130. Flag Protection

a. General Requirements
When flag protection is required, employees must go out in the proper direction(s) the distance prescribed in the table below. Temporary speed restrictions for the territory must be taken into account.

Crew members providing flag protection must not permit other duties to interfere with the protection of their train. The Conductor and Engineer are responsible for protection of their train.

b. Flag Protection against Trains on Adjacent Tracks
Three steps must be followed to provide flag protection against approaching trains on adjacent tracks as required by Rule 131, “Protecting Work Locations: Qualified Employee's Duties,” Rule 132, “Protection in Unforeseen Conditions,” or Rule 136, “Emergency Stops: Protection.” Employees equipped with flagging equipment must:
 
1. Go out at least the distance prescribed by the table in section (a) of this rule.
2. Display a lighted fusee if they see or hear a train approaching.
3. Give a Stop Signal to approaching trains that may be affected.

The employee providing protection must remain at that location until recalled.

If the employee sees or hears a train approaching before he has reached the prescribed distance, he must immediately display a lighted fusee and continue toward the approaching train while giving a Stop Signal.

c. Flag Protection against Following Trains on the Same Track
Flag protection against following trains on the same track is required in ABS territory where there is only one block or interlocking signal to the rear of the train, and following trains are not required to approach that signal at Restricted Speed or prepared to stop. Where such locations exist, they will be listed in a Timetable Special Instruction, which will include procedures stating when and how flag protection against following movements must be provided.

131. Protecting Work Locations: Qualified Employee's Duties
Qualified employees assigned to protect work locations of railroad construction or private contractors whose operations may affect the safe movement of trains must take the five actions below.
1. Secure Flagging Equipment
Employees must secure proper flagging equipment according to Rule 12, “Day and Night Signals.”
2. Ensure that Tracks Are not Fouled Without Permission
Upon reporting for work each day, the employee must determine who is in charge of the workers. The employee must also ensure that all workers have been instructed not to foul any railroad track at any time without his permission.
3. Get Permission to Foul Track
When workers request permission to foul any specific track, the employee assigned to protect the work location must communicate with the employee in charge of the track to secure necessary permission.
4. Report Failure to Comply by Workers
If workers fail to comply with instructions of the employee, he must make an immediate report to the employee in charge of the track.
5. Take Action if Safe Passage is Endangered
If an event occurs that would interfere with the safe passage of trains, the employee must take immediate action to stop trains by radio communication to trains and the Dispatcher. If protection cannot be immediately ensured, or if communications fail, flag protection must be immediately provided as prescribed by Rule 130, paragraph (b), “Flag Protection Against Trains on Adjacent Tracks.”

132. Protection When Fouling or Working on a Track; Protection in Unforeseen Conditions
Trains must be fully protected against any known condition that may interfere with their safe passage.

If work on or adjacent to a track will create a condition interfering with the safe passage of trains, that work must not be attempted without permission of the employee in charge of the track.

On tracks where ABS, DCS, or Interlocking rules are in effect, the Dispatcher (or Operator when authorized by the Dispatcher) must assure that protection against trains in both directions has been provided as follows:

1. If the work involves on-track equipment or will disturb the track or catenary structure so that it would be unsafe for Normal Speed, Form D line 4 or Form D line 5 must be issued.
2. If the work will not disturb the track or catenary structure, the Dispatcher may verbally authorize Foul Time in accordance with Rule 140.

Form D line 4, Form D line 5, and Foul Time may be issued only to employees who are qualified on the operating rules and the physical characteristics of the territory involved.

If an event occurs or conditions are found that may interfere with the safe passage of trains and no protection has been provided, employees must immediately attempt to stop trains by radio communication to trains and the Dispatcher. They must provide flag protection in both directions as prescribed by Rule 130, paragraph (b), “Flag Protection Against Trains on Adjacent Tracks.” Flag protection must be maintained until the unsafe condition has been corrected, or until employees are assured by the Dispatcher or Operator that other protection has been provided.



133. Removing a Track from Service
Whenever Form D line 4 is issued to remove a track from service, the following procedures will apply:

a. Action Required Prior to Issuance
The Dispatcher must not issue the Form D line 4 authority until:

1. The affected track is clear of movements that are not part of the work group,
AND
2. Controlled signals leading to the affected track are in Stop position,
AND
3. Blocking devices are applied to the controls of switches and signals leading to the affected track.

These signals must not be displayed for movement leading to the out-of-service track, except as provided for in Rule 134, paragraph (a), “Movement in the Direction of the Out-of-Service Track.”

b. Addressees
Form D must be issued to both:

1. The employee requesting use of the track,
AND
2. The Operators controlling entrance to the track.

c. Establishing Out-of-Service Limits
Each end of the out-of-service limits must be defined by one of the following physical features:

1. A whole mile post.
2. A station or other physical characteristic location.
3. A track barricade or flagman at a designated location.

d. Operation Within Out-of-Service Limits
The employee named in Form D line 4 is in charge of the out-of-service limits. ABS, CSS, DCS, and Interlocking rules do not apply within the out-of-service limits. All movements must operate at Restricted Speed. Interlocking switches within the out-of-service limits must not be operated without permission of the employee in charge.

EXCEPTION: In territory where non-signalled DCS rules apply in both directions, the employee in charge of the out-of-service limits may authorize trains to operate within the out-of-service limits at Normal Speed not exceeding 30 MPH, when the following conditions have been met:
 
1. The track to be used must be clear and safe for the speed to be authorized.
2. All affected switches must be secured in normal position.
3. All affected Roadway Workers must be notified.
4. Permission must be given in the following manner: "Extra 453 may proceed North through my out-of-service limits at Normal Speed (not exceeding 30 MPH) from A to B." This permission must be repeated and confirmed before it is acted upon.
5. No following movements may be permitted behind the train given this authority.

The train must not reverse direction without permission of the employee in charge. If permission is received, the movement must be made at Restricted Speed.

e. Additional Equipment Entering or Leaving Out-of-Service Limits
1. Additional equipment may enter the out-of-service limits after:
    (a) The person in charge of the additional equipment has received permission from the employee in charge of the out-of-service limits. The employee in charge of the out-of-service limits must show or read his copy of the Form D line 4 to the person in charge of the additional equipment unless the limits are published by Bulletin Order.
    (b) If movement to the out-of-service limits will involve passing a Stop Signal, the Dispatcher or Operator may then authorize movement in accordance with Rule 241.
2. The employee in charge of the out-of-service limits must make a written record, which includes:
    (a) The name of the person in charge of the additional equipment, or train identification.
    (b) Time permission to enter is given.
    (c) Time determined the additional equipment is clear of limits.

f. Returning the Track to Service
When the track is to be returned to service, the employee in charge of the out-of-service track must take two actions:
1. He must notify the Dispatcher or Operator of any restrictions necessary for the safe passage of trains,
AND
2. He must ascertain that all track cars and trains are clear of the track, and notify the Dispatcher or Operator that they are clear.

EXCEPTION: With the Dispatcher's permission, the track may be returned to service while it is still occupied by equipment. Before the track is returned to service, the employee in charge of the track must ensure that the equipment remaining on the track receives proper authority to occupy the track after it is returned to service. If the track is governed by Rule 261, permission must include direction of movement.

134. Movement within In-Service Portion of Track
In ABS territory, when a portion of track between interlockings, controlled points, or TBS's is removed from service, movements within the in-service portion of track must be made as follows:

a. Movements in the Direction of the Out-of-Service Track
Movements in the direction of the out-of-service track must be notified by Bulletin Order or Form D line 4 of the limits of the out-of-service track. Dispatchers (or Operators) must not display signals nor give authority for movements in the direction of the out-of-service track until Form D line 4 has been delivered or they have verified that the Engineer is aware of the Bulletin Order item.

b. Movements Entering In-Service Track
Movements operating in the out-of-service portion of the track must not enter the in-service portion without permission of the Dispatcher.

135. Protection by Stop Signs When an In-Service Track is Obstructed for Maintenance
Whenever Form D line 5 is to be issued in accordance with item 1 of Rule 132, “Protection When Fouling or Working on a Track,” the following procedures will apply. The “Working Limits” refers to the area designated by Form D line 5 or Bulletin Order, which must be identified by a whole mile post, station, or other physical characteristic location.

a. Addressees
Form D line 5 must be issued to both:
1. The employee requesting to obstruct the track,
AND
2. Trains approaching the obstructed track.
EXCEPTION: When the Working Limits is published by Bulletin Order, issuance of Form D to approaching trains is not required.

b. Required Use of Signs
The approach to the Working Limits must be indicated by an Approach Sign. The Approach Sign indication will not apply when permission is received to proceed past the Stop Sign. The Working Limits must be indicated by a Stop Sign and a Working Limits Resume Speed Sign. A Working Limits Speed Limit Sign may be substituted for the Stop Sign when the track is not obstructed.

c. Action Required Prior to Issuance
The Dispatcher must not issue Form D line 5 authority until:
1. The affected track is clear of movements that are not part of the work group,
AND
2. The employee in charge has advised that all signs associated with the Working Limits have been properly placed.

d. Movements within Working Limits
A train must not enter the Working Limits until permission has been received from the employee in charge, unless a Working Limits Speed Limit Sign is displayed. The employee in charge must not authorize a train to enter the Working Limits or display a Working Limits Speed Limit Sign until he has been assured that the track through the Working Limits is not obstructed, and all Roadway Workers have been notified. Trains must not exceed 30 MPH through the Working Limits, unless directed by the employee in charge to operate at a higher or lower speed.
 
EXCEPTION: Trains and track cars that will be performing maintenance within the Working Limits:
1. May be admitted by the employee in charge while the Working Limits is still obstructed.
2. Must operate at Restricted Speed (ABS, DCS and CSS rules do not apply to such movements).
3. Must not leave the Working Limits without proper authority.

e. Interlocking Switches within Working Limits
Dispatchers or Operators controlling interlocking switches within the Working Limits must line such switches for movements within the Working Limits and must apply blocking devices to the controls of those switches. These blocking devices must not be removed without permission of the employee in charge of the Working Limits. This requirement does not relieve employees operating within the Working Limits from complying with interlocking signal indications.
Before displaying a signal for a train to divert into the Working Limits, the Dispatcher must confirm with the Engineer that the train has permission to enter the Working Limits.

f. Trains in the Working Limits when Bulletin Order Item Becomes Effective
Any train that is in the Working Limits when the Bulletin Order item becomes effective may continue at Normal Speed through the Working Limits. The Dispatcher must not issue Form D line 5 until the limits are clear of movements that are not part of the work group.

136. Emergency Stops: Protection

a. Radio Transmission
When a train is moving and emergency application of the brakes occurs, crew members must immediately protect adjacent tracks by initiating an emergency radio transmission, in the manner of the following example:

“Emergency, Emergency, Emergency. Train TV-24 engine 6605 is in emergency moving east on No. 2 track at MP 78.” Following the emergency transmission, the Dispatcher must be notified.

b. Flag Protection
After the train has stopped, crew members must immediately provide flag protection in both directions on all main tracks and controlled sidings, including those of a foreign railroad.

This protection must follow the guidelines of Rule 130, paragraph (b), “Flag Protection against Trains on Adjacent Tracks,” and will be maintained until:
1. It is known that tracks are not obstructed.
OR
2. Full protection has been provided by the Dispatcher or Operator.

The entire train must be examined before movement resumes to ensure that no cars have derailed, no load has shifted, and no other condition exists that may endanger train movements. Results of this inspection must be reported promptly to the Dispatcher or Operator.

c. Other Train Movements
All trains receiving information that a train is in emergency on an adjacent track will be governed as follows:
1. A train that is operating in the same direction as the train reported in emergency must operate at Restricted Speed from 1 mile before the reported location until reaching the head end of that train.
2. A train that is operating in the opposite direction of the train reported in emergency must operate at Restricted Speed from the head end of the train in emergency to a point 1 mile beyond the rear end of that train.

d. Responsibilities of Dispatcher or Operator
Until the Dispatcher or Operator knows that there is no obstruction on adjacent tracks, they must not permit trains to enter the block on adjacent tracks without first notifying them of the situation. This notification must include the direction, track, location, and identity of the train in emergency.

e. Passenger Trains and Lite Engines with no Indication of Hazardous Conditions
Lite engines and trains consisting entirely of passenger carrying cars are relieved of the requirements of parts “a” and “b” of this rule when the crew can immediately determine that their train is not fouling adjacent tracks. The crew must promptly notify the Dispatcher or Operator of the reason for their stop, and the fact that they are not fouling adjacent tracks.

Before proceeding, the crew must examine their entire train to ensure that no condition exists that may endanger train movements, and must report the results of this inspection to the Dispatcher or Operator.

137. Assisting An Attended Disabled Train

a. Opposing Movements in Rule 261 Territory
To assist a disabled train, the Dispatcher may permit an opposing movement in Rule 261 territory. Before giving this authorization, the Dispatcher must issue Form D line 8 to the disabled train. A crew member of the disabled train must provide flag protection against the opposing movement as prescribed in part (e) below. The Dispatcher must then issue Form D line 9 to the assisting train. ABS rules will not apply to this movement.

b. Opposing Movement Against the Current of Traffic in Rule 251 Territory
To assist a disabled train, the Dispatcher may permit an opposing movement against the current of traffic in Rule 251 territory. Before giving this authorization, the Dispatcher must issue Form D line 8 to the disabled train. A crew member of the disabled train must provide flag protection against the opposing movement as prescribed in part (e) below. The Dispatcher must then issue Form D line 2 to authorize the assisting train to operate to the whole mile post or station at least 2 miles prior to the disabled train, and line 9 to operate from that location to the disabled train. DCS Rules will not apply to the portion of the movement governed by Form D line 9.

c. Opposing Movement on Tracks Where DCS Rules are in Effect in Both Directions
To assist a disabled train, the Dispatcher may permit an opposing movement on tracks where DCS Rules are in effect in both directions. Before giving this authorization, the Dispatcher must take three actions:
1. Issue Form D line 8 to the disabled train,
AND
2. Cancel the disabled train's Form D line 2,
AND
3. Inform a crew member of the disabled train that an opposing movement will be authorized.

A crew member of the disabled train must provide flag protection against the opposing movement as prescribed in part (e) below. The Dispatcher must then issue Form D line 2 to authorize the assisting train to operate to the whole mile post or station at least 2 miles prior to the disabled train, and line 9 to operate from that location to the disabled train. DCS Rules will not apply to the portion of the movement governed by Form D line 9.

d. Following Movement Where Non-Signaled DCS Rules are in Effect
To assist a disabled train, the Dispatcher may permit a following movement where Non-Signaled DCS Rules are in effect. Before giving this authorization, the Dispatcher must inform a crew member of the disabled train that a following movement will be authorized. A crew member of the disabled train must provide flag protection against the following movement as prescribed in part (e) below. When a freight train is operating without an employee at the rear end, flag protection is not required when the assisting train is in contact with the disabled train. The Dispatcher must then issue Form D line 2 to authorize the assisting train to operate to the whole mile post or station at least 2 miles prior to the disabled train, and line 9 to operate from that location to the disabled train. DCS Rules will not apply to the portion of the movement governed by Form D line 9.

e. Flag Protection Against Assisting Train
To provide flag protection against an assisting train as required by parts (a) through (d) above, an employee equipped with flagging equipment must proceed in the proper direction ¼ mile, and display a lighted fusee when the assisting train is seen or heard approaching. The employee must remain at that location until the assisting train arrives, or until the employee is recalled.

f. Assisting Train in Close Proximity or Operated by Engineer of Disabled Train
The provisions of parts (a) through (e) above will not apply when:
1. The disabled train is stopped within 1/4 mile of the interlocking or CP where the assisting train will begin its opposing or following movement, and communication between the crews is maintained.
OR
2. The assisting train is operated by the Engineer of the disabled train.

After receiving proper signal indication or verbal permission in accordance with Rule 241, the assisting train must operate at Restricted Speed to the disabled train.

138. Highway Crossing Warning

a. Activating/Reactivating Crossing Warning
The point at which automatic crossing warning is activated or reactivated may be designated in any of three manners:
1. A sign or post lettered “CC.”
2. Yellow joint bars.
3. Yellow stripes painted on the inside and outside of the head, web, and base of both rails.

On tracks other than main tracks or controlled sidings, movement over this point will activate the automatic highway crossing warning.

On a main track or controlled siding, movement over this point will reactivate the operation of automatic highway crossing warning that has been interrupted because of a train's delay or stop.

b. Avoiding Unnecessary Operation
Two steps will avoid unnecessary operation of automatic highway crossing warning:
1. Engines or cars must not be allowed to stand longer than necessary.
2. Switches must not be left open or unlocked within the operating limits of such protection.

If necessary, the train must be cut or the automatic crossing warning interrupted manually in accordance
with paragraph (h) of this rule.

c. Malfunction
Notify the Dispatcher immediately if you discover automatic highway crossing warning devices that are not functioning properly.

The Dispatcher must notify all trains that will operate over the affected crossing. The notification must include the type of malfunction and the details of any on-ground personnel that are known to be at the crossing, by item number listed below.

Comply with the following when notified by the Dispatcher of an automatic highway crossing warning device that is malfunctioning:

A flagger is an employee equipped by day with a red flag and a high visibility garment, and at night with a white light or fusee and a high visibility retro-reflective garment.

For shoving movements not headed by a locomotive or cab car, follow the requirements in Item 1 above.

d. Obscured View of Highway
When equipment is standing and obscuring highway traffic's view, an employee must warn the highway traffic against movement on adjacent tracks. Equipment stored on tracks close to a public crossing must be placed so as to permit a clear view for highway traffic using the crossing. Where space permits, equipment must be placed at least 300 feet from the crossing.

e. Cars Not Headed by Engine at a Crossing without Automatic Highway Crossing Warning
If cars not headed by an engine are to be moved over a highway crossing at grade not equipped with automatic warning devices or a designated employee, a member of the crew must provide warning for highway traffic.

f. On-Ground Warning by Employees
When an employee is required to provide on-ground warning at a highway crossing, he must give Stop Signals to pedestrian and highway traffic until the leading end of the train is through the crossing. Stop Signals must be given with a red flag or fusees by day, and fusees or a white light at night.

g. Six Conditions that Require Special Procedure
Under six conditions, a train must not foul a highway crossing equipped with automatic warning devices until it is ascertained that the warning devices have been operating at least 20 seconds, or the gates (if equipped) are in the horizontal position.

These six conditions are:
1. Making a Reverse Movement
When a train passes entirely over a highway crossing and then is going to make a reverse move.
EXCEPTION: If the entire train has cleared the crossing by at least 1.2 miles, it may make a reverse move over the crossing without following special procedures.
2. Approaching at Restricted Speed
When a train is approaching at Restricted Speed.
3. Increasing Speed in an Approach Circuit with Automatic Interruption
When a train stops or increases speed by more than 5 MPH within 0.6 miles of a highway crossing equipped with an apparatus that will automatically interrupt the operation of the crossing warning, including motion sensing detectors.
4. Passing Warning Device Reactivation Point on Main Track or Controlled Siding
When a train proceeds past a warning device reactivation point (See item “a” of this rule) on a main track or controlled siding, after having been stopped or delayed within 1.2 miles of the crossing.
5. Passing Warning Device Activation Point on Track Other than Main Track or Controlled Siding
When a train proceeds past a warning device activation point (See item “a” of this rule) on other than a
main track or controlled siding.
6. Performing Switching within 1.2 Miles of Crossing
When a train has performed switching within 1.2 miles of the crossing. If the automatic highway crossing warning is not operating, the movement must not be made until warning is provided by on-ground personnel.

h. Manual Interruption of Warning Device
At locations where apparatus is provided to manually interrupt the operation of automatic highway crossing warning, instructions are posted or “Raise” and “Lower” buttons are marked for each track.

When the apparatus is operated manually, no movement may be made over the crossing until:
1. Warning is provided by on-ground personnel.
OR
2. The automatic operation of this warning has been reestablished and operating for at least 20 seconds.
OR
3. If equipped with gates, they are in the horizontal position and crossing lights are flashing.

Wherever crossing warning is operated manually or manually interrupted, it must be restored to normal after movement is completed. Control boxes must be locked.

At crossings where the apparatus interrupts automatic warning on adjacent tracks, the employee interrupting the warning must remain at the crossing to reestablish automatic warning to normal operation when a train is approaching on an adjacent track.

139. Train or Car(s) Left Standing Without Crew on Main Track or Controlled Siding

a. Authorization; Protection
Train or car(s) must not be left standing on main tracks or controlled sidings without an assigned crew unless specifically authorized by the Dispatcher. When authorization is received, the departing crew must ensure that the equipment to be left unattended is properly secured. The departing crew must inform the Dispatcher of any Form D's still in effect, and will be governed by the instructions of the Dispatcher regarding the Form D's.

The Dispatcher must advise the employee(s) in charge of protecting the track of the location where such equipment has been left unattended. This information must be recorded on the Dispatcher's Record of Train Movements and, where applicable, on the Operator's Station Record of Train Movements.

At the interlocking or controlled point governing entrance to the affected track, the employee in charge of protecting the track must place signals governing entrance to the affected track in Stop position and apply blocking devices.

b. Opposing Movement in Rule 261 Territory
The Dispatcher may permit an opposing movement in Rule 261 territory to couple to equipment left standing without a crew. The Dispatcher must issue Form D line 13 to the opposing train to proceed at Restricted Speed to the location where the equipment is left standing without flag protection. The Dispatcher must issue a copy of the Form D to all Operators involved. ABS rules will not apply within the line 13 limits. Movement from an interlocking or CP must be made in accordance with Rule 241.

c. Movement in DCS Territory or Against the Current of Traffic in Rule 251 Territory
The Dispatcher may permit an opposing movement against the established direction or current of traffic, or a following movement in Non-signaled DCS territory, to couple to equipment left standing without a crew. The Dispatcher must issue Form D line 2 to the train to operate to the whole mile post or station at least 2 miles prior to the unattended equipment, and line 13 to proceed at Restricted Speed from that location to the location of the unattended equipment. DCS rules will not apply within the line 13 limits.

d. Re-assignment of Crew
Crew members, upon taking charge of equipment that has been left unattended, must immediately communicate with the Dispatcher and are governed by his instructions. The Dispatcher must ensure that crew members have in their possession all applicable Form D's affecting the movement of the equipment. Movement is governed by the applicable block system rules in effect for the direction of movement.

140. Foul Time
Foul Time may be issued only by the Dispatcher, or Operator when authorized by the Dispatcher.

a. Action Required Prior to Issuance
Before issuing or authorizing Foul Time, the Dispatcher must determine that no trains have been authorized to occupy the track segment to be fouled. In signaled territory, the Dispatcher must ensure that Stop Signals have been displayed and blocking devices applied to controls of switches and signals leading to the affected track. When trains are to be held at a TBS where blocking devices cannot be applied, the Dispatcher must issue Form D line 13 instructing the Operator to hold trains clear of the affected track.

b. Permission to Foul
Permission to foul the track must include the following information:
1. Title and name of employee receiving foul time
2. Track designation
3. Track limits (between/at)
4. Time limits

The receiving employee must repeat this permission and the Dispatcher or Operator must then confirm it before the Foul Time becomes effective.

c. Releasing Foul Time
Once protection has been provided, it must be maintained until the employee who was granted the foul time has released the foul time. The release must include the employee’s title and name, and the track designation and limits being released. This information must be repeated by the Dispatcher or Operator, and confirmed by the employee releasing the foul time before blocking devices are removed.

141. Inaccessible Track
Roadway Workers may establish working limits on a track not controlled by the Dispatcher or Operator, by making the track inaccessible at each possible point of entry through one of the following means:
1. A switch or derail aligned to prevent access to the working limits and secured with an effective securing device, and properly tagged. The effective securing device and tag may be removed only by direction of the employee in charge of the working limits.
2. A remotely controlled switch aligned to prevent access to the working limits and secured with a blocking device by the employee who controls the switch. Blocking device protection must not be considered in effect until it has been confirmed by the employee controlling the switch. Protection must be maintained until the employee who requested the protection has reported clear.
3. A disconnected rail.
4. A flagman assigned to hold trains and equipment clear of the working limits. Movements within working limits may be made only with permission of the employee in charge.

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