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    Note. Rules with a prefix "S" are for single track; those with a prefix "D" are for two or more tracks. Rules without prefix are for single and two or more tracks.

    1. Standard time signals will be transmitted daily at 22 A.M. Central Standard Time and 12 Noon Eastern Standard Time. Clocks indicating standard time will be maintained at stations designated by special instructions.

    2. Employes in train and yard service, and other designated employes must use watches of a reliable railroad grade that have been examined and certified on prescribed form by a designated watch inspector.

    Employes in yard service at designated locations may be relieved of compliance with Rules 2, 3 and 3-A when authorized by the Superintendent.

    3. Watches of Conductors, Engineers, Yardmasters, Yard Foremen and other designated employes must be compared before commencing each day's work, with a clock designated by special instructions as a standard clock. The time when watches of Conductors, Engineers, Yardmasters and Yard Foremen are compared must be registered on a prescribed form.

    3-A. Conductors, Engineers, Yardmasters and Yard Foremen who do not have access to a standard clock will obtain time daily from the Train Dispatcher or will compare time daily with Conductors or Engineers who have registered on the prescribed form.

    Operators, at train order offices, must compare time with the Train Dispatcher at first opprtunity after going on duty.

    3-B. Before starting tour of duty, train and engine crew will compare time with each other when practicable.

    4. Each timetable, from the moment it takes effect, supersedes the previous timetable.

    A train of the preceding timetable therwupon loses both right and schedule and can thereafter proceed only as authorized by the Train Dispatcher.

    4-A. During a period commencing 24 hours before and continuing not less than 72 hours after a new Timetable or Supplement thereof becomes effective, the Train Dispatcher will, in other than Automatic Block Signal Territory, place a Train Order Form Q for delivery to all trains and Yardmasters or yard engines. In Automatic Block Signal Territory, bulletin instructions may be used instead of train order.

    5. Not more than two times are given for a train at any station; where one is given, it is, unless otherwise indicated, the leaving time; where two, they are the arriving and leaving tine. Scheduled times when shown in italics convey no timetable authority and are for information only.

    Time applies at the switch where an inferior opposing train enters the passing siding; where there is no passing siding, it applies at the station. Where Rule D-251 or 271 is in effect time applies at the station.

    Passenger trains must not leave passenger stations where they are required to receive or discharge passengers, until the leaving time shown in the timetable.

    6. The following letters in timetable schedule or station pages indicate:

 L.- Leave
A.- Arrive
S.- Regular Stop
F.- Flag Stop to receive or discharge passengers
C.-Center Passing Siding
E.-Eastward Passing Siding
W.-Westward Passing Siding
N.-Northward Passing Siding
So.-Southward Passing Siding
T.-Turntable
Y.-Wye Track
 
EEDT-East end double track
WEDT-West end double track
NEDT-North end double track
SEDT-South end double track
EST-Eastern Standard Time
CST-Central Standard Time

    7. Employes whose duties may require them to give signals must provide themselves with the proper appliances, keep them in good order and ready for immediate use.

    8. Flags of prescribed color must be used by day, and light of the prescribed color by night.

    9. Day signals must be displayed from sunrise to sunset, but when day signals cannot be plainly seen, night signals must be used.

    11. A train or engine finding a fusee burning red on or near its track must stop and will then be governed as follows:

(1)	In Automatic Block Territory, proceed at Restricted speed to next block signal or be governed by insdtructions of flagman. Restricted speed will not apply for a greater distance than one mile.
(2)	In other than Automatic Block Signal Territory, after an unattended fusee burns out, train may proceed.

    An unattended fusee burning beyond the first rail of an adjacent track will not apply to the track on which train or engine is moving. Fusees must not be placed on public crossings. Care must be used to avoid placing fusees where they may cause fires.

    11-A. The explosion of two torpedoes is a signal to be on the alert for an obstruction or flagman. The explosion of one torpedo will indicate the same as two, but the use of two is required.

    Torpedos must not be placed at stations or on public crossings.

    12. Hand signals must be given sufficiently in advance to permit compliance, from a point where they may be plainly seen, and in such a way that they cannot be misunderstood. If there is any doubt as to the meaning of a signal, or for whom it is intended, it must be regarded as a Stop Signals.

    When an engine or a train is moving under the direction of hand signals and the signal disappears, the movement must b stopped immediately and await further signals, unless proper arrangements have been made in regard to such movement.

    Engines, while handling wreck crane at point of derailment, must not be moved until given the proper hand signal with green flag or green light.

    12-A. Stop - Swung horizontally at right angle to track.

    12-B. Reduce Speed - Held horizontally at arm's length.

    12-C. Proceed - Raised and lowered vertically.

    12-D. Back - Swung vertically in a circle at right angl to the track.

    12-E. Apply Air Brakes - Swung horizontally above the head, when standing.

    12-F. Release Air Brakes - Held at arm's length above the head, when standing.

    12-G. Any object waved violently by anyone on or near the track is a signal to stop.

    12-H. Red fusees, red lanterns and red flagsmust not be used for any other purpose than to give Stop Signals. Yellow fusees will be used to give signals where view of hand signals is restricted. Yellow lantern and yellow flags will be used as prescribed by the rules.

    14. The signals prescribed are illustrated by "o" for short sounds; "-" for longer sounds. The sound of the whistle should be distinct, with intensity and duration appropriate to the distance signal is to be conveyed.
 

Rule	Sound	Indication
14-A	o	Apply brakes. Stop.
14-B	- -	Release brakes. Proceed.
14-C	- ooo	Flagman protect rear of train.
14-D	- - - -	Eastward or Northward trains recall flagman.
14-E	- - - - -	Westward or Southward trains recall flagman.
14-F	oo	Answer to any signal not otherwise provided for.
14-G	ooo	When standing-back. When running-stop at next Passenger Station.
14-H		Answer to Flagman's stop signals.
14-I	oooo	Call for signals.
14-J		Approaching public crossings at grade. To be prolonged or repeated until crossing is reached.
14-K		Approaching stations, junctions, and railroad crossings at grade.
14-L		Inspect train line for leak or for brakes sticking.
14-M	Succession of short sounds	Alarm for persons or livestock on the track.
14-N		When running on left-hand track of two track section:     (1)   Approaching stations, curves, or other points where view may be obscured; (2)   Approaching passenger or freight trains and when passing freight trains.
14-O		Acknowledge train order signal displayed for orders.

 
For Two or More Main Tracks, the Following Signals May Be Used:

Rule	Sound	Indication
14-P	- - - - - o	Westward or Southward trains recall Flagman on No. 1 track.
14-Q	- - - - o	Eastward or Northward trains recall Flagman on No. 1 track.
14-R	- - - - - oo	Westward or Southward trains recall Flagman on No. 2 track.
14-S	- - - - oo	Eastward or Northward trains recall Flagman on No. 2 track.
14-T	- - - - - ooo	Westward or Southward trains recall Flagman on No. 3 track.
14-U	- - - - ooo	Eastward or Northward trains recall Flagman on No. 3 track.
14-V	- - - - - oooo	Westward or Southward trains recall Flagman on No. 4 track.
14-W	- - - - oooo	Eastward or Northward trains recall Flagman on No. 4 track.

    15. When practical, each car of a passenger train must be connected to the engine by a Communicating Signal Appliance. Should this appliance become inoperative at a point where repairs cannot be promptly made, or when not equipped with such appliance, the Conductor and the Engineer must have an understanding as to how the train is to be operated before proceeding. This rule also applies to snow plow.

    16. The signals prescribed are illustrated by "o" for short sounds; "-" for longer sounds.

Rule	Sound	Indication
16-A	oo	When standing-start.
16-B	oo	When running-stop at once.
16-C	ooo	When standing-back.
16-D	ooo	When running-stop at next passenger station.
16-E		When standing-apply or release air brakes.
16-F	oooo	When running-reduce speed.
16-G	oooo	When standing-recall flagman.
16-H		When sounded at designated points-shut off train heat.

    16-I. To start passenger trains at terminals and at points where train makeup is changed, the communicating signal from the rear car will be used.

    When the flagman is recalled at points between stations, he may give processed signal from the rear of train.

    When the rear car is an office or private car, or a sealed or locked car, signal will be given from the next car ahead.

    At intermediate stations, proceed signal may be given from any car upon proper signal from the Conductor.

    17. The headlight must be displayed to the front of every train by day and by night.

    It must be dimmed by night providing train is not approaching public crossing at grade:

    Note. In Automatic Block Signal Territory, the headlight may be extinguished when the train is standing to be met or passed by another train.

    17-A. Unless otherwise provided, engines equipped with oscillating white headlight will display such light by night and when weather conditions obscure visibility by day. The white oscillating headlight will be extinguished when the headlight is dimmed, or extinguished.

    When the headlight becomes inoperative, the oscillating white headlight will be displayed in fixed position. Should both headlights (or the headlight of a train not equipped with oscillating white headlight) become inoperative, a white light will be displayed on front of the engine, speed reduced where necessary, the bell rung continuously while moving, and the Train Dispatcher notified.

    17-B. When a engine is running backward, a white light must be displayed by night on the leading end.

    17-C. An oscillating red light or an emergency red light displayed on front or rear of train is a signal for trains and engines apporaching on all tracks to stop and not pass until certain that track is clear.

    When conditions require, this red light must be displayed manually. The red light does not relieve crews from providing flag protection.

    18. Engines in yard service will display the headlight to the front and rear by day and night.

    When not provided with a headlight at the rear, a white light must be displayed at night. White classification lights instead of headlights may be used for this purpose.

    Note. Headlight on end coupled to cars may be dimmed or extinguished.

    19. The following markers will be displayed, one on each side of the rear of every train, to indicate the rear of the train:

    By day-Marker lamps not lighted.

    By night-Marker lamps lighted showing red to rear.

    Engines and cars equipped with fixed electric markers will display marker lamps lighted showing red to rear by day and night.

    A train not equipped to display the prescribed markers will display a red flag and a white light by night to indicate the rear of the train.

    19-A. Markers will not be required for yard movements, unless required by special instructions.

    21. Extra trains must display two white flags and two white lights in the place provided for that purpose on the from of the engine as follows:

    23. One flag or light displayed, where in Rules 19 and 21 two are prescribed, will indicate the same as two; but the proper display of all train signals is required.

    26. A blue signal, displayed at one or both ends of an engine, car or train, indicates that workmen are under or about it; when thus protected it must not be coupled to or moved.

    26-A. Each class of workmen must display blue signals and the same class workmen are alone authorized to remove them. Other equipment must not be placed on the same track so as to obstruct the view of the blue signals, without first notifying the workmen.

    26-B. When emergency repair work is to be done under or about engine or cars in a train, and a blue signal is not available, the Engineer must be notified and must protect thse engaged in making the repairs. The engine or train must not be moved until the Engineer has been personally notified by the employee in charge of such work that the repairs have been completed and the workmen are in the clear.

    27. A signal imperfectly displayed, or the absence of a signal at a place where a signal is usually displayed, must be regarded as the most restrictive indication that can be given by that signal, except that when the day indication is plainly seen, or when sufficient lights in a position light or CPL signal are displayed to determine indication of the signal, it will govern.

    Engine and train crews using a switch where the switch light is imperfectly displayed, or absent, must, if practicable, correct or replace the light.

    Imperfectly displayed signals must be promptly reported to proper authority.

    28. A green and white or white signal will be used to stop a train at the flag stations indicated on its schedule or by special instructions.

    30. The engine bell must be rung when an engine is about to move, except after momentary stops in continuous switching movements. It must be rung while approaching and passing public crossings at grade and stations, and through tunnels.

    31. The whistle must be sounded at all places where required by rule or law.

    32. The unnecessary use of either the whistle or the bell is prohibited.

    34. All members of engine and train crews must, when practicable, observe and then communicate to each other by its name the indication of each signal affecting the movement of their train or engine when the signal becomes clearly visible, and observe the signal again just before passing it.

    Should the Engineer fail to comply with the signal indication displayed, otehr members of the crew will remind him and, if necessary, take action to insure the safety of the train.

    Note. In multiple track territory, track number must also be called.

    35. The following signals will be used by flagmen:

    Day Signals . . . A red flag, torpedoes and red fusees.

    Night Signals . . . A white light, torpedoes and red fusees.

    S-71. A train is superior to another train by right, class or direction.

    Right is conferred by train order; class and direction by timetable.

    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 timetable.

    Right is superior to class.

    72. First class trains are superior to second class trains.

    73. Extra trains are inferior to regular trains.

    82. Timetable schedules, unless fulfilled, 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 where Rule D-251 or 271 is in effect, train may be authorized to proceed by the Train Dispatcher.

    83. Trains will receive Clearance Form A at stations designated by special instructions.

    83-A. Where trains are operated by timetable and train orders, a train must not leave its initial station on any division, or subdivision, or enter such territory from territory where trains are operated by other methods until it is ascertained that all regular trains due which are superior have arrived or left.

    84. Register stations will be designated by special instructions.

    85. Trains of one schedule may pass trains of another schedule of the same class, and may pass and run ahead of superior class trains when instructed to do so by the Train Dispatcher.

    Extra trains may pass and run ahead of second class and extra trains.

    Extra trains may pass and run ahead of first class trains when directed to do so by the Train Dispatcher.

    86. Unless otherwise directed, an inferior train must be clear at the time a first class train in the same direction is due to leave the next station in the rear where time is shown, except in APB territory an interior train must be clear in sufficient time to avoid displaying other than clear signal indications to a first class train

    S-87. At meeting points not authorized by train order, an inferior train must clear opposing superior trains not less than five minutes and, failing to clear the main track, must be protected by flag.

    Extra trains will be governed by train orders with respect to opposing trains.

    S-88. At meeting points authorized by train order, the train holding the main track must stop clear of the switch to be used by the train to be met entering the siding unless the opposing train is clear of the main track and the switch properly lined.

    Trains required to enter siding will take first switch when practicable. If necessary to pass the first switch, the train must be protected by flag or train order.

    91. Unless some form of block system is used, trains in the same direction must keep not less than fifteen minutes apart, except in closing up at stations.

    92. A train must not leave a station in advance of its scheduled leaving time.

    93. Yard limits are indicated by yard limit signs or special instructions.

    93-A. Where Rule D-251, 271, or 605 is not in effect, the main tracks within yard limits may be used clearing the time of first class trains at the next station where time is shown, but not less than five minutes.

    Second class, extra trains and engines must approach and move within yard limits prepared to stop within one-half range of vision unless the main track is known to be clear by automatic block signal indication.

    Within yard limits, unless otherwise provided, movements against the current of traffic on the main tracks must be made by train order.

    93-B. Within yard limits where Interlocking or Automatic Block Signal Rules are not in effect, trains and engines must not foul a main track without hand signal from switchtender, a trainman, or authorized employe who must know the main track is clear of apporaching trains or engines before giving hand signal.

    93-C. Within yard limits where Rule D-251, 271, or 605 is in effect, trains and engines may occupy the main track as authorized by these rules upon authority of the Train Dispatcher.

    93-D. Trains and engines authorized to run against the current of traffic, within yard limits, must move at Restricted speed.

    94. A train overtaking another train which is stalled or requires assistance or a train called upon in emergency will secure instructions from the Train Dispatcher, if practicable, and, in the absence of other instructions, will after having a proper understanding with the train involved render such assistance as may be necessary.

    97. Regular trains may be started without running orders as directed by the Train Dispatcher, except when started from points intermediate to initial and final stations of the schedule.

    Unless otherwise provided, extra trains must not be run without running orders.

    98. Trains and engines must approach the end of two or more tracks, junctions, railroad crossings at grade, and drawbridges, prepared to stop unless their movements are governed by interlocking or automatic block signals.

    Where required by law, trains and engines must stop.

    99. Except where Automatic BLock Signal Rules are in effect, unless otherwise protected by train order, rule or special instructions, trains or engines must provide rear end flag protection on the same main track as follows:

    When Stopped: Flagman must go back immediately with flagman's signals a sufficient distance to insure protection, placing two torpedoes on the rail at least fifty feet apart, and when necessary, displaying lighted red fusee. When recalled, if the safety of the train will permit, he may return, leaving lighted red fusee and torpedoes when conditions require.

    When Moving: Lighted red fusees must be thrown off rear of train at proper intervals to insure protection when moving at less than Maximum Authorized speed.

    Where Automatic Block Signals are in effect, rear end flag protection on the same main track is not required.

    Employes are not relieved of flag protection in any territory where specific rules or special instructions require flag protection to be provided.

    Stop signals must be answered promptly by Engineers. Flagman must repeat signals until they are answered.

    99-A. Specific isntructions to a flagman must be in writing. These instructions must be shown to the Engineers of all trains flagged and also to the trainman on leading car being pushed by an engine.

    Flagman must not attempt to inform members of crew why the train was flagged until train has stopped.

    101. Trains and engines must be fully protected against any known condition which interferes with their safe passage at Maximum Authorized speed.

    When conditions are found which may interfere with the safe passage of trains and engines and protection has been provided, such action must be taken as will insure safety.

    101-A. Derricks, ditchers, pile drivers and other must not be permitted to foul an adjacent track unless proper protection has been provided. Engine whistle must not be used to recall flagman in such cases.

    101-B. When engines or cars are detached from a train at night, or where view is obscured, special precautions will be taken to prevent damage to equipment when recoupling. When conditions require, torpedoes will be placed on rail sufficient distance from coupling point to give warning.

    102. When a train is stopped suddently 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 obstructed must at once be protected until it is ascertained that they are safe and clear for the movement of trains.

    103. When cars are pushed by an engine, and the conditions require, a trainman must be located on the front of the leading car to control the movement.

    103-A. When shoving tracks or when doubling over, or placing cars on a track, unless it is known that the track will accomodate the movement without fouling other tracks, or without shoving over end of track, a man must be stationed on the leading car or at the rear of such track in position to be clearly seen and to give signals, unless the movement is otherwise protected.

    When shoving tracks and conditions require, it must be known that all couplings are made or that sufficient hand brakes are applied on cars at other end of track to prevent cars from rolling out to foul.

    It must always be known there is sufficient room on opposite end of tracks to allow for slack action of cars.

    103-B. Where the conditions require, the trainman on leading car must be provided with a back-up hose with air whistle and valve in working order, coupled to train line, to sound warning or stop. Before starting movement, test must be made of brake valve of back-up hose to see that brakes can be properly applied and whistle sounded.

    103-C. When switching or pushing cars over a public crossing at grade, a member of the crew properly stationed on the ground must protect the crossing and movements over the crossing only on proper signal from him, unless the crossing is covered by special instructions or protected by one of the following:

    103-D. Trains or engines will not move over a street or highway crossing protected by automatic crossing gates when movement is being made under any of the conditions listed below unless the gates are down or highway or street traffic is protected by a member of the crew:

    When conditions (1), (2), (3) or (4) exist at crossing protected only by flasher light crossing signals, trains or engines must not move over crossing unless flashers have operated for 20 seconds or crossing is protected by member of crew.

    Note to Rules 103-C and 103-D. Cars or equipment must not be left in position on track circuit to operate gates or signals. Failure of crossing protection must be reported by first available means of communication.

    103-E. When an engine or cars are to be detached on grade, spur tracks, or where other conditions require, a sufficient number of hand brakes must be set to hold cars or train. Air brakes must not be depended on to hold cars or train when engine is detached.

    103-F. Cars standing on descending grades, spur tracks, or where other conditions require, must not be coupled to until it is known that such cars are secured by sufficient number of hand brakes. Engines must not be coupled to until it is known they are properly secured.

    When cars or train are about to be moved, hand brakes must not be released until it is known all cars are coupled, and where air is cut in, that the train line is fully charged.

    103-G. When necessary to control cars by hand brakes, it must be ascertained that such brakes are in good order.

    When hand brakes are used, they must be applied so as to avoid sliding the wheels, and shall be so controlled and sufficient brakes set to avoid excessive impact and damage to cars and contents.

    When releasing hand brakes or examining cars to determine if brakes are released, observation must be made on both ends of cars.

    103-H. Before coupling occupied passenger equipment, stop must be made approximately five feet from the cars to be coupled. Air brakes must be coupled and working when handling occupied passenger equipment.

    When switching passenger cars, they will not be detached until movement is stopped.

    104. The employe handling a switch or derail is responsible for the position of such switch or derail. This, however, does not relieve other crew members of responsibility if they are in place to observe position of switch or derail. Conductors and Engineers will supervise the handling of switches and derails by members of their crew when practicable to do so, and are responsible for the proper handling in compliance with the rules and special instructions.

    104-A. A train or engine must not foul a track until switches and derails connected with the movement are properly lined and the route is seen or known to be clear.

    104-B. Before giving hand signal for movement, and when restoring siwtches to normal position, employes lining switches must see that the route is properly lined; switch points fit properly; derails are properly lined; and switches and derails are properly secured.

    Switches or derails must not be restored to normal position until a movement is completed or clear of track involved except as provided by Rule 104-F. Switches or derails must be properly lined and secured after having been used. Unless otherwise provided, the normal position for all crossovers is for straight track movement.

    104-C. When waiting to cross from one track to another, during the approach and passage of a train or engine on tracks involved, all switches and derails connected with the movement must be secured in normal position.

    104-D. Where trains or engines are required to be reported clear of a track, such report must not be made nor hand signals given other trains or engines until switch has been secured in its normal position.

    104-E. A switch must not be left open for another train or engine unless in charge of a member of the crew of such train or engine.

    104-F. When classifying or switching cars, the switch will not be changed for a following car going to another route, until it is known the preceding car will clear the route of the following car.

    104-G. When a train is on a siding or on an adjacent track, to meet or be passed by antoher train, after the switch is properly lined for the expected train, employes must locate themselves at least 20 feet from the main track switch until after the expected train has cleared the clearance point at that switch. The same rule applies to employes of a train on the main track when the switch is properly lined for the expected train to enter the siding or other track.

    104-H. If any switch or derail is found defective, or to have a defective lock, if practicable, it must be safely secured and reported to the proper authority.

    104-J. Derails must be kept in the derailing position when not in use.

    Note. When spring or power-operated switches or derails are operated by hand, Rules 104-104-J apply. Where permitted by law, reflectorized banners or reflectors may be substituted for switch lights on switches or derails. Normal position of switches covered in Rule 730.

    105. Unless governed by block signal displaying an indication more favorable than RESTRICTING or by special instructions, trains and engines using other than main track must proceed prepared to stop within one-half the range of vision.

    105-A. Passing sidings of an assigned direction must not be used in a reverse direction unless authorized by the Chief Train Dispatcher or in emergency under flag protection.

    105-B. Passing sidings must not be blocked except when authorized by the Chief Train Dispatcher or in an emergency. The Train Dispatcher must be fully informed of the conditions affecting the proper use of the passing siding. When blocked, proper arrangements must be afforded to prevent inadvertent use of siding.

    105-C. Before coupling to cars on, or when moving over a freight house track, industrial track, loading track, private track, or similar track, it must be known the the track is free of any obstructions, attachments, or conditions that would interfere with safe movement, and persons in or about cars notified.

    106. Both the Conductor and the Engineer are responsible for the safety of the train and engine and the observance of the the rules, and, under conditions not provided for by the rules, must take every precaution for protection.

    Persons employed on the train will obey the instructions of the Conductor. When there is no Conductor, or he is disabled, the Engineer will have charge of the train.

    The Train Dispatcher must be notified as promptly as practicable, by the Engineer or Conductor, of any condition that will delay the train or engine or prevent it from making the usual speed.

    Conductors and Engineers must see that the members of their crew are familiar with their duties and instruct them when necessary in the proper observance of the rules and safe performance of their work.

    107. When a passenger train is receiving or discharging traffic on the side toward a station platform, a train or engine must not pass between it and the station platform unless proper safeguards are provided.

    108. IN CASE OF DOUBT OR UNCERTAINTY THE SAFE COURSE MUST BE TAKEN.

    109. When track has been turned over to Maintenance of Way force, trains or engines may enter the working limits when authorized by the Train Dispatcher and will be governed as follows:

    The authority to work under this rule will not relieve train or engine of compliance with block signal indications and Rule 509.

    D-151. Where two main tracks are in service, trains or engines must keep to the right unless otherwise provided. Running orders are not required for extra trains.

    Where two or more main tracks are in service, they shall be designated by numbers. Where three or more main tracks are in service, their use will be indicated by special instructions.

    Unless otherwise provided, trains or engines must have train order authority to run against the current of traffic, and run at the speed specified in the timetable and as provided by Rules 93-D and 98. Emergency or switching movements may be made against the current of traffic with permission of the Train Dispatcher and under flag protection. When approaching interlockings, spring, dual-control and power-operated switches, trains or engines must reduce to a speed which will permit compliance with the signal indication displayed. Such signal indications do not authorize movement against the current of traffic.

Definitions

Train Orders