SUPERIORITY OF TRAINS S-7I. A train is superior to another train by right, class or direction. Right is conferred by train order; class by Time Table. Right is superior to class or direction. Eastward trains are superior by direction to westward trains of the same class unless otherwise specified. D-7I. 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. 73. Extra trains are inferior to regular trains. MOVEMENT OF TRAINS 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. 83. Stations at which train registers are located will be designated by Time Table. Conductors must register their trains at designated register stations, unless otherwise provided. S-83a. A train must not leave its initial station on any division, or sub-division, or a junction, or pass from one of two or more tracks to single track, until it has been ascertained whether all superior trains due, have arrived or left. D-83a. A train must not leave its initial station on any division, or sub-division, or a junction, until it has been ascertained whether all superior trains due, have left. 84. A train must not start until the proper signal is given. 85. Trains of one schedule may pass trains of another schedule of the same class, and extra trains may pass and run ahead of third class, fourth class and extra trains. A passenger extra may run ahead of trains of any class, where automatic block system rules are in effect. 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. When operating under Manual Block Rules, the inferior train must be clear at the time a superior train in the same direction is due to leave the next block station in the rear. S-87. An inferior train must keep out of the way of opposing superior trains and failing to clear the main track by the time required by rule must be protected as prescribed by Rule 99. Extra trains must clear the time of opposing regular trains not less than five minutes unless otherwise provided, and will be governed by train orders with respect to opposing extra trains. S-88. Unless otherwise provided, at meet-lng points between extra trains, the train order establishing the meet will designate which train must take siding except at sidings of assigned direction. Trains must pull into the siding when practicable. If necessary to back in, the train must first be protected as prescribed by Rule 99, unless otherwise provided. S-89. At meeting points the inferior train must take the siding and clear the time of the superior train not less than five minutes. The superior train must stop at schedule meeting points with trains of the same class unless switch is properly lined and track clear. The inferior train must pull into the siding when practicable. If necessary to back in, the train must first be protected as prescribed by Rule 99, unless otherwise provided. S-90. The engineman of each train will give signal 14(n) at least one mile before reach-lng a meeting or waiting point. Should the engineman fail to give signal 14(n) other members of crew must take immediate action to stop the train. 91. On main tracks where no form of block system is in effect, trains in the same direction must keep not less than ten minutes apart. Trains carrying passengers must operate under Manual Block Rules. 92. A train must not leave a station in advance of its schedule leaving time. 93. Yard limits must be indicated by yard limit signs and designated by Time -rable or General Order. S-93(a). Within yard limits the main track may be used, clearing first and second class trains as prescribed by the rules, or protect-lng as per Rule 99, but not protecting against other trains or engines. Trains and engines, other than first and second class trains, within yard limits must not exceed yard speed, unless the main track is known to be clear. (This rule does not relieve first or second class trains from protecting as prescribed by Rule 99.) NOTE: Where block signal rules are in effect: (a) permission must be obtained before main (b) "known to be clear" includes when track is known to be clear by signal indication. D-93(a). Within yard limits the main tracks may be used with the current of traffic, clearing first and second class trains as prescribed by the rules, and protecting against all trains and engines. D-93(b). A movement against the current of traffic on main tracks in yard limits may be made on authority of the yard master, using Form 116. This form must be written in manifold and a copy delivered to each employe addressed, copy to be retained by the yard master. When yard master is not on duty, a train order may be used by the train dispatcher for such movement, when he can provide full protection. A train or engine must not be moved against the current of traffic until the track on which it is to be run has been cleared of opposing movements. D-93(d). Unless otherwise provided, movement of a train carrying passengers via a yard track must be authorized by yard master, using Form 116. 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 of the disabled train, proceed to the next available point of communication, and there report to the Superintendent. The disabled train will assume the right or schedule arid take the traiu orders ot the last train with which it has exchanged, and will, when able, proceed to and report from the next available point of communication. 95. Regular trains must be designated by both schedule and engine number. They will be identified by engine number. S-96. A train must be informed by train order as to the number of the engine on an opposing regular train; however, if the engine number is not received by train order, the identification will be made by a personal conference between the conductors and enginemen of trains involved. A train will obtain from the train dispatcher or operator the number of the engine on a superior regular train in the same direction it is moving. S-97(a). Outside of yard limits, the main track must not be used by extra trains without train order authority, except where Rule 261 is in effect. D-97(a). Outside of yard limits, the main tracks may be used by extra trains, with the current of traffic, after obtaining permission as per Rule D-152. D-97(b). Except where Rule 26] is in effect, movements against the current of traffic must be authorized by train order and be operated under Manual Block Rules. D-98. Conductors of work extras will report to train dispatcher before commencing work, giving information as to working limits, and report when through for the day. 99. When a train stops under circumstances in which it may be overtaken by another train, the flagman must go back immediately with flagman'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. When the conditions require, he will leave the torpedoes and a lighted fusee to insure full protection. The front of the train must be protected in the same way when necessary by the head trainman or assistant engineer. When a train is moving under circumstances in which it may be overtaken by another train, the flagman must take such action as may be necessary to insure full protection. By night, or by day when the view is obscured, lighted fusees must be thrown off at proper intervals. When day signals cannot be plainly seen, owing to weather or other conditions, night signals must also be used. Conductors and enginemen are responsible for the protection of their trains. Crews of light engines consisting of enginemen only, will use ten-minute burn-lng fusees in addition to torpedoes to provide protection. Flagmen of freight trains, when recalled by Engineman, will use ten (10) minute burning red fusees in addition to torpedoes to provide protection under circumstances when Conductor, because of other duties, cannot remain at rear of train to make test of train air brakes. If protection is required for longer periods, ten-minute-burning fusees will be replaced before they burn out. This does not relieve such crews from complying with Rules 511 and 513 in automatic signal territory. 100. When the flagman goes back to protect the rear of the train and is left behind, another trainman must take his place on the train. When track cars are stopped by train ahead, the train flagman will continue to protect the train. This does not relieve flagman of track car from properly protect-lng bis car. 100(a). Flagman assigned to work locations of private contractors whose operations may affect the safe movement of trains must: 1. Secure proper flagging equipment 2.Communicate with train dispatcher or yardmaster when reporting for duty. 3. Not permit contractor's equipment to foul any track when a train is approaching. 4. Communicate with train dispatcher or yardmaster frequently, or as directed, to determine the movement of trains over the affected tracks. 5. If no means of communication are available at the work location, flagman must have an understanding or instructions from the train dispatcher or yardmaster before proceeding to the site and before work is permitted to commence. 6. If an emergency occurs or no means of communication is available, flagman will provide protection as per Rule 99. 101. Trains or engines must be fully protected against any known condition, not covered by the rules, which interferes with their safe operation. When a train or engine encounters a severe storm or indications of high water, which threaten damage, such train or engine will only proceed at reduced speed, looking out for washouts, slides or other obstructions on the track. When a portion of a train is left on the main track, it must be protected against the return movement. At night, and by day when view is obscured or weather conditions require, a white light must be displayed on the front of the head car, and a torpedo must be placed a sufficient distance from the head car to permit coupling without damage. The train dispatcher must be advised of any known condition that will delay the train or prevent it from making usual running time. 102. When a train, or engine with cars is disabled or stopped suddenly by an emergency application of the air brakes or other causes, adjacent tracks as well as tracks of other railroads that are liable to be ob-struded must at once be protected until it is ascertained they are safe and clear for the movement of trains or engines. 103. Unless otherwise 9rovided, movements of trains, engines or track cars on other than main tracks, secondary tracks or sidings must not exceed yard speed. 103(a). When pushing cars, other than when switching or making up trains in yards, a member of crew will take a conspicuous position on leading end to govern and protect movement. Before pushing, it must be known all cars are coupled. When switching or making up trains, cars may be pushed on yard tracks provided they are stopped short of other cars on the track. When track room is limited or cars are likely to run out the other end of the track, they must be coupled before being pushed, and a member of crew will go to opposite end to prevent cars from becoming derailed or fouling adjacent tracks. 103(b). When switching is performed at both ends of a track or on a stub end track, also when cars are set out, a sufficient number of hand brakes will be applied to prevent cars when coupled to or struck by other cars from fouling any other track, or being shoved over end of tracks or derails. When cars are set out on a grade, or when cars are added to those already standing on a grade, the slack between cars must be bunched before engine is detached. 103(c). Passenger train cars, freight cars occupied by attendants, and cars placarded "Explosives" must not be detached while cars are in motion, and when switching, must be shoved into track and stopped before detaching. 104. NOTE: Rule 104 applies only to hand-operated switches and derails. Members of the crew are responsible for the position of switches and derails used by them, except where switchtenders are stationed. Switches and derails must be properly lined after having been used, and where locks, hooks or latches are provided, they must be used to secure them. A main track switch must not be left open for a following train or engine unless in charge of a member of the crew of such train or engine. When practicable, the enginemen must see that the switches and derails near the engine are properly lined. Employes handling switches and derails will examine switch points and derails to see that they are in proper position. A train, engine or cars must not foul a track until switches and derails connected with the movement are properly lined. After the movement is started, switches and derails must not be changed until the movement is completed or clear of the track involved. When trains or engines are waiting to cross from one track to another and during the approach or passage of a train or engine on tracks involved, all switches and derails connected with the movement must be secured in the proper position for the movement of the approaching train or engine. 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, and train or engine entering siding or side track has passed beyond fouling point or derail. Employes will keep away from stands of main track switches while trains, engines or cars are approaching and passing, and when practicab}e and safe, will stand on the side of the track opposite the switch stand. 104(a). Electrically-Pocked hand-operated switches may be locked or unlocked either from a control point or automatically through track circuits. Instructions for Operating: TO REVERSE, unlock and open electric lock box and when small semaphore assumes 90° position, throw small lever from "N" to "R". Thc 3witch may then be thrown in usua~ manner. TO RESTORE to normal position, close the switch ia usual manner, throw small lever in electric lock box from "R" to "N", then close and lock electric lock box. TO CROSS OVER. End of crossover switch equipped with electric lock must be operated before the switch on the other end of crossover is operated. When restoring switch to normal, the end of crossover equipped with electric lock must be closed last. 104(b). Trains, engines or cars may trail through spring switches when in normal position without operating switch stand. Trains. engines or cars trailing through and stopping on a spring switch must not take slack or move in reverse direction until the switch has been set by hand. A spring switch that has been set by hand must be restored to normal position by hand. After making a trailing movement through a main track spring switch, crew will observe indication displayed by spring switch signal (see Rule 273). If color light dwarf signal does not display green, report must be made to Superintendent from next point of communication at which train or engine stops. When a train, engine or car has been stopped by a signal which governs facing movements over a spring switch, member of crew must examine the spring switch points to know that they are fully closed before the movement is made over the switch. In automatic block signal territory, a movement to main track through a spring switch must be made as follows: (1) Open spring switch by hand and wait three minutes before engine or car is moved over insulated joints at clearance point. (2) Close spring switch by hand afte~ engine or car passes over insulated joints and before spring switch is reached. This does not relieve employes from complying with Rules 99 and D-152. 105. Unless otherwise provided, trains or engines using a siding must proceed at reduced 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. Trains and engines using controlled sidings will be governed by signal indication and/or Time Table instructions. 105(a). Unless otherwise provided, trains or engines using a secondary track must proceed at reduced speed unless the track upon which the movement is to be made is seen or known to be clear and switches properly lined. A secondary track upon which trains or engines are operated in both directions must not be used without permission of the employe in charge of such track. A second- ary track of assigned direction must not be used in the reverse direction unless authorized by the employe in charge, or in an emergency under f~ag protection. 105(b), Unless otherwise provided, trains or engines using a secondary track or a siding will not protect against following movements on such tracks. 105(c).. Unless otherwise provided, trains or engines using a side track must not exceed yard speed. Protection against following movements is not required on side tracks. 106. Both the conductor and the engine-men are 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. When a passenger train is receiving or discharging traffic on the side toward a station platform, a train, engine, cars or track cars must not pass between it and the station platform unless proper safeguards are provided. 107(a). A passenger train must not go into a station where it is to stop while a train is stopped or moving on the track between it and the station platform. 107(b). When two or more trains are approaching a station, the train scheduled to receive or discharge traffic from the track farthest from station platform has precedence over all other trains in entering station platform. 107(c). All trains must approach prepared to stop and must not enter limits of station platform if there is any possibility that train having precedence wiJl reach the station platform before the other trains have cleared. 107(d). A train making an unscheduled stop to receive or discharge traffic from the track farthest from the station platform must not enter limits of station platform until it is known no other train will pass between it and the station platform. 108. In case of doubt or uncertainty, the safe course must be taken. D-151. Where two main tracks are in service, trains or engines must keep to the right, unless otherwise provided. Where two or more main tracks are in service they shall be designated by numbers and their use prescribed by Time Table or General Order. D-152. Unless otherwise authorized, permission must be obtained from the train dispatcher, signalman or yardmaster before entering, obstructing, or crossing over to a main track, and movement protected as prescribed by Rule 99. 170. Whenever for any cause it is necessary to temporarily require trains or engines to reduce speed over any structure or portion of track,General Order or train order will be issued indicating location and speed restriction. This will be supplemented on line of road as soon as possible as shown by Rule 278.