM

2 Version 21.0

No. .

THIS BOOK IS THE PROPERTY

OF THE

NEVADA NORTHERN RAILWAY COMPANY

AND IS LOANED TO

NAME OCCUPATION

Who hereby agrees to return it to the proper official when

called for, or upon leaving the service, or forfeit one dollar.

The rules herein govern all operations of the Nevada Northern

Railway Foundation. These rules apply to all departments and

all staff and volunteers regardless of position. They take effect

February 1, 2022, superseding all previous, and instructions

inconsistent therewithin.

Special instructions may be issued by proper authority.

M.S. BASSETT,

President, NNRy

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Table of Contents

Section

Subject

Page

Introduction

4

1.0

Responsibilities and Training

5

2.0

General Rules

14

3.0

General Responsibilities

20

4.0

Hours of Service

40

5.0

Operations

44

6.0

Air Brakes

50

7.0

System Maps

66

8.0

Standard Time

69

9.0

Signals and Their Use

70

10.0

Railroad Radio Rules

83

11.0

Blue Signal Protection of Workman

89

12.0

Dispatching

94

13.0

Timetables, General Orders, Notices,

Safety Bulletins and Track Warrants

96

14.0

Locomotive Direction, Terms and

Movement of Trains, Engines and Other

Equipment

106

15.0

Track Bulletins

115

16.0

Switches and Switching

122

17.0

Hi-Rail Vehicles, Motorcars, Railbikes,

Handcars & Velocipedes

128

18.0

Motor Vehicles

134

19.0

Bunkhouse

135

20.0

Drug and Alcohol-Free Workplace

138

21.0

Logbook

148

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Introduction

Welcome aboard!

You are about to undertake a highly unusual

and dangerous responsibility - historic railroading. You will be

using historic locomotives and equipment to demonstrate to the

public what railroading was like in the last century. There are no

push buttons. This is hard, demanding, physical work that requires

your full attention at all times.

Our program is unusual, we use paid staff with volunteers to create

a team that operates and preserves the equipment and buildings of

this National Historic Landmark.

This combination allows us to provide a gateway into America's

and Ely's past for our visitors. This is a real time; hands-on

experience and it does have its dangers. This rulebook is our bible.

When you join our team, in any position, you are committing to

follow our rules and policies. This is not a guidebook;

it is a

rulebook

. It is designed to put into practice procedures and

policies that will keep everyone safe. It doesn’t matter if you’re a

staff member, a new volunteer or an old hand. If you have a

question that is not answered here,

ASK!

If you are not

comfortable doing something,

STOP

and inform the rest of the

crew.

EVERYONE

has the right to

STOP

any action.

SAFETY IS OUR OVERRIDING CONCERN.

This rulebook includes the Policies, General Rules and the

Operating Rules which govern all employees of the railroad, paid

staff, interns or volunteers. There are additional safety rules that

apply while working on track or in the shop.

Unless you have a railroad background, the terms, equipment, and

hand signals will be foreign to you. That's okay; we all started the

same way. Ask questions, take advantage of training opportunities,

and most of all - always be safe.

This rulebook only covers the basics. There are other resources

listed in the appendix that you will find helpful. The more you

know, the more interesting you will find your time working at the

Nevada Northern Railway.

Again, welcome aboard!

Mark S. Bassett, President

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Operating Rules

The following rules are applicable to all personnel. including tour

guides, track, shop, engine, depot, administrative staff and train

service, whether part-time, full-time, intern or volunteer status, are

subject to these rules and are considered an employee of the

railroad. Railroad is defined as any physical property that is owned

and or operated by the Nevada Northern Railway Foundation for

use in the operations of the Nevada Northern Railway Museum.

Section 1.0 - Responsibilities and Training

1.1 Safety

- Safety is the first order of business to perform in all

work situations. Obeying the rules is essential to job safety and

continued employment.

1.1.1 Job Briefing –

Whenever two or more employees

meet, a job safety briefing must be completed prior to any

work being performed.

1.2 Employee Responsibilities -

It is the responsibility of every

employee to know and understand the rules, operating practices

and the chain of command of the NNRy. If an employee fails to

understand something, it is their responsibility to ASK a

responsible manager for clarification.

1.2.1 Definition -

An employee is defined as paid staff,

unpaid volunteer or intern.

1.3 Departments and Responsibilities -

The NNRy works under

the following departments:

A. Administration – Oversees all aspects of the railroad

including personnel, operations, funding, marketing and

training.

B. Operations - Oversees the operation of the railroad

including all trains, programs, events and charters.

C. Mechanical - Oversees the restoration and maintenance

of all mechanical equipment including locomotives, cars,

machines, and tools.

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D. Track/Grounds - Oversees the maintenance and

condition of the track. Also, this is the lead department on

the condition of the grounds in the East Ely Yard.

E. Curation and Archives - Oversees all historical aspects

of the historic equipment, buildings, artifacts, records,

tours, narration, publications and paperwork to ensure that

historical standards are being maintained.,

F. Guest Services - Oversees all reservations, ticketing,

visitor orientation, concessions, gift shop and resolving

guest issues.

1.3.1 -

The operations department has final authority over

all aspects of train operations, programming and on-board

services.

1.3.2 -

The locomotive will remain under the mechanical

department’s control until the locomotive leaves the

servicing area when it then falls under the control of the

operations department. It is the responsibility of the

mechanical department to ensure the locomotive is ready

on time.

1.4 Responsible Managers -

The COO is the overall manager of

all departments and operations. The Superintendent is the Deputy

COO and assists in the overall management of all departments

and operations. The responsible managers of the individual

departments are:

A. Administration - COO/Superintendent

B. Operations - Trainmaster

C. Mechanical - Master Mechanic

D. Track/Grounds - Roadmaster

E. Curation and Archives - Curator/Archivist

F. Guest Services - Guest Services Manager

1.4.1 Delegation -

The responsible managers may, at their

discretion, designate responsibilities to other employees

but must, at all times, supervise any delegated work.

1.5 Chain of Command -

Issues within a department must be

brought to the attention of the responsible manager. If the issue

concerns the responsible manager or the issue is not satisfactorily

resolved, the employee should go to the next level higher in the

chain of command.

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1.6 Interdepartmental Cooperation -

The NNRy is a small

railroad accomplishing big things. Departments must cooperate

and assist each other when and if needed to provide a high level

of service and professionalism to our customers. Departments

wishing for the assistance of another department will request

such assistance from the responsible manager, who will do their

best to provide assistance. If the responsible managers cannot

resolve the issue, the issues must be brought to the attention of

the COO.

1.7 Training -

Training for any position may consist of

classroom instruction, assigned reading, on the job training

and/or online instruction. There are no time restrictions on the

length of training for positions. A safe, qualified, employee is

more valuable than someone rushed through training. The

employee is expected to communicate with trainers and

responsible managers to ensure that the pace and style of training

is adequate.

1.8 Qualified Trainers -

Qualified trainers are designated by the

COO, Superintendent, Trainmaster or Master Mechanic. Those

being assigned to train other employees should have a minimum

of six months in the position prior to being assigned as a trainer

for the position. The trainer will report on all training provided

and progress to a responsible manager.

1.9 Certifications -

All employees must recertify annually for all

positions that they hold a certification in. Failure to recertify

within twelve (12) consecutive months will result in the loss of

certification for that position.

1.9.1 Required Hours to Maintain Certification -

Employees must maintain a minimum of 20 hours for

each half of the year (January to June, and July to

December) to retain their certifications in each position

that they have certifications in. For steam and diesel

engineers, the engineer must complete 10 hours on each

type of locomotive for a total of 20 hours. Hours for

brakeman can be split between head and rear brakemen.

Hours will be tracked through the Hours of Service forms.

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1.9.2 Recertification -

Employees that do not maintain

the minimum number of hours will be required to receive

a briefing from a responsible manager and undergo a

check ride to regain their certification.

1.9.3 Proof of Certification -

Railroad issued I.D. cards

will be updated to reflect all current certifications. This

card must be carried at all times while in service and must

be readily available if requested.

1.10 DSLE Responsibilities -

The DSLE’s are responsible for

administering written and oral testing and all check rides. They

report recommendations for certification to the Superintendent

and Trainmaster who will issue the certification.

1.10.1 Minimum Hours -

To maintain DSLE

certification, the employee must be certified in both steam

and diesel and complete 40 hours in the cab of the

locomotives, which is split between each type of

locomotive.

1.11 Check Rides -

Check rides will be performed by a

responsible manager for the following positions: steam

locomotive engineer, diesel locomotive engineer, steam

locomotive fireman, conductor and brakemen.

1.11.1 Initial Check Rides -

All locomotive positions

will require a check ride that encompasses a full trip on

the Keystone Route. Conductors and brakemen can

complete a check ride on either route.

1.11.2 Recertification Check Rides -

All individuals will

be required to take an annual check ride for all positions

that they are qualified for. In the case of conductors, they

will not be required to also complete a brakeman check

ride.

1.12 Loss of Certification -

The COO, Superintendent,

Trainmaster, Master Mechanic or a DSLE may revoke an

employee's certification at any time, due to unsafe operating

practices or violation of the rules. Following such revocation,

disciplinary action, termination, or retraining and re-certification

may occur depending on the severity of the infraction under the

rules set forth in Section 3.3.

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1.13 Annual Safety Training -

All employees are required to

attend the annual safety class and pass a written examination,

failure to attend annual safety training will result in the

suspension of certifications until attending an annual safety class

and passing the written exam. It is the employee’s responsibility

to ensure they attend annual safety training.

1.13.1 Student Brakemen -

Student brakemen may work

under the supervision of a qualified employee after

passing an open book safety test. A student brakeman

cannot be promoted to a brakeman until they have

attended the annual safety training and passed the written

examination.

1.13.2 Other Positions –

All other positions are required

to take an open book safety test at the start of

employment. These employees may be promoted in

positions outside of train service but will also be required

to attend annual safety training.

1.14 Additional Training or testing -

Employees will be

required to complete any continuing education training or testing

as required by the responsible managers.

Glossary of Railroad Terms

AAR -

Association of American Railroads, the central

coordinating and research agency for North American railroads.

ADA -

Americans with Disabilities Act, a Federal law that

requires businesses to provide reasonable accommodations to

members of the public with disabilities.

A End of Car -

The opposite end from which the handbrake is

mounted.

Alco -

American Locomotive Company

All Black

- Indication that there are no issues spotted on the

train.

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Archivist -

The responsible manager for the railroad’s paper

record and history collection.

Bad Order

- A rail car that has mechanical defects and cannot be

used until repairs are made. Cars that are bad ordered are marked

“B.O.”

Bank

- Coal placed in a steam locomotive firebox that will keep

the locomotive hot and under pressure between operating days.

BLW

- Baldwin Locomotive Works

COO

- Chief Operating Officer, the overall responsible manager

for all operations and departments of the NNRy.

Curator

- The responsible manager for the NNRy collection.

Deadhead

- Movement of the train crew from one point to

another or to a train by vehicle or other train.

Doubleheading

- Using two locomotives independently to move

a train, done on occasion with the steam locomotives.

DSLE

- Designated Supervisory Locomotive Engineer, a

designated engineer that is responsible for the safe operations,

testing and check rides of employees.

Emergency Brake Application

- Also known as dynamiting the

brakes, big holing it or dumping the air.

Fouling –

Anything or anybody that is within the designated

clear distance. ie, person standing too close to the track, car in a

crossing, train on a switch.

FRA

- Federal Railroad Administration, the Federal regulatory

agency responsible for railroad operations and safety.

Guest Services Manager

- The responsible manager for the

guest services department.

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Handcar –

A railroad cart that is propelled by operators working

a hand pump.

Highball

- The signal to operate the train at maximum authorized

speed.

Hi-Rail –

A motor vehicle fixed with retractable steel wheels

allowing it to operate on the highway or railroad tracks. Typically

used by track inspection or maintenance workers.

Hot Box

- An overheated axle, caused by a lack of oil in the

bearing box or a bearing failure.

In the Clear –

Persons or equipment are outside of the

designated clear distance.

Iron –

The rail, as in “don’t stand between the iron.”

Johnson Bar –

The manually operated reverse lever found on

locomotive 40.

Kangaroo Court –

An official hearing or investigation held

wherever is most convenient.

KCC NMD

- Kennecott Copper Company, Nevada Mines

Division

Ladder Track –

Main track of a rail yard which individual

tracks lead off.

Light Engine –

A train comprised of just the locomotive.

MM

- Master Mechanic, the responsible manager for the

mechanical department.

NCC

- Nevada Consolidated Copper

NNRy

- Nevada Northern Railway

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NTSB –

National Transportation Safety Board

On the Carpet –

To be called to the managers office, typically

for disciplinary action, so called as the General Manager’s office

was the only one on the railroad to have carpeted floors.

PPE –

Personal Protective Equipment (ie safety glasses,

earplugs, gloves, etc.).

Point Protection

- When moving a train or cars, this is the visual

check by a designated crewmember that the track is clear in the

direction of movement and a continual check to ensure that it

remains clear.

Popping Off

- The release of excess steam from the safety valves

of a steam locomotive.

PUC

- The Nevada Public Utilities Commission which has

authority over railroads within Nevada.

Responsible Manager

- The head of the department or their

designated representative responsible for the work being

performed.

Right of Way

- Includes all the track, property and roadbed of a

railway line.

Roadmaster

- The responsible manager of the track department.

Roadway Worker

- A track maintenance worker.

Set Out

- Taking cars out of a consist.

Speeder –

A self-propelled cart typically used by track inspectors

or maintenance workers.

STB

- Federal Surface Transportation Board controls all Class 1,

2 and 3 railroads.

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Superintendent

- Is the Deputy to the COO and is the overall

responsible manager for all operations and departments of the

NNRy.

TM

- Trainmaster, the responsible manager for the operating

department.

Tying Down a Train

- Setting enough handbrakes to hold the

train.

Velocipede –

A three-wheeled rail vehicle similar in shape to a

bicycle that is propelled by the operator.

Waiver –

Permission granted by the FRA to operate freight

equipment 50 years or older under conditions outlined in the

waiver. Such equipment must have a waiver to be operated

outside of yard limits.

Qualified Operator

- An employee that has the proper

certifications and authorization to use equipment.

Wye –

Arrangement of track that is used to turn locomotives or

trains.

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Section 2.0 - General Rules

All employees are subject to the rules, regulations and operating

timetable of the Nevada Northern Railway Museum. An employee

is defined as paid staff, unpaid volunteer or intern. All operating

personnel, including interns and volunteers, will be required to

pass examinations and check rides. These rules are necessary for

the safe and efficient operation of the Nevada Northern Railway.

Violations of these rules may lead to termination of your

relationship with the Nevada Northern Railway.

A.

Safety is of first importance in the discharge of duty. In the case

of doubt or uncertainty, the safest course must be taken.

Employees are responsible for their own safety. Constant presence

of mind to ensure safety to themselves and others is the primary

duty of all employees and they must exercise care to avoid injury

to themselves or others. They must observe the condition of the

equipment and the tools which they use in performing their duties

and, when found defective, will put them in a safe condition,

reporting defects to the proper authority. Obedience to the rules by

each employee is essential for safety and remaining in service.

EVERY employee, regardless of responsibility or position, retains

the right of stop work authority and the right to speak to a

responsible manager before work resumes in a safe manner.

B.

Employees whose duties are prescribed by these rules must have

a copy immediately available for reference while on duty.

Employees, whose duties are affected by the timetable and special

instructions, must have a current copy available for reference while

on duty.

C.

Employees must be conversant with, and obey all rules and

instructions. If in doubt as to the meaning of any rule or instruction,

they must apply to the responsible manager for an explanation. The

Chief Operations Officer (COO) reserves the right to modify or

change these rules at any time by due notice. The Chief Operations

Officer's decision regarding any of these rules is final.

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D.

Employees must attend required classes and pass required

examinations.

E.

All employees must cooperate and assist in carrying out the

rules and instructions and must promptly report to the responsible

manager any violation of these rules or instructions, any condition

or practice which may endanger the safety of trains, passengers, or

employees and any misconduct or negligence affecting the interest

of the railroad.

F.

Employees must report by the first means of communication

any accident, personal injuries, defects in track, bridges, or signals,

or any unusual condition which may affect the safe and efficient

operation of the railroad. Written reports must follow promptly

when required.

G.

The use or possession of alcohol beverages while on duty is

prohibited. Employees must not have any measurable alcohol in

their breath or in their bodily fluids when reporting for duty, while

on duty or while on company property with the exception of rule

20.7.3.

The use or possession of intoxicants, over the counter or

prescription drugs, narcotics, controlled substances or medications

that may adversely affect safe performance is prohibited while on

duty or on museum property. Employees must not have any

prohibited substances in their bodily fluids when reporting for

duty, while on duty or while on museum property. The complete

Drug Policy is in Section 20.

H.

Employees reporting for duty must be clean and neat in

appearance. They must be courteous and orderly while on duty.

Uniform and badge when prescribed must be worn while on duty.

Employees must refrain from using coarse and vulgar language

while on duty. The use of tobacco by employees on our property

is prohibited except in designated areas. Smoking, chewing

tobacco and vaping is prohibited in all buildings, locomotives,

rolling stock, trucks, rail equipment and on the grounds, except in

designated areas. Beards and mustaches must be neatly trimmed;

otherwise personnel must be clean-shaven daily prior to their shift.

Hair styles should reflect a professional manner and hair should be

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well kept on the job. Your personal representation should be as

professional as your job performance. Therefore, there are basic

appearance standards that apply to all employees regardless of

their job function, uniform requirements, and personal style.

I.

Employees must conduct themselves in such a manner that the

railroad will not be subject to criticism or loss of goodwill. They

must not discriminate between patrons of the railroad.

J.

Employees must expect the movement of trains, engines, cars,

or other movable equipment at any time, on any track, and in either

direction. They must not stand on the track in front of an

approaching engine, car, or other moving equipment and must

inform themselves as to the location of structures or obstructions

where clearance is close.

K.

Employees must be familiar with and comply with the

requirements of the Federal Hours of Service Laws if and where

applicable. Those affected by such laws shall be in compliance and

are admonished to use their off-duty time in such a manner as to

make them fit for safe, prompt, and efficient performance of their

duties.

L.

Employees whose duties require service on another railroad are

under the jurisdiction of the officers of the other railroad on which

the service is being performed. When performing service on

another railroad and unless otherwise instructed, employees shall

be governed by the safety, air brake, and train handling rules and

timetable of the railroad upon which they are operating or serving.

M.

Employees are strictly prohibited from removing property

belonging to the Nevada Northern Railway Foundation and/or

Nevada Northern Railway Museum. They may not remove or

consume food items, beverages, supplies or equipment except as

authorized by management in accepted practice. Theft of any

property is cause for immediate discharge from the NNRy.

Equipment owned by the NNRyF and/or NNRy is to only be used

for official railroad business unless authorized by a responsible

manager.

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N.

Employees are strictly prohibited from damaging property or

equipment belonging to the Nevada Northern Railway Foundation

and/or Nevada Northern Railway Museum. The grounds and

equipment are a National Historic Landmark District and must be

treated as such by all personnel. Failure to adhere to this policy is

cause for immediate discharge from the NNRy.

O.

Employees igniting any type of fuel burning equipment in an

enclosed space where explosive mixtures of vapors can

accumulate, must ensure that the equipment is purged or adequate

ventilation is provided so that any possible explosive mixture or

vapor will be removed (for example, a firebox, a stove or a steam

generator).

P.

Engineers and conductors must see that first aid kits, fire

extinguishers, cell phones, safety equipment, and two-way radios

are operational and supplied on all equipment carrying personnel

or passengers for whom they are responsible.

Q.

Employees are prohibited from having firearms or other deadly

weapons including knives with a blade in excess of three inches in

their possession while on duty or while on railroad property except

those authorized to have them in the performance of their duty or

those given special permission by the Chief Operating Officer.

R.

Employees must report for duty at the designated time and

place. They must devote themselves exclusively to the service of

the railroad while on duty. They must not absent themselves from

duty, exchange duties or substitute other personnel in their place

without notifying the responsible manager.

S.

Employees must not be negligent, insubordinate, dishonest,

immoral, or quarrelsome. They must not enter into altercations,

play practical jokes, scuffle, or wrestle while on duty, or while on

railroad property.

T.

Employees are responsible for the proper care and use of all

railroad property entrusted to them. Upon demand or request of a

responsible manager, employees must return such property.

Employees issued switch keys are responsible that such keys be

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used only by them in the proper performance of their duties. They

must not appropriate railroad property for their personal use.

U.

Employees must not allow unauthorized persons on trains,

engines, or cars.

V.

Employees are prohibited from altering, nullifying, changing

design of or in any manner restricting or interfering with the

normal intended function of any device or equipment on

locomotives, cars, or other railroad property. Permission from a

responsible manager is required, except in the case of emergency

in which case a full report must be made.

W.

Employees must not put soiled linen or sacks of trash in the

aisles at any time the train is in operation or open to the public.

Employees must keep their duty station clean at all times. They

must assist other employees in keeping the complete train clean,

especially all restrooms and other areas subject to soiling by the

public. Employees must be attentive to guests boarding or

alighting from the train or bus to ensure that no accidents occur.

Employees must assist elderly, handicapped, or other guests in

need of assistance in boarding, alighting or moving about the

interior of the train. Employees should be familiar with the location

of and the use of the wheelchair-loading device. All employees on

the train should be informed as to the seating location of such

passengers in order to promptly assist them in the case of an

emergency.

X.

All regularly scheduled trains will operate regardless of

passenger load. It is imperative that the conductor ensure that we

maintain our standards of operation regardless of the passenger

load or weather conditions. In cases of severe weather refer to the

Emergency Procedures. The conductor has the authority to close

the open car to passengers in the case of severe weather.

Y

.

TO AVOID INJURY, NEVADA NORTHERN

EMPLOYEES ARE PROHIBITED FROM GETTING ON

OR OFF MOVING EQUIPMENT EXCEPT IN AN

EMERGENCY.

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Z. Your personal safety is

your

responsibility. You are also

responsible for the safety of your coworkers. Do not come to

work or sign in unless you are physically and mentally able to

work. If you are not at 100% physically and mentally, you are a

hazard to yourself and your coworkers.

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Section 3.0 - General Responsibilities

3.1 Safety

- Safety is the first order of business to perform in all

work situations. Obeying the rules is essential to job safety and

continued employment.

3.1.1 Maintaining a Safe Course

- In case of doubt or

uncertainty, take the safest course, safety first. EVERY

employee, regardless of responsibility or position, retains

the right of stop work authority and the right to speak to a

responsible manager before work resumes in a safe

manner.

3.1.2 Job Briefing Meetings

– Prior to performing any

task requiring the coordination of two or more employees,

those employees involved must hold a “job briefing” to

ensure that all involved employees have a clear

understanding of the work to be performed and the

individual responsibility of each employee. The job

briefing must include a discussion of:

A.

The authority to occupy the main track for the

train, or method of protection for roadway workers.

B.

Specifics of the work to be performed or moves

made.

C.

The responsibility of each employee.

D.

Any unusual situations.

E.

Specific reminders of hazardous conditions or

unusual practices that the job will require.

F.

A check that all personal electronic devices are

off and stowed away.

G.

The equipment to be used including the number

of cars and length of train.

3.2 Personal Injuries and Accidents

- All accidents with or

without injuries must be reported immediately to a supervisor and

must be recorded in writing by those involved either directly or as

a witness. All accident reports shall be submitted within the period

of no more than 24 hours after the time of the accident to the

reporting supervisor. All medical reports must be copied and filed

also.

3.2.1 Care for Injured

- When passengers or employees

are injured, everything must be done for their proper care.

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3.2.2 Witnesses

- In case of accident, personal injury, loss

of life, or damage to property in which a train is involved,

the conductor must immediately secure the names,

addresses, phone numbers, and occupations of all persons

involved, including all persons at the scene when the

accident occurred. License numbers of automobiles nearby

or involved must be obtained. This information, obtained

with the assistance of other employees, when necessary,

should be included in reports covering such occurrences.

In the event of an accident which may include personal

injury, property damage, or death, employees are not to

speak to any member of the media or to any other person

including passengers or witnesses regarding anything that

happened in any way, shape or form. In such cases the

railroad will designate a spokesperson to make comments

on behalf of the railroad. Crewmembers must not make

public comments or speak to representatives of the media

without authorization by a responsible manager.

Crewmembers are instructed to gather information in

writing and keep such information until it is to be turned

over to railroad authorities for proper investigation. Where

signaling devices are provided or when a crossing flagman

is on duty, a special effort should be made to determine

who among the witnesses can testify whether the signaling

devices were functioning properly or if the crossing

flagman was properly performing his duty. Form E must be

used for documenting this information.

3.2.3 Equipment Inspection -

If an accident causes

personal injury or death, all tools, machinery, and other

equipment involved, including premises where such an

accident occurred, must be promptly secured from

tampering, thus allowing inspection by a responsible

manager or employee. Such inspection should be made by

at least two employees as appointed by the COO. A report

of such inspection, stating the conditions found, names of

persons making the inspection must be forwarded to the

responsible manager. Such equipment must, if possible, be

marked for identification and placed in custody of the

responsible manager or employee and held subject to the

order of the COO regardless of whether or not the

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inspection reveals any defects. Form E must be used for

documenting this information. In the event the incident is

investigated by a regulatory agency, no employee must

tamper with the secured property until cleared by that

agency.

3.2.4 Mechanical Inspection -

When engine or cars or

other rolling stock including track machines or any other

vehicle is involved in an accident resulting in personal

injury or death, an inspection of the equipment must be

made before such equipment is moved as appointed by the

COO. A competent employee of the mechanical

department must make a further inspection at the East Ely

terminal.

3.2.5 Statement

- Except when authorized by a responsible

manager:

A.

Information concerning any accident, personal

injury, or loss of life must not be given to anyone

except authorized representatives of the railroad or

an officer of the law.

B.

Information as to the facts incident to the injury

or death of an employee must not be furnished to

anyone except authorized representatives of the

railroad, the injured employee, or to an officer of

the law.

C.

Information contained in the files or in the

privileged or confidential reports of the railroad

concerning accidents or personal injuries must not

be divulged except to an authorized representative

of the railroad.

D.

Inquiries about accidents, personal injuries, loss

of life, policies, and procedures of the railroad

pertaining to safety and maintenance standards and

the actions of regulatory agencies shall be referred

to an authorized representative of NNRy.

3.3 Rules, Regulations, and Instructions

- Breaking any rule

and/or regulation in any way, shape or form can and will result in

one or more forms of acknowledgment and/or actions listed below

and is not limited to the terms set below. Any rule violation

resulting in punishment or reprimand is at the discretion of the

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COO whose decision is final. Rules violations can threaten your

life as well as the lives of those around you and will not be

tolerated.

3.3.1 Minor Violation to Rule

- In the event that an

employee is caught breaking any rule that involves his/her

own personal safety and does not include loss or damage

to railroad property, the employee will be given a verbal

warning for the violation and will be asked to make a

change in his/her approach as it relates to the violated rule.

After one verbal warning the employee will receive a

written warning which will be placed in the employees file.

3.3.2

Minor Violation to Rule

Causing Damage

- Minor

violation to a rule that includes the damage or loss of

railroad property, but does not result in personal injury to

the employee or a guest, will result in a written reprimand.

The written reprimand will be placed in the employees file.

In such cases where damage to equipment is incurred, the

employee may lose his/her authorization to operate such

equipment. Offenses may include misuse or abuse of a

locomotive.

3.3.3 Blatant Violation

- A blatant violation to these rules

will result in an automatic removal from whatever job is

being performed. In the event that an employee willfully

abuses a locomotive, rolling stock, track equipment, truck

or any other railroad vehicle in any way, shape or form, the

employee will be removed from the piece of equipment and

his/her authorization to operate any piece of equipment will

be removed. The employee may be removed from his/her

job for a specified amount of time or indefinitely

depending on the severity of the situation. Violations to this

rule include tampering with or modifying any safety device

including brakes, brake systems, locomotives appliances,

or rolling stock appliances that relate to the safe and

effective operation of the equipment.

3.3.4 Injuries

- In the event that an employee injures

another employee or passenger in an accidental situation,

the employee will be removed from the equipment and an

investigation will be held. If the cause of the accident was

not the fault of the employee in question, the employee will

be allowed to return to his/her job. Investigations may be

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held by third party groups or any other state or federal

agency before the employee may be allowed to return to

work.

3.3.5 Loss of Life

- In the event that an employee is

involved in an accident that results in the loss of life, either

of an employee or a passenger, the employee will be

released from duty until the cause of the accident is

determined. In the event that the accident was caused by a

willful action of the employee in question, that employee

may face criminal charges as a result of his/her actions.

Investigations may be run by a third-party agency(s) or any

other State or Federal agency. In the event that the

employee in question is found to have broken any rule, the

employee may be accountable for any loss of life, damage

claims or other punitive damages, or criminal charges.

3.3.6 Employee Review -

In the instance that a responsible

manager receives reports about rules violations, unsafe

conduct, unsafe practices etc, the manager will submit such

reports to the COO, Superintendent, Trainmaster and

Master Mechanic who will determine the need for a review

of the employee’s actions. Such a review may involve

additional check rides, oversight or testing to determine the

employee’s compliance with the rules and standard

operating practices. Employee’s may be placed back into

student status for additional training. Testing and a check

ride will need to be completed to regain full status and the

employee may be placed in a probationary period.

3.4 Rule Changes -

The COO reserves the right to change, modify,

nullify, or alter any rule in the rule book at any time by posting the

new rule, or by rewriting and reprinting the rule book. Permanent

rules changes will be posted 24 hours prior to the change in a

statement from the COO.

The COO may in case of an emergency, which may involve

a life or death situation, major property damage or serious safety

concerns make verbal temporary rule changes. Such temporary

changes expire at midnight of the day the rule was made.

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3.5 Drugs and Alcohol

- The use or possession of alcoholic

beverages while on duty is prohibited. Employees must not have

any measurable alcohol in their breath or in their bodily fluids

when reporting for duty, while on duty or while on company

property.

The use or possession of intoxicants, over the counter or

prescription drugs, narcotics, controlled substances or medications

that may adversely affect safe performance is prohibited while on

duty or on museum property. Employees must not have any

prohibited substances in their bodily fluids when reporting for duty

or while on duty. See Section 15 for the complete Drug and

Alcohol Policies.

3.6 Conduct -

Employees must not be:

A. Careless of the safety of themselves or others.

B. Negligent.

C. Insubordinate.

D. Dishonest.

E. Immoral.

F. Quarrelsome.

G. Discourteous.

3.7 Games or Readings -

Unless permitted by the railroad,

employees on duty must not play games, read magazines,

newspapers, or other literature not related to their duties.

3.8 Appearance

- Personnel shall be dressed in suitable clothing

that provides adequate protection and general comfort while in the

performance of his/her duties. We are a National Historic

Landmark, the time period we have chosen to represent is the

1930’s through the 1940’s.

3.8.1

All train personnel are to wear period appropriate

clothing.

Clothing requirements for the various job

positions are as follows:

A. Bib overalls, blue denim or hickory stripe.

B. Historical accurate, long sleeve 100% natural

fiber shirt. The shirt must be worn with the sleeves

fastened at the wrist while in the cab of a steam

locomotive. Sleeve protectors are allowed. Diesel

crews are allowed short sleeve shirts.

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C. Boots that go over the ankle.

D. An engineer's cap or other historically

appropriate headgear, no ball caps.

E. Natural fiber gloves (cotton or leather).

F. Watch with a second hand.

For conductors the uniform is:

A. Black dress pants and vest.

B. White shirt.

C. Tie

D. Boots that go over the ankle.

E. Conductor’s hat

F. Leather gloves

G. Watch with a second hand.

3.9 Duty – Reporting or Absence -

Employees must report for

duty at the designated time and place with the necessary equipment

to perform their duties. They must spend their time on duty

working only for the railroad. Employees must not leave their

assignment, exchange duties, or allow others to fill their

assignment without notifying the responsible manager. When

unable to report for duty, you must notify your immediate

supervisor at least two hours before the scheduled time to report

for duty.

3.9.1 - Steam Engineers -

Will report the engine house

three (3) hours before train time to hostle their locomotive

when they are scheduled for the first train of the day. If it

is not the first trip of the day, they will report one (1) hour

before train time to where the locomotive is located.

3.9.2 - Diesel Engineers -

Will report the engine house two

(2) hours before train time to hostle their locomotive when

they are scheduled for the first train of the day. If it is not

the first trip of the day, they will report one (1) hour before

train time to where the locomotive is located.

3.9.3 - Conductors and Brakeman-

Will report to the

initial terminal two (2) hours before train time to prepare

their train for departure when they are scheduled for the

first train of the day. If it is not the first trip of the day, they

will report one (1) hour before train time to where the train

is located and ensure that it is ready for departure.

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3.9.4 - Narrators and Concessionaires -

Will report to the

initial terminal thirty (30) minutes before train time to

prepare their train for departure.

3.10 Hours of Service Law

– Employees must be familiar with,

and comply with, the requirements of the federal hours of service

law. When an employee gets to ninety minutes before their legal

hours of service expiration, it is the employee’s responsibility to

notify a responsible manager that they will be expiring under the

hours of service law. See Section 4 for the complete Hours of

Service Section.

3.10.1

Employees are expected to use off duty time so that

they are prepared for work. If an employee is called to

report for duty before legal off duty time has expired,

before accepting the call to work, the employee must notify

the individual making the call that off duty time has not

expired.

3.11 Alert to Train Movement

– Employees should expect the

movement of trains, engines, cars or other movable equipment at

any time, on any track, and in any direction. Employees must not

stand on the track in front of an approaching engine, car, or other

moving equipment.

Employees are also responsible to ensure that the general

public is at least six feet to the side away from approaching

equipment. If a member of the train crew sees that a person is either

on the track or within six feet of the track, the equipment must not

approach closer than fifty feet to the offending individual.

3.11.1 Distance from Standing Equipment

- All

employees must stay at least 25 feet away from the end of

any standing train, engine, or cars when crossing the track.

All employees are also responsible to inform the general

public who might be on the property of this rule.

3.11.2 Distance Between Equipment

- All employees

must ensure that there is at least 50 feet between any

standing train, locomotive, or cars before they go in

between equipment. The

only

exception to this rule is

making connections between cars; the cars must be coupled

before going in between equipment.

28 Version 21.0

3

.

11.3 Moving Equipment

– Before moving any

equipment, in any direction, all employees, especially the

engineer and conductor must ascertain that there are no

persons fouling the direction of movement.

3.12 Roofs and Footboards -

Train and engine service employees

may only occupy the roof or footboards of rolling stock when the

equipment is standing still and when their duties require them to

do so. Train and engine service employees may ride on the steam

locomotive pilot foot boards during trailing movements only.

Other employees whose duties require them to occupy the roof of

rolling stock may do so only when equipment is standing and is

protected by a blue signal.

3.13 Jumping off or on Equipment

- Jumping off or on, rolling

or standing equipment, is prohibited at all times.

3.14 Stepping Between Cars

- Under no circumstance shall any

person step between cars or locomotives while they are moving.

3.15 Riding Between Cars

- Riding between cars or locomotives

is prohibited at all times.

3.16 Not Permitted on Equipment

- Non-employees are not

allowed on a locomotive or other piece of equipment when it is in

motion at any time unless permission has been granted by the

COO, Superintendent, Trainmaster, Master Mechanic or the

person is ticketed or is part of a formal program. Non-employees

are allowed to be in the cab of a standing locomotive or piece of

equipment when there is a qualified train crew member present or

the equipment has been blue flagged and is set up for self-guided

tours. Engineers have the final authority on whether passengers are

to be allowed on the locomotive during a movement.

3.16.1

Only two non-NNRy employees are allowed in a

locomotive cab while the locomotive is in motion.

3.16.2

At no time are

more than

five people allowed in a

locomotive cab while the locomotive is in motion, except

locomotive 40, in which the maximum occupancy is four

people. Exceptions can be made with the permission of the

COO, Superintendent, or Trainmaster and with the

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concurrence of the Locomotive Engineer, five people may

be allowed in the cab of Locomotive 40 and six people may

be allowed in the cabs of Locomotives 81 and 93.

3.16.3

The minimum age to ride on a locomotive is 12

years old with a supervising adult 18 years or older.

3.17 Altering Equipment

– Without the authorization of a

responsible manager, employees must not alter, nullify, change the

design of or in any manner restrict or interfere with the normal

function or appearance of any device or equipment on engines,

cars, or other railroad property except in the case of an emergency.

Employees must report to the responsible manager changes made

in an emergency.

3.18 Clean Property

- Railroad premises must be kept in a clean

orderly and safe condition. Railroad buildings, facilities, or

equipment must not be marred or defaced. Only such information

as authorized by the responsible manager or required by law may

be posted in or upon railroad property.

3.18.1 Cab Cleanliness -

It is the responsibility of the

engine crew to ensure that the locomotive cab is clean at

the end of every working day. All trash and rags must be

removed from the cab and disposed properly and the cab

swept. On steam locomotives, coal must be raked down for

the next day’s run and the deck cleared of all chunks of coal

and dust.

3.18.2 Train Cleanliness -

It is the responsibility of the

conductor and rear brakeman to make sure that the train

cars are clean and properly stocked with train supplies

(toilet paper, fuel, propane, etc.) for each trip. Guest

services will help with the cleaning of the cars if and when

they have the personnel available. Community service

workers are allowed to help with the cleaning under direct

supervision of authorized train service members. It is the

responsibility of guest services to ensure that the

concessions and register are properly stocked one (1) hour

before train departure.

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3.19 Credit or Property

– Unless specifically authorized,

employees must not use the museum’s credit and must not receive

or pay out money on the museum’s account. Employees must not

sell or in any way get rid of museum property without the

expressed written permission of the President or Curator.

Employees must care for all articles of museum property and

report any vandalism or other misdeeds to the responsible manager

immediately.

3.20 Gratuities

– Employees must not discriminate among

museum customers. Employees must not accept gifts or rewards

from customers, suppliers, or contractors of the museum unless

authorized by the responsible manager. Employees can accept

donations on behalf of NNRy and deposit them in donation boxes.

3.21 Overheated Wheels

– When overheated wheels are found on

a train, the train must be stopped and held for a minimum of ten

minutes to allow the heat to equalize throughout the wheel. The

source of the overheating needs to be ascertained and corrected

before the train proceeds and temperatures must be recorded. This

must be reported to a responsible manager.

3.22 Flat Spots

– If a wheel on a piece of equipment has a flat spot

more than 2.5 inches long, or if the wheel has adjoining flat spots

that are each at least 2 inches long, the equipment must not be

moved faster than 10 mph. Such equipment must be set out at East

Ely and the Master Mechanic, or his designee, notified.

3.23 Accuracy of Speed Indicator

– The engineer must verify

speed indicator accuracy as soon as possible after taking charge of

the engine. If the speed indicator is not accurate to within plus or

minus three miles an hour at a speed of 10-30 mph and within plus

or minus 5 mph above 30 mph, the Engineer must immediately

report the variance to the mechanical department.

Speedometers on NNRy locomotives shall not be tampered with,

turned off, or reset by engineer or trainmen for any reason. In the

case of GPS speedometers, the engineer or trainman may turn the

speedometer off and on to reset it, but in no instance shall they

tamper with it.

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3.24 Electronic Devices –

The following are our policies

concerning electronic devices:

3.24.1 Personal Devices

- Railroad operating employees

must have all personal electronic devices turned off and

any ear pieces removed from the ear (with the exception of

hearing aids) and placed in their locker, grip, or personal

vehicle before train service personnel sign in for duty. As

part of the crew meeting, this will be reviewed by the

supervisory employee, for all operating crew members.

3.24.2 Railroad Supplied Electronic Devices -

Train

crew members except the engineer may use a railroad

supplied or a personal electronic device as authorized.

Engineers are prohibited from using any electronic device

(except railroad radios or hearing aids) while on a moving

train or when a duty requires any member of the crew to be

on the ground or to ride rolling equipment and during any

period when another employee of the railroad is assisting

in preparation of the train.

3.24.3 Emergency Uses -

Train service personnel may use

a personal or railroad supplied electronic communication

device as necessary to respond to an emergency situation.

3.24.4 Railroad Radio -

This rule does not restrict the use

of the railroad radio nor does it affect the working wireless

communications under 49 CFR part 220.

3.24.5 Camera Use -

The use of cameras by non-crew

members is allowed in the cab of a moving locomotive as

long as the use of the camera does not distract the engine

crew in the performance of their duties. The engineer can

order the cameras to be turned off and stored if they

become a distraction. A cell phone can be used as a camera,

as long as the cell phone is in airplane mode, and a crew

member visually confirms it.

3.25 Additional Manuals –

The following manuals are considered

part of the rulebook.

3.25.1 -

The NNRy Museum Personnel Policy book, in its

entirety, will constitute Rule 3.25.1

3.25.2 -

The NNRy Museum Conductor/Brakeman Handbook,

will constitute Rule 3.25.2

32 Version 21.0

3.25.3

- The NNRy Engineer and Fireman Training Manual,

will constitute rule 3.25.3

3.25.4 -

The NNRy Museum 214 Handbook, will constitute

rule 3.25.4.

3.25.5 -

The NNRy Museum part 217 Handbook, will

constitute rule 3.25.5.

3.25.6 -

The NNRy Museum Emergency Procedures

Handbook will constitute rule 3.25.6

3.25.7 -

The NNRy Museum Volunteer Handbook will

constitute rule 3.25.7

3.26 Duties of Trainmen and Enginemen

– The conductor and

the engineer are responsible for the safety and the protection of

their train and observance of the rules. If any conditions are not

covered by the rules, they must take every precaution for

protection. If any crew member feels conditions are unsafe or that

another crew member is causing unsafe conditions, that

crewmember has the authority to stop all work until all safety

concerns are addressed.

3.27 Conductor’s Responsibilities

- In areas of safety, train

movement, and crowd control, the train conductor has the final

authority. However, if a responsible manager is present on the

train, the supervisor may exercise their authority and overrule the

conductor. All train conductors on all trains shall fill out trip

reports at the end of their shift and file them at the designated crew

office.

3.27.1 Consist Report -

With the exception of the regular

excursion or rental train, the conductor is to report to the

engineer at the crew briefing the number of cars in the

train. The engineer and conductor will check the length of

the train against the orders to ensure that train length will

not affect operations. In such cases that the train is made

up of cars other than the regular excursion or rental train,

the conductor will include a list of the cars used in their

conductor's report.

3.27.2 Rear Brakeman –

The rear brakeman shall be

accountable to the conductor at all times during the

operation of the train and its appliances.

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3.28 Engineer’s Responsibilities

- The locomotive engineer is

responsible for the safe operation and handling of the locomotive

and train. The engineer has final authority for the crew members

in the cab and operation of the locomotive, however, if the

operations or mechanical supervisor is present, the supervisor may

exercise their authority and overrule the engineer.

3.28.1 Firemen

- Locomotive firemen shall be accountable

to the engineer at all times during the operation of the

locomotive and its appliances.

3.28.2 Head Brakeman

– Head brakeman shall be

accountable to the engineer at all times during the

operation of the locomotive and its appliances.

3.29

Safe and Efficient Operation

- The engineer is responsible

for the safe and efficient operation of the engine in his charge and

all persons employed thereon must obey his instructions with

regard to the operation of the engine. A student engineer with a

Class 3 designation may handle the engine under the close

supervision of the engineer. Locomotives will be inspected prior

to the beginning and at the end of each day of operation with proper

documentation filed appropriately.

3.30

Absent from Locomotive

- The engineer and fireman or

steam qualified crew member must not, at the same time, absent

themselves from a steam engine under pressure. The only

exception is when the locomotive is under the mechanical

department’s charge and it is left in compliance with 3.37.3. When

diesel locomotives are left unattended, they must comply with

Rule 3.37.1.

3.31 Care with Water -

Great care must be exercised to prevent

water being thrown from the smokestack of a steam locomotive

when starting and when priming conditions exist. Under these

conditions, prudent use of cylinder cocks must be observed.

3.32 Avoid Smoke

- Firing a steam locomotive must be done in

such a manner as to avoid dense smoke particularly at any station.

34 Version 21.0

3.33 Diligence at All Times

– Firemen and/or head brakemen are

responsible for view and vision when a train or locomotive is

turning toward the fireman’s side in the leading and trailing

directions.

3.34 Rail Safety

-

Before entering any track footprint, look both

ways to verify the track is clear.

Don’t step or stand on the head of

the rail at any time. The track footprint is defined as the area four

feet off of each rail, the width of the footprint is 12 feet 8 ½ inches.

3.35

Engines Coupled to Passenger Equipment

– Engines

coupled to equipment that include occupied passenger cars must

not be left without an authorized employee in charge. The

employee must be properly qualified to operate the air brakes.

3.36 Reporting Engine Defects –

The engineer will report any

engine defect on the Daily Locomotive Inspection form and notify

the relieving engineer, when needed.

3.37 Locomotive Standing Unattended -

When a locomotive is

standing unattended, if practical, it should be placed on a work

track that is protected by a derail or coupled to a car or cars with

hand brakes applied. Equipment controls should be positioned as

follows:

3.37.1 Diesel

1. Throttle in 'IDLE'.

2. Reverse lever in 'NEUTRAL', handle removed

and secured.

3. Generator field switch open or 'OFF'.

4. Independent brake fully applied.

5. Automatic brake valve reduction of 20 psi.

6. Isolation switch to ‘START’ or engine control

switch to ‘IDLE’.

7. Hand brakes applied.

8. Headlights off.

3.37.2 Chocking Locomotive 204 –

From November 1st

through March 31st or when snow is on the ground,

Locomotive 204 shall be chocked while not in operation.

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3.37.3 Steam Locomotive

1. Throttle closed and locked.

2. Reverse lever centered.

3. Independent brake fully applied.

4. Automatic brake valve reduction of 20 psi when

coupled to cars. When there are no cars, automatic

in ‘HOLD’.

5. Chains, metal or wooden chocks, properly placed

under front and rear of the engineer side rear drive

wheel.

6. Cylinder cocks left open.

7. Steam chest relief valve left open.

8. Headlights off.

NOTE: The above rules are not the guidelines for shutting

a steam or diesel locomotive down.

3.38 Starting and Moving a Locomotive -

Locomotives are

only to be started and moved under the following conditions:

A. When authorized by Timetable or Train Order;

B. When authorized by the Chief Operating Officer,

Superintendent, Trainmaster or Master Mechanic.

C. Every locomotive will have its radio turned on, tested

and confirmed to be working before moving.

3.39 Hand Brakes

– Rolling stock should never be moved with

any hand brakes applied.

3.40 Traction Motors

- To prevent burning of traction motors and

other electrical equipment damage to diesel locomotives, power

shall not be used to hold the train while standing.

3.41 Qualified to Operate

- All employees either operating,

signaling, or assisting in the operation of any railroad equipment,

rolling stock, or machinery must be cleared and qualified by the

responsible manager to do such work on such equipment.

36 Version 21.0

3.42 Permission to Operate

- Employees shall be properly trained

and have permission from the responsible manager before using

any railroad equipment, tools, rolling stock or track machines and

trucks.

3.43 Positions

- The following positions shall require training and

testing before persons are allowed to participate and operate within

the limits of the job description:

A. Student Brakeman then Brakeman

B. Student Hostler then Hostler

C. Student Conductor then Train Conductor

D. Student Fireman then Fireman

E. Student Engineer then Locomotive Engineer

F. Equipment Operator (clearance to operate MOW

machinery)

F. Dispatcher

These positions are under the jurisdiction of the COO who shall

authorize certificates of qualification to be issued by either the

Superintendent or Trainmaster for the above described positions

after training and testing has been completed.

3.43.1 Other Positions -

Positions other than train service

positions also require training, testing or other

qualifications before persons are allowed to participate and

operate within the limits of the job description including

but not limited to:

A. Gift Shop

B. Narrator

C. Tour Guides

D. Mechanics

E. Groundskeepers

F. Track Workers

These positions are under the jurisdiction of the COO who

shall authorize the designated manager to issue

qualifications.

3.44 Hostling Duties

- Hostlers are allowed to move diesel or

steam locomotives as listed in these rules as long as they passed

the Hostling test, demonstrated their qualifications and received a

Class 2 Certification. The following rules shall apply to all hostlers

of the NNRy.

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3.44.1 Movement of Locomotives -

Hostlers are allowed

to move locomotives into and out of the locomotive shop

and within the Service Area under the authorization of the

Chief Operating Officer, Superintendent, Trainmaster or

Master Mechanic.

3.44.2 Making Joints -

Hostlers are not allowed to make

or break joints between locomotives and cars for any

reason at any time.

3.44.3 Brakeman Required -

Hostlers are only allowed to

move locomotives when a brakeman is present. Making a

movement without a brakeman is forbidden.

3.44.4 Intention to Move -

Hostlers shall communicate

their intent to move a locomotive to everybody who will be

affected by that movement prior to moving a locomotive.

3.44.5 Blue Flag -

Hostlers shall not move a locomotive

protected by a blue signal.

3.44.6 Lose of Certification -

The responsible manager

may revoke hostling certification at any time for any

reason.

3.45 Whistle in buildings

- Hostlers and engineers shall not blow

the whistle or horn inside of a building unless switching operations

are being conducted. The bell shall be rung prior to all movements.

3.46 Minimum Age

for Heavy Equipment

- No person under the

age of 18 years shall be allowed to operate any heavy equipment

that is owned or operated by the railroad. This includes the Hi-

railers, trucks and any other motorized machinery including

speeders.

3.46.1 Minimum Requirements -

To operate Hi-Rail

Vehicles or Motorcars you must:

A. Be properly qualified and tested.

B. Have a state issued driver’s license.

C. Minimum age to operate a Handcar or

Velocipede is thirteen, with adult supervision.

3.47 Minimum Age

for Train Service -

The minimum age of a

student brakeman is 16 years of age. The minimum age for student

fireman or student mechanic is 18 years of age. The minimum age

for student hostler, student conductor or student engineer is 18

38 Version 21.0

years of age. The minimum age for a student mechanic is 18 years

of age unless enrolled in approved education courses or holding

approved education certifications.

3.48 Proof of Qualification

- Employees shall be issued an

identification card by the Superintendent or Trainmaster and have

their records updated as it relates to ongoing qualification. The

identification card shall have the name of the qualified employee;

his/her job title and qualification, the length of time and expiration

date of the qualification and the signature of the designated

managers and other appointed officers.

3.49 Proof of Identification

- Employees are required to have

their identification card on their person at all times. Identification

cards need not be visible at all times; however, employees should

be prepared to present their identification card at any time while

on railroad property, whether they are on duty or not.

3.50 Deceased

- In the case of death, or where a corpse is found

on railroad property, proper railroad authority and police authority

must be notified at once. The body must not be moved and in all

cases a report must be made.

3.51 Livestock

– When livestock are present on the track or right

of way and are potentially in the path of the train, the engineer must

react by reducing speed and operate as if a speed restriction is in

place.

3.51.1 Ring Bell for Livestock

– When livestock are near

the track, ring the bell and proceed at a slow speed.

Repeated usage of the whistle is not recommended for

livestock encounters.

3.51.2 Report Livestock

- Livestock that are loose on the

track must be reported as soon as possible to a responsible

manager. Location and animal type are also needed.

3.51.3 Injured Livestock

- All livestock struck or killed

must be immediately reported to a responsible manager.

Version 21.0 39

3.52 End of Track

- Trains are prohibited from going past the red

flag on the Keystone Route, HiLine Route, or the McGill Junction

Route.

40 Version 21.0

Section 4.0 - Hours of Service Rules

4.1 Hours of Service

- In accordance with federal regulations,

employees, both certified and students, performing the following

duties are covered by the hours of service rules: engineers,

firemen, hostlers, conductors, brakemen, dispatchers, and signal

maintainers. The hours of service rules cover service both on the

line and within yard limits including switching activities or shop

switching. All employees must sign into service prior to any

operations being commenced.

4.2 Length of Duty -

Total time worked during one tour of duty

may not exceed 12 consecutive hours.

4.3 Rest Breaks -

Time worked during one tour of duty may be

broken by one rest period which may be between 4 and 8 hours in

length. But at no time may the on-duty time exceed 12 hours.

4.4 Time Off Between Tours of Duty –

It is the employees’

responsibility to take the appropriate time off between tours of

duty.

4.4.1 -

If 12 consecutive or total hours are worked during

one tour of duty, the employee must remain off duty for at

least 10 hours before returning to work.

4.4.2 -

If the period worked is less than 12 consecutive or

total hours, the employee must remain off duty for at least

8 hours before returning to work.

4.4.3 -

Once an employee has been off duty for 8 or 10

hours depending on the situation, a new tour of duty is

started when the employee reports for duty.

4.4.4 -

Employees are expected to use off duty time so that

they are to become rested so they can return to work.

4.4.5 -

If an employee is called to report for duty before

legal off duty time has expired, before accepting the call to

work, the employee must notify the individual making the

call that off duty time has not expired.

4.5 Employee’s Responsibility -

It is each employee’s

responsibility to maintain their own Hours of Service Log and

ensure that they will be able to complete their assigned duties

Version 21.0 41

within the limits of the NNRY hours of service rules. If an

employee has been scheduled for a length of time which may

violate the NNRY hours of service rules, it is the responsibility of

each employee to notify the crew scheduler.

Once on duty, if an employee discovers that he/she may not be able

to complete their assigned duties without violating NNRY hours

of service rules, he/she must notify the dispatcher as soon as

possible, but no later than 90 minutes before the conclusion of 12

total working hours.

4.6 Commingled Service -

Any employee of the NNRY who

spends a portion of any day engaged in an activity which is covered

by hours of service, that employee, is then covered by hours of

service for the entire day. This is considered commingled service.

Such an employee is then subject to the hours of service rules

regarding commingled service. For example, if an employee works

2 hours as a brakeman at the beginning of his/her work day, the

balance of his/her work day may not exceed 10 hours, regardless

of the activity.

4.6.1 Driving Times -

Driving times of more than 1 hour

are covered by the commingled service section of the hours

of service rules. For example, under the rule, if an

employee were to drive for 5 hours he/she will only be

permitted to work 7 hours or the balance of a 12-hour tour

of duty, in any form of covered service. This rule only

applies to circumstances when driving times of more than

one hour precede train service.

4.6.2 Commingled Rest Breaks -

Before reporting for

duty to an assignment covered by hours of service, each

employee must have had the appropriate amount of rest

since the previous work day, regardless of the activity

performed. For example: if an employee works in the

machine shop (an activity which is not covered by hours of

service rules) for 15 hours, he/she must have at least 10

hours off duty before reporting for an assignment which is

covered by hours of service rules.

4.7 Deadheading -

Deadheading is defined to be time spent in

transit from East Ely to a duty assignment. If assigned duties begin

at East Ely then no deadheading is involved. If an assignment is

42 Version 21.0

to begin at a place other than East Ely, time spent in deadhead

transportation will be considered on duty time and will be recorded

as such on the hours of service log.

4.7.1

If deadheading occurs after an assignment has been

completed, the deadhead transportation time will not be

considered on duty time nor will it be considered off duty

time. For example, if a train crew is relieved of duty at a

place on the NNRY other than East Ely, all time in transit

to East Ely will be considered deadhead time and should

be recorded as such on the hours of service log. Off duty

time for this crew will begin after they have been

transported back to East Ely and are released to leave the

property.

4.8 Hours of Service Report -

The following information must be

recorded on the hours of service report:

A.

Signing in:

Each Employee should list his/her name, the

month, year and sheet number at the top of each hours of

service sheet.

B. Occupation

: Each employee should list his/her assigned

duty for that day as the occupation. If more than one type

of job will be performed that day, please list each job. If

travel time greater than one hour occurs prior to reporting

for duty, please include “travel” in the occupation column.

C. Prior time off

: If time off duty is less than 36 hours, the

time must be recorded to the nearest minute. If time off

duty is less than 72 hours but greater than 36 hours, the

time should be recorded to the nearest hour. If time off

duty is greater than 72 hours, the time should be recorded

as 72+, or greater than 72 hours. Time off duty should be

measured from the last time an employee engaged in any

service for the NNRY.

D. On Duty

: Starting date and time should be filled out

before going on duty.

E. Relieved

: If an employee takes a break during his/her

train service day this break time should be recorded under

relieved.

F

.

Released

: Released time is the recorded date and time

that an employee is off duty.

Version 21.0 43

G. Time

: Definitions of time terms for use on the Hours of

Service Form.

Total time on duty:

Should only be filled when an

employee is going off duty. This time should be

recorded to the nearest minute.

Time Over Twelve hours:

Is the time recorded if

an employee goes over his/her 12-hour duty time.

Total Time Calendar Month:

Is the duty time for

every day worked during that month.

Monthly Limbo Time:

Limbo time means a period

of time treated as neither time on duty nor time off

duty, and any other period of service for the railroad

that does not qualify as either covered service or

commingled service.

Consecutive Days on Duty:

Number of days spend

consecutively on duty.

H. Totals

: Totals is the full amount of time spent on duty

during that month, Time spent in limbo that month, and the

highest number of consecutive days during that month.

I. Activity:

This part of the form is for comingled service,

training, and other activities.

Example; If you drive in from

Las Vegas, then brake on an excursion train, the driving

time should be reported in the activity log as comingled

service.

J. Signature

: Each employee must sign the bottom of

his/her hours of service report. The report can be signed

when you fill out the form at the beginning of each month.

4.8.1 Submittal –

Hours of service forms must be filled out

completely, signed and submitted to the superintendence

within seven (7) calendar days after the last day of the

month. This may be done by leaving the form in the

designated crew books, in person, by post or electronically.

ATTN: Superintendent [email protected]

Nevada Northern Railway

1100 Ave A

Ely, NV 89310

44 Version 21.0

Section 5.0 - Operations

5.1 Steam Locomotive Operation –

Steam locomotives will be

operated in such a manner as to promote the safest course of action.

The engine crew will be responsible for ensuring that adequate

fuel, water, oil and other supplies are on the locomotive and must

coordinate with the shop for fueling.

5.1.1 Excessive Smoke

- Excessive or repetitive smoke

and safety valve lifting is not allowed at any time including

photo shoots or charter. Excessive smoke from the

locomotive is highly discouraged and is viewed as either a

mechanical problem with the combustion system or a lack

of knowledge and skill by the engine crew members. Thick

or heavy smoke is not allowed at any station. Repetitive

offences both at a station or on the line can result in a

review of certification and possible action.

5.1.2 Water in Tenders –

The tender must have 5,000

gallons on locomotives 81 and 93 or 4,000 gallons on

locomotive 40 prior to leaving on their trip. If the water

level in the tender falls below 2,500 gallons, the engine

crew will direct that the train must return to the East Ely

Yard to take on water.

5.1.3 Blow Outs –

At no time shall a locomotive be blown

out on the machine shop or enginehouse bay tracks in the

direction of the building. The preferred location for blow

outs are on the railroad north side of the RIP building on

the enginehouse lead track. If this is not a viable option,

crews will ensure that tracks are clear from the enginehouse

along the RIP and may do a blow out away from the

enginehouse.

5.2 Idling Diesel Locomotives -

Diesel locomotives must not be

left to idle in any building. When the locomotive is initially started

in a building, as soon as sufficient air is available, the unit is to be

moved outside.

5.3 Slipping Wheels

- Excessive slipping or sliding of the

locomotive or rolling stock wheels and unnecessarily hard braking

are not allowed.

Version 21.0 45

5.4 Speeding

- Speeds in excess of the allowed limits will not be

tolerated. Engineers who are found to be speeding at any time shall

be subject to disciplinary action and if repeated, may suffer loss of

running rights and/or employment status.

5.5 Non-Employees in the Locomotive Cab and on the Train

-

Non-employees are not allowed on a locomotive when it is in

motion at any time unless permission has been granted by the

COO, Superintendent, Trainmaster, or Master Mechanic or the

person is ticketed or is part of a formal program. Non-employees

are allowed to be in the cab of a standing locomotive when there

is a qualified train crew member in the cab. Cab tours can only be

authorized by a qualified train crew member in the cab, other train

crew members or employees are not authorized to grant cab tours.

Non-employees are allowed on the train at the conductor’s

discretion, such as for caboose tours. Passengers will not be

allowed to board the train until the conductor authorizes it.

Engineers have the final authority on whether passengers are to be

allowed on the locomotive during a movement.

5.5.1 -

Only two non-NNRy employees are allowed in a

locomotive cab while the locomotive is in motion.

5.5.2 -

At no time are

more than

five people allowed in a

locomotive cab while the locomotive is in motion. In

Locomotive 40, the maximum is 4 people. With the

permission of the COO, Superintendent, Trainmaster or

Master Mechanic and with the concurrence of the

Locomotive Engineer, six people may be allowed in the

cab of Locomotives 81 and 93 and five people may be

allowed in the cab of Locomotive 40.

5.5.3

The minimum age to ride on a locomotive is 12 years

old with a supervising adult 18 years or older from the same

family.

5.6 Cab Rides by Employees

- Employees other than qualified

and registered crew members that desire to ride any locomotive

must have verbal authority from the COO, Superintendent,

Trainmaster or Master Mechanic. The engineer, fireman,

conductor, and dispatcher do not have the authority to grant cab

46 Version 21.0

rides. And at no time shall there be more people on the locomotive

than the rules allow.

5.7 Locomotive Operation

- An engineer assigned to a particular

locomotive or train is the only person allowed to operate said

locomotive or train. Student engineers will only operate under the

direction of an engineer when such training is scheduled by the

COO, Superintendent, Trainmaster or Master Mechanic.

Renter engineers will only operate under the conditions set under

the applicable train order and only for the trip that they are

designated to take. Both student engineers and renter engineers

will follow all instructions of the engineer of record at all times.

The student engineers or renter engineers will

immediately

relinquish control of the locomotive when told to do so by the

engineer of record.

5.7.1 Emergency

– In the event of an unusual situation or

an emergency, such as a derailment, collision or any other

incident, the engineer is to stay in the cab of the

locomotive, unless it is unsafe to do so.

5.8 Communication Preference –

Before all movements begin,

the engineer will indicate, at the crew briefing, his preferred

method of communications, be it either radio signals or hand and

lantern signals.

5.9 Inspection on the Road

- All train crew members must inspect

the engine, cars and other equipment they are assigned to at the

direction of the mechanical department. All defects are to be

reported to the mechanical department. It is the engineer’s and/or

conductor’s responsibility to ensure the inspection was completed

and any corrective action needed was taken.

5.10 Trip Reports

-All locomotive engineers and conductors shall

fill out a trip report and file it at the end of their shift on their

assigned locomotives and trains.

5.11 Uncoupling from Train

- When a train has arrived at a point

where the locomotive is to be uncoupled from the train, the

engineer must stop the train at the prescribed spot and make at least

a 50-psi brake pipe reduction of the train line to apply the brakes

Version 21.0 47

and blow one stop whistle. If the train is to be uncoupled outside

of the East Ely Yard, handbrakes must be set and the engineer must

release the brakes to test them before making a 50-psi reduction.

5.12 Do Not Move Rolling Stock with Hand Brakes Applied

-

At no time shall rolling stock be moved with hand brakes applied.

5.13 Missed Stopping Point -

If a train misses the normal stopping

point, passengers will be discharged after the train stops. The only

allowable exception is when the train has stopped in an area where

there was no smooth surface for the passengers to disembark. Then

the train will need to be moved to a suitable area.

After the passengers disembark and the area is clear, then it is

permissible to move the train to the normal stopping point after the

head end brakeman and conductor verify the track is clear at both

ends of the train. If the normal stopping point is missed and there

is a smooth surface for the passengers to disembark, it is not

necessary to move the train.

5.14 Assisted Boarding

– When possible, board disabled

passengers 30 minutes before departure. Inform the passenger that

they will be first on and last off for safety purposes. Not all trains

are handicap accessible. Coaches 7 and 8, combine 06 and baggage

20 are all handicap accessible. If none of these are coupled to the

train, the train is not handicap accessible. The East Ely and McGill

depots are the designated handicap accessible points. All

employees, both train crew and guest services, should be advised

of the seating location of such passengers so that they may be

quickly assisted in the case of an emergency.

5.15 Passengers with Disabilities

– Passengers with mobility

concerns are boarded using the ADA lift as necessary. Conductors

and brakemen must be able to safely operate this piece of

equipment and be able to train others in the safe operation of the

ADA lift. After using the lift, ensure that the life is clear of the

train prior to departure. Disabled passengers should be advised that

the East Ely Depot is the only spot on the line to provide this

service.

48 Version 21.0

Operation of the ADA lift:

A. To Move Lift.

1. In the parked position, the wheels should

be retracted.

2. Crank the elevator up to lower the

wheels.

3. Pull the handle to release the brake to

move the unit.

4. Push lift into position needed.

B. To lift a passenger.

1. Crank the handle 4 turns to raise the

elevator platform.

2. Push the wheel lever to fold the wheels

up.

3. Crank the handle down to lower the

elevator platform to ground level.

4. Unlatch the ground ramp to load the

passenger. If the passenger is standing,

ensure that they hold onto the handrail. If in

a wheelchair, ensure that the wheelchair

brakes are on.

5. Crank the elevator up to car level.

6. Unlatch the bridge ramp and lower onto

the car vestibule.

7. Unload the passenger.

C. After Loading a passenger.

1. Raise and latch the bridge ramp.

2.Stop eight inches above the ground; use

the wheel lever to unfold the wheels.

3. Once completely lowered, pull the brake

handle to release the brake to move the unit.

4.Push lift to a position where it is clear of

the train.

D. Storage of the lift.

1. Store the lift with its wheels retracted.

The instructions for operation are also on the lift itself. Before

operating the life, take a moment to familiarize yourself with the

proper procedures.

Version 21.0 49

5.16 Bicycles -

Bicycles will be allowed on the train only for

ticketed programs or designated events. Bicycles will be stored in

such a way as to not block the aisles or doorways. Passengers under

these programs will be allowed off the train at designated areas

where the conductor feels it is safe to do so.

5.17 Hours of Service

- In accordance with federal regulations,

employees, both certified and students, performing the following

duties are covered by the hours of service rules: engineers,

firemen, hostlers, conductors, brakemen, dispatchers, and signal

maintainers. The hours of service rules cover service both on the

line and within yard limits including switching activities or shop

switching. All employees must sign into service prior to any

operations being commenced.

50 Version 21.0

Section 6.0 - Air Brakes

6.1 Initial Pre-Departure Locomotive Air Brake Test

– The

initial pre-departure locomotive air brake test will be done as part

of the locomotive daily inspection and should be completed before

leaving the servicing area.

6.1.1 Procedure for Locomotive Air Brake Test –

Secure

the locomotive(s) with either hand brakes or with ground

chains before proceeding with this test. Before

commencing the air brake test, ensure that the air system is

charged. When the handbrake is set on a diesel locomotive,

the piston will always be extended. For diesel locomotives

the reverser

MUST BE

centered and the Generator Field

turned

OFF

. From the ground, observe that the locomotive

brakes apply and release during this procedure:

A. Independent Brakes

1.

Put the independent and automatic brake

valves in ‘RUNNING’. Apply the

independent brake.

2.

After observing that the brakes apply on

each locomotive, release the independent

brakes and observe that the brakes are

released.

B. Automatic Brakes

1.

Ensure that the brake pipe pressure is 90

psi.

2.

When the brakes are released on all

locomotives, make a 10-psi brake pipe

reduction and observe that the locomotive

brakes have applied.

3.

After the brakes apply on all locomotives,

‘ACTUATE/BAIL’ and observe that the

brakes release.

4.

Reduce brake pipe pressure by an

additional 10 psi to reapply the brakes.

5.

Determine that all brakes apply on all

locomotives.

6.

Observe gauges and verify that the brake

pipe leakage does not exceed 3 psi per

minute. (If the leakage is greater than 3 psi

Version 21.0 51

per minute, the locomotives have failed the

test and the mechanical shop must be

alerted).

7.

Move the automatic brake valve to

‘RUNNING’ position.

8.

Determine that all brakes are released.

6.2 Initial Terminal

– The initial terminal on the Nevada Northern

Railway is the East Ely Depot when the train is originally

assembled.

6.3 Operative Brakes -

A passenger or freight train will not depart

from a location where an initial terminal air brake test has been

performed, unless 100% of the brakes on the train are working.

6.3.1 Operative Brakes En Route on a Passenger Train

-

On a passenger train, if more than 50% of the brakes fail

en route, the train must stop and have repairs made. If 50%

or more of the brakes operate on a passenger train, it may

continue en route.

6.3.2 Operative Brakes En Route on Freight Train -

A

freight train en route must have at least 85% of its brakes

operating. If not, the train must either set out the cars or

stop and have repairs made.

6.4 Initial Terminal Air Brake Test -

Each train must be

inspected and tested as specified in this rule by a qualified person

at points:

A.

Where the train is originating from.

B.

Where the consist of the train has been altered by adding

cars or locomotives to the consist or changing locomotive.

Example: Putting the passenger train and work train

together for the January fireworks train and switching from

steam to diesel in preparation for a star train both require a

terminal air brake test. (Note: Cutting off the locomotive

and running around the train and coupling again does not

require an Initial Terminal Air Brake Test.)

52 Version 21.0

6.5 Procedures Initial Terminal Air Brake Test

- Train air brake

system must be charged to the required air pressure, angle cocks

and cut out cocks must be properly positioned, air hoses must be

properly coupled and must be in condition for service. An

examination must be made for leaks and necessary repairs made to

reduce leakage to a minimum. If there are Blue Flags on the train,

a brake test must NOT be performed without the approval of the

mechanical person in charge of the blue flag. The initial terminal

air brake test procedure is as follows:

A

. Once the controlling unit has been coupled to a consist,

the air shall be pumped up for no less than 10 minutes prior

to a brake test. It is suggested that 20 minutes be allowed

for an entire consist to charge with air prior to a brake test.

During cold weather and long trains, more time will be

needed to pump up the train.

B.

A brake test shall only be performed when the brake

pipe pressure shows 90 psi and the main air reservoir must

show no less than 105 psi.

C.

Brake pipe leakage test - When the ground crew member

signals for an initial terminal brake test, the engineer or his

designee shall:

1.

Make sure the airbrake system is charged to the

appropriate pressure.

2.

When the engine crew member receives the

signal, reduce brake pipe pressure by 20 psi and

give one short whistle.

3.

Allow the brake pipe exhaust to stop.

4.

Wait sixty seconds.

5.

The brake pipe pressure reading at this time is the

initial reading to measure leakage. Now time the

brake pipe leakage for sixty seconds. At the end of

the sixty seconds, take another brake pipe pressure

reading measurement. The difference between your

initial reading and second reading is the leakage.

6.

Make sure the leakage does not exceed 5 psi

during the sixty second test.

7.

Do not release the brakes until the leakage test is

complete and the ground crewmember signals for a

release, then release the brakes.

Version 21.0 53

8.

When the engineer releases the brakes, he must

give one short whistle.

D.

The ground crewmembers will use the initial terminal

air brake test to inspect the train. The ground crew member

shall inspect the train and verify that there are no major

leaks in the air brake system. The brake cylinder pistons on

each car in the train shall be checked to see that all car

brakes apply and release. At this stage of the test, the

ground crew member shall check to see that the car brakes

apply. The ground crew member must observe the travel of

body mounted brake cylinder’s piston travel on all cars.

The piston travel must not be less than 7 inches or more

than 9 inches. If the piston travel does not meet these

requirements, notify the mechanical department. Brake

shoe thickness must be more than 3/8 of an inch. Any

defects must be reported to the mechanical supervisor for

further inspection and repair. Trains will not leave until

these repairs have been made.

6.6 Notification of Completed Tests

- The ground crew member

shall notify the engineer that the initial terminal train air brake test

has been satisfactorily performed. The ground crew member shall

notify the engine crewmember of the following information:

A.

The number of cars in the train.

B.

A verbal confirmation that all hand brakes are released,

and that all wheel chocks and chains have been removed.

C.

Any special considerations such as freight cars in the

train or other abnormal situations. This notification can be

done either in person, by radio, or in writing.

6.7 Application and Release Brake Test -

This test is to be done

whenever cars or locomotives have been removed from the train

and set out or put back on at the other end of the train. The test is

to be done as follows:

A.

A brake test shall only be performed when the brake

pipe pressure shows 90 psi and the main air reservoir must

show no less than 105 psi.

B.

When the engineer or designee receives the signal,

reduce brake pipe pressure by 20 psi, and give one whistle

signal.

54 Version 21.0

C.

It must be determined that the brakes apply on the rear

car as indicated by visual inspection.

D.

Upon proper request or other signal to release the train

brakes, the engineer will put the automatic brake valve in

'RUNNING’ position. One short whistle signal must be

sounded. It must be determined that brakes release on rear

car as indicated by gauge or device. In the absence of gauge

or device, brakes must be seen to release.

6.8 Running Brake Test

- A running test of air brakes on all trains

must be made in the following situations:

A.

Must be performed on all trains leaving the East Ely

Depot within the first mile.

B.

When leaving the point where the locomotive was added

to or detached from the train.

C.

When engine crew or train crew has been changed.

D.

When designated by special instruction.

E.

Where the train consists has been changed by adding,

removing or rearranging cars.

6.9 Running Test Procedure

- Test must be made as soon as

speed of train is sufficient to prevent stalling. The following

procedure will govern running air brake test:

A.

While using sufficient power to keep the train stretched,

apply train brakes with enough force to ascertain whether

or not train brakes are operating properly. Locomotive

brakes must be kept released when performing a running

air brake test. If train brakes are operating properly, brakes

must be released and the train may proceed.

B.

If train brakes are not operating properly, the train must

be stopped and an inspection made to determine the cause,

and the problem must be corrected before the train is

allowed to proceed. In this case, the engineer must inform

the mechanical department that there is a brake problem.

6.10 Cutting-off the Locomotive

– Before cutting off the

locomotive, the ground crew will set a sufficient number of

handbrakes on the train to prevent movement. At points outside the

East Ely Yard, the engineer will release all the brakes to test the

hand brakes. The engineer will make

at least a 50-psi reduction

Version 21.0 55

in the brake pipe pressure and place the automatic brake valve in

the ‘LAP’ position, and then give one long whistle signal to

indicate the brakes are applied. The conductor or brakeman will

close the angle cock on the locomotive while the angle cock on the

train will remain open to prevent bottling of the air on the train.

When a movement signal is given by the ground crew, the engineer

will place the automatic brake valve in the running position. When

the locomotive disconnects from the train, the conductor or

brakeman shall allow the brakes on the standing portion of the train

to apply in emergency. The angle cock on the standing portion of

the train should remain in the open position to prevent bottling of

the air in the train line. Hook up the air hoses. If provided, chains

and/or dummy couplings shall be connected to the unused

locomotive or car air hose glad hand to prevent damage.

6.11 Charge Time

- Sufficient time must be allowed for the air to

charge before a standing brake test is performed.

6.12 Double Heading

- When two engines are coupled together to

pull a train, the second engine shall close the double heading cock

and the lead locomotive shall control all braking needs. The second

engine will not close the double heading cock until the lead

locomotive has coupled, air hoses tied in and direction has been

given from the lead engineer to do so. The lead locomotive is also

the 'controlling' locomotive in regard to train handling and speed.

6.13 Use of Engine Brake

- Except in emergency cases, use of

engine brake is prohibited to control the train on down grades.

6.14 Emergency Application

- When a train is stopped with an

emergency application of the brakes, whether from the train or at

an emergency rate of reduction from the train, the engineer will not

move the locomotive until informed by a member of the crew that

an inspection of the entire train has been completed and that it is

safe to do so, except in such cases when a bridge or other

obstructions prevent crew members from walking the length of the

train. In such a case, the portion of the train that can be inspected

must be inspected; and at such point the train can be moved to

inspect the remaining portion of the train. When moving the train

under such conditions, it will not be moved at a speed any faster

56 Version 21.0

than 4 mph. If the brakes on the train are applied in an emergency

from any source, the engineer’s brake valve must be moved to

emergency position and left in this position until the train has

stopped and the equalizing reservoir pressure has vented to zero

psi. Upon full discharge from the train brake line, place the train

brake in the ‘LAP’ position. Once the problem has been located

and corrected, the conductor or brakeman shall contact the

engineer. Once the engineer has been notified that the problem is

corrected, the engineer may put the train brake in the ‘RUNNING’

position.

6.15 Bottling Air –

Bottling of the air is

NOT

allowed at the

Nevada Northern Railway.

6.16 Moving Freight Cars Without Air –

It is permissible to

switch freight cars without connecting the airbrake system; but

before moving the cars, every car must be inspected to ensure that

the brakes are released and/or bled off.

6.17 Moving Passenger Cars

– Passenger cars are to have the

airbrake system connected and charged prior to any movement.

The open excursion cars are considered passenger cars. The

cabooses are considered freight cars unless used on the excursion

train in which case they are considered passenger cars.

6.17.1 Locomotive 310 -

The exception is while using

locomotive 310 as a switch engine because it does not have train

air. Locomotive 310 can be used to switch passenger cars under

the following conditions:

1. It has been verified there are no passengers on board the

train, and

2. The switching takes place only within the East Ely yard

limits.

6.18 Cutting Out the Brakes

– If it is determined that a car needs

to have its brakes cut out during a trip, the cut-out cock will be

used to cut out the air brakes for that car. Prior to movement after

being cut out, the air will be bled off from the car and the brakes

checked to ensure they are released.

Version 21.0 57

Air Brake Terms

“A” End of Car:

The end opposite from the one on which the

hand-brake is mounted or where stenciled “A” end on articulated

equipment.

Accelerated Emergency Release:

A release feature of a modern

freight car’s e control valve (except AB) that allows the brake

cylinder and auxiliary reservoir air to flow into the brake pipe

during release after an emergency brake application.

Accelerated Service Release:

A feature of a modern freight car’s

control valves (except type AB) that allows the emergency

reservoir air to flow into the brake pipe for a faster service release.

Actuating;

Depressing the independent brake valve handle

charges the actuating pipe from the main reservoir and releases the

automatic brakes on each locomotive unit in the consist.

Sometimes referred to as bailing off.

Aftercooler:

A radiator unit for cooling compressed air after it has

been heated by compression

Air Brake;

A system of compressed air devices, controlled

manually or pneumatically, that make the car or locomotive slow

down or stop.

Air Brake Hose:

The flexible hose at each end of a car or

locomotive unit which includes a coupling (glad hand) that fits into

an identical coupling on the adjoining car or locomotive unit.

Air Brake System:

All of the devices for operating the air brakes

to control the speed of or stopping a locomotive or train. The

system includes the operating devices, pipes, hoses, fittings and

foundation brake gear.

Air Compressor:

A device on the locomotive which compresses

air for operating the air brakes and all other air-operated devices

on locomotive units and cars. On steam locomotives the air

compressor is powered by steam.

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Air Compressor Control Switch:

A device that loads and unloads

the air compressor at the proper main reservoir pressures and

includes a latch or cutout cock to manually unload the air

compressor.

Air Flow Indicator (AFI):

An instrument that indicates the speed

of the air flowing through the automatic brake valve into the brake

pipe. An AFI is commonly called a flow meter.

Air Gauge:

A duplex or single-pointer gauge which indicates air

pressure in pounds per square inch.

Angle Cock:

A two-position valve located on the brake pipe at

each end of cars or locomotives; opening it allows the passage of

air through the brake pipe into connecting cars or engines.

Automatic Air Brake:

An arrangement of air brakes whereby air

is stored in reservoirs on cars and locomotive units. An operating

valve such as a control valve that causes the brakes to apply and

release by changes in the brake pipe pressure, whatever the cause.

A reduction in brake pipe pressure results in a brake application;

an increase in brake pipe pressure results in a brake release.

Automatic Brake Cut Off Valve:

A device on locomotive units

that can cut out the charging and service functions of the automatic

brake valve. This valve also properly positions the brake valve for

passenger or freight operation.

Automatic Brake Valve:

A manually operated device used by the

engineer to control the flow of compressed air into and out of the

brake pipe.

Automatic Drain Valve:

A device which automatically drains

condensation from main reservoirs.

Automatic Slack Adjuster:

A device that automatically

maintains brake cylinder piston travel at a predetermined length.

Version 21.0 59

Auxiliary Reservoir:

A storage volume, charged from the brake

pipe, to receive and store air to apply brakes on a car or locomotive

unit. In freight car equipment, the auxiliary reservoir and

emergency reservoir are combined in one unit.

“B” End (of car):

The end of a car that the hand-brake is mounted

or where stenciled “B” end on articulated equipment.

Back-Up Valve:

A device, either portable or permanently

connected to the brake pipe, for the purpose of controlling air

brakes from the car to which it is attached.

Bleed or Bleed Off:

Venting air pressure to the atmosphere, such

as venting air pressure from the brake cylinder of individual cars

by using the release valve.

Bleed Valve (Rod):

A valve located on railroad cars used to

release air pressure from the car’s air brake system, which in turn

releases the air brakes on that car.

Brake Application:

A reduction of brake pipe pressure, no matter

how made, sufficient to cause the control valve to move to service

or emergency position.

Brake Cylinder:

A cylinder containing a piston. Compressed air

forces the piston outward to apply the brakes. When the air

pressure is released, the piston returns to its normal position by a

release spring coiled around the piston rod inside the cylinder.

Brake Pipe:

The section of air brake piping of a car or locomotive

unit that supplies the reservoirs. It also connects the piping and is

1 ¼ inches in diameter and extends from one end of the car to the

other. At the ends, flexible hoses connect the cars. When a train is

made up and all brake pipes on the cars are joined together, the

entire pipe line is called the brake pipe.

Brake Pipe Gradient:

The difference in brake pipe pressure

between the locomotive (or source of supply) and the rear car of

the train. Brake pipe gradients may be:

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1.

Normal Gradient:

The gradient that exists when the system is

fully charged.

2.

False Gradient:

The temporary gradient that exists when the

system is less than fully charged (for example, the exaggerated

difference between the head end and rear end after a release).

3.

Inverse Gradient:

The temporary condition when the brake

pipe pressure is higher at the rear end of the train than at the head

end of the train (for example, during a service brake application).

Brake Pipe Pressure:

The amount of pressure, in pounds per

square inch (psi), in the brake pipe (commonly expressed in

pounds).

Brake Pipe Vent Valve:

An appliance to ensure propagation of an

emergency application of air brakes.

Branch Pipe:

The connecting pipe between the brake pipe and the

control valve.

Branch Pipe Cutout Cock:

A device used to cut out the control

valve on a car.

Caboose Valve:

A device placed in the caboose for applying air

brakes at either a service or emergency rate of reduction.

Clasp Brake:

A braking arrangement in which two brake shoes

are used on each wheel, opposite to each other.

Control Valve

: A device on locomotive units or cars that charges

the reservoirs and applies or releases brake cylinder pressure when

the brake pipe pressure reduces or increases.

Cutout Cock:

A hand operated valve that isolates the brake valve

of a car from the brake pipe.

Double Heading Cock:

See Automatic Brake cut-out valve.

Dynamic Brake:

An electrical device that converts some of the

energy developed by a moving diesel locomotive unit into an

effective slowing force.

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Dynamic Brake Interlock (DBI):

A device installed on some

diesel locomotive units that will automatically keep the locomotive

brakes from applying when automatic brakes are applied during

periods of dynamic brake use.

Dynamite:

Emergency application of the train and/or engine air

brakes.

Emergency Application:

A rapid reduction of brake pipe

pressure that causes the control valves to move to the emergency

position and the vent valves to open, which equalizes auxiliary

reservoir, emergency reservoir, and brake cylinder pressures.

Emergency Brake Valve:

A manually operated device on

equipment that initiates an emergency brake application.

Emergency Reservoir:

A storage volume for compressed air on

each car, charged by the brake pipe, to provide air pressure for use

in emergency applications and certain recharge features.

Emergency Stop:

A stop which necessitates stopping in the

shortest possible distance.

Equalization:

A term used to describe the condition that exists

when brake cylinder pressure and auxiliary reservoir pressure

become equal.

Equalizing Reservoir:

A small reservoir which acts as a reference

volume between the position of the automatic brake valve handle

and the brake pipe pressure.

Foundation Brake Gear:

The levers, rods, brake beams, etc. that

connect the brake cylinder piston rod to the brake shoes so that air

pressure forces the piston out and brake shoes are forced against

the wheels.

Full Service Application:

An automatic air brake that is applied

until the auxiliary reservoir and brake cylinder pressures equalize

is a full-service application. Any further reduction in the brake pipe

62 Version 21.0

pressure, except in an emergency application, (if the car has an

emergency reservoir) will not affect the amount of pressure in the

brake cylinder. Therefore, air is being wasted from the brake pipe

by making an over reduction. An over reduction is anything over

26 pounds.

Initial Brake

Pipe Pressure

Maximum

Application

Service

Equalization

Pressure

Emergency

Equalization

Pressure

90 psi

26 psi

64 psi

77 psi

Gasket:

Fitted rubber gasket inserted into the glad hand to effect

a high pressure seal to prevent air leaks. (Carry one on your person

for replacement, as they fatigue occasionally.)

Glad Hand:

The metal fitting attached to the free end of an air

hose used for connection of the hose.

Hand Brake:

Hand operated brake device mounted on cars and

locomotives, which when applied prevents movement when air

brakes are released.

Independent Brake Valve:

A device used to apply and release the

independent (locomotive) brake.

Independent Brake Valve Cutout Cock:

A device to cut in or cut

out the independent brake.

Intercooler:

An arrangement of pipes used for cooling

compressed air between stages of compression.

Lap:

All ports on the brake valve (locomotive or cars) are closed.

Main Reservoir:

An air reservoir on the locomotive unit for

storing and cooling compressed air.

Minimum Reduction:

An initial brake pipe reduction of six to

eight psi which causes a minimum brake application.

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Overcharge:

Brake equipment charged to a higher pressure than

the regulating valve is adjusted to or can maintain. In such a

condition, brakes on a portion of the train may not release.

Over Reduction:

A reduction of brake pipe pressure in excess of

full service. WARNING; EXCESSIVE OVER REDUCTION

CAN RESULT IN LOSS OF ABILITY TO OBTAIN AN

EMERGENCY BRAKE APPLICATION.

Power (Stretch) Braking:

The application of the automatic

brakes while the locomotive is working in a throttle position 3 or

higher.

Pressure Differential:

The differential between two pressures

acting on a piston or diaphragm causing it to move toward the

lower pressure.

Pressure Maintaining

: A feature of the automatic brake valve

which maintains brake pipe pressure against brake pipe leakage.

Pressure Maintaining Braking:

Controlling train speed by

making enough of a brake pipe reduction to stabilize speed on a

grade, then allowing the automatic brake valve pressure

maintaining feature to hold the brake application constant.

Propagation of Air:

The serial action of transmitting a brake

application from car to car through a train.

Recharge Time

: Time needed to replenish the air in each car

reservoir system.

Regulating Valve:

The valve that reduces air pressure from the

locomotive unit’s main reservoir to the desired pressure in the

brake pipe. The regulating valve will automatically maintain that

pressure when the automatic brake valve is in the RUNNING

position.

Relay Valve:

A valve that receives a controlling pressure from a

source and operated to deliver and maintain a corresponding

64 Version 21.0

pressure. Through differential diaphragms of different sizes a

lesser or greater pressure may be delivered.

Release Valve:

A device on the control valve that permits air on

an individual car to bleed to atmosphere from the brake cylinder,

auxiliary and emergency reservoirs, individually or together.

Retainer:

A valve through which brake cylinder air can be

completely exhausted, or predetermined brake cylinder pressure

can be retained.

Service Application:

A reduction of brake pipe pressure at a

controlled rate to cause an application of brakes. It may consist of

one or more service reductions.

Service Lap Position:

The condition obtained on the cars, when

two different volumes of air become equalized and a connection

them is closed.

Service Rate Reduction:

A rate of reduction of the air in the brake

pipe that will cause the brakes to apply with a service application.

Split Service Reduction:

A term describing a method of making

an air brake application in two or more steps to produce more

uniform applications.

Table of Standard Air Pressure on Locomotives

Main Reservoir

High pressure governor

130 lbs.

Main Reservoir

Low pressure governor

115 lbs.

Distributing valve

50 lbs.

Brake Pipe

90 lbs.

Independent Brake Valve

45 lbs.

Surprise Stop:

The shortest stop possible without using an

emergency application.

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Undesired Emergency (UDE):

A service application that results

in an unintentional emergency application. Also referred to as a

dynamiter.

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Section 7.0 – System Maps

7.1 Maps

– It is the responsibility of all Nevada Northern Railway

train crews to know the railroad and refer to different destinations

by their railroad approved names.

Nevada Northern Railway Map

Version 21.0 67

Nevada Northern Railway Keystone Route

68 Version 21.0

Nevada Northern Railway Hiline Route

Version 21.0 69

Section 8.0 – Standard Time

8.1 Standard Clocks

– Standard Clocks will be labeled with a sign

that reads “Standard Clock”. Employees responsible for setting

standard clocks will make sure clocks show the correct time. For

time keeping purposes this railroad uses AM and PM.

8.2 Watch Requirements

- All employees are required to carry a

timepiece of any make that must be set and compared daily with

the designated standard clocks. The watch must display hours,

minutes and seconds. Time calibrations must be within one minute

of a designated standard clock.

8.2.1 Cell Phones/Smart Watches

– Cell phones/smart

watches cannot be used as a timepiece.

8.3 Time Comparison

- After signing-in for duty, each employee

must compare his timepiece with the standard clock. Before each

departure of a train, the conductor and engineer must confirm time

settings with each other and the master clock. This may be done in

person or by radio.

70 Version 21.0

Section 9.0 - Signals and Their Use

9.1 Hand Signals

– Where practical, hand or lantern signals are

the preferred method of communicating between the train

crewmembers. Employees who give or display signals must have

the proper appliances. Appliances must be in good condition and

ready to use. When either hand, lantern signals or radio signals are

used, all crew members must know which system of

communication is being used. Understand that while using the

radio, the engineer will not accept any hand or lantern signals

unless they are stop signals. To change to hand or lantern signals,

the change must be radioed or verbally communicated to the

engineer and acknowledged. See Figure 9.1 for Hand and Lantern

Signals and Figure 9.2 for Day Only Hand Signals.

9.2 Knowing Signals

- All train, track and shop service personnel

must know, understand and be able to perform the required hand

signals for switching prior to being released for any train service

duties.

9.3 Looking for Signals

– To recognize and follow signals

correctly, the employees must always be on the lookout for signals.

Do not act on any signal that is not understood.

9.3.1 Signals by Designated Crew Member –

Only a

designated crew member gives hand signals. All crew

members must be notified when changing the designated

signaler.

9.3.2 Stop Signals by Employees -

A stop signal can be

given by any employee at any time and must be acted upon

regardless if the employee is the designated crew member

or not.

9.4 Signal to Stop

– Any object waved violently by any person on

or near the track is a signal to stop.

9.5 Preferred Signal Side

- When hand signals are used, either by

day or by night, they must be performed in view of the locomotive

engineer. In the event that switching signals must be relayed

through the fireman's side of the engine, the ground crew must

Version 21.0 71

communicate this action with the engine crew and each other and

the fireman must relay signals clearly and audibly.

9.5.1 Relaying Signals

- In the event that the designated

crew member will not remain visible to the engineer,

additional crew members can be used to relay the

designated crew members signals. The person relaying

signals should relay them exactly as given with the

exception of a stop signal. Both signalers and engine crews

must factor a delay into all movements.

9.6 Visibility

– When using hand signals during switching

operations at least one train crew member must be in full view of

the engineer, or next relay ground crew member, during the entire

move. All crew members must have a clear understanding of the

movements to be made. When using radio signals, the ground

crew member does not need to be in view.

72 Version 21.0

9.1

Release the Brakes/Highball

Version 21.0 73

9.7 Disappearance of Signals

-

When backing or shoving a

train, engine, or cars in response to hand signals,

disappearance from the engine crew’s view of the employee

giving the signals must be regarded as a stop signal.

9.8 Use of Signals

- Day (hand) signals or radio signals must be

used from sunrise to sunset. Night (lantern) signals or radio signals

must be used from sunset to sunrise and when day signals cannot

be plainly seen.

9.9 Flagman Signals

: The following signaling appliances must be

carried on the train.

A.

Four Red flags, two in the locomotive and two in the

caboose/passenger cars;

B.

Two white lights or brakeman's lanterns;

C.

A minimum of six (6) chemical light stick fusees; and

D.

Two blue flags.

E.

The railroad will now use chemical light stick fusees.

Fusee flares are no longer an appropriate signaling device.

9.2

74 Version 21.0

It is the conductor’s responsibility to ensure this equipment is on

the train. It is the engineer’s responsibility to ensure the proper

equipment is on the locomotive.

9.9.1 Flag Protection –

Flag protection is required against

following trains when:

A. Stopped on a main track -

When a train stops

on a main track unless authorized to do so under

special orders or track warrant (ie. photo shoots,

special events, etc), a flagman must immediately go

back at least ¼ mile, leave one lighted fusee and

may then return half the distance to the train.

Flagman must remain there until stopping a

following train or until recalled. If the flagman is

recalled and safety permits, the flagman must leave

a lighted fusee and return to the train. If recalled

before reaching the prescribed distance, the

flagman must leave a lighted fusee. While

returning to the train, the flagman must also place

single lighted fusees at intervals shorter than the

burning time of the fusee. When the train departs, a

crew member must leave one lighted fusee. In

addition, until the train is moving at least half the

maximum authorized timetable speed for any train

at that location, a crew member must drop off single

lighted fusees at intervals shorter than the burning

time of the fusee.

9.10 Other Signals

- Other signals may be used for other purposes,

providing they are understood by all crewmembers. When not

involved in giving signals, employees must avoid making motions,

which might be construed as a signal. Radio may be used instead

of hand or lantern signals to convey information when the use of

such signals is not practical. While a radio is being used to control

movement of a train or engine, it must be understood by all crew

members exactly which moves will be made under radio control

and during that time hand or lantern signals will not be given to the

engineer nor acted upon with the exception of stop signals. Any

object waved violently, at any time, by any person on or near the

track, is a signal to stop. A stop signal given by an employee at any

time must be acted upon.

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9.11 Unattended Fusee

- With the exception of grade crossings, a

train finding an unattended fusee burning on or near its track must

stop short of the fusee, if consistent with good train handling. A

train at restricted speed must stop before passing the fusee. After

the fusee burns out or after 10 minutes if the fusee is not visible,

the train must proceed at a restricted speed for a distance of one

mile from the point where the fusee was placed.

If the unattended fusee is beyond the first rail of the adjacent track,

the fusee does not apply to the track on which the train is operating.

9.12 Engine Bell

: Except when making momentary stop and start

switching movements, the engine bell must be rung when the

engine is about to be moved, while passing through the tunnels,

and while approaching grade crossings. Ringing must be

commenced sufficiently in advance to afford warning and

continued until crossing is occupied. The bell must be rung

elsewhere when necessary as a warning signal.

9.13 Required Whistle Signals

- Whistle signals should be

distinct, with intensity and duration proportionate to the distance

the signal is to be conveyed. See figure 9.13, their use is prescribed

as follows:

9.13.1 Whistles at Night

- Whistles shall not be blown

within the East Ely Yard between the hours of 9 PM and 7

AM, unless doing so would interfere with safe operations.

The exception is any public grade crossings within yard

limits and the Wig Wag Crossing.

9.13.2 Whistles in the Yard

– Whistles shall be blown for

each starting movement made by a light engine or train

within the East Ely Yard. Whistles must be blown in the

yard to warn pedestrians and equipment which are close to

the track.

9.13.3 Road Crossings in the Yard

– When moving in the

East Ely yard the whistle is to be blown at each private road

crossing. See Rule 4.13.7

9.13.4 Whistles in Buildings

– Whistles shall not be blown

while the locomotive is inside any building unless

switching operations are being done.

76 Version 21.0

9.13.5 Whistle Failure

– Locomotives with an inoperative

whistle shall not leave the East Ely Yard and shall not cross

any public crossings within the East Ely Yard limits. In the

event of whistle failure outside of yard limits, the bell shall

be rung continuously while moving. A locomotive or train

with an inoperative whistle must not proceed across any

road crossing unless a crew member or other equipped

flagman is positioned at the crossing to warn traffic.

9.13.6 Poor Visibility

– When visibility is reduced to less

than 200 feet due to poor weather conditions or other

factors the whistle must be sounded frequently, especially

in areas where people or equipment may be on or near the

track.

9.13.7 Public Grade Crossings

– The whistle signal

prescribed in Figure 4.13 H must be sounded before

crossing a public grade crossing. The whistle signal shall

be commenced not less than 20 seconds prior to entering

the crossing. The whistle signal must not end until the

leading edge of the movement has completely passed the

crossing. This rule must be adhered to regardless of time

of day or any other whistle signal restrictions. The whistle

signals are listed on Figure 9.13.

Version 21.0 77

Whistle Signals – Figure 9.13

Long Whistle Short Whistle

(Repeated)

A.

Emergency Warning Signal. When this

signal is heard by crews on another train

or engine, stop all movements until it has

been determined that it is safe to proceed.

B.

1) Acknowledgment of signal during an

air test at night; 2) permission to go in

between cars; 3) Movement has stopped.

C.

1) When standing, air brakes are applied

and pressure equalized; 2) Making an

unscheduled stop.

E.

1) When standing - proceed; 2) when

running, acknowledgment of any signal

not otherwise provided for.

F.

When standing, Back up.

G.

Call for signals. Train Crew must contact

the engineer by radio or by visual contact

at once. If not reachable by radio, it must

be assumed that the radio is out of service

and the conductor must proceed to the car

nearest the locomotive and contact the

engineer by verbal means.

H.

1) Crossing Signal. Must be sounded not

less than 20 seconds prior to entering the

crossing. It must not end until the

movement has completely occupied the

crossing. (NRS 705.430)

2) Approaching roadway workers

I. Inspect brake system for leaks.

J.

Approaching meeting and/or waiting

point.

K.

Approaching tunnel, cut, in giving distant

warning or arriving at depot or station.

L. Recall flagman.

78 Version 21.0

9.14 Engine Lights and Markers

- The headlight must be

displayed bright to the front of every train by day and by night,

except that it is extinguished on the end coupled to cars. Headlight

must be extinguished when a train has stopped clear of the main

track to meet a train at the end of multiple main tracks or sidings.

When moving without cars, diesel engines must display a

headlight or markers to the front and rear by day and by night.

9.14.1 Shoving Movement at Night

– Trains will have a

bright white light displayed in the direction of movement

at night. When the movement is led by equipment other

than the locomotive, the conductor or brakeman will use

equipped back up lights or spotlights.

9.15 Headlight Failure -

At night, if the headlight or tender light

fails, a white light must be used in its place while moving; the bell

must be rung continuously, the whistle sounded frequently, and the

responsible manager notified at the first opportunity. At least one

flagman and the use of fusee at each crossing shall protect

crossings.

9.16 Dimming Headlight

- Headlights must be dimmed under the

following conditions except when approaching and passing over

public crossings at grade.

A.

At stations and yards where switching is being done.

B.

When standing close behind another train.

C.

While standing on a main track awaiting the arrival of

an approaching train that is to take the siding.

D.

Approaching and passing head or rear end of train on

adjacent track.

E.

At other times to permit passing of signals or when

safety of employees so requires.

9.17 Markers

- The use of markers will be required at the end of

every train. By day, the marker shall be a red flag, by night, red

lamps. When equipped, the red flag shall be placed in the bracket

that would hold the marker lamps, if unequipped the flag shall be

placed in the coupler or other bracket for this purpose. Highrails or

speeders equipped with taillights are considered markers by day or

by night.

Version 21.0 79

9.18 Number Boards -

Locomotives are required to display

number boards or number lights. When an engine consists of more

than one unit or when two or more engines are coupled, the number

of only one unit will be illuminated as the identifying number.

When practical, use the leading unit.

9.19 Ditch Lights

– When a leading locomotive is not equipped

with ditch lights, it cannot cross a public grade crossing faster than

20 mph.

9.20 Observe and Call Signals and Conditions-

Crew members

in the cabs of engines must be alert for, and communicate to, each

other in a clear and audible manner the name or aspect of each

signal affecting the movement of their train as soon as it becomes

visible or audible. They must continue to observe signals and call

any change of indication until passed. If prompt action is not taken

to the respective signal, crew members must remind the engineer

of the rule requirement. They must also observe and call out

conditions of the track ahead including the state of tunnels, cuts,

crossings, etc.

9.21 Shoving

- When shoving occupied passenger equipment, a

back-up valve is required.

9.22 Cars Shoved -

When cars are shoved over road crossings at

grade, a crew member must be on the ground at the crossing to

warn traffic until the crossing is occupied. The movement can only

enter the crossing on the crew member’s signal.

9.22.1

Such warning is not required when:

A.

Crossing gates are in the fully lowered position

or

B.

It is clearly seen that no traffic is approaching or

it is already stopped at the crossing.

9.23 Automatic Warning Devices -

Under any of the following

conditions, a movement must not foul a crossing equipped with

automatic warning devices until the device has been operating long

enough to provide warning and the crossing gates, if equipped, are

fully lowered:

A. Movement has stopped within 3,000 feet of the crossing.

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B. Movement is within 3,000 feet of the crossing and speed

has increased by more than 5 mph.

C. Movement is closely following another movement.

D. Movement is on other than the main track or siding.

E. Movement enters a main track or siding within 3,000

feet of the crossing.

Employees must observe all automatic warning devices and report

any that are malfunctioning to the train dispatcher or responsible

manager by the first available means of communication. Notify

all affected trains as soon as possible.

9.23.1 Automatic Warning Devices Malfunctioning –

A. IF

the crew is notified that the crossing warning

system has an activation failure or that the crossing

warning system has been disabled, and an equipped

flagger is not at the crossing to provide warning.

THEN

Stop before occupying the crossing. After a

crew member is on the ground at the crossing to

warn highway traffic, proceed over the crossing on

hand signals from that crew member. Then proceed

at normal speed after picking up crew member.

B. IF

The crew is notified that the crossing has one

or more equipped flaggers who are able to provide

warning in all directions of approaching traffic.

THEN

Proceed over the crossing at normal speed

without stopping.

NOTE:

An equipped flagger is a person other than a crew member

who is equipped with an orange vest, orange shirt or orange jacket.

At night, the vest, shirt or jacket must be reflective. The flagger

must have a red flag or stop paddle by day and a light at night.

When advised by the train dispatcher or responsible manager that

the automatic warning devices are repaired or returned to service,

these restrictions no longer apply.

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9.23.2. Whistle for Crossing –

When notified that

automatic warning devices are malfunctioning, sound

whistle signal regardless of any prohibition.

.24 Display of Yellow Flag

– Yellow flags warn trains to restrict

movement because of track conditions or structures. To make sure

that train movement is restricted at the correct location, employees

must display a yellow flag a ¼ mile before the restricted area.

When a yellow flag is displayed and the restriction is not specified

by a track bulletin, track warrant, train order or general order,

before the leading edge of the movement is a ¼ mile beyond the

yellow flag, the speed must not exceed 10 mph. Resume speed only

after the rear of the movement has passed a green flag.

9.25 Display of Yellow-Red Flag

– Yellow-red flags warn the

train to be prepared to stop because of men or equipment. To make

sure the train is prepared to stop at the correct location; employees

must display a yellow red flag ¼ mile before the restricted

area.

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9.26 Display of Red Flag

- A red flag will be displayed at locations

where trains must stop as required on a track warrant, train order,

track bulletin, general order or due to other conditions. Trains must

stop short of the red flag and may not proceed unless authorized

by the employee in charge. If authority to proceed is received

before stop is made, trains may pass the red flag without stopping.

9.27 Torpedoes

- Unless further directed, the use of torpedoes as

a signaling device or for any other reason will not be an accepted

form of signaling on this railroad.

9.28 Fusee Flare

- Unless further directed, the use of fusee flares

as a signaling device or for any other reason will not be an accepted

form of signaling on this railroad. Chemical light stick fusees will

be used in place of fusee flares.

9.29 East Ely Wig-Wag Signals

- The Wig-Wag signals in the

East Ely yard are radio controlled. All base or hand-held radios

will activate the wig-wag signals by keying the radio’s mic button

three times on channel 1. All trains, hi-rail vehicles, speeders and

handcars going through that crossing will activate the signals

before entering the crossing. Once the wig-wag signal has

activated, it will run for 90 seconds and then turn off.

9.29.1

Before entering the

wig-wag crossing, it is the

engineer’s responsibility to

key the locomotive’s radio

mic three times before

blowing the whistle for the

crossing. Locomotive radios

have a longer transmitting

distance than handheld radios.

If necessary, a brakeman or

conductor can activate the

wig-wag signals with their

radios.

Version 21.0 83

Section 10.0 - Railroad Radio Rules

10.1

Accepted Communication Methods

- Radio communication

between train crew members is an accepted method of

communication. When either hand, lantern signals or radio signals

are used, all crew members must know which system of

communication is being used. Understand that while using the

radio, the engineer will not accept any hand or lantern signals

unless they are stop signals. When changing between hand or

lantern signals and radio signals, all crew members involved must

acknowledge the change prior to using that form of

communication.

10.1.1 Radio Communications –

All radio

communications shall be kept as short of possible using a

minimum of words.

10.1.2 Acknowledgment –

Engineers will not use the

whistle to acknowledge radio signals.

10.2 Prohibited Transmissions

- No employees shall knowingly

transmit any false emergency communication, any unnecessary,

irrelevant, or unidentified communication, nor utter any obscene,

indecent, or profane language via the radio.

10.2.1 -

The use of ten codes is prohibited.

10.2.2 -

The use of the word “Copy” is prohibited.

10.3 Emergency Calls

- Any emergency call will be preceded by

the word 'Emergency' repeated three times. Such calls shall be used

only to cover initial reports of derailments, collisions, storms,

washouts, fires, obstructions to track, or other matters which would

cause serious delay to traffic, damage property, or injury to

employees or the public, and shall contain as complete information

thereon as possible. All employees shall give absolute priority to

communications to a station or radio location in distress and,

except in answering or aiding that station, shall refrain from

sending any communication until there is assurance that no

interference will result.

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10.4 Transmitting -

Before transmitting, employees operating the

radio must listen a sufficient interval to be sure the channel is not

already in use, give required identification and listen for

acknowledgement from the employee for whom the transmission

is intended and must not proceed with the transmission until such

acknowledgment is secured. Always speak slowly, clearly and

audibly when using the radio.

10.5 Repetition

– An employee who receives a transmission must

repeat it to the person transmitting the message, except when:

1. The communication concerns yard operations or is

general and does not contain any information, instruction

or advice that could safely affect the safety of the railroad

operation.

2. If it is a continuous movement of four cars or less.

10.6 Identification

- Employees transmitting or acknowledging a

radio communication must begin with the required identification.

In radio communication the first transmission is made to identify

who is transmitting and then to whom the transmission is intended.

Example: "Smith to Anderson, over." Smith is the transmitting

employee calling for Anderson.

Initiation: "NN 93 to NN Conductor 93, Over" (for

example)

Response: "NN Conductor 93, answering NN 93, Over"

Termination: "Conductor 93, Out" and "93, Out"

10.6.1 -

Engine number must be included in every

transmission.

10.7 Over

- To indicate to the receiving employee the transmission

is ended and that a response is expected. The transmitting

employee must say the word 'over'.

10.8 Out -

To indicate to the receiving employee that the exchange

of transmissions is complete and that no response is expected. The

transmitting employee must state his identification followed by the

word 'out'.

10.9 Misuse

- Radio communication must not be used to avoid

compliance with any rule or hand signal.

Version 21.0 85

10.10 Communication Not Understood or Incomplete –

An

employee who does not understand a radio communication or who

receives a communication that is incomplete must not act upon the

communication and must treat it as if it were not sent.

EXCEPTION: An employee who receives information that

may affect the safety of employees, the public or cause damage

to property must take the safe course. When necessary, stop

movement until the communication is understood.

10.11 Monitoring Radio Transmissions –

Radios in attended

base stations or mobile units must be turned on to the appropriate

channel with volume loud enough to receive communication.

Employees attending base stations or mobile units must

acknowledge all transmission directed to the station or unit.

10.12 Acknowledgement –

An employee receiving a radio call

must acknowledge the call immediately, unless doing so would

interfere with safety.

10.13 Testing

– All radios on either equipment or personnel must

be tested prior to beginning any operations. The test must include

the ability to contact one of the Nevada Northern Railway base

stations either the shop or the dispatcher.

10.14 Blasting Operations -

Radio transmission must not be made

when located less than 500 feet from blasting operations.

10.15 Movement by Radio

- When train or engine movements are

to be made in response to radio communication, such as in

switching operations or picking up or setting out cars, specific

instructions must be given for each movement.

86 Version 21.0

10.15.1 Direction and Distance -

When controlling a

movement by radio, direction and distance must be given.

Direction must refer to either the locomotive direction or

geographic direction but

not

both in the same transmission.

Refer to rules 14.1 through 14.6.

10.15.2 Geographic Direction -

Is either railroad north or

south.

10.15.3 Car Length

- When a distance to be given is

greater than fifty feet, the distance should be given in car

lengths. One car length equals fifty feet.

When backing or shoving trains, engines or cars, the direction

and distance of the movement must be specific and movement

must be stopped within one half of the specified distance unless

additional instructions are received. Failure to maintain radio

contact with the employee directing the movement must be

considered a stop signal.

10.16 Phonetic Alphabet

– If necessary, a phonetic alphabet

(Alpha, Bravo, Charlie, etc) will be used to clearly pronounce any

letter used as an initial.

10.16.1 The Phonetic Alphabet

A – Alpha H – Hotel O – Oscar V- Victor

B – Bravo I – India P – Papa W - Whiskey

C – Charlie J – Juliet Q – Quebec X - X-Ray

D – Delta K – Kilo R – Romeo Y – Yankee

E – Echo L – Lima S – Sierra Z – Zulu

F – Foxtrot M – Mike T- Tango

G – Golf N – November U - Uniform

10.17 Mandatory Directive –

Mandatory directives are written

authorities for occupying a main track or speed restrictions which

affect the movement of equipment. Mandatory directives are:

A. Track Warrants

B. Train Orders

C. Track Bulletins

D. Timetable

E. Radio Speed Restrictions

Version 21.0 87

When transmitted by radio, mandatory directives must be

transmitted according to applicable operating rules and the

following:

1.

The train dispatcher must state which mandatory

directive will be transmitted.

2.

The employee must inform the train dispatcher when

ready to copy stating the employee’s name, identification,

and exact location on the main track or where the main

track will be entered. An employee operating the controls

of a moving engine may not copy mandatory directives. In

addition, mandatory directives must not be transmitted to

the crew of a moving train if the conductor, engineer, or

train dispatcher feels that the transmission could adversely

affect the safe operation of the train.

3.

The employee receiving a mandatory directive must

copy it in writing using the format outlined in the operating

rules.

4.

Before a mandatory directive is acted upon, the

conductor and engineer must each have a written copy and

each crew member must read and understand it.

5.

Mandatory directives that have been fulfilled or canceled

shall be marked in accordance with applicable operating

rules and retained for the duration of that crew’s tour of

duty.

10.18 Assigned Frequencies -

NNRy must authorize any radio

transmitters used in railroad service. Radio transmitters must

operate on frequencies the Federal Communications Commission

assigns the railroad. Employees are prohibited from using other

transmitters or railroad frequencies not assigned to that particular

territory.

10.18.1 Channels

– The assigned channels are as follows:

Channel 1: Road, ARR Channel 84-84

Channel 2: Aux./Emergency, ARR Channel 10-10

Channel 3: Repeater, not used

Channel 4: Yard/Auxiliary, ARR Channel 73-73

10.19 Malfunctioning Radio –

Malfunctioning radios must not be

used. As soon as possible, notify each crew member and the train

88 Version 21.0

dispatcher or other affected employees that the radio is not

working. If a radio fails on the controlling locomotive en route, the

train may continue until the earlier of:

A.

The next calendar day inspection or;

B.

The nearest forward point where the radio can be

repaired or replaced.

Version 21.0 89

Section 11.0 Blue Signal Protection of Workmen

This rule outlines the requirements for protecting railroad

workmen who are inspecting, testing, repairing, and servicing

rolling equipment. In particular, because these tasks require the

workmen to work on, under, or between rolling equipment,

workmen are exposed to potential injury from moving equipment.

As used in this rule, the following definitions apply:

Workmen -

Railroad employees assigned to inspect, test, repair,

or service railroad rolling equipment or components, including

brake systems. Train and yard crews are excluded, except when

they perform the above work on rolling equipment not part of the

train or yard movement they are handling or will handle.

“Servicing” does not include supplying cabooses, engine, or

passenger cars with items such as ice, drinking water, tools,

sanitary supplies, stationery, or flagging equipment.

“Testing” does not include an employee making visual

observations while on or alongside a caboose, engine, or passenger

car.

Group of Workmen -

Two or more workmen of the same or

different crafts who work as a unit under a common authority and

communicate with each other while working.

Rolling Equipment -

Engines, cars, and one or more engines

coupled to one or more cars.

Blue Signal -

During the day, a clearly distinguishable blue flag,

or light. At night, a blue light. The blue light may be steady or

flashing. The blue signal does not need to be lighted when it is

attached to the operating controls of an engine and the inside of the

engine cab area is lighted enough to make the blue signal clearly

distinguishable.

Effective Locking Device -

When used in relation to a manually

operated switch or a derail, a lock that can be locked or unlocked

only by the craft or group of workmen applying the lock. A

general service lock is not an effective locking device.

90 Version 21.0

Car Shop Repair Area -

One or more tracks within an area where

rolling equipment testing, servicing, repairing, inspecting, or

rebuilding is controlled exclusively by mechanical department

personnel.

Engine Servicing Area -

One or more tracks within an area where

engine testing, servicing, repairing, inspecting, or rebuilding is

controlled exclusively by mechanical department personnel.

Switch Providing Direct Access -

A switch that if used by rolling

equipment could permit the rolling equipment to couple to the

equipment being protected.

11.1 What a Blue Signal Signifies -

A blue signal signifies that

workmen are on, under, or between rolling equipment and requires

that:

1.

Rolling equipment must not be coupled to, or moved,

except as provided in

Section 11.7 Movement in Engine

Servicing Area

and

Section 11.8 Movement in Car Shop

Repair Area

.

2.

Rolling equipment must not pass a blue signal on a track

protected by the signal.

3.

Other rolling equipment must not be placed on the same

track so as to block or reduce the view of the blue signal.

However, rolling equipment may be placed on the same

track when it is placed on designated engine servicing area

tracks or car shop repair area track, or when a derail divides

a track into separate working areas.

4.

Rolling equipment must not enter a track when a blue

signal is displayed at the entrance to the track. Blue signals

or remote-control blue signals must be displayed for each

craft or group of workmen who will work on, under, or

between rolling equipment.

5.

Caboose 22 will be blue flagged when there are caboose

lodgers staying. Guest services will place the flag when

checking the guest in and will remove the flag during check

out. When there is a rental with train, they are responsible

for ensuring the guest has checked out and vacated the

caboose one hour prior to the scheduled departure time.

Version 21.0 91

11.2 Protection Removed -

Blue signals may be removed only by

the craft or group who placed them. Remote control display may

be discontinued when directed by the craft or group that requested

the protection. When blue signal protection has been removed

from one entrance of a double-ended track or from either end of

rolling equipment on a main track, that track is no longer under

blue signal protection.

11.3 How to Provide Protection -

When workmen are on, under,

or between rolling equipment and exposed to potential injury,

protection must be provided as follows:

On a Main Track -

A blue signal must be displayed at

each end of the rolling equipment.

On Other than a Main Track -

One of these three

methods of protection or a combination of these methods

must be provided:

A.

Each manually operated switch, including any

facing point crossover switch that provides direct

access must be lined against movement onto the

track and secured by an effective locking device. A

blue signal must be placed at or near each such

switch.

B.

A derail capable of restricting access to the track

where work will occur must be locked in derailing

position with an effective locking device and:

Positioned at least 50 feet from the end of

rolling equipment on a designated engine

servicing track or car shop repair track

where speed is limited to not more than 5

mph. A blue signal must be displayed at

each derail.

11.4 Blue Signal Readily Visible to Engineer -

In addition to

providing protection as required in

“On a Main Track”

and

“On

other than a Main Track”

, when workmen are on, under, or

between an engine or rolling equipment coupled to an engine:

A.

A blue signal must be attached to the controlling engine

and be visible to the engineer or employee controlling the

engine.

B.

The engine must not be moved.

92 Version 21.0

11.5 Protection for Workmen Inspecting Markers -

Blue signal

protection must be provided for workmen when they are:

A.

Replacing, repositioning, or repairing a marker and the

rear of the train is on any track.

11.6 Protection for Emergency Repair Work on a Main Track

-

If a blue signal is not available for employees performing

emergency repairs on, under, or between an engine and rolling

equipment coupled to an engine on a main track, the employee

controlling the engine must be notified and appropriate measures

taken to provide protection for the employees.

11.7 Movement in Engine Servicing Area -

An engine must not

enter a designated engine servicing area until the blue signal

protection is removed from the entrance. The engine must stop

short of coupling to another engine. An engine must not leave a

designated engine servicing area unless the blue signal is removed

from the engine and the track in the direction of movement. Blue

signal protection removed to let engines enter or leave the engine

servicing area must be restored immediately after the engine enters

or clears the area. An engine protected by blue signals may be

moved on a designated engine servicing area track when:

A.

Workmen have been warned of the movement

B.

The blue signal has been removed from the controlling

engine to be repositioned.

C.

An authorized employee operates the engine under the

direction of the employee in charge of workmen.

11.8 Movement in Car Shop Repair Area -

When rolling

equipment on car shop repair tracks is protected by blue signals, a

car mover may reposition the equipment if:

A.

Workmen have been warned of the movement.

B.

An authorized employee operates the car mover under

the direction of the employee in charge of workmen.

11.9 Repair Tracks -

A blue signal must be placed at the entrance

of the switch to a repair track or a car shop when workers are

working on, under or between rolling equipment. Each manually

operated switch providing access to the track must be lined against

Version 21.0 93

movement to the track and secured with an effective locking

device. Rolling equipment protected by a blue signal on a car shop

or repair tracks which are under exclusive control of the operating

forces may be repositioned with a car mover when operated by an

authorized employee under the direction of the Mechanical

Supervisor in charge of the workers, after the workers on the track

have been notified and are clear of the movement. Rolling

equipment must not be placed on repair tracks or in car shops until

it is known that all employees are clear of the track on which the

movement is to be made. The derail frog on the repair or engine

house tracks must also be placed in the derail position with the

locking flag inserted in the derail whenever blue signal protection

is being used in this area. If no blue flags are displayed on a track

in the servicing area, the derail on that track may be removed.

11.10 Nevada State Flag

– At times the Nevada state flag may be

flown on the train for ceremonial or decorative purposes. The state

flag will not be considered a blue flag under this section. All crew

members must familiarize themselves with the appearance of the

state flag.

94 Version 21.0

Section 12.0 - Dispatching

12.1 Duties of Train Dispatchers

– Train dispatchers supervise

train movement and any employees connected with that

movement. Dispatchers report directly to the Superintendent and

Trainmaster. Dispatchers are allowed to write and authorize train

orders, track warrants, track bulletin Form A and Form B, assign

crews to trains, authorize switch moves, and make switching

assignments.

12.2 Dispatcher's Duties -

Dispatchers shall comply with all

museum rules, policies, and procedures. Dispatchers are not

allowed to make or change company policy, make exceptions to

the rules, allow others to make exceptions to the rules, or in any

way endanger the image or reputation of the museum except under

the authority of the responsible manager. Dispatchers are

considered 'operating practices managers.' As such, dispatchers are

allowed to make decisions regarding the everyday operation of

trains and equipment on the museum right of way without altering

company policies, rules, or procedures. Employee-related issues

are not to be taken to the dispatchers, nor shall dispatchers

entertain employee related issues as they pertain to company

policies, rules, or procedures. Dispatchers are not part of the 'core

chain of command.'

12.3 Dispatching Duties

- The dispatcher is charged with the duty

of making sure that train movements are made safely and in a

manner that will keep our employees, guests, and equipment safe

at all times. Dispatchers shall fill out the Dispatchers Check List

every day.

12.4 Dispatchers Direct Train Movements

- Dispatchers must

direct all train and track crew movements. Each movement shall

be recorded daily in the Dispatcher’s Record of movement form.

In the absence of a dispatcher, dispatching duties will then be

assigned to the COO, Superintendent or the Trainmaster.

12.5 Crew Assignments

- The COO, Superintendent or

Trainmaster will make all crew and operating assignments. If a

crew change needs to be made while the COO, Superintendent or

Version 21.0 95

Trainmaster are off the property, dispatchers can assign

replacement crew members, if such member is qualified for that

position. Dispatchers are allowed to contact crews to inform them

of their call times.

12.6 Dispatcher’s Instructions

- Train crews are to follow all

instructions as given by the dispatchers.

12.7 Hours of Service -

Dispatchers shall sign in on the Hours of

Service Log and shall abide by all hours of service rules.

12.8 Interpretation of Rules

- Dispatchers are not rules officials

and shall not interpret rules. Rule interpretations shall be made by

the COO, Superintendent or Trainmaster.

96 Version 21.0

Section 13.0 - Timetables, General Orders, Notices,

Safety Bulletins and Track Warrants

13.1 Timetables

- Each Timetable supersedes the preceding

Timetable from the moment the new timetable takes effect and a

General Order is posted. General Orders informing of new

Timetable, Timetable supplements or special instructions must be

posted at least 24 hours prior to the effective time. All Operating

Department crewmembers are required to carry, understand, and

comply with the current Timetable at all times while aboard their

assigned locomotive and/or train.

13.1.1 Movements

- All trains leaving East Ely will be

governed by timetable or train order authority. All trains must

be issued a track warrant. All conductors and engineers must

have a copy of all track bulletins referenced on their track

warrant.

13.2 Effective Life

- Timetable schedules are effective unless

fulfilled or annulled by train orders or abolished by special

instruction for the life of the timetable.

13.3

Rule Changes

- Rules may be issued, canceled, or modified

by General Order as posted by the COO.

13.4 Schedule Time

- Each regularly scheduled, numbered train

has an outbound and an inbound schedule in the Timetable. The

trains are paired. Northbound trains are odd numbered.

Southbound trains are even numbered.

13.5

Train Departure

- A train must not leave the station in

advance of its scheduled leaving time for any reason unless

directed to by dispatcher or orders. Conductors authorize the

departure of the train from the station and notify the dispatcher of

their departure time.

13.6 General Orders, General Notices, Safety Bulletins and

Shop Bulletins-

Will be posted in crew areas, all employees must

review these before beginning their shift. These will be posted in

all crew areas and must be initially by employees prior to starting

their service.

Version 21.0 97

13.6.1 General Orders

- General Orders change, add to,

or annulled operating rules and/or instructions. They will

be issued and canceled over the signature of the Chief

Operations Officer or designated authority. General Orders

will be posted in books and/or on bulletin boards.

Enginemen, trainmen, and others whose duties require,

must review them before commencing each day’s work or

trip. General Orders will be numbered consecutively

beginning January 1 of each year and will be issued and

canceled by the COO or designated authority and will

expire within the calendar year. General Orders supersedes

any rule or regulation with which they conflict.

13.6.2 General Notices -

General notices are issued as

needed to update crews on qualified persons, changes in

personnel, or other pertinent information on operations.

General Notices will be numbered consecutively beginning

January 1 of each year and will be issued and cancelled by

the COO or designated authority and will expire within the

calendar year.

13.6.3 Safety Bulletins -

Safety bulletins contain a rule

review, safety tip and advice of any safety concerns. The

bulletins will be reviewed at staff meetings and posted in

books with the Orders and Notices. It is the responsibility

of every employee to review the bulletins and initials in the

margins that they have read them. Safety Bulletins will be

issued by the Superintendent and/or Trainmaster and will

be numbered consecutively beginning January 1 of each

year and will expire within the calendar year. The

responsible manager will conduct the weekly rule review

with all train crews during the crew meetings.

13.6.4 Shop Bulletins –

Shop bulletins contain mechanical

and operational announcements and instructions. It is the

responsibility of every employee to review the bulletins

and initials in the margins that they have read them. Shop

Bulletins will be issued by the Master Mechanic and will

be numbered consecutively beginning January 1 of each

year and will expire within the calendar year.

98 Version 21.0

13.7 Temporary Restrictions

- Temporary restrictions will be

posted as a bulletin under the signature of the Dispatcher. Crews

must look at the bulletin board before working on or moving any

rolling equipment. Bulletins are posted in the crew room.

13.8 Clearances, Train Orders, Track Warrant and Track

Bulletins Constituting Operating Forms -

For movements

requiring their use, the dispatcher will issue them and they will

contain only information and instructions essential to such

movements. They must be brief and clear, in prescribed form

without erasure, alteration, or intermediation. Operating Forms

will be plainly written, and brackets, circles or other characters

must not surround figures. Operating Forms must be given in the

same words to all employees addressed.

Figure 13.8 Example of Train Order

Version 21.0 99

13.9 Checking Accuracy -

Immediately upon receipt of Operating

Forms, they must be carefully checked for accuracy by those

addressed and then by other crewmembers. It must be known that

they are properly addressed and that the clearance corresponds

with the Operating Form received. All crewmembers are

responsible for complying with the requirements of all Operating

Forms and reminding each other of their content. Any errors,

omissions, or misunderstanding of Operating Forms must be

immediately corrected. If crewmembers are uncertain regarding

the meaning of any order, the crew must call an officer in charge

for a re-confirmation of the order.

13.10 Retaining Operating Forms -

Operating Forms must be

retained by the Dispatcher. The crew can discard their operating

forms at the end of their tour of duty once they have released their

track warrants.

13.11 Relieved During Trip -

When a conductor or engineer or

both is relieved before completion of a trip, all Operating Forms

held by them must be delivered to the relieving party. Relieving

crewmembers before proceeding must compare such Forms.

13.12 Required Authority -

A train must not leave its initial

station without required authority which can be timetable authority

or train order and a track warrant.

13.13 Operating Forms

- Operating Forms must be filled out in

duplicate by the dispatcher, showing thereon, without erasure or

alteration. Operating Form number, date, station and the numbers

of each Operating Form, if any, are addressed to that train. If

correct, the responsible manager will give OK time and his initial.

Any line not used will be left blank. A copy of each Operating

Form must be retained for the office file.

13.14 Train Orders in Effect -

Train Orders continue in effect

until fulfilled, superseded, or annulled. Any part of a Train Order

specifying a particular movement may be suspended or annulled.

Complying with its requirements fulfills a train order. A Train

Order may cancel, modify, or issue a special instruction.

100 Version 21.0

13.15 Siding Meeting Point

- At meeting points established by

Train Orders, the Order must specify which train will take the

siding and which train will hold the main line.

13.16 Track Warrant Control

–When trains are being dispatched

under track warrant control (TWC), the dispatcher shall give this

warrant. All track moves on the mainline shall be made under

Track Warrant Control.

13.17 Authority to Enter TWC Limits -

Where designated by the

timetable or train order, a track warrant will authorize main track

use under the direction of the train dispatcher. Track warrant

instructions must be followed in yard limits.

13.18 Designated Limits -

Track warrant limits must be

designated by specifying tracks, where required, and exact points

such as switches, mile posts, or identifiable points. However,

station names may be used as follow:

A. First Named Point -

When a station name designates

the first named point, authority extends from and includes

the last siding switch. Authority extends from the station

sign if no siding exists.

B. Last Named Point -

When a station name designates

the last named point, authority extends to and includes the

first siding switch. Authority extends to the station sign if

no siding exists.

13.19 Operating with Track Warrants

- A track warrant

authorizes a train or engine to occupy the main track within

designated limits. However, the train or engine must not foul a

switch at either end of the limits where an opposing train may use

the same switch to clear the main track. See figure 9.19

The train or engine must move as follows:

1.

Proceed from one point to another in the direction the

track warrant specifies. When a crew member informs the

train dispatcher that the entire train has passed a specific

point, track warrant authority is considered void up to that

point or;

Version 21.0 101

2.

If authorized to “WORK BETWEEN” two specific

points, the train or engine may move in either direction

between those points.

13.19.1 Leaving the Main Track-

A train authorized to

proceed in one direction must inform the train dispatcher

when it leaves the main track before reaching the last

named point, unless a crew member is left to prevent a

following movement from passing.

13.20 Occupying Same Track Warrant Limits -

A track warrant

must not be issued to a train within the same or overlapping limits

with another train unless:

1.

In non-signaled territory, all trains are authorized to

proceed in the same direction and are instructed to move at

restricted speed.

2.

Two or more trains are authorized to “WORK

BETWEEN” two specific points at restricted speed within

the overlapping limits or;

3.

Trains are authorized to proceed through the limits of

another train authorized to “WORK BETWEEN” two

specific points, and track warrants instruct all trains to

move at restricted speed within the overlapping

limits.Where track warrant authority includes yard limits,

the terms of Yard Limits apply, but track warrant

instructions must be followed.

13.21 Protecting Men or Equipment -

Men or equipment may

receive a track warrant in the same manner as trains to occupy or

perform maintenance on the main track without other protection.

A track warrant must not be issued to protect men or equipment

within the same or overlapping limits with a train unless:

1.

All trains are authorized to proceed in one direction

only, and the track warrant specifies that men or equipment

do not foul limits ahead of these trains or;

2.

All trains authorized are notified of the men or

equipment and have been instructed to move at restricted

speed. Also, a track warrant must inform the employee in

charge of men or equipment about the trains. If the track

is not safe for trains to move at restricted speed, the

102 Version 21.0

employee must protect the track with red flags according

to Rule 9.26 (Display of Red Flag).

13.22 Reporting Clear of Limits -

A train must report clear of

the limits or report having passed a specific location only when it

is known the train is completely clear. This must be determined

by a crew member who can observe the rear car of the train.

In addition, a train clearing in a siding or other track must comply

with requirements outlined in Rule 16.9 (Main Track Switches)

before reporting clear of the limits.

Version 21.0 103

Figure 13.19

NNRy TRACK WARRANT

NO:________________ DATE: ______________________

TO:________________ AT:_________________________

1.



TRACK WARRANT NO(S) IS/ARE

VOID

2.



PROCEED FROM TO

____________________

AND RETURN TO

3.



PROCEED FROM TO

____________________

4.



WORK BETWEEN AND

________________ _

5.



NOT IN EFFECT UNTIL _______________________________________

6.



THIS AUTHORITY EXPIRES AT __________________________

7.



NOT IN EFFECT UNTIL AFTER ARRIVAL OF______________________

AT___________________________

8.



HOLD MAIN TRACK AT LAST NAMED POINT

9.



DO NOT FOUL LIMITS AHEAD OF ______________________

10.



CLEAR MAIN TRACK AT LAST NAMED POINT

11.



THIS TRACK WARRANT REQUIRES A MEET WITH_____________

AT ____________________________

12.



BETWEEN AND

MAKE

ALL MOVEMENTS AT RESTRICTED SPEED. LIMITS OCCUPIED BY TRAIN

13.



DO NOT EXCEED_____________MPH BETWEEN _________________

AND

14.



DO NOT EXCEED_____________MPH BETWEEN

__________________

AND

15.



FLAG PROTECTION NOT REQUIRED AGAINST FOLLOWING TRAINS

ON THE SAME TRACK

16.



TRACK BULLETINS IN EFFECT _______, _______, _______, _______.

17.



OTHER SPECIFIC INSTRUCTIONS:

__________________________________________

TOTAL BOXES USED_____________.

BOXES MARKED ARE: ______, ______, ______, ______, _____, _____,.

OK_______________DISPATCHER ______________________________

RELAYED TO ______________ COPIED BY: _______________________

LIMITS REPORTED CLEAR AT_____________ BY __________________

(MARK “X” IN BOX FOR EACH ITEM INSTRUCTED)

104 Version 21.0

13.23 Train Order and Track Warrant Requests -

An employee

who requests a train order and/or track warrant must inform the

train dispatcher what movements will be made and, when

necessary, which tracks will be used and how much time is

required.

13.24 Copying Track Warrants -

The conductor and the engineer

must each have a copy of the track warrant issued to their train and

each crew member must read and understand it. The copy must

show the date, location, and name of the employee who copied it.

The following must occur when transmitted verbally:

A. Transmitting Track Warrants

1. An employee will enter all of the information and

instructions on the track warrant.

2. The employee will repeat the information to the

train dispatcher.

3. The train dispatcher will check it and, if correct,

will say “OK” and give the time and his initials.

4. The employee will enter the “OK” time and the

train dispatcher’s initials on the track warrant and

repeat them to the train dispatcher.

B. In Effect

1. The track warrant is not in effect until the “OK”

time is shown on it.

2. If the track warrant restricts movement or

previously granted authority, it cannot be

considered in effect by the train dispatcher until

acknowledgment of the “OK” has been received.

13.25 Duplicating Track Warrants -

Employees who reproduce

track warrants with a duplicating machine do not need to repeat

them to the train dispatcher.

Duplicated track warrants must not be delivered or used until they

are checked and verified as legible and duplicated in their entirety.

13.26 Track Warrant in Effect -

A track warrant is in effect until

the conductor reports the train has cleared the limits, or the track

warrant is made void. The conductor must inform the train

dispatcher when the train has cleared the limits.

Version 21.0 105

13.26.1 Time Limit Shown -

If the track warrant shows a

time limit, the train must clear the limits by the time

specified, unless another track warrant is obtained.

13.27 Changing Track Warrants -

Employees must not add to or

alter the track warrant in any manner, unless instructed to do so by

the on-duty dispatcher.

The only items that can be changed on a track warrant are:

1. Locomotive number

2. Time and Date

3. Speed

When the limits or instructions of a track warrant must be changed,

a new track warrant must be issued showing, “Track Warrant

No._____ is void”. When a track warrant of a previous date is

voided, the date must be included. The previous track warrant will

no longer be in effect.

13.28 Voiding Track Warrants -

A crew member must write

“VOID” ACROSS EACH COPY OF THE TRACK WARRANT

WHEN THE TRAIN HAS REPORTED CLEAR OF THE

LIMITS OR THE TRACK WARRANT HAS BEEN MADE

VOID.

13.29 Mechanical Transmission of Track Warrants -

Repetition

is not required when track warrants are transmitted mechanically.

The “OK” time will be given when the track warrant is issued. The

space for the name of the copying employee may be left blank.

Track warrants that restrict the authority or movement of a train

must not be transmitted mechanically, unless the train being

restricted will not leave the point without receiving the track

warrant.

106 Version 21.0

Section 14.0 – Locomotive Direction, Terms and

Movement of Trains, Engines and Other Equipment

Locomotive Direction is defined as

“

On diesel locomotives, the

front of the locomotive is designated by the letter ‘F’ and steam

locomotives are designated by the pilot

.”

14.1 Locomotives 105,

109, 201, 310 and 801

– On Locomotives 105,

109, 201 and 801 the

long hood is forward.

When the “proceed”

signal is given, these

locomotives will move

towards the right side

of the photo.

14.2 Locomotive 204

and 401

– On

Locomotive 204 and

401 the short hood is

forward. When the

“proceed” signal is

given, these

locomotives will move

towards the right side

of the photo.

Version 21.0 107

14.3 Locomotive 35 -

On Locomotive 35

front is designated by

the letter F.

14.4 Steam

Locomotives –

On

steam locomotives, the

front is designated by

the steam locomotive’s

pilot. When the

“proceed” signal is

given, a steam

locomotive will move

towards the viewer of the photo.

14.5 Directional Terms for Forward -

Moving a locomotive or

train in a forward direction as defined by the locomotive front - F

on a diesel pilot or the pilot on a steam locomotive, acceptable

terms are:

a) Ahead

b) Forward

c) Proceed

14.6 Directional Terms for Reverse -

To move a locomotive or

train backwards or in reverse as defined by the locomotive front,

acceptable terms are:

a) Back

b) Reverse

c) Shove

d) Push

14.7 Main Track Authorization

- Main tracks must not be

occupied unless authorized by proper Form and Authority.

108 Version 21.0

14.7.1 Initiating Movement –

Before initiating movement

on a main track, a train must have the following authority:

a. Timetable or Train Order and

b. Track warrant (See figure 13.19) and any track

bulletins that are required.

14.7.2 Train Location -

Trains or maintenance of way

employees who receive authority to occupy the main track

after the arrival of a train or to follow a train must ascertain

the train’s location by one of the following methods:

a. Visual identification of the train.

b. Direct communication with a crew member of

the train.

c. Receiving information about the train from the

train dispatcher or control operator.

d. Observing chemical light stick fusses or flagmen

from leading trains.

14.8 Yard Limit

– The yard limits of the East Ely terminal are

designated with the existing chevron shaped yard limit signs.

Within the East Ely yard limit, trains, engines, track equipment, hi-

rail vehicles, motorcars, railbikes, handcars and velocipedes may

use the main track. A passenger or freight train operating in the

East Ely Yard is superior to all other equipment and must not be

delayed.

14.8.1 Designated Service Area –

Is defined as starting at

the north switch of the ladder track, the engine house lead

(south of this switch,) the ladder track, and the mainline

south of the south ladder track switch and all tracks heading

south off the ladder track and the ashpit track.

14.9 Engine

– A locomotive propelled by any form of energy.

14.10 Train

– An engine, with or without cars, hi-rail vehicle,

MOW equipment, speeder or handcar, operating under timetable

or train order authority with a track warrant.

Version 21.0 109

14.11 Direction of Movement –

Dictated by either the direction

of the locomotive or geographic direction.

14.11.1

Locomotive Direction

- On diesel locomotives,

the front of the locomotive is designated by the letter ‘F.’

On steam locomotives, the front is designated by the pilot.

14.11.2 Geographic Direction –

Is either railroad north or

south.

14.12 Direction of Railroad –

The Nevada Northern Railway is a

north – south railroad. Trains heading away from Sunshine

(Keystone) are northbound. Trains heading toward Sunshine

(Keystone) are southbound.

14.13 Speed Limits –

The following are the maximum speed

limits allowed on this railroad. Conductors and engineers are

jointly responsible for the operation of their train or engine and the

speed limits must be followed. When conditions require, it is the

responsibility of the conductor and the engineer to operate at a

slower speed that is safe for the existing conditions.

14.13.1 Coupling and Building Speed

- Speed is no

greater than 2 mph for coupling or moving inside a building

or within 250 feet of any gate or doorway.

14.13.2 Main Yard, East Ely Wye, and Designated

Service Area

–speed is restricted to no greater than 5 mph,

except for the close clearance point on the northeast corner

of the RIP and on the team track from the railroad north

end of the parking lot to the railroad south end of the freight

barn where the speed is restricted to no greater than 2 mph.

14.13.3 North Yard Speed –

The yard tracks railroad

north (east) of the gravel service road crossings is 10 mph.

14.13.4 Close Clearance Speed

– Tunnel #1 and Highline

Cut: Approach and enter at no greater than 8 mph until the

leading edge of the movement is clear of the close

clearance.

14.13.5 Keystone Branch Speed

– Keystone Branch is

defined as starting at switch 11, speed is no greater than 15

mph for passenger trains. For freight or mixed trains, the

speed limit is no greater than 10 mph. Keystone wye speed

is 10 mph including the track between the wye switches.

110 Version 21.0

14.13.6 Mainline Speed

–The mainline is defined as

starting at the Avenue F crossing, speed is no greater than

15 mph for passenger trains. For freight or mixed trains,

the speed limit is no greater than 10 mph. From the Avenue

C crossing to the Avenue F crossing (Bath Lumber), the

speed limit is restricted to no greater than 10 mph.

14.13.7

Adverse Branch Speed

– Adverse Branch is

defined as starting at Hiline Junction, speed is no greater

than 15 mph for passenger trains. For freight or mixed

trains, the speed limit is no greater than 10 mph.

14.13.8

Engine House Track at RIP Building

– Track

speed will not exceed 2 mph when passing the northeast

corner of the RIP building.

14.14 Protect Trains

- Trains and engines must be protected

against any known condition which may interfere with their safety.

When conditions exist which may impair visibility or affect the

condition of track or structure, speed must be regulated to ensure

safe passage and to ensure observance and compliance with signal

indications. In case of unusually heavy rain, snow, storm or high

water, trains and engines approaching bridges, culverts, and other

such points likely to be affected by such conditions must be

prepared to stop. If unable to proceed safely, movement must be

stopped and not resumed until safe. The responsible manager must

be advised of such conditions by the first available means of

communication.

14.15 Protection Against Defects

- If any defect or condition

which might cause an accident is discovered in track, bridges,

culverts, tunnels or if any member of a train or engine crew has

reason to believe that their train or engine has passed over a

dangerous defect, a stop must be made at once, flag protection

provided, and responsible manager notified.

14.16 Water on Tracks

- Trains and engines shall not be operated

over track submerged in water until track has been inspected by a

responsible manager and known to be safe. Engines must not be

operated in excess of 5 MPH through water above the top of the

rail unless the responsible manager dictates a slower speed. Diesel

Version 21.0 111

locomotives are restricted to rail that has no more than three (3)

inches of water covering the rail.

14.17 Handled Safely

- Crew members must be aware of speed of

train or engine, grade conditions and indication of air gauge to

determine that the train or engine is being handled safely and under

control. If necessary, they must take immediate action to bring the

train under control.

14.18 Equipment Restrictions -

The conductor must advise the

engineer of any restriction placed on equipment being handled.

Likewise, the engineer must inform other crew members of

defective equipment prior to train movement.

14.19 Repeat Instructions

– An employee who verbally receives

instructions or information about train or engine movements must

repeat them to the person giving the instructions.

14.20 Stopping Clear for Meeting or Passing

- A train that may

be met or passed must stop at least 400 feet from the clearance

point of the facing point the other train will pass over, if train

length permits.

14.21 Calling Attention to Restrictions

– At the crew briefing

prior to the movement, the conductor must inform the train crew

that the train may enter an area that is restricted by limits of

authority, train order or track bulletin. The conductor may remind

the engineer at least 1 mile before the restriction is approached.

After passing through the restriction, the conductor or brakemen

will inform the engineer that the train is clear of the restriction. If

the engineer fails to comply with the restrictions on a movement,

the conductor must contact the engineer and order compliance with

the limits of authority, train order or track bulletin.

14.22 Operating Speed Limits

– Pursuant to 49 CFR 213.9

Classes of Track: Operating Speed Limits - the following

maximum allowable operating speeds are:

A. Excepted Track- freight 10 mph; passenger-not allowed.

B. Class 1 track- freight & mixed trains 10 mph; passenger

15 mph.

112 Version 21.0

C. Class 2 track- freight and mixed trains 25 mph;

passenger 30 mph.

D. Class 3 track – freight and mixed trains 40 mph;

passenger 60 mph.

14.22.1 Equipment Restrictions –

Historic freight

equipment under FRA waivers are restricted to no greater

than 25 mph.

14.23 Movement at Restricted Speed

– When a train or engine is

required to move at restricted speed, movement must be made at a

speed that allows stopping within half the range of vision short of

train, engine, railroad car, men or equipment fouling the track, stop

signal or derail or switch lined improperly. Speed will not exceed

15 mph complying with these requirements until the leading

wheels reach a point where movement at restricted speed is no

longer required.

14.24 Inspecting Trains

– Employees must periodically inspect

their train and any passing trains. If they detect any of the

following conditions, they must notify crew members by any

available means:

A.

Overheated journals;

B.

Sticking brakes;

C.

Sliding wheels;

D.

Wheels not properly positioned on the rail;

E.

Dragging equipment;

F.

Insecure contents;

G.

Signs of smoke or fire;

H.

Headlight or marker lights improperly displayed;

I.

Any other dangerous condition.

14.25 Blocking Public Crossings

– If possible, a standing train or

switching movement must avoid blocking a public crossing longer

than 10 minutes.

Employees must observe all automatic warning devices and

report any that are malfunctioning to the train dispatcher or

responsible manager by the first available means of

communication. Notify all affected trains as soon as possible.

Version 21.0 113

14.26 Derail Location and Position -

Employees in train, engine,

and yard service must know the location of all fixed derails. Train

or engine moving on or entering tracks where fixed derails are

located, must stop at least 50 feet from derail in derailing position.

Movement must not continue until the derail is placed in the non-

derailing position. However, the distance restriction will not apply

in engine servicing areas. Do not make a movement over a derail

in the derailing position. Sidings having hand-thrown derails will

have the derail locked in non-derailing position, except when

engines or cars are left unattended on siding. Lock all derails

equipped with a lock. Derails that are used in conjunction with

Section 11.0 (Blue Signal Protection of Workmen) or roadway

worker protection must be in the derailing position only when their

use is required for such protection. When their use is not required

for protection:

1.

Remove portable derails or

2.

Lock fixed derails in non-derailing position with an

effective locking device.

14.27 Coupling to Passenger Equipment

– All locomotives must

stop at least 50 feet from all passenger equipment before coupling

to any passenger equipment. Before coupling to the passenger

equipment, the brakeman will notify any persons on the passenger

equipment that a coupling is about to be made. When coupling to

passenger equipment to make up a scheduled passenger train, the

conductor’s permission must be secured.

14.28 Coupling Locomotive to Train

– Locomotives are to be

coupled to their train or ready to depart on a Be the Engineer 45

minutes before train time.

14.28.1 Mechanical Department Notification -

If at 70

minutes before train time it is determined that the

locomotive cannot leave the engine house in time to

couple to the train or depart on a rental, the responsible

manager of the mechanical department is to immediately

notify the responsible manager of the operating

department. The notification should include the reason for

114 Version 21.0

the delay and estimated time before the locomotive will

be to the train.

14.28.2 Operating Department Notification -

Upon

notification from the mechanical department, the

responsible manager of the operating department will

notify the gift shop, dispatcher and the train’s conductor.

14.28.3 Passenger Notification -

The responsible manager

of the operating department will develop a passenger

message regarding the delay. The responsible manager will

then assist the gift shop and train crew in relaying the

message to passengers.

14.29 Winter Operations

– Snow and ice create special problems

in operation. When snow and ice are present the following rules

must be followed.

14.29.1 Unplowed Track –

In snow depths greater than 12

inches, no equipment will operate on a track until it has

been plowed. Some pieces of equipment are wider than the

plow on locomotive 204, open car 23 is the widest pieces

of operating equipment.

14.29.2 Switches –

When snow is present, all switches will

be cleared of snow before equipment goes through the

switch. Switches may be covered by a tarp. If uncovered

by the train crew they should be re-covered when the train

or engine has cleared the switch unless instructed by the

track department not to recover the switch.

Version 21.0 115

Section 15.0 - Track Bulletins

15.1 Track Bulletins

- The train dispatcher will issue track

bulletins as required. Track bulletins will contain information on

all conditions that affect safe train or engine movement. Track

Bulletins may provide protection when main tracks, sidings, or

other tracks which are normally cleared for movement are blocked

with equipment or when hazardous footing, clearance,

construction, or mechanical conditions exist or when a track is to

be removed from service. Forms other than track bulletin Forms A

and B may be used when necessary. See Figure 15.1

15.1.1 Changing Track Bulletins -

Track bulletins must

not be changed.

15.1.2 Receipt and Comparison of Track Bulletins

- The

conductor and engineer must receive a track warrant at

their initial station unless otherwise instructed by the train

dispatcher. All track bulletins that affect their train’s

movement must be listed on the track warrant, unless the

track warrant shows “NONE” or “NO”. The conductor and

engineer must have copies of all track bulletins listed, and

each crew member must read and understand them. At the

initial station, when outbound crew members receive track

warrants and track bulletins from inbound crew members,

the conductor and engineer must compare the track

warrants and track bulletins with each other and with the

train dispatcher before proceeding.

15.2 Protection by Track Bulletin Form B -

Display yellow-red

flags as specified in Rule 4.25 (Display of Yellow-Red Flag). A

crew member must attempt to contact the employee in charge of a

track bulletin Form B by radio to avoid delay before entering the

limits, giving the train’s location and track being used.

While trains are within the limits during the time stated in track

bulletin Form B, they must move at restricted speed until leading

wheels have cleared the limits unless instructed otherwise by

employee in charge as stated in item A (Verbal Permission).

A.

Verbal Permission -

When granting verbal permission,

begin the communication using the following words:

116 Version 21.0

“Foreman (name and/or Gang No.) ______ using track bulletin

No.____ (and/or Line No._____) between MP_____and

MP_____”.

1.

To permit a train to pass a red flag (or red light) without

stopping, add the following:

“(Train) may pass a red flag (or red light) located at MP____

without stopping (specifying track when necessary)”.

Unless otherwise restricted, the train may pass the red flag (or red

light) at restricted speed without stopping.

2.

To permit a train to proceed at other than restricted speed, add

one of the following:

“(Train) may proceed through the limits at _______MPH (or at

maximum authorized speed) (specifying track when necessary)”.

Unless otherwise restricted, the train may proceed at speed

specified.

“(Train) may proceed at _____MPH between MP ____ and MP

___ and then proceed at ____MPH (or at maximum authorized

speed) (specifying track when necessary) until entire train has

passed through the limits”.

Unless otherwise restricted, the train may proceed through the

limits at the speeds specified. Not more than two speeds may be

authorized. The second speed authorized must not be less than the

first speed.

3.

To require the train to move at restricted speed, but less than 20

MPH, add the following:

“(Train) must proceed at a restricted speed but not exceeding

_____ MPH (specifying distance and track when necessary)”.

The above will apply when movement is to be made at restricted

speed, but less than 20 MPH. Unless otherwise restricted, the train

must proceed at restricted speed and not exceed the speed

specified.

Version 21.0 117

B. Repeat Instructions -

A crew member must repeat the above

instructions, and the employee giving the instructions must

acknowledge them before they can be followed.

Once instructions are received from the employee in charge, if the

track route changes from previous instructions received, contact

the employee in charge to determine that original instructions

received are valid on the new track route before proceeding on the

new route.

C. Stop Column -

When “STOP” is written in the Stop column,

the train must not enter the limits unless instructed by the employee

in charge. A red flag or red light may be displayed at the beginning

of the limits. A train within the limits at the time the track bulletin

Form B takes effect, must not make further movement until

instructed by the employee in charge.

D. Entering Within Limits -

Before entering the track governed

by the track bulletin Form B from any location other than at the

beginning of the Form B limits, obtain permission from the

employee in charge.

15.3 Protection for On-Track Equipment

- Track bulletin Form

B may be used to protect on-track equipment, such as rail detector

cars, without using yellow-red flags. Identify protected equipment

in the track bulletin.

While trains, engines, and protected equipment are in track bulletin

limits, they will otherwise be governed by Rule 11.2 (Protection

by Track Bulletin Form B). The same track bulletin must not

protect other gangs and equipment.

15.4 Protection When Tracks Removed from Service -

Before

a track is removed from service it must be protected.

A track bulletin may protect tracks removed from service by

designating the track and naming the points at each end of the

track. Trains must not use this track, unless the track bulletin states

the name or title of an employee who may authorize its use, and

this person directs all movement.

When required, the train dispatcher must advise crews of alternate

routes and switch positions.

118 Version 21.0

15.5 Protection When Tracks Blocked with Equipment -

Notify

the train dispatcher when main tracks, sidings, or other tracks that

are normally clear are blocked with equipment and cannot be

cleared. When the main track is blocked, provide protection.

15.6 Change of a Rule, General Order, or Special Instruction -

When authorized by the designated manager, a track bulletin may

be used to issue, change, or cancel rules, general orders, or special

instructions.

General orders or special instructions canceled by track bulletins

must not be reinstated. The track bulletin must remain in effect

until the general order that contains the change is posted.

15.7 Copying Track Bulletins -

The conductor and the engineer

must each have a copy of the track bulletin(s) issued to their train,

and each crew member must read and understand them. The copy

must show the date, location, and name of the employee who

copied it. The following must occur when track bulletins are

transmitted verbally:

1. An employee will enter all of the information on the

track bulletin.

2. The employee will repeat the information to the train

dispatcher.

3. The train dispatcher will check it and, if correct, will say

“OK” and give the time and his initials.

4. The employee will enter the “OK” time and the train

dispatcher’s initials on the track bulletin and repeat them to

the train dispatcher.

Version 21.0 119

Figure 15.1 Track Bulletins Forms A & B

15.8 Duplicating Track Bulletins -

Employees who reproduce

track bulletins with a duplicating machine do not need to repeat

them to the train dispatcher.

Duplicated track bulletins must not be delivered or used until they

are checked and verified as:

A. Legible

B. Duplicated in their entirety

15.9 Mechanical Transmission of Track Bulletins -

Repetition

is not required when track bulletins are transmitted mechanically.

The “OK” time will be given when the track bulletin is issued. The

space for the name of the copying employee may be left blank.

15.10 Retaining Track Bulletins -

Employees must keep and

comply with track bulletins on all trips during the tour of duty

when track bulletins are received.

120 Version 21.0

15.11 Restriction to Crew Members -

The train dispatcher will

not transmit a restricting track warrant or track bulletin to a train

near a point where the restriction applies, until the engineer or

conductor confirms that they can comply with it.

15.12 Relief of Engineer or Conductor During Trip -

When a

conductor, engineer, or both are relieved before a trip is finished;

they must deliver all track warrants, track bulletins, and

instructions to the relieving conductor or engineer.

If they cannot personally deliver the track warrants or track

bulletins to the relieving crew, the conductor will leave them at a

location designated by the train dispatcher.

If track warrants and track bulletins have not been received, the

relieving crew must attempt to contact the train dispatcher before

departing from their originating terminal.

15.12.1 Comparison of Information -

The relieving

conductor and engineer must compare track warrants, track

bulletins, instructions, and pertinent information with each

other and with the train dispatcher before proceeding.

15.13 Voiding Track Bulletins

- To void a numbered line on a

track bulletin, a part of a track bulletin, or an entire track bulletin,

the train dispatcher may do one of the following:

A. Voiding Track Bulletins Verbally -

Void the track bulletin by

verbally using one of the following examples:

1. “Line (number) of track bulletin No. ___ reading (quote the line

to be voided) is void.”

An employee must repeat this information to the train dispatcher.

If the information is correct, the employee must write

“VOID” in the margin to the left of the line made void.

2. “That part of track bulletin No.___reading (quote the part to be

voided) is void.”

An employee must repeat this information to the train dispatcher.

If the information is correct, the employee must draw a line

through the portion made void.

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3. “Track bulletin No. _____ is void.”

An employee must repeat this information to the train dispatcher.

If the information is correct, the employee must write

“VOID” across each copy of the track bulletin being voided.

B. Issue Track Bulletin or a Track Warrant to Void a Track

Bulletin -

Issue a track bulletin or use the line designated “OTHER

SPECIFIC INSTRUCTIONS” on a track warrant using one

of the following examples:

1. “Line (number) of track bulletin No. ___ is void.”

The employee will keep a copy of the track warrant or track

bulletin that made it void and will write “VOID” in the margin to

the left of the line made void.

2. “That part of track bulletin No. ____ reading (quote the part to

be voided) is void.”

The employee will keep a copy of the track warrant or track

bulletin that made it void and will draw a line through the portion

made void.

3. “Track bulletin No. ____ is void.”

The employee will keep a copy of the track warrant or track

bulletin that made it void and will write “VOID” across each copy

of the track bulletin being voided.

The track bulletin or the part of the track bulletin indicated will no

longer be in effect.

15.14 Delivering Track Bulletins

- Employees who copy track

bulletins for delivery must deliver copies to all those addressed,

unless the track bulletin is voided or transferred to a relieving

employee. When employees have delivered copies to all

addressed, they must keep a copy on file.

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Section 16.0 - Switches and Switching

16.1 Position of Switches

- The position of switches or derails

being used is the responsibility of the employee handling the

switch or derail. When possible, crewmembers on the engine must

see that switches and derails near the engine are properly lined.

Employees handling switches and derails must see that they are

properly lined for the route to be used. It must be seen that the

points fit properly and that the indication of the target or lamp, if

so equipped, corresponds with the position of the switch. When an

operating lever is equipped with a latch, employees must not step

on the latch to release the operating lever except when throwing

the switch. After locking a switch or derail, the lock must be tested

to know that it is secure.

16.2 Rigid Switches -

All switches not labeled as spring switches

shall be presumed to be rigid switches and must not be run through.

16.2.1 Variable Switches –

Are considered to be rigid

switches and must not be run through.

16.3 Spring Switch

- Spring switches are identified by the letters

'SS' placed on the target or by other sign posts at the location. A

train or engine trailing through or stopping on a spring switch must

control slack. The switch must be lined by hand before making a

reverse movement or taking slack. When practicable, trainmen

should ascertain that the spring switch has returned to its original

position. During times when snow is on the ground, heavy rain, or

other conditions that may prevent a spring switch from functioning

properly, a movement must not be made through the spring switch

until it has been lined by hand for the movement.

16.4 Scale Track Switches

– When scales are not in use, line

switches for dead rails.

16.5 Switches Run Through

– Do not run through switches, other

than spring switches. If a rigid type switch is run through, it is

unsafe and must be protected by spiking the switch, unless the

Roadmaster or other competent management employee takes

charge.

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An engine or train that partially runs through a switch must

continue the movement over the switch. The engine or car must

not change direction on a damaged switch until it has been spiked

or repaired.

In the event that a switch has been run through against the

points, the switch cannot be used in any direction until repairs have

been made or the points are spiked and the gauge of the points is

checked. Immediate reporting is necessary and protection of

traffic is required. If there is a delay in reporting a run through

switch, measures must be taken to protect the switch from future

traffic moves by either a flagger being posted or a red flag being

placed. Every crew member is responsible for reporting a run

through switch.

16.6 Damaged or Defective Switches

– Report a switch that is

damaged or defective to the train dispatcher, or supervisor in

charge. Spike the switch unless the track foreman or other

competent management employee takes charge. If the switch can

not be made safe, provide protection at once.

16.7 Spiked Switch -

Do not operate a switch that is tagged. If the

switch is spiked, do not remove the spike unless authorized by

Roadmaster or designee.

16.8 Avoid Sanding Over Movable Parts

– When possible, avoid

using sand over moveable parts of any switch.

16.9 Derail Location and Position

– Employees in train, engine,

and yard service, must know the location of all fixed derails. The

train or engine moving on or entering tracks where fixed derails

are located, must stop at least 50 feet from derail in derailing

position. Movement must not continue until the derail is placed in

the non-derailing position. Do not make a movement over a derail

in derailing position.

Sidings having hand thrown derails will have derail locked in non-

derailing position, except when engines or cars are left unattended

on the siding.

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16.10 Mainline and Yard Track Switches –

The normal position

of a mainline or yard switch is for the main track movement, and

it must be lined and locked in that position. The normal position of

a spring switch is for movement with the current traffic.

When authorized by track warrant, train order, or track bulletin,

mainline switches may be left lined in either position.

16.11 Switching Safely and Efficiently

– While switching,

employees must work safely and efficiently and avoid damage to

contents of cars, equipment, structures, or other property. Do not

leave cars or engines where they will foul equipment on adjacent

track or cause injury to employees riding on the side of a car or

engine. Train crewmembers must always be on the lookout for

people who may foul their movement.

16.12 Crewmember in View of Engineer

– When using hand

signals during switching operations, at least one train crewmember

must be in full view of the engineer or next relay ground crew

member during the entire move. All crewmembers must have a

clear understanding of the movements to be made. When using

radio signals, the ground crew member does not need to be in view.

16.13 Coupling Speed

- Speeds for coupling shall never exceed

two miles per hour.

16.14 Operating Switches

- Switches are to be operated only by

qualified train service and maintenance personnel that are on

record with the Nevada Northern Railway.

16.15 Throwing Switches

- Switches will not be thrown or reset

while rail equipment is moving through the switch or is standing

over the points of the switch at any time.

16.16 Switching Clearance Distance

- Locomotives and cars

must be no closer than 25 feet to the switch points of any switch

that is to be thrown when it is safe to do so.

16.17 Switchman Clearance Distance

- When a person throws a

switch and the move is to commence, the same switchman shall

step back at least 5 feet from the stand while the move is made and

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shall not touch the stand again until the traveling train or track

vehicle clears the switch.

16.18 Securing Switches During Movement

- If the switch stand

is equipped with a lock or hook, it must always be slung in the lock

loop during a switch move.

16.19 Securing Switches -

Switch stands must be locked, if

equipped, at all times, except when the switch is continuously

manned during switching operations.

16.20 Checking Switches

- During switch operations, all

switchmen must visually check the points for proper contact and

alignment. Points that do not make contact or leave gaps are a

hazard. Such conditions must be reported immediately to the track

department or train dispatcher for repairs before further switch

moves can be made.

16.21 Point Protection –

Point protection shall be provided by a

crewmember or other qualified train service employee on the

leading end of the movement of rolling equipment or light

locomotive consist by:

1.

Visually determining that the track is clear.

2.

Giving signals or instructions necessary to control the

movement.

16.22 Movement Toward Switch Points

- Under no circumstance

shall a switch be thrown while any movement is made toward the

points of the switch.

16.23 Boarding Equipment

- When boarding at the steps, ladders,

stirrups, or foot boards, all personnel must face the center of the

unit. The same holds true for getting off railroad rolling stock,

locomotives, or track equipment.

16.24 Stepping Between Equipment

- Stepping between

locomotives or cars is only to be done when the train is in a full

stop position. Before entering into such a situation, crew members

must notify the engineer and receive permission before a crew

member steps between a locomotive, cars or other rolling stock.

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16.25 Qualified to Be Between Equipment

- Stepping between

locomotives or cars is to be done only by qualified train service or

maintenance personnel who have been assigned to perform the

required task. Prior to coupling to a scheduled passenger train,

permission to do so must be granted by that train’s conductor.

16.26 Precautions for Coupling and Moving

- Before coupling

to or moving cars or engines, it must be known that they are

properly secured, and can be coupled to and moved safely. The cut

of cars must be stretched so all of the slack between the cars is out

and to ensure that all couplings are made.

16.27 Movement through Gate or Doorways

- Before engines or

cars are moved through gates, doorways or similar openings, a stop

must be made 50 feet in advance, and it must be ascertained that

gates, doorways or openings are completely open and secured.

When overhead or side clearances are close, it must be known that

movement can be made safely.

16.27.1 Shop Doors -

Shop doors are to be opened or

closed all the way. However, it is permissible to open a

door only 4 feet and leave it there. Whenever opening a

door, the employee must stay at the control panel until the

door has stopped completely. No movement shall be made

towards a door until the door is fully opened and stopped.

16.27.2 Locomotives Spotted Outside of Buildings –

In

service locomotives must not be spotted closer than 50 feet

to any building, gateway or door. Out of service

locomotives, including locomotives undergoing

maintenance, may be spotted closer than 50 feet providing

that proper protection has been placed on the equipment

including blue flag protection.

16.28 Testing Handbrakes

– Train Service or maintenance

personnel must know how to operate hand brakes on the equipment

they are using. When hand brakes must control or prevent car

movement, test the brakes to ensure that they are operating before

using them. Prior to drawing down and uncoupling, handbrakes

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must be tested by the engineer fully releasing all the brakes on the

train to ensure enough handbrakes have been applied.

16.29 Securing Cars and Engines

– Do not depend on air brakes

to hold a train, engine, or cars in place when left unattended. Apply

a sufficient number of handbrakes to prevent movement. If

handbrakes are not adequate, block the wheels.

When the engine is coupled to a train or cars, do not release the

hand brakes until the airbrake system is fully charged. When cars

are moved from any track, apply enough handbrakes to prevent

any remaining cars from moving. Prior to drawing down, the

locomotive should do a full release to test the handbrakes.

16.30 Switching Passenger Equipment

– Before switching

passenger equipment:

1. Stop the movement 50 feet from the passenger

equipment before the coupling is made.

2. Have an employee on the ground to direct the coupling.

3. Ensure couplers are fully stretched to check that

knuckles are locked before making air, steam and electrical

connections.

4. Couple air hoses.

5. Fully charge the brake system and do a set and release.

6. Use the automatic brake valve when braking.

The exception is while using locomotive 310 as a switch engine

because it does not have train air. Locomotive 310 can be used to

switch passenger cars under the following conditions:

1. It has been verified there are no passengers on board the

train, and

2. The switching takes place only within the East Ely yard

limits.

16.31 Do Not Drop or Kick Cars –

The dropping or kicking of

cars is prohibited.

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Section 17.0 – Hi-Rail Vehicles, Motorcars,

Railbikes, Handcars & Velocipedes

17.1 Policy

– Hi-Rail Vehicles, Motorcars, Railbikes, Handcars

and Velocipedes are allowed to operate on the Nevada Northern

Railway track under the direction of qualified personnel.

17.2 Rules –

Operators of Hi-Rail Vehicles, Motorcars, Railbikes,

Handcars and Velocipedes must obey the rules as stated in the

Nevada Northern Railway Rulebook. Operators are required to

take and pass the Safety Exam and Practical Tests before they are

allowed to operate any equipment.

17.2.1 Minimum Requirements -

To operate Hi-Rail

Vehicles or Motorcars you must be:

1. Be properly qualified and tested.

2. Have a state issued driver’s license.

3. Be 18 at least years old.

17.2.2 Minimum Requirements –

To operate Railbikes,

Handcars and Velocipedes you must be:

1. Be properly qualified and tested.

2. Minimum age to operate a Railbike, Handcar or

Velocipede is 13 years old, with adult supervision.

17.2.3 License –

Operators of Hi-Rail Vehicles,

Motorcars, Railbikes, Handcars and Velocipedes must

have a license to operate their respective piece of

equipment. Additional, operators of motorized equipment

must have a valid vehicle license issued by their home

state,

17.2.4 Operational Status -

Hi-Rail Vehicles, Motorcars,

Railbikes, Handcars and Velocipedes operating outside the

East Ely Yard are considered a train operating under

timetable, train order and track warrant authority.

17.2.5 Operations in the East Ely Yard –

Before moving

any equipment in the East Ely Yard, operators will have an

operational briefing with the on duty Dispatcher as to the

location and movements of all scheduled trains.

17.2.6 Communications -

All

Hi-Rail Vehicles,

Motorcars, Railbikes, Handcars and Velocipedes will have

a railroad radio on while they operate. Additionally,

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operators will give their cell phone number to the

Dispatcher as a backup.

17.2.7 Loss of Certification -

The Chief Operating Officer

or the Trainmaster may revoke an operator’s certification

and license at any time, for any reason.

17.3 Main Track Authorization

- Main tracks must not be

occupied unless authorized by proper Form and Authority.

17.3.1 Initiating Movement –

Before initiating movement

on a main track, a train must have the following authority:

a. Timetable or Train Order and

b. Track warrant (See figure 13.19) and any track

bulletins that are required.

17.3.2 Train Location -

Trains or maintenance of way

employees who receive authority to occupy the main track

after the arrival of a train or to follow a train must ascertain

the train’s location by one of the following methods:

a. Visual identification of the train.

b. Direct communication with a crew member of

the train.

c. Receiving information about the train from the

train dispatcher or control operator.

17.4 Yard Limit

– The yard limits of the East Ely terminal are

designated with the existing chevron shaped yard limit signs.

Within the East Ely yard limit, trains, engines, track equipment, hi-

rail vehicles, motorcars, railbikes, handcars and velocipedes may

use the main track. A passenger or freight train operating in the

East Ely Yard is superior to all other equipment and must not be

delayed.

17.5 Direction of Movement –

The Nevada Northern Railway is a

north – south railroad. Trains heading away from Sunshine

(Keystone) are northbound. Trains heading toward Sunshine

(Keystone) are southbound.

17.6 Speed Limits –

The following are the maximum speed limits

allowed on this railroad. Operators are responsible for the safe

operation of their equipment. The speed limits must be followed.

When conditions require, it is the responsibility of the operator to

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operate at a slower speed that is safe for the existing conditions.

Operators will determine their speed with a GPS device.

17.6.1 Coupling and Building Speed

- Speed is no greater

than 2 mph for coupling or moving inside a building or

within 250 feet of any gate or doorway.

17.6.2 Main Yard, East Ely Wye, and Designated

Service Area

–speed is restricted to no greater than 5 mph,

except for the close clearance point on the northeast corner

of the RIP and on the team track from the railroad north

end of the parking lot to the railroad south end of the freight

barn where the speed is restricted to no greater than 2 mph.

17.6.3 North Yard Speed –

The yard tracks railroad north

(east) of the gravel service road crossings is 10 mph.

17.6.4 Close Clearance Speed

– Tunnel #1 and Highline

Cut: Approach and enter at no greater than 8 mph until the

leading edge of the movement is clear of the close

clearance.

17.6.5 Keystone Branch Speed

– Keystone Branch is

defined as starting at switch 11, speed is no greater than 15

mph for passenger trains. For freight or mixed trains, the

speed limit is no greater than 10 mph. Keystone wye speed

is 10 mph including the track between the wye switches.

17.6.6 Mainline Speed

–The mainline is defined as

starting at the Avenue F crossing, speed is no greater than

15 mph for passenger trains. For freight or mixed trains,

the speed limit is no greater than 10 mph. From the Avenue

C crossing to the Avenue F crossing (Bath Lumber), the

speed limit is restricted to no greater than 10 mph.

17.6.7

Adverse Branch Speed

– Adverse Branch is

defined as starting at Hiline Junction, speed is no greater

than 15 mph for passenger trains. For freight or mixed

trains, the speed limit is no greater than 10 mph.

17.6.8

Engine House Track at RIP Building

– Track

speed will not exceed 2 mph when passing the northeast

corner of the RIP building.

17.7 Observation of Defects

- If any defect or condition which

might cause an accident is discovered in track, bridges, culverts or

tunnels a responsible manager must be notified immediately.

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17.8 Handled Safely

- Operators must be aware of the speed of

their equipment and grade conditions. Equipment must be handled

safely and under control at all times.

17.9 Stopping Clear for Meeting or Passing

– On track

equipment that may be met or passed must stop at least 400 feet

from the clearance point of the facing point the other train will pass

over, if train length permits.

17.10 Movement at Restricted Speed

– When conditions require

movement at restricted speed, movement must be made at a speed

that allows stopping within half the range of vision short of train,

engine, railroad car, men or equipment fouling the track, stop

signal, derail or switch lined improperly. Speed will not exceed 15

mph when complying with these requirements until the leading

wheels reach a point where movement at restricted speed is no

longer required.

17.11 Blocking Public Crossings

– On track equipment must not

stop on or block any public road crossing.

17.12 Velocipede and Railbikes Rules –

Operators must obey

these rules.

A

. Velocipedes and railbikes can only be operated under

the supervision of a qualified operator.

B.

No scarves, loose clothing, or camera straps around the

neck are allowed while riding on a velocipede or

railbike.

C.

A velocipede or railbike shall be kept chained and

locked when not in use.

D.

The operator must ensure that non-riders are at least 10

feet back from the track.

E.

Maximum speed of the velocipede or railbike shall be

carefully regulated; maximum speed should not exceed

allowable limits as stated in Rule 17.6.

F.

Under no circumstances shall the velocipede or railbike

movement interfere with a regularly scheduled train.

G.

Before operating a velocipede or railbike, the operator

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will get an audible warning device from the dispatcher.

Excessive or unnecessary use of the audible warning

device is not allowed.

H.

A first aid kit is to be carried on velocipedes and

railbike.

17.13 Handcar Rules –

Operators must ensure that all passengers

on the handcar obey these rules.

A. Everyone must always face the direction of travel.

B. Children under 14 must be accompanied by an adult.

C. Handcars can only be operated under the supervision of

a qualified operator.

D. No scarves, loose clothing, or camera straps around the

neck are allowed while riding on the handcar.

E. The handcar shall be kept chained and locked when not

in use.

F. When the car is in use the primary operator shall be on

the brake side of the car.

G. Brakes shall be applied whenever a passenger is

boarding or alighting.

H. Standing passengers must keep their hands on the pump

handles at all times.

I. Sitting passengers must sit on the side of the handcar and

hold onto the A-frame or the seat back.

J. The operator must ensure that non-riders are at least 10

feet back from the track.

K. Maximum speed of the handcar shall be carefully

regulated; maximum speed should not exceed allowable

limits as stated in Rule 17.6.

L. No more than seven persons shall be allowed on the

handcar at any one time.

M. Under no circumstances shall the handcar movement

interfere with a regularly scheduled train.

O. The handcar is equipped with a bell as an audible

warning device. Excessive or unnecessary use of the bell is

not allowed.

P. A first aid kit is to be carried on the handcar.

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17.14 Motorcar and Hi-Rail Rules –

Operators must ensure that

all passengers on motorcars and hi-railers obey these rules.

A. Everyone must always face the direction of travel.

B. Children under 14 must be accompanied by an adult.

C. Motorcars and hi-railers can only be operated under the

supervision of a qualified operator.

D. The motorcars and hi-railers shall be kept chained or

locked when not in use.

E. Brakes shall be applied whenever a passenger is

boarding or alighting.

F. The operator must ensure that non-riders are at least 10

feet back from the track.

G. Maximum speed of the motorcars and hi-railers shall be

carefully regulated; maximum speed should not exceed

allowable limits as stated in Rule 17.6.

H. Under no circumstances shall the motorcars and hi-

railers movement interfere with a regularly scheduled train.

I. The motorcars and hi-railers are equipped with a horn as

an audible warning device. Excessive or unnecessary use

of the horn is not allowed.

J. A first aid kit is to be carried on motorcars and hi-railers.

17.15 Prohibited Behavior –

It is the operator’s responsibility to

ensure that all passengers engage in safe behavior. In the event that

a passenger engages in unsafe behavior or becomes unruly the

operator will stop the movement and contact a responsible

manager for assistance.

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Section 18 - Motor Vehicles

18.1 Vehicle Use

- Motor vehicles owned by the NNRy will only

be used for railroad work unless otherwise authorized by a

responsible manager.

18.2 Authorized Operators -

Motor vehicles may be operated

by an employee holding a state issued driver’s license, be 18

years of age or older and qualified to operate said vehicle and is

designated as an operator by a responsible manager.

18.3 Seatbelts -

All persons riding in a motor vehicle must have

a seat and appropriate seat belt fastened. Individuals will not ride

in the cargo areas of any vehicle.

18.4 Non-Employees in Vehicles -

Non-employees are not

allowed to ride in motor vehicles unless authorized by the COO,

Superintendent, Trainmaster or Master Mechanic or the person is

part of a program or ticketed experience.

18.5 Fueling -

Employees will use the fuel card and fuel railroad

motor vehicles under the fuel card guidance.

18.6 POV Use -

Personally Owned Vehicles (POVs) can be used

for railroad business when authorized by the COO,

Superintendent, Trainmaster or Master Mechanic. A submitted

trip report will have mileage paid under current IRS rates.

18.7 Maintenance and Inspection -

Motor vehicles will be

inspected daily before use by the operator and any mechanical

issues found will be reported to the vehicle department.

18.8 Vehicle Keys -

Keys are not to be left in any unattended

vehicle. When in use the keys must be in the custody of the

designated operator. When not in use, the keys must be stored in

their designated location. A designated location will be selected

by the responsible manager and must be in a location where there

is restricted access.

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Section 19 – Bunkhouse

19.1

Bunkhouse Usage –

Volunteers can stay in the Bunkhouse

for free, if they work for at least 6 hours per day that they are

staying at the Bunkhouse. The exception is on days that the

museum is closed during the volunteer’s stay. Example: When the

museum is closed on holidays, the volunteer is not expected to

work.

19.2 Volunteer Code of Conduct –

The public does have access

to the Bunkhouse either as Bunkhouse guests or as Caboose 22

guests. Volunteers staying in the Bunkhouse serve as ambassadors

of the railroad. Because public has access to the Bunkhouse,

volunteers staying in the Bunkhouse or Caboose 22 must adhere to

the following Code of Conduct:

1. Volunteers must be presentable when exiting their room

or when using the common areas.

2. Volunteers will not use vulgar, rude or offensive

language while in the Bunkhouse.

3. Volunteers will not leave their toiletries in the bathrooms

when they are not present. Additionally, they must leave

the sinks and showers clean.

4. Volunteers must keep the common areas clean and neat.

5. Volunteers must clean up after themselves immediately

after using the kitchen, dining area, BBQ area or sitting

area.

6. Because of the dirty nature of steam railroading,

volunteers should remove their steam railroading clothes at

the engine house and not at the bunkhouse.

7. Volunteers are allowed to have guests at the bunkhouse,

if your guest is going to stay overnight, please inform the

gift shop.

8. Volunteers will maintain a quiet time from 9:00 p.m.

until 8:00 a.m. No loud noises, music, videos or

conversations will be allowed during this period.

9. Volunteers will remove all of their personal items when

they check out of the bunkhouse including any food items.

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19.3 Bunkhouse Cleanliness

- Volunteers that stay in the

bunkhouse are required to keep it clean. Volunteers need to leave

the bunkhouse clean with all garbage put in the dumpster. The

cleaning does count as volunteer hours. Before departing remove

all of your food and drink from your room and common

refrigerators. Strip your bed and leave all the linens on the bed.

19.4 Personal Items Storage –

Personal items that are too big to

fit in a bedroom can be stored in other areas on the railroad. Items

of high value can be secured in the safe or in one of the railroad’s

offices. It is your responsibility to coordinate with staff for storage

of your oversized or high value items.

19.5

Lock Sleeping Room Doors -

Lock your sleeping room door

when you are not in the room. The railroad is not responsible for

personal items left in the rooms or vehicles.

19.6 Parking -

Park your vehicle on the east side of the building,

perpendicular to the building.

19.7 Alcohol, Drugs and Other Controlled Substances -

Bringing alcohol, legal or illegal drugs, and other substances

which may impair the safety or welfare of employees or the public

onto any premises controlled by the Nevada Northern Railway is

strictly prohibited except when an employee or guest is staying at

the Bunkhouse or at Caboose 22 (See Rule 19.7.3)

19.7.1

Only beer and wine are allowed at the bunkhouse or

on Caboose 22. No other alcoholic beverages are allowed.

19.7.2

No one under the age of 21 is allowed to consume

alcohol while staying in or visiting the bunkhouse. Persons

allowing a minor to consume alcohol will be subject to

suspension, termination, and/or prosecution to the fullest

extent of the law.

19.7.3

While staying in the bunkhouse all alcohol must be

kept in your assigned room with the door locked. Alcohol

can only be consumed at or within 25 feet of the bunkhouse

or Caboose 22. Consumption of alcohol anywhere else on

railroad property is strictly prohibited.

19.7.4

Do not leave any alcohol or empty alcohol containers

behind when checking out.

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19.8 Marijuana -

The federal government classifies marijuana as

a Schedule I drug.

19.8.1

The Nevada Northern Railway operates under the

Code of Federal Regulations. Having marijuana or using

marijuana while on railroad property is illegal and strictly

forbidden under federal law.

19.8.2

In accordance with Nevada state law, the Nevada

Northern Railway prohibits the use, cultivation,

processing, manufacture, sale, delivery, or transfer of

marijuana on any property owned or controlled by the

railroad. Having marijuana or using marijuana while on

railroad property is illegal and strictly forbidden under

Nevada state law.

19.9 Smoking –

Smoking and vaping is only allowed in the

designated smoking area outside of the Bunkhouse or Caboose 22.

19.10 Unacceptable Behavior -

Any unacceptable behavior of a

volunteer or guest may result in that volunteer or guest being asked

to leave the Bunkhouse or Caboose 22 immediately. Furthermore,

the volunteer or guest may also lose their privilege to stay in either

facility in the future.

19.11 Emergencies –

The railroad’s policy is that if you think

emergency service may be needed,

Call 911 Immediately

We can

always turn emergency services back.

19.11.1

In case of fire, notify all people in the Bunkhouse

and leave immediately, Call 911.

DO NOT

attempt to put

the fire out, get everyone out of the building.

138 Version 21.0

Section 20.0 - Drug and Alcohol-Free Workplace

20.1 Policy

– The Nevada Northern Railway is committed to

maintaining a safe and healthy workplace for all employees.

Substance abuse can be reasonably expected to produce impaired

job performance, lost productivity, absenteeism, accidents, wasted

materials, lowered morale, rising health care costs, and diminished

interpersonal relationship skills.

20.2 Prohibited Behavior -

The Nevada Northern Railway strictly

prohibits the following behavior; the use, sale, attempted sale,

manufacture, attempted manufacture, purchase, possession or

cultivation, distribution and/or dispensing of legal or illegal drugs

by an employee at any time and in any amount.

This prohibition includes the use or possession of prescription

medicines for which the individual does not have a valid

prescription and the inappropriate use of prescribed medicines for

which the employee has a valid prescription.

20.2.1

An employee is allowed to have an open container

of an alcoholic beverage only when they are off duty and

staying at the bunkhouse. See Rule 19.7.3

20.2.2

If an employee has a blood-alcohol level of .02% or

more at any time, they will be ordered off the property.

20.2.3

If an employee has a blood-alcohol level greater

than .04%, they are terminated from the railroad.

20.2.4

A positive test result for alcohol or drugs will be

grounds for disciplinary action, up to and including

possible termination.

20.3 Alcohol, Drugs and Other Controlled Substances -

Bringing alcohol, legal or illegal drugs, and other substances

which may impair the safety or welfare of employees or the public

onto any premises controlled by the Nevada Northern Railway is

strictly prohibited except when an employee is staying at the

Bunkhouse (See Rule 19.7.3)

20.3.1

The federal government classifies marijuana as a

Schedule I drug.

The Nevada Northern Railway operates

under the Code of Federal Regulations. Having marijuana

or using marijuana while on railroad property is illegal and

strictly forbidden under federal law.

Version 21.0 139

20.3.2

In accordance with Nevada state law, the Nevada

Northern Railway prohibits the use, cultivation,

processing, manufacture, sale, delivery, or transfer of

marijuana on any property owned or controlled by the

railroad. Having marijuana or using marijuana while on

railroad property is illegal and strictly forbidden under

Nevada state law.

20.4 Reporting Requirements -

Any employee or supervisor who

receives information or is a witness to any use of drugs or alcohol

by an employee which violates Nevada Northern Railway

policies

or the law, is required to report this information to his/her

Department Head, Superintendent, or the President immediately.

The information reported must include:

A.

The persons(s) involved, including all witnesses;

B.

Any information gathered, such as actual observation of

drug or alcohol use, the presence of paraphernalia,

observation of any unusual physical signs or behaviors;

C.

A written record of specific conversations held with the

accused and any witnesses;

D.

All pertinent facts, including date(s), time(s), and

locations(s).

20.4.1

An employee who witnesses or obtains information

regarding illegal drug/alcohol use by his/her immediate

supervisor is required to report the incident to that

individual’s supervisor.

20.5 Employee Responsibilities

- Each employee is responsible

for meeting standards for work performance and safe on-the-job

conduct. Employees shall not report to work under the influence

of alcohol, illegal drugs, or misused prescription or over-the-

counter drugs.

20.5.1

Employees must not consume alcohol eight (8) hours

before they are required for duty. In the event they are called

for duty during their time off, they must inform the caller that

they are not available for duty until it has been eight (8) hours

since they have consumed alcohol and when that time will be.

20.5.2

It is the employee’s responsibility and obligation to

determine, by consulting a physician if necessary, whether or

not a legal drug she/he is taking may or will affect his/her

140 Version 21.0

ability to safely and efficiently perform his/her job duties. An

employee whose impairment may affect job performance must

contact his/her supervisor and not report for duty or take other

steps consistent with the advice of a physician. If an employee

reports to work under the influence of prescription medication

and, as a result, endangers himself/herself or others, the

employee will be disciplined, up to and including termination.

20.5.3

Each employee must report the facts and circumstances

of any criminal drug or alcohol conviction that occurred while

on or off duty or which may impact the employee’s ability to

perform the duties of his/her job. The employee must report to

his/her supervisor a conviction for driving under the influence

(DUI), and/or revocation or suspension of their driver’s license

pending adjudication. Notification must occur before

resuming work duties.

20.6 Random Drug and Alcohol Testing –

All employees

working for the railroad are subject to random drug and alcohol

testing as provided in this policy.

20.6.1

An employee selected for random testing shall proceed

immediately to the test site. An employee who engages in

conduct which does not lead to testing as soon as possible after

notification may be considered to have refused to be tested

20.6.2

Employees selected for a random test but absent due to

vacation, sick leave, other leave, or on urgent employer

business approved by their department head will not be

notified to take the random test until the first day they return

to work after random selection. Random selection may result

in some employees being tested more than once each year;

some may not be tested at all

20.7 Supervisor Responsibilities -

Supervisors are responsible for

determining if reasonable suspicion exists to warrant drug and/or

alcohol testing and detailing, in writing, the specific facts,

symptoms, or observations that are the basis for the reasonable

suspicion.

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20.8 Reasonable Suspicion Testing

- When any supervisor has a

reasonable suspicion that an employee may be under the influence

of alcohol or drugs, the employee in question will be directed by

the department head or designee to submit to drug and/or alcohol

testing.

The supervisor shall be responsible to determine if

reasonable suspicion exists to warrant drug and/or alcohol testing

and shall be required to document, in writing, the specific facts,

symptoms, or observations which form the basis for such

reasonable suspicion. When possible, the documentation will be

forwarded to the department head or designee to authorize the

drug and/or alcohol test of an employee.

The department head or designee shall direct an employee to

undergo drug and/or alcohol testing if there is reasonable suspicion

that the employee is in violation of this policy. The employee will

be suspended pending results of the test

Circumstances which constitute a basis for determining reasonable

suspicion may include, but are not limited to:

A. Information provided either by reliable and credible

sources or independently corroborated,

B. Direct observation of drug or alcohol use,

C. Drug or alcohol paraphernalia possibly used in connection

with illicit drugs or alcohol found on the employee’s person

or at or near the employee’s work area may trigger a request

for testing,

D. Evidence that the employee has tampered with a previous

drug and/or alcohol test,

E. The supervisor observes physical symptoms that could

include, but are not limited to, glassy or bloodshot eyes, odor,

slurred speech, poor motor coordination, or slow or poor

reflex responses different from what is usually displayed by

the employee or generally associated with common ailments

such as colds, sinus problems, hay fever, and diabetes.

142 Version 21.0

20.9 Post-Accident Testing -

Each employee involved in an FRA

recordable accident will be tested for drugs and/or alcohol as soon

as possible after the accident, but after any necessary emergency

medical attention has been provided. In the event an employee is

so seriously injured that she/he cannot provide a blood, breath, or

urine specimen at the time of the accident, the employee must

provide necessary authorization, as soon as the employee’s

physical condition allows, to enable the railroad to obtain hospital

records or other documents that indicate whether there were drugs

or alcohol in the employee’s system when the accident occurred

In the event federal, state, or local officials conducted drug and/or

alcohol testing following an accident, the employee will be

required to sign a release allowing the railroad

to obtain the test

results from such officials

An employee who is subject to a post-accident test must remain

readily available for testing. An employee who leaves the scene

before the test is administered or who does not make him/herself

readily available may be deemed to have refused to be tested, and

such refusal shall be treated as a positive test. Further, the

employee, subject to a post-accident test, must refrain from

consuming alcohol for eight (8) hours following the accident or

until the employee submits to an alcohol test, whichever comes

first

For safety reasons, an employee required to submit to post-

accident testing may be placed on leave of absence with or without

pay pending receipt of the post-accident testing results and any

related investigation

20.10 Pre-Employment Testing -

All applicants being considered

for employment by the railroad will be required to submit to a

urinalysis test for the detection of illegal drugs as part of a post-

offer, pre-employment drug test. All such offers of employment

are conditioned upon the ability to pass this drug test.

An applicant refusing to complete any part of the drug testing

will not be considered a valid candidate for the railroad

Version 21.0 143

When an employee applies for a position with the railroad, the

employee will be subject to drug testing in accordance with the

procedures contained in this policy before the employee will be

considered a valid candidate for the job opening. An employee

who tests positive for illegal drugs will no longer be considered an

applicant for that position. Such employee will also be subject to

discipline under this policy, up to and including termination. Once

an employee is scheduled for pre-employment testing, if that

employee refuses to submit to the test, she/he will be disqualified

for consideration for the position and subject to discipline, up to

and including termination

20.11 Consequence of Refusal to Submit to

Testing/Adulterated Specimen -

An employee who refuses to

submit to testing for drugs and/or alcohol will be subject to

disciplinary action, up to and including termination. An employee

who consents to a drug or alcohol test but fails to appear timely at

the collection site, or who fails to give his/her urine sample after

reasonable opportunity to do so, will be treated as a refusal to

submit to a drug or alcohol test.

Submission of an altered or adulterated specimen or substitution

of a specimen by a specimen donor will be considered a refusal to

comply with this policy and subject the employee to disciplinary

action, up to and including termination.

20.12 Testing Guidelines -

The railroad will test for the following

types of substances:

A.

Marijuana

B.

Cocaine, including crack

C.

Opiates, including heroin and codeine

D.

Amphetamines, including methamphetamines

E.

Phencyclidine (PCP)

F.

Alcohol

Other drugs may be added to this list. Where applicable, the

railroad

will follow federal testing procedures for drugs and

alcohol set forth by the Federal Department of Transportation

(DOT) 49 CFR Part 40 and the Federal Motor Carrier Safety

Regulations (FMCSR). These regulations may be amended from

time to time.

144 Version 21.0

20.13 Option for Drug Retest -

No later than seventy-two (72)

hours after receipt of a positive drug test, an employee who tests

positive may request a confirmatory retest of the same sample at

his/her expense at a certified laboratory of his/her choice.

Upon request, the medical review officer will authorize the

laboratory holding the employee’s sample to release to a second

laboratory, approved by the Department of Health and Human

Services, a sufficient quantity of the sample to conduct a second

testing analysis.

The employee will be required to authorize the laboratory to

provide the railroad

with a copy of its test results. The accuracy of

the test results will be verified by the laboratory conducting the

analysis.

20.14 Searches -

If the railroad

suspects that an employee or on-

site contractor is in possession of illegal drugs, alcohol, or

contraband in violation of this policy, the railroad

may request the

individual to submit to a search of his/her person, personal effects,

vehicles, lockers, desks, work area, baggage, and employee

quarters. By entering into or being present at a job site while on

railroad

time or representing the railroad in any way, an individual

is deemed to have consented to such searches. If an individual is

asked to submit to a search and refuses, that individual will be

considered insubordinate and will be escorted off the job site and

disciplined, as appropriate.

Searches will be conducted by management personnel and may or

may not be conducted in the presence of the person whose property

or work area is searched. Any suspected contraband will be

confiscated and may be turned over to law enforcement as

appropriate. Any person whose property is confiscated will be

given a receipt for that property by the railroad’s

representative

conducting the search.

20.15 Discipline Related to Abuse -

Employees in violation of the

provisions of this policy will be subject to disciplinary action, up

to and including termination.

Version 21.0 145

20.16 Confidentiality -

All medical and rehabilitation records are

confidential medical records and may not be disclosed without the

prior written consent of the patient, authorizing court order, or

otherwise as permitted by state and federal law. Positive test

results may only be disclosed to the employee; the appropriate

medical and substance abuse treatment providers; the railroad’s

attorney; an railroad’s representative necessary to respond to an

alleged violation of this policy; individuals within the railroad who

have a need-to-know of drug and/or alcohol testing results; and a

court of law or administrative tribunal in any adverse personnel

action.

20.17 Definitions –

The following are the definitions for this

section.

Alcohol:

The intoxicating agent in beverage alcohol, ethyl alcohol, or

other low molecular weight alcohol including methyl and isopropyl

alcohol.

Alcohol Use:

The drinking or swallowing of any beverage, liquid

mixture, or preparation (including any medication) containing

alcohol.

Applicant:

A person, including a current employee, applying for

any position with the employer (may also be referred to as the

candidate).

Contraband:

Any item such as illegal drugs, drug paraphernalia,

or other related items whose possession is prohibited by this

policy.

Conviction:

A finding of guilt, including a plea of no contest or

imposition of sentence or both, by any judicial body charged with

the responsibility to determine violations of the federal or state

criminal drug or alcohol statutes.

Drug Test:

A urinalysis (urine) test that includes specimen

collection and testing by a Department of Health and Human

Services (DHHS) certified laboratory. Both a screening test and a

confirmation test must be used to establish a positive test result.

146 Version 21.0

Railroad Premises:

All railroad property and facilities, the

surrounding grounds and parking lots, leased space, employer-

motor driven equipment/vehicles, offices, desks, cabinets, closets,

etc.

Released

: To release personnel from duty.

Relieved

: To give personnel a break during his/her service hours.

Illegal Drugs:

Any controlled substance or drug, the sale,

possession, cultivation, transfer, use, purchases, or distribution of

which is illegal. Illegal drugs include prescription drugs not

legally obtained and/or prescription drugs not being used in the

manner, combination, or quantity prescribed, or by the individual

for whom prescribed.

Legal Drugs:

Prescription drugs and over-the-counter drugs that

have been legally obtained and are being used in the manner,

combination, and quantity for which they were prescribed or

manufactured.

Positive Drug or Alcohol Test:

Any detectable level of drugs or

its metabolite (in excess of trace amounts attributable to secondary

exposure) in an employee’s urine or blood. With respect to

alcohol, a blood alcohol concentration of 0.02 or higher constitutes

a positive test.

Version 21.0 147

Substance Abuse Professional (SAP):

A licensed physician, or

a licensed or certified psychologist, social worker, employee

assistance professional, or addiction counselor (certified by the

National Association of Alcoholism and Drug Abuse Counselors

Certification Commission) with the knowledge of and clinical

experience in the diagnosis and treatment of drug and alcohol-

related disorders.

Supervisor:

An employee or an elected official who has been

authorized to select, train, schedule, and evaluate the work of other

employees, and to make decisions or effectively recommend

actions related to the hiring, evaluation, and discipline of assigned

employees. This person may also serve as the department head.

148 Version 21.0

Section 21.0 - Logbook

Use this logbook to record your hours in train service. Under our

advancement rules, you must have verifiable hours in a position to

advance to the next position. This is where you record those hours

and have them verified by either your conductor or engineer.

It is also necessary for you to record your duty hours on the Hours

of Service Form and the Volunteer Record.

Name:

Date

Position

Hours

Training Official

TOTAL HOURS THIS

PAGE

Recorded by:

Recorded Hours

Version 21.0 149

Logbook

Name:

Hours Carried Forward>>>>

Date

Position

Hours

Training Official

TOTAL HOURS THIS

PAGE

Recorded by:

Recorded Hours

150 Version 21.0

Logbook

Name:

Hours Carried Forward>>>>

Date

Position

Hours

Training Official

TOTAL HOURS THIS

PAGE

Recorded by:

Recorded Hours

Version 21.0 151

Logbook

Name:

Hours Carried Forward>>>>

Date

Position

Hours

Training Official

TOTAL HOURS THIS

PAGE

Recorded by:

Recorded Hours

152 Version 21.0

Logbook

Name:

Hours Carried Forward>>>>

Date

Position

Hours

Training Official

TOTAL HOURS THIS

PAGE

Recorded by:

Recorded Hours

Version 21.0 153

Logbook

Name:

Hours Carried Forward>>>>

Date

Position

Hours

Training Official

TOTAL HOURS THIS

PAGE

Recorded by:

Recorded Hours

154 Version 21.0

Logbook

Name:

Hours Carried Forward>>>>

Date

Position

Hours

Training Official

TOTAL HOURS THIS

PAGE

Recorded by:

Recorded Hours

Version 21.0 155

Logbook

Name:

Hours Carried Forward>>>>

Date

Position

Hours

Training Official

TOTAL HOURS THIS

PAGE

Recorded by:

Recorded Hours