SUPERIORITY OF TRAINS
S-71. A train is superior to another
train by right, class or direction.
Right is conferred by train order; class and direction
by time-table.
Right is superior to class or direction.
Direction is superior as between trains of the same class.
D-71. A train is superior to another
train by right or class.
Right is conferred by train order; class by time-table.
Right is superior to class.
72. Trains of the first class are superior
to those of the second; trains of the second class are superior to those
of the third; and so on.
S-72. Trains in the direction specified
in the time-table are superior to trains of the same class in the opposite
direction.
73. Extra trains are inferior to regular
trains.
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MOVEMENT OF TRAINS
81. A main track must
not be fouled or occupied without authority, unless protected as prescribed
by Rule 99.
81 (A). When a train, either on main
track or siding, is to stop to be met or passed by another train, or
is to stop for a signal at the end of a siding, stop should be made
not less than 300 feet from the signal or fouling point if length of
train will permit.
82. Time-table schedules, unless fulfilled
or annulled, are in effect for twelve hours after their time at each
station.
Regular trains more than twelve hours behind either their
schedule arriving or leaving time at any station lose both right and
schedule, and can thereafter proceed only as authorized by train order,
except in CTC territory, further movement will be authorized by the
train dispatcher.
S-83. A train must not leave its initial
station on any subdivision, or a junction, or pass from double or three
or more tracks to single track, or leave CTC territory until it has
been ascertained whether all trains due, which are superior, have arrived
or left.
S-83 (A). When a train is required to
meet, or wait for, an opposing extra train, or when an extra train has
been made superior to an opposing train, the train register must not
be used as evidence of the arrival of such extra train, except as provided
by Form W train order, Examples (5) or (6).
D-83. A train must not leave its initial
station on any subdivision or a junction, or leave CTC or Rule 251 territory,
until it has been ascertained whether all trains due, which are superior,
have left.
83 (A). Stations at which train registers
are located are designated in the time—table.
Unless otherwise provided, conductors of all trains, and
engineers of engines without conductors, must register their trains
on the train register at points designated in the time—table.
Where authorized, register ticket will be accepted by the operator who
must register for the conductor and report trains to the train dispatcher
from the train register.
Conductors must fill out train register check on the prescribed
form and deliver or have it delivered to engineer before leaving register
station, unless cieck of trains is received by train order.
The number of a section of a regular train must be spelled
out on train registers and register tickets.
83 (B). Unless otherwise provided, a
train must not leave its initial station on any subdivision without
a clearance, which must include the O.K., the time, and the superintendent’s
initials.
Operators must not issue a clearance to a train at its
initial station on any subdivision without authority from the train
dispatcher, except in case of failure of means of communication. In
case of failure of means of communication, the words “wire failure"
must be shown on the clearance with the time and operator’s name
instead of the O.K., and the superintendent’s initials.
After having been detoured, a train returning to its regular
route at other than an initial station for that schedule, must not resume
its schedule unless directed by train order to do so.
83 (C). A regular train must not be created
at a station other than the initial station of the schedule except as
authorized by train order.
84. A train must not start until the
proper signal is given.
85. When a train of one schedule is on
the time of another schedule of the same class in the same direction,
it will proceed on its own schedule.
Trains of one schedule may pass trains of another schedule
of the same class, and extra trains may pass or run ahead of second
and third class trains and extra trains.
Third class trains may pass or run ahead of second class
trains.
A section may pass and run ahead of another section of
the same schedule, first exchanging train orders, clearances, signals
and numbers with the section to be passed. The change in sections must
be reported from the first available point of communication.
When trains are running in sections of a schedule, the
responsibility for a following section passing a leading section without
proper authority rests with the leading section.
86.Unless otherwise
provided, an inferior train must be clear at the time a superior train
in the same direction is due to leave the next station in the rear where
time is shown.
87. Necessary identification of trains
must be made at meeting points and at passing points.
S-87. An inferior train must clear the
time of opposing superior trains not less than five (5) minutes, except
at schedule meeting points between trains of the same class, where the
inferior train must clear the main track before the leaving time of
the superior train. An inferior train failing to clear the main track
by the time required must be protected as prescribed by Rule 99.
87 (A). Where operator’s advancing
indicators are in service, when a train is required by rule, train order
or instructions to take siding for an opposing or following train at
that station, and it is desired to advance them on the main track to
train order office to receive train order or instructions permitting
them to proceed beyond that station, train dispatcher may instruct operator
to display advance indication.
A train approaching a station when advance indication
is displayed must acknowledge with two long sounds of engine whistle
and may proceed on main track at restricted speed to train order office
and be governed by train orders or instructions received.
When proceeding on an advance indication against an opposing
train and stop is made before reaching train order office, front of
train must be protected immediately as prescribed by Rule 99.
Operator must not display advance indication unless authorized
by train order Form X.
S-88. Extra trains will be governed by
train orders with respect to opposing extra trains.
At meeting points between extra trains the train in the inferior time-table
direction must take the siding unless otherwise provided.
S-89. Unless otherwise provided, the
inferior train must take siding at meeting points.
The train taking siding must pull in when practicable. If necessary
to back in, the movement must first be protected as prescribed by Rule
99.
S-89 (A). At schedule meeting points
between trains of the same class, the superior train must stop clear
of the switch used by the train taking siding unless switch is properly
lined and track is clear.
At train order meeting points, the train holding the main
track must stop clear of the switch used by the train taking siding
unless the train to be met is clear of the main track and switch is
properly lined.
S-90. On trains equipped with communicating
signal system, the conductor must give signal 16 (l) to the engineer
immediately after passing the last station but not less than one mile
preceding a schedule meeting point with a train of the same or superior
class or a point where by train order it is to meet, or has to wait
for, an opposing train. The engineer will immediately reply with signal
14 (n). If the engineer fails to answer by signal 14 (n), the conductor
must take immediate action to stop the train.
On other trains, the engineer will give signal 14 (n)
at least one mile before reaching a meeting or waiting point.
91. Unless some form of block signals
is used, trains in the same direction must keep not less than ten (10)
minutes apart, except in closing up at stations.
91 (A). Unless otherwise provided, where
no form of block signals is in use, operator on duty must space trains
ten (10) minutes apart.
Trains must also be spaced ten (10) minutes apart when moving against
the current of traffic unless track is signalled for traffic in both
directions.
When train order signal is used to space trains it must
be placed to indicate stop immediately after rear of train has passed
signal. When clearance is used to space trains, operator must show on
clearance the time train may go and train must not leave before that
time.
92. A train must not leave a station
in advance of its schedule leaving time.
93. Within yard limits the main track
may be used, clearing first class trains when due to leave the last
station where time is shown. In case of failure to clear the main track,
protection must be given as prescribed by Rule 99.
Within yard limits the main track may be used without
protecting against second and inferior class, extra trains and engines.
Within yard limits second and inferior class, extra trains
and engines must move at restricted speed. .
Within yard limits when running against the current of
traffic or on a portion of double or three or more tracks used as single
track, all trains and engines must move at restricted speed.
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THE FOLLOWING RULES 93 AND 93 (A) APPLY ONLY ON THE UNION PACIFIC OREGON
DIVISION AND ON THE SPOKANE INTERNATIONAL RAILROAD.
93. Within yard limits,
all trains and engines must move prepared to stop within the distance
track is seen to be clear.
Within yard limits, where the main track is protected
by continuous block signals, protection against other trains is not
required. Where not protected by continuous block signals, protection
in accordance with Rule 99 must be afforded against first-class trains.
In block or non-block signal territory during foggy or stormy weather,
protection in accordance with Rule 99 must be afforded against all trains
and engines.
EXCEPTION: Unless otherwise authorized, a train or
engine must not be moved against the current of traffic within yard
limits until provision has been made for the protection of such movement.
93 (A). Second-class, extra trains
and engines must avoid delay to first—class trains within yard
limits.
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94. A train which overtakes another train
so disabled that it cannot proceed will pass it, if practicable, and
if necessary will assume the schedule and take the train orders and
clearances of the disabled train, proceed to the first available point
of communication, and there report to the train dispatcher. The disabled
train will assume the right or schedule and take the train orders and
clearances of the last train with which it has exchanged, and will,
when able, proceed to and report from the first available point of communication.
95. Two or more sections may be run on
the same schedule.
Each section has equal time-table authority.
A train must not display signals for a following section
without train order authority, except as prescribed by Rules 85 and
267.
95 (A). When display of signals is to
be discontinued at an intermediate train register station of a schedule,
the train which is to continue movement beyond will take down the signals
at the place where its train register is located; following sections
which are to be discontinued at that station must clear main track at
the first switch of the siding, except if siding is beyond train register
location they must not occupy main track beyond location of the train
register unless further movement is authorized by train order, Rule
93 or under protection as prescribed by Rule 99.
When signals are displayed to the terminal of a schedule
on a subdivision, all sections have the same time-table authority as
the regular train has when no signals are displayed.
S-96. Signals must not be ordered displayed
to, nor taken down at, other than a register station for the train displaying
the signals.
97. Unless otherwise provided, extra
trains must be authorized by train orders.
D-97. Extra trains, except work extras,
may be authorized to run with the current of traffic by a clearance
which will include clearance number, engine number and direction, thus
"C&E Extra 77 West", and the name of the station to which
the extra is authorized to run. Such clearance must be authorized by
the train dispatcher and may be cancelled by train order, and must not
be issued by an operator in case of wire failure.
Work extras must be authorized by train orders and unless
otherwise provided, must move with the current of traffic.
98. Trains and engines must approach
the end of double or three or more tracks, junctions, railroad crossings
at grade, and drawbridges, at restricted speed, unless protected by
block or interlocking signals.
Where required by rule or law, trains and engines must
stop.
98 (A). At a railroad crossing not protected
by signals, trains and engines must stop before passing stop sign. When
view is obscured so that at least 200 feet of the other railroad on
each side of crossing cannot be seen from point where train or engine
is stopped, a member of crew must be sent to crossing to give proceed
signal when safe to proceed. The train or engine must not proceed until
proceed signal has been received.
Where a railroad crossing at grade is protected by a gate,
if the gate is set against the route to be used, trains or engines must
stop and remain at least fifty feet from the crossing until the gate
is secured in proper position against the other route.
Where signals are operated in conjunction with the gate
and do not indicate proceed when gate is set against the other track,
a member of the crew must proceed to the crossing, ascertain that gate
is properly secured and if no conflicting movement is evident will give
proceed signal. Train or engine must not proceed until proceed signal
has been received. If a train or engine is approaching on a conflicting
route, proceed signal must not be given until conflicting movement has
been completed over the crossing or has come to a stop. Proceed signal
must not be given until after a thorough understanding has been had
with the crew of the train or engine stopped on the conflicting route.
When ready to proceed, signal 14 (b) must be sounded.
99. When a train is
moving under circumstances in which it may be overtaken by another train,
the flagman must drop lighted fusees at proper intervals and take such
other action as may be necessary to insure full protection.
When a train stops under circumstances in which it may
be overtaken by another train, the flagman must go back immediately
with f1agman’s signals a sufficient distance to insure full protection,
placing two torpedoes, and when necessary, in addition, displaying lighted
fusees.
When recalled and safety to the train will permit, he
may return and when the conditions require, he will leave the torpedoes
and a lighted fusee.
The front of the train must be protected in the same way
when necessary by the forward trainman or other competent employe.
When a passenger train stops, the flagman properly clothed
and with necessary flagging equipment, must appear on the ground at
the rear of the rear car prepared to provide protection as prescribed
by the rules.
Conductors and engineers are responsible for the protection
of their trains.
When flagman is left behind, or is incapacitated, another
trainman must take his place.
Ihe following signals will be used by flagman:
Day signals—A red flag, not less than ten (10) torpedoes
and six (6) red fusees.
Night signals--A white light, not less than ten (10) torpedoes
and six (6) red fusees.
THE ABOVE RULE 99 DOES NOT APPLY ON THE UNION PACIFIC
OREGON DIVISION OR ON THE SPOKANE INTERNATIONAL RAILROAD.
_____________________
THE FOLLOWING RULE 99 APPLIES ONLY ON THE UNION PACIFIC OREGON DIVISION
AND ON THE SPOKANE INTERNATIONAL RAILROAD.
99. When a train stops,
except when clear of the main track, the flagman must go back immediately
with flagman’s signals, a sufficient distance to insure full protection.
One-half mile from the rear of his train he will place two torpedoes
on the rail, continuing back one and one-half miles from the rear of
his train he will place two torpedoes on the rail. He may then return
to the two torpedoes one—half mile from rear of his train where
he must remain and flag approaching trains until relieved or recalled
by the whistle of his engine.
During foggy or stormy weather and in the vicinity
of obscure curves or descending grades, or when other conditions require
it, the flagman will increase the distance, placing two torpedoes at
every one-fourth mile beyond the second set of torpedoes.
The front of the train must be protected in the same
way when necessary.
After the flagman has the necessary torpedoes placed
and has returned to the two torpedoes one-half mile from his train,
when he is recalled by the engine whistle he may return if safety to
his train will permit, removing the two torpedoes from rail at that
point. When the conditions require he will leave a lighted fusee, and
not remove the two torpedoes at that point.
Should a train be seen or heard approaching before
the flagman has reached the required distance, he must at once place
two torpedoes on the rail, and if it is by night or during foggy or
stormy weather, he must at once place two torpedoes on the rail and
leave a lighted fusee at that point and continue in the direction of
the approaching train and flag it with a lighted fusee.
If the flagman is recalled before reaching the required
distance, he will, if necessary, place two torpedoes on the rail; by
night, or during foggy or stormy weather, he must display a lighted
fusee in addition, to protect his train while returning.
When a train is moving under circumstances in which
it may be overtaken by another train, the flagman must drop lighted
fusees at proper intervals and take such other action as may be necessary
to insure full protection.
When a passenger train stops and rules or conditions
do not require that flagman protect his train in accordance with Rule
99, the flag- man must take position not less than 60 feet from rear
of train, prepared to provide protection if it becomes necessary.
Conductors and engineers are responsible for the protection
of their trains.
When flagman is left behind, or is incapacitated,
another trainman mast take his place.
Flagman’s signals:
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_____________________
99 (A). In CTC territory, protection
of train in accordance with Rule 99 is not required when standing on
main track between Stop signals of a controlled siding.
In CTC territory, when protection of rear of train is
required, Rule 99 must be complied with except that flagman need not
go back farther than the last Stop signal governing the direction of
his train, calling train dispatcher by telephone at that location.
99 (B). When a train requires flag protection,
the engineer must immediately whistle out flagman. If that signal has
been sounded before the train has been brought to a stop, it must be
repeated immediately after stop has been made. When ready to proceed,
he will recall the flagman.
99 (C). When a train has been flagged,
flagman must inform the engineer why the train has been flagged and
engineer must be governed by conditions.
99 (D). When a flagman is sent out with
instructions affecting a train’s authority to proceed, three copies
of the instructions must be made, one copy to be given to the flagman
who must show his copy to the engineer of the train or trains affected,
one copy to the engineer of the train he is sent on (if sent on a train),
and the other copy to be retained by the conductor. When a flagman is
sent on a train, he will ride on the engine and the engineer must stop
and let him off at the first switch at the station to which he is sent.
101. Trains and engines must be fully
protected against any known condition which interferes with their safe
passage at normal speed.
101 (A). If any defect or condition which
might cause an accident is discovered in track, bridges or culverts,
a flagman must be left. The radio, telegraph or telephone must not be
depended on to notify other trains or engines.
If any member of a train or engine crew has reason to
believe that their train or engine has passed over any dangerous defect,
stop must be made at once and proper protection provided. A prompt report
must be made to the proper authority.
101 (B). During severe storms or when
there is indication of high water or any condition which threatens damage,
trains must move at restricted speed. If in doubt as to being able to
proceed safely, train must be placed on siding. Conductors and engineers
must make inquiries at stopping places and, when advisable, extra stops
must be made to ascertain extent and severity of storms and to examine
bridges, culverts, or other places subject to damage by high water.
If any condition is found that might affect the safety
of a train, flag protection must be provided and section forces and
train dispatcher promptly notified.
When a train is flagged by a track patrolman in case of
storm or high water, patrolman must, if necessary, patrol track ahead
of train through the storm area.
101 (C). Trains must run carefully in
locations affected by drifting sand or slides and under conditions of
dense fog or stormy weather when visibility is restricted.
102. When a train is disabled or stopped
suddenly by an emergency application of the air brakes or other causes,
a lighted red fusee must be immediately displayed on adjacent tracks
at front and rear of train and adjacent tracks as well as tracks of
other railroads that are liable to be obstructed must at once be protected
in both directions as prescribed by Rule 99, until it is ascertained
they are safe and clear for the movement of trains.
In such cases it must be determined by inspection that
the train involved and the track to be used are safe for the train to
proceed. Train involved must not proceed, nor flagmen recalled, until
engineer has been definitely advised by conductor that it is safe to
do so.
In A train on an adjacent track must not pass the disabled
train unless it is preceded by a flagman or unless definitely assured
by the conductor of the disabled train that the track is clear and it
is safe to proceed.
102 (A). When there has been a derailment,
after equipment has been rerailed it must be known by inspection of
track and equipment that it is safe for the train to proceed.
102 (B). When an engine leaves its train
or part of its train behind and passes any switch where it would be
possible for another train or engine to enter that track between the
front and rear portions, the engine must not return to the rear portion
unless a flagman is protecting the return movement, or unless the return
movement has been authorized by the train dispatcher.
When an engine leaves its train or part of its train behind
on the main track, a sufficient number of hand brakes must be set to
keep train from moving, torpedoes must be placed a sufficient distance
in advance of the detached portion to warn the returning movement. Such
movement must be made at restricted speed. In addition, at night or
when view is obscured by weather conditions, a light must be placed
on the front end of the detached portion of the train. When a light
is not available, or when other conditions require, a trainman must
protect the returning movement.
103. When cars are pushed by an engine
and the conditions require, a trainman must take a conspicuous position
on the leading car.
When switching over public crossings at grade or authorized
foot crossings not protected by a watchman, by gates, or by crossing
signals in operation, a member of the crew must protect the crossing.
When protecting crossings a man must be on the ground at the crossing.
The man protecting the crossing must not get on the leading car or engine
until front of movement has passed over the crossing. Protection must
also be provided under the following conditions:
While coupling cars at or near crossings;
While pushing cars over crossings, except when the leading
car is equipped with a back-up air brake hose or pipe and whistle in
charge of a trainman.
In general, highway crossing signals are so designed that
they will not operate for a train or engine making a reverse movement
after having passed over the crossing. Before such reverse movement
is made, a member of the crew must take position at the crossing to
afford protection to traffic while movement is being made, unless it
is known that signals are operating.
When a train is parted to clear a public crossing not
protected by a watchman, or is standing near such crossing, a trainman
must, when practicable, protect traffic against trains or engines approaching
on adjacent tracks.
Unnecessary operation of automatic highway crossing signals
due to trains or cars standing in circuit must be avoided.
Where automatic crossing signals are equipped for manual
operation, signals may be manually operated for highway traffic. If
signals have been manually operated they must be restored to automatic
operation.
103 (A). Unless otherwise provided, cars
must not be handled ahead of engine between stations, except in emergency
or when necessary to take cars to or from a spur track or in work train
service.
Air brakes on such cars must be cut in and operative,
and the movement must be for no greater distance than necessary.
104. Conductors are responsible for the
position of switches used by them and their trainmen, except where an
employe is assigned to handle switches.
Switches must be left in proper position after having
been used and must not be left open for another train or engine unless
in charge of a member of the crew of such train or engine or an employe
assigned to handle switches.
When practicable, engineer must see that the switches
and derails near the engine are properly lined.
A train or engine must not foul a main track until switches
connected with the movement are properly lined. When waiting to cross
from one track to another and during the approach or passage of a train
or engine on tracks involved, all switches connected with the movement
must be secured in the normal position. Switches must not be restored
to normal position until the movement is completed or clear of the main
track involved.
Trains or engines leaving a main track must pull clear
of the main track before stopping for trainman to line the switch.
Where trains or engines are required to be reported clear of main track,
such report must not be made until switch has been secured in its normal
position.
104 (A). Unless otherwise provided, the
normal position of a main track switch is for the main track and must
be lined and locked in that position, except when changed for immediate
movement.
For facing point movements, switches equipped with locks
must be locked, or if equipped with hooks only must be hooked, for trains
moving through them; for trailing point movements and for other than
train movements switches will be secured by placing locks or hooks in
hasp. Switches equipped with other types of locks or security devices
which do not permit of this must be secured to the extent practicable.
A main track switch must not be left open unless a member
of the crew remains near enough to be able to line it upon the approach
of a train or engine.
Employes handling switches must know they are properly
lined, locked or secured and that switch points fit. Lock must be tested
by pulling chain to know that it is secured.
Employes must stand not less than twenty feet from the
switch stand and, when practicable, on the opposite side of the track
while a train is closely approaching or passing.
When a train or engine is on a siding or other track to
be met or passed by a train, the employe who is to attend the switch
must not go nearer the switch than the fouling point until the expected
train has been met or has passed.
Employes alighting from a moving train to change position
of a switch behind such train must, when practicable, get off from rear
end of rear car, but when this cannot be done and safety permits, must
get off train from side opposite switch stand.
Except when changed t0 permit movement, derails must be
set in derailing position, and where equipped with locks they must be
locked.
Switches must be set for the dead rails over track scales
when the scales are not in use.
If a switch lock is missing or found defective, another
lock must be supplied if practicable, and a report made to train dispatcher.
If a switch is damaged or run through, report must be
made to proper authority, and when practicable section men notified.
Switch must be spiked unless section men take charge. If it cannot be
made safe, protection must be provided.
104 (B). Spring switches are identified
by special targets, lights, or both, and permit trailing point movements
through the switch without operating the switch by hand. Rule 513 and
the third paragraph of Rule 514 (A) apply only when the switch is operated
by hand.
A train or engine, stopping on a spring switch while trailing
through and actuating the switch points, must not make a reverse movement
or take slack until the switch has been operated by hand and it is known
that switch points are in proper position for safe movement.
A spring switch must not be operated by hand when wheels
are standing on any part of the switch points, or before the points
have completed their full movement after being trailed through.
When a train or engine moving in either direction is stopped
by a signal governing movement over a spring switch, the switch must
be tested by opening and closing by hand, and switch examined to make
certain it is properly lined, locked or secured and that points fit
before movement is made.
When a train or engine is stopped by a signal governing
a trailing point movement through a spring switch, and no conflicting
train movement is evident, the switch must be operated by hand for the
route. If switch is equipped with a facing point lock, it must not be
lined and locked in normal position until after movement has been completed.
If switch is not equipped with a facing point lock, it must be lined
and locked in normal position after the leading wheels have passed the
fouling point.
104 (C). In automatic block signal territory,
at locations where there is no signal governing trailing point movements
through a spring switch from a siding or other track to the main track,
switch must be operated by hand and Rule 513 and the third paragraph
of Rule 514 (A) must be complied with. Switch may be restored to normal
position after leading wheels have passed the fouling point. Protection
as prescribed by Rule 99 must be provided against following movements
on the main track.
Under conditions covered by the exceptions in Rule 513,
the spring switch may be trailed through without hand operating the
switch.
D-104. When moving against the current
of traffic on double or three or more tracks, trains and engines must
stop and examine facing points of spring switches unless such switches
are protected by signals.
105. Trains and engines using a siding
or any track other than a main track must move at restricted speed.
Sidings of an assigned direction must not be used in a
reverse direction unless authorized by the superintendent or in an emergency
under flag protection.
105 (A). When main track is out of service
and trains must be run through an adjacent track, switches must be lined,
locked and spiked for that track, and train dispatcher notified. Until
train order covering the condition is issued to all trains affected,
flag protection must be provided. Flagman must remain until released
by the train dispatcher.
106. The conductor and engineer and anyone
acting as pilot are equally responsible for the safety of the train
and the observance of the rules, and under conditions not provided for
by the rules, must take every precaution for protection.
107. Trains or engines must run at restricted
speed in passing a train receiving or discharging traffic at a station,
except where proper safeguards are provided, or the movement is otherwise
protected.
Trains or engines must not pass between train and platform
at which traffic is being received or discharged unless the movement
is properly protected and proceed signal is received. Movement must
then be made at restricted speed.
108. In case of doubt or uncertainty,
the safe course must be taken.
109. The locations of bulletin boards
or bulletin books are designated in the time-table.
Bulletins will be numbered consecutively beginning with
No. 1 January first of each year. They will be issued and cancelled
by the superintendent. The time and date posted will be endorsed on
the face of each bulletin.
Employes in train, engine and yard service must read bulletins
and notices before starting each trip or day’s work, and will
be held accountable for their observance.
The number of the last bulletin will be recorded by conductors,
engineers and foremen of yard engines in the place provided as acknowledgment
of all bulletins posted prior to commencing each day’s work.
Where crews operate over more than one division and bulletins
of each division are posted at the starting point of run, receipt for
the last bulletin of each division will be made by showing initials
of each division and number of the bulletin.
D-151. On double track, trains must keep
to the right, unless otherwise provided.
Where three or more main tracks are in service they shall
be designated by numbers and their use indicated by special instructions.
D-152. When a train crosses over to,
or obstructs another main track, unless otherwise provided, it must
first be protected as prescribed by Rule 99 in both directions on that
track.
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