About the Author J. D. Santucci (a.k.a. "Tuch") began his railroading career in 1978 as a trainman on the Missouri Pacific. After a round of lay-offs in 1985, Tuch embarked on a railroad odyssey, working in many different situations for different roads. This column tries to explain some of the nuts and bolts of the job and also demonstrates what we have to deal with on a regular basis within and without the industry. Tuch currently works through freights out of Chicago for Canadian National/Illinois Central. ©1999, 2003-2007 JD Santucci. Logo ©2002 The Railroad Network. By J.D. Santucci

April 2 , 2003
While this may appear to be a tribute to the Stars and Stripes, we will actually look at flagging rules in today’s lesson. I have touched briefly upon flagging rules in the past. In this particular little workshop we will probe deeper into the subject.

In many railroad rulebooks for many years, flagging rules have been known as rule 99. On a few others it has been given a different number 130, as it is designated in the NORAC book. Some of the methods may vary slightly as well and we’ll look at those, but in any event the overall requirements of this rule are the same. The use of torpedoes, fusees and in the case of flagging in daylight, a red flag are all essential components of the flagging equation.

Once upon a time, it was essential in railroading to be extremely well versed on all aspects of Rule 99. Flagging was very important, especially with the operation of trains in non-signaled territory through the use of timetable schedules and train orders. Your train required an absolute form of protection when moving slowly or stopped. No other duties were to be allowed to interfere with providing flag protection to your train. Flagging was also routinely used in other aspects of train movements to protect against other trains.

In today’s world virtually all railroads have eliminated cabooses from trains. This has resulted in some modifications to the requirements of flagging rules, which has resulted in somewhat of a change in their significance. Flagging rules been eliminated by at least one road. CNIC has dropped all flagging rules from their US operations rulebook. The use of track warrants and automatic block signals take the place of the requirements for flagging, so CN management has determined flagging requirements under the traditional scope are no longer necessary. Some railroads have opted to keep them but suspend such rules by use of a track warrant when necessary. Other roads use absolute blocks or direct traffic control rules to protect trains thus relieving crews from having to provide flag protection. We will delve into this in a bit. On many roads though, flagging rules are still in effect and used as required. We will examine these rules past and present.

One of the reason flagging rules may be suspended in today’s railroad scene is the fact there are only two crew members on most trains. It would be difficult for a crew to provide flag protection when there are hardly any of them on the train to protect it and perform the other duties. Also, in this era of cabooseless trains, in addition to walking back the prescribed distance, the employee providing the flag protection would also have to walk the entire length of the train as well. After walking seven or eight thousand feet of train (or more) then having to walk the prescribed distance in compliance with the rules would take forever to accomplish. And by then, a following train could have already plowed into the back of your now stopped train before the Flagman could even get back to the tail end yet alone the required flagging distance.

Under the rules, in non-signaled territory, if a train cannot sustain at least half the normal maximum speed, or may be operating under circumstances where it could be overtaken by a following train, flag protection must be afforded. For example, if normal timetable speed is 40 MPH and the train cannot sustain at least 20 MPH, flag protection must be afforded. To protect a moving train, lighted fusees (pronounced Few-ZEES) are dropped from the caboose of such a moving train. They are dropped off along the right of way at intervals that do not exceed the burning time of the fusee. Most railroads use ten minute fusees, so this means a lighted fusee must be dropped of at least once every ten minutes until the train reaches more than one half of track speed.

Good judgement and common sense are required for dropping off or placing lighted fusees. You certainly don’t want to drop them on a road crossing or a bridge for obvious reasons. You also want to take grade and curvature into consideration as well.

In the case of an unattended fusee, with this being the one tossed off by the Flagman of the slowly moving train, a following train that encounters the unattended fusee must bring their train to a stop consistent with good train handling techniques. This means don’t put the train into emergency to get stopped but stop it quickly and safely using service braking. Now if the following train were already operating at restricted speed, they would have to stop before passing the unattended fusee as this is a stop signal they should be on the lookout for.

Rules have varied over the years and from railroad to railroad. In the case of an unattended fusee encountered, there have been several different philosophies invoked. Once stopped, the crew is required to both wait until that fusee burns out and then proceed at restricted speed, or simply come to a stop and then proceed at restricted speed for one mile or two miles. CSX requires that you do not have to stop but immediately reduce to restricted speed for fifteen minutes. In any event, you are looking out for all that bad stuff including another unattended fusee or perhaps even the Flagman of that train ahead that might be flagging you to a stop.

If encountering nothing requiring that you must stop while proceeding that prescribed distance or time, you may then proceed at normal speed.

If you were in a situation where you had stopped and needed to afford flag protection there was (and continues to be) a specific procedure for doing that as well. In the days before radios, the Engineer would sound a whistle signal to instruct the Flagman to get off the train and provide flag protection under the rules. The sounding of one long and three short blasts of the whistle was used to protect the rear of the train and three shorts and one long to protect the front of the train. The Conductor and Flagman on the caboose had to be attentive for the sound of this whistle signal. Even in the absence of the whistle signals, the crew had to be attentive and mindful of the situation and take the necessary measures to protect their train.

Flag protection for stopped trains worked as follows. Upon hearing the whistle signal, receiving instructions on the radio or under any other circumstance that requiring flag protection, the Flagman would gather up his flagging kit and embark upon his journey.

The flagging kit is comprised of a metal container with a strap to carry over your shoulder. This container carries a supply of fusees, a compartment to hold a supply of torpedoes and a red flag.

As I mentioned in the restricted speed piece, torpedoes are metal packets containing gunpowder. There are two soft metal straps that resemble large twist ties coming off this packet and used for strapping the torpedo onto the rail. When the torpedoes are run over by a train or railcar, they explode making a boom sound about the same volume as a silver salute type of firecracker.

The Flagman will walk back the distance as prescribed in the timetable and place two more torpedoes and light a fusee. Flagging distances are determined by such factors as track speed, terrain and grade. Most railroads used a chart based upon speed as their basic guide but could modify this on a particular portion of track in the special instructions of the timetable. On some railroads the scale worked like this;

0 to 10 MPH, one-quarter mile.

11 to 20 MPH, one-half mile.

21 to 30 MPH, three quarters of a mile.

31 to 40 MPH, one mile.

41 to 50 MPH, one and one-quarter miles.

51 to 60 MPH, one and one-half miles.

61 to 70 MPH, one and three-quarter miles.

71 to 80 MPH, two miles.

81 to 90 MPH, two and one-quarter miles.

In the NORAC book the table is slightly different.

20 MPH or less, on-quarter mile.

Between 21 and 30 MPH, one-half mile.

Between 31 and 40 MPH, one mile.

Between 41 and 90 MPH, one and one-half miles.

91 MPH or greater, two miles.

The old Grand Trunk Western rule 99 used measurements in yards based upon range of vision and, curvature and grade. In daytime with no down or descending grade toward the train within one mile of its rear and a clear view for 2000 yards from an approaching train, a flagging distance of at least 1000 yards was required. In other places and times at least 1500 yards was required.

If there was a downward grade towards their trains within one mile of its rear, 2000 yards was required.

And of course, the always popular extra precautions had to be taken as conditions warranted.

In my initial MoPac days flagging distances were prescribed by speeds above and below 35 MPH; one mile where maximum speed was under 35 and below, two miles for speeds in excess of 35 MPH. And once again, the timetable might modify these distances. On the station page of the timetable would be a notation of flagging distance, usually in feet or mileage. It might say "Flagging distance 2500 feet" or perhaps "Flagging distance two miles." Normal timetable speed, terrain and other factors are taken into consideration when prescribing the actual distance required for flagging distances.

Today CSX uses the same scale as the MoPac used to use; 35 MPH and above requires two miles and below 35 MPH one mile.

In all of the above examples these scales were minimum flagging distances. Again, common sense and the timetable might prescribe a greater distance. So with all of this required information burned into his memory, off goes the Flagman walking the prescribed distance. Upon his arrival at the required distance, the Flagman places two torpedoes one hundred to one hundred fifty feet apart on the rail, lights a fusee placing it along side the rail and then proceeds back half the distance to the end of the train and waits. The Flagman is required to wait at this spot until recalled to the train, they flag a following train to a stop or until relieved. To be recalled, either a whistle signal or a call on the radio instructing him to return will be given.

Should it be flagging a following train to a stop, upon doing so, the Flagman will then board this train and inform the crew of what is happening. The Engineer of this train may, upon permission of this Flagman, proceed at restricted speed to close up behind the stopped train. The Flagman may then return to his caboose and the flagman on board following train would then have to drop off to begin to protect his own train now.

In the event of being relieved, the Flagman would be replaced. This might be the result of the crew expiring on the hours of service. The Flagman, even though expired on the hours of service still may not leave his post until somebody relieves him. Even though dead on the hours of service, protection of his train still takes priority. His relief could be in the form of train order issued by the Train Dispatcher. The Dispatcher then assumes the responsibility and may hold all following trains at a specified location short of the stopped train until it starts moving again when recrewed. The order issued might inform all trains to "Wait at (location)." Once the stopped train begins to move again, the Dispatcher would then issue orders to all the trains being held behind the stopped train permission to pass such point from where they were being held. Or the relief could be in another Flagman coming out to take over the responsibilities.

In Canada before the era of cabooseless operation, there were a few additional steps in flagging rules. The Flagman was required to place torpedoes right behind the caboose first, and on both rails as opposed to just one. They were also required to walk back the prescribed distance and follow the rules like their counterparts in the United States but also placing torpedoes on both rails at the required flagging distance instead of just one rail.

When the explosion of one or two torpedoes is heard, the Engineer on the train exploding them would acknowledge this fact with two blasts of the whistle and then immediately reduce his train to restricted speed. Even if only one torpedo explosion occurs and is heard, the train must still be reduced to restricted speed with the crew keeping a vigilant lookout for a stop signal be it red flag, burning fusee or flagman giving a stop sign.

The radio was never to be used to circumvent flagging rules. One could never assume who was behind them. In the days before the ninety-seven channel radios, foreign line trains (usually trackage rights trains of another railroad operating over the line of the host railroad) were not likely to have the host railroad radio channel. This meant such trackage right trains would not hear any call from a stopped train ahead of them over the radio. So you needed to provide the proper flag protection as required.

Whenever a Flagman was recalled to their train, they were to light a fusee and leave it at the location where they had positioned themselves waiting to flag a following train to a stop. As they proceeded back to the caboose, they had to be mindful of the potential for following trains just the same. They also had to light and drop fusees not to exceed the burning time of the fusees as they headed back to their train. Even though they were heading back to the caboose, they still had to provide protection. And the torpedoes they placed on the rails were left in place.

Once you boarded the train and it began to move again, the Flagman was required to light and place a fusee on the ground immediately behind the caboose. And until the train reached at least one half of normal speed, they were to light and drop fusees along the way not to exceed the burning time of the fusees.

Now in the event a Flagman was in the process of heading back to protect his train and determined there was a following movement approaching before he could set the torpedoes and get into position, they were required to immediately place the torpedoes on the rail, then light a fusee and continue towards the approaching train giving them stop signals. Of course good judgment had to be used and you were not to head towards the approaching train while standing within the gauge of the rail (in between the rails).

Flag protection was also required in the event of a train overrunning a location where they were supposed to stop. If a train order only gave a train rights to Able and they went beyond Able, even if only by a short distance before stopping, flag protection had to immediately be provided ahead of their train against a possible opposing movement approaching them from the opposite direction. This requirement was for all territory, not just non-signaled. Also, flag protection would be required under other circumstances as necessary, especially against first class trains operating on timetable schedules.

In the days of dispatching and operating trains by timetable schedules and train orders, particularly in non-signaled territory, flagging rules as prescribed by Rule 99 were not only the requirement, they could also be a lifesaver. They were the last line of defense in accident prevention. There are other types of non-signaled track aside from those with none at all. This would include the opposite direction of track signaled for a current of traffic. Should you have double track railroad with one track designated as the eastbound and the other as the westbound, this meant each track was assigned operation for one direction only and were normally equipped with a block signal system for that particular direction.

Now even though it was assigned one direction, trains could and often were operated against the current of traffic. Sort of like running the wrong way on a one way street, only there were rules in effect to permit such operation. If a train was authorized to operate against the current of traffic, this meant operation without the protection of block signals to the rear of their train. Should this train either stop or be unable to maintain at least one half of normal speed, flag protection would be required.

Trains could be and sometimes are relieved by a train order or track warrant of the requirements of flagging. A train order would be issued that might read "Not required to protect against following trains." Or perhaps they might be relieved from having to protect against only some trains. They might have an order that read "Not required to protect against extra trains." In some situations trains would be relieved from flagging for specific time periods. Their relief order might read "Not required to protect against all trains from 600 am until 1001am." There were other methods of modifying flagging rules as well in through the use of train orders as well, but we won’t go through all of them here.

In today’s world with track warrant control replacing train orders on numerous railroads, there is a line on the track warrant for to provide for relief from flagging. This line when instructed to be checked by the issuing Dispatcher would read "Protection as required by Rule 99 is not required." Like the train order, this meant the crew on the train would not have to provide flag protection as prescribed by the rules. In such circumstances, the Dispatcher would be required to hold any following movements until the train ahead reported clear of a specific point first.

There is also another method to provide flag protection relief on a track warrant. This method would allow two or more trains to occupy overlapping limits in non-signaled territory without requiring flag protection. A line on the track warrant will be issued to all trains or movements authorized within such limits that reads "Between (location) and (location) make all movements at restricted speed. Limits occupied by train." Under this authorization, all trains involved had to be prepared to stop short of another train that could be working within these limits. Once again, that restricted speed issue surfaces. Everybody governed by these instructions has to be on the lookout for other movements at all times within the limits designated on the track warrant.

Automatic block signal systems normally overrode the requirements of rule 99. If you have two block signals, a block and an interlocking signal or a block and distant signal to the rear, you are not required to afford flag protection. In direct traffic control (DTC) territory that is non-signaled, you are issued an absolute block in which you are the only train authorized to be in any part of the limits of that block.

As you can see, flagging rules are absolute and essential. Employees had to be well versed in their meaning and application. Failure to do so could result in disaster.

Back in 1986 I met a retired Conductor from the New York Central Railroad. He told me of a story that took place during the Second World War when the Central, like most railroads of that era, was operating numerous troop trains which were transporting military troops en route to ports of demarcation destined for service in the various war theatres abroad.

He told of traveling at less than half of the normal track speed. He had positioned himself at the tail end of the last car of the train with a case of fusees. About every ten minutes he lighted and dropped off a fusee. After this went on for some time, a well-dressed man came up to him identifying himself as a member of the accounting department of the Central. He observed the Flagman lighting and dropping off the fusees. After several more had been lighted and dropped, the suit questioned why this Flagman was "Wasting company assets by throwing these things off the train."

The Flagman pointed behind their train and asked him to observe the glow of the light on the horizon behind them. When the suit acknowledged this glow in the night sky the Flagman explained to him that was another train following theirs. He went on to explain to this suit the reason he was "wasting the company’s valuable assets" was to keep that train from catching up to and plowing into them likely resulting in a horrible wreck with tragic and fatal results. He suggested to the suit that should something like this happen, he would be spending all of his time calculating how much money a disaster like this would wind up costing the company.

He said the suit commended him for making sure everything was being kept safe and walked back into the train, not to be seen by that Flagman again. Proof that the more things change, the more they stay the same.

Support our troops.

And so it goes.