>But the cold hard reality, is that the rule book was written in the blood of those that went before us.

Agreed. But it isn't THE rule book that is written in blood, it is the OLD rulebooks that are written in blood. Even the last SP rule book before GCOR was a nightmare of common sense rules added in all over the place - obviously every time someone beat an investigation, a new rule was added.

With all due repsect to the General Code Committee, the rule book of today is more infuenced by the opinions of union officials, professional bureaucrats in the FRA, career politicians, attorneys (railroad, FELA, union and others), insane jury awards, and junior management "college boys" trying to make a name for themselves. (I am not saying that an employee injured on the job isn't entitled to reasonable compensation, but that isn't the goal of FELA.)

For instance, the previous example of how to throw a switch. If you do not follow this proceedure exactly, you are in violation of the rule. The FRA can fine you and the railroad for not following this proceedure, and you can be found at fault if there is an accident by the FRA/NTSB.

As far as signals - they should be distinct and clear as to their meaning, and there should not be any question what you are looking at. (Gotta love those yellow streetlights!) In my opinion, if you are leaving a main track where you are operating at substantital speed, the signal should be somehow arranged to indicate you are diverging/converging at a reduced speed.

Someone I respect who has 50+ years in the industry (fireman, engineer, trainmaster, VP-Operations, President, succesful shortline partner) called a red over lunar a "know nothing" signal. He is right. Under the definition, if you get anything with a lunar or flashing red that requires restricted speed at a group of switches or leaving the main to an unsignalled track (yard or uncontrolled siding); you are responsible for determining that any switches are properly lined - even though they are theoretically interlocked and in the proper position for you to get a proceed signal. And with multiple switches, they don't neccessarily differntiate the route you will take. And don't forget the archaic requirement to watch for broken rail any time you are at restricted speed, which should only be a requirement if you are flagging a red signal where it might be caused by a broken rail. Maybe a lunar and flashing red should be used differently to offer additional information as to power switches properly lined?

The railroads are not perfect, and never will be. Injuries and deaths will always happen because it is an unfortunate fact of life, but none should happen that could have been forseen and steps taken to reduce the risk to an absolute minimum if not outright prevent the possibility. How safe a railroad is primarily depends on the attitude of EVERY employee in EVERY craft, and EVERY manager up to the President/CEO. But in the end, you are the one primarily responsible for your own safety. Many of the new rules or safety proceedures have become so confusing and involved, that it becomes a matter of serving the safety program - instead of the program serving the employees to improve safety.

Too bad - too many of those who went before us lost life and limb; it seems many forgot that sacrifice.