Green Bay & Western employee timetable  No. 90, effective December 7, 1969.

By the late 1960s much of the important Ford Motor Company business destined for St. Paul had left the Green Bay Route, and this schedule reflects that.  Only one cross-state train operated per day, plus some local service on the New London Division. For the sake of readability, I have reproduced the timetable in HTML format instead of scanning the actual timetable.  All the information included in the actual timetable is included below. There are several interesting things in this timetable: Two trains a day each way still operated over the Kewaunee Division (the KGB&W had been fully absorbed by the GB&W six months earlier), transferring cars with the Ann Arbor and Chesapeake & Ohio ferries at Lake Michigan. Local service on the New London Branch was operated as a pair of turns, one out of Green Bay (nos. 5-6) and one out of Wisconsin Rapids (nos. 7-8).  Their usual meeting point was Plover, the location of the Stevens Point Branch which served the valuable paper industry in that area. There was no scheduled service over the Stevens Point Branch; the entire six miles operated under yard limit rules.   Kewaunee Division New London Division Whitehall Division Steven Point Branch Iola Branch Special Instructions Related material: Timetables 1872  1886  1944  1948  1955  1959  1967  1969  1976

Special Instructions

1. The maximum speed for trains is 49 miles per hour between Norwood and Arcadia.
    
   45 miles per hour between Arcadia and East Winona.
    
   30 miles per hour between Plover and Stevens Point.
   
   45 miles per hour between Haevers and Kewaunee.
    
   35 miles per hour handling loaded system ballast cars including X 5, X 6, X 1201, and X 1203. ALL DIVISIONS
   
   BULLETINED SLOW ORDERS

   Whitehall Division

   Reduce to 30 miles per hour over Hatfield Bridge 141,4, with the entire train.

   New London Division

   Reduce to 40 miles per hour while handling regular gondolas loaded with pulpwood.

   All trains handling gondolas loaded with pulpwood watch carefully and reduce speed to 10 miles per hour through Royalton Overhead located at milepost 45.35.

   Kewaunee Division

   Reduce to 30 miles per hour from 25 poles west of Mile Post 10 to Green Bay Terminal. 

   Reduce to 25 miles per hour between 3 poles east of Mile Post 33 and 10 poles east of Mile Post 34. 

   Railroad Crossings

   All trains and engines will reduce speed to 20 miles per hour over the following railroad crossings:

   CMStP&P Automatic Interlocked Crossing, Green Bay. 

   Soo Line Automatic Interlocked Crossing, Black Creek.

   C&NW Automatic Interlocked Crossing, New London. 

   C&NW Interlocked Crossing, Stevens Point.

   C&NW Interlocked Crossing. Merrillan.

   C&NW Automatic Interlocked Crossing, M. P. 209.3.

   C&NW Interlocker Crossing. Mc Donald.

2. Rules Governing Operation Through Signal. Controlling Movement. on the Fox River Bridge:

   Signal governing movement of Eastward trains is located ten feet West of West approach to bridge. 

   Signal governing movement of Westward trains is located one hundred feet East of East approach to bridge. 

   Trains or engines receiving YELLOW indication on approaching the bridge may proceed without stopping. 

   Trains or engines receiving the RED indication on approaching the bridge will come to a stop short of the signal. 

   In cases where lights fail in color light signals. train and enginemen will be governed by the most restrictive indication that is given by the signal which would be STOP. and be governed as follows: 

   If the signal is not cleared promptly. and the bridge is seen to be closed for rail operation trains or engines may proceed on hand signal from the Bridge Tender, after determining the reason for signals not operating, and that bridge lift rails are in proper position and the bridge locked for rail operation.

   Report of the failure to receive proper signal. and the operation under flag protection from Bridge Tender must be given the Train Dispatcher promptly.

   A WHITE FLAG BY DAY. and YELLOW LANTERN BY NIGHT. will be used by the Bridge Tender in flagging trains or engines over bridge in case of signal failure.

   Trains and engines will not exceed 20 miles per hour between signals governing movements over Fox River bridge.
   

3. Rules governing operation through SOO INTER- LOCKED CROSSING at M.P. 4.3 on Stevens Point Branch which is under CTC Control.
    
   1. Trainmen must first call SOO control operator for instructions.
   2. When communications have failed and when it has been determined that there are no conflicting movements, operate emergency release push buttons for route desired. Lights burning above push buttons indicate a signal at stop. 
   3. Wait 4 minutes after operation of emergency release push button and if route fails to clear , proceed as follows:
      1. After it has been determined there are no conflicting movements, a hand proceed signal shall be given by a member of the crew at the crossing.
          
4. Rules governing operation through Chicago, Burlington and Quincy Interlocked Crossing at East Winona, Wis.

   1. When a train or engine has stopped for signal displaying a STOP indication and no conflicting movement is evident, a member of the crew must immediately communicate with the CB&Q control operator or CB&Q dispatcher or GB&W dispatcher or GB&W operator at Winona, Minn.

   2. When unable to communicate with the CB&Q control operator, movement may be made after train or engine has occupied the track within interlocking limits but clear of any conflicting routes for a period of 10 minutes. 

   3. Such movements must be made at restricted speed to the next signal, or through the inter- locking limits. 

5. All SOO trains or engines must receive permission from GB&W dispatcher before entering main track at Plover . 

6. All employees are forbidden the riding of foot- boards on all locomotives.

7. Whenever cars are set out 'Bad Order' at stations awaiting repairs, these cars must be left uncoupled from other cars. Also, if possible, these cars are to be left so they can be driven near with  a truck to make repairs, and so that workmen may walk around car.

8. Engines must not be run over Track Scales or Ferry Slip Aprons.

9. Upon going on duty, all trains report for orders at:
   NORWOOD
   WISCONSIN RAPIDS
   WINONA

10. Register stations are maintained at:
    NORWOOD
    WISCONSIN RAPIDS
    WINONA

11. Standard Clocks are located at:
    NORWOOD DISPATCHER'S OFFICE
    NORWOOD ENGINEHOUSE
    WISCONSIN RAPIDS OFFICE
    MERRILLAN

12. Bulletin Boards are maintained at:
    NORWOOD DISPATCHER'S OFFICE 
    NORWOOD ENGINEHOUSE 
    WISCONSIN RAPIDS OFFICE

13. Between East Winona and Winona, 2.0 miles, the track will be used jointly by CB&Q, C&NW, CMStP&P, and GB&W trains and engines, at restricted speed, as the way is seen or known to be clear, not to exceed maximum speed 15 M.P.H. except 6 M.P.H. over Mississippi River Bridge.

    Draw span over Mississippi River Bridge pro- tected by "Automatic Stop Signals" located on either side of bridge. Engines stopped at Stop Signal may proceed when preceded by flagman to the "End of Block" sign.

    During period navigation is open, trains and engines must STOP at stop signs located at either side of draw span and may then proceed, not to exceed six (6) miles per hour over the Mississippi River Bridge, with the entire train, on yellow signal from bridge tender. This does not relieve requirements of flagging when home signal displayed STOP. 

    NOTE:-"End of Block" sign installed opposite the opposing stop signals. 

    Trains and engines will stop before crossing Walnut and Franklin Streets, Winona, and protect movement over these crossings. 
     

14. The following stations are protected by yard limit boards:
    GREEN BAY TERMINAL
    PLOVER
    ENTIRE STEVENS POINT BRANCH
    WISCONSIN RAPIDS TERMINAL
    KEWAUNEE
     
15. The following main track switches may be left lined as last used:
    At Norwood:
    New Wye. Lead Switch at 13th Ave.
    East End North and South Passing tracks.
    At Wis. Rapids:
    East Switch No.1 track.
     
16. Rules Governing Operation of Diesel Power and Oscillating Signal Light.

    1. Headlight on Diesel engines in road service must be burning dimly during daylight hours except will be extinguished when train turns out to meet another and has stopped clear of main track.
    2. Unless authorized Diesel-Electric locomotives shall not be operated, either by towing or using traction motors for power, through water having depth over top of rail greater than 5 inches.  Maximum speed in all cases of water over top of rail shall not exceed three miles per hour.
       

17. The following rules and requirements cover use of railroad radio systems and govern employees using such systems:
    

    1. Definition: A Railroad Radio Communication system is one employing radio for the transmission of intelligence between moving equipment, between moving equipment and a fixed point, or between fixed points.
       
    2. Radio communication systems are under the jurisdiction of the Federal Communications Commission. THE RAILROAD COMPANY AND ITS EMPLOYES ARE GOVERNED BY THE COM- MISSION'S OPERATING RULES. VIOLATION IS A FEDERAL OFFENSE FOR WHICH SEVERE PENALTIES ARE PROVIDED. 
       
    3. In order to operate a radio transmitting set a railroad employee must read and study the following rules:

    OPERATING RULES

    801. All employees, except those specifically authorized to do so, are prohibited from making any adjust- ments to a railroad radio set. If it appears that a radio transmitter is not operating properly its use shall be discontinued and the Superintendent notified as soon as possible.

    802. No employee shall knowingly transmit any false distress communication, any unnecessary, irrelevant or unidentified communication, nor utter any obscene, indecent, or profane language via radio.

    803. No employee shall divulge or publish the existence, contents, purport, effect or meaning of any communi- cation (distress communication excluded) except to the person for whom the communication is intended or to another employee of the railroad whose duties may require knowledge of the communication. The above applies either to communications received direct or to any that may be intercepted.

    804. Before transmitting, any employee operating a radio transmitting set shall listen a sufficient interval to be sure that the circuit is not already in use, particularly for distress traffic.

    805. A distress call will be preceded by the word "Emergency" repeated three times. Such calls shall be used only to cover initial reports of derailments, storms, washouts, fires, obstructions to tracks, or other matters which would cause serious delay to traffic, damage to property, injury to employees or the traveling public, and shall contain as complete thereon as possible. All employees shall give absolute priority to communications from another station in distress, and except in answering or aiding a station in distress shall refrain from sending any communications until there is assurance that no interference will result to the station in distress. 

    806. The Railroad Company is required to answer an official notice of violation of the terms of the communications Act of 1924, as amended, within three days from receipt of notice and any employee receiving inquiry concerning any violation sha1l answer such inquiry within 24 hours after receipt of notice.

    807. Any employee shall permit inspection of the radio equipment in his charge and all FCC documents pertaining thereto, by a duly accredited representative of the Federal Communications Commission at any reasonable time.

    808. Employees shall identify the radio station from which they are calling by prefacing their call with the railroad initial, for example, "GBW calling engine 601," "GBW caboose train No.1 calling engine."

    809. In certain cases at crossings, junctions or paralleling tracks, some interference may develop with another railroad. In such cases especial care in making identification shall be used and the employees concerned shall cooperate in handling their business by alternating calls and being as brief as possible.

    810. If any communication from a station other than another railroad radio station interferes with Railroad Radio service the railroad employee will endeavor to ascertain the identity of such station and report the occurrence as soon as possible through authorized channels, to the Superintendent, giving the exact time, nature of the communication and identity of the station, if possible.

    Internationally, the word "MAYDAY" indicates a distress message; the word "PAN", an urgent message and the word "SECURITY," a safety message. Railroad employees may hear such messages sent by aircraft or, in coastal areas, by boats. Railroad employees hearing such messages must report them immediately through authorized channels to the Superintendent in addition to taking such appropriate action to relieve the distress as may be possible.

    811. Information which is authorized to be transmitted between head and rear end of train, or between moving equipment and a fixed point follows:

    1. In connection with air brake tests.
    2. Relative to hot boxes or other defects on train.
    3. Rear end of train by limits of slow order.
    4. Rear end of train in clear on siding.
    5. Train clear of siding and main track switch closed.
    6. Location of rear end of train when necessary to back train over on two or more tracks.
    7. Flagman has returned to train.
    8. Conversation between head and rear end of train relative to the fulfillment of train orders received.
       NOTE -Information that a train to be met is in clear on siding must not be transmitted from bead to rear end of train unless positive identification of the train to be met has been made.
    9. The exchange of advice from the head end to the rear end of the train under conditions involving Rule 848, 848a, 848b, and where Clearance Form 108 is issued.
    10. Conversation between head and rear end of trains or between moving equipment and a fixed point relative to work enroute.
    11. Train handling.
    12. Oversight of any character that might en- danger the movement of a train.

    812. Train orders must not be transmitted by radio between head and rear end of a train.

18. A marker or markers must be displayed at the rear of every train and may consists of flags lamps, flashing lights, or reflectory devices.  At night, markers must display an illuminated or reflectorized red to the rear.