1997 Norac Rules Study Guide

Norac Rules Study Guide Archive

Definitions:

Home Signal

1. A fixed signal governing the entrance to an automatic block.
2. A fixed signal governing the entrance to an interlocking or controlled
3. A signal from your wife/girlfriend that it is okay to come home.
4. A fixed signal governing the approach to an interlocking signal.

Bolt-lock Switch:
1. A hand-operated switch equipped with a pipe connected locking device that is operated by unscrewing a bolt before the switch is thrown.
2. A hand operated switch that is unlocked by turning a bolt on the switch mechanism.
3. A remotely controlled switch that is operated by a complex system of bolts and levers designed to test the mechanical aptitude of the employee.
4. A hand-operated switch equipped with a pipe connected locking device that is designed to shunt the signal system before the switch points are operated.

Rule A Required Books:

Employees must maintain and have on them while on duty a copy of the following:
1. The Operating Rules, Timetable, and Air Brake Instructions if their duties are affected by them, the Safety Rules of their department, and the Hazardous Materials instructions if they are involved in the shipment of Hazardous materials.
2. A copy of the latest crossword puzzle.
3. A copy of the CFR 49.
4. All of the above.

Rule D Employee Conduct:

While on duty employees must devote themselves exclusively:
1. Picking up girls on the concourse.
2. Playing cards in the employee lounge.
3. Getting out of a middle trip.
4. The Company's service.

They must render every assistance in their power in:
1. Picking up girls on the concourse.
2. Helping other employees skip their middle trip.
3. Carrying out the rules and special instructions and properly report any violation to the proper official.
4. Helping little old ladies across busy intersections.

To remain in service, employees must:
1. Refrain from conduct that adversely affects the performance of their duties, other employees, or the public.
2. Refrain from conduct that benefits the company if it embarrasses their supervisors.
3. Refrain from conduct that would bring credit upon the company if they don't get overtime rate.
4. Look out for themselves first and not worry about other employees, especially ones with less seniority.

Acts of insubordination, hostility, or willful disregard of the Company's interest:
1. Are prohibited.
2. Are good for at least three hours overtime.
3. Will require carrying a pen the next time the employee picks up their mail.
4. Will be cheered by other employees.

Rule E, Prohibited behavior:

Which of the following behaviors are prohibited while on duty or on company property:
1. Doing a good job.
2. Gambling, fighting or participating in any illegal immoral, or unauthorized activity.
3. Failing to operate a train on time.
4. Operating safely if it costs the company money or interferes with the on time performance of a train.

Which of the following behaviors are prohibited when required to perform service:
1. Sleeping or assuming the attitude of sleep.
2. Having or using electronic devices not related to their duties, unless authorized by the railroad.
3. Card playing or reading other than Company instructions.
4. Solicitation of gratuities from patrons.
5. All of the above.

Rule F, Reporting Unusual Conditions:

Derailments, collisions, storms, high water, fires, obstructions to tracks, and any other condition which could result in death or injury, damage to property or disruption of railroad operations:
1. Must be reported to the Dispatcher as soon as convenient.
2. Must be reported to the Dispatcher by the quickest means of communication.
3. Must be reported on the conductor's 1021 form.
4. Can be ignored if the unusual occurrence does not involve the crew's train.

Rule N, Complying with rules, Orders, and Instructions:

Employees on duty on any division or railroad must:
1. Comply with the rules of their home division or railroad.
2. Be very, very careful.
3. Be supervised by management of that division or railroad.
4. Comply with the orders and instructions of that division or railroad, unless otherwise directed.

Rule Q, Hours of Service:

Employees subject to the Hours of Service Act must:
1. Carry a copy of the Hours of Service Act with them at all times.
2. Familiarize themselves with the Act and comply with it's requirements.
3. Not exceed the maximum hours permitted by law unless authorized by the Dispatcher.
4. #2 and #3.

An employees who is called to report for duty before his legal rest has expired:
1. Can work the maximum hours permitted by law if he wants.
2. Can refuse to work.
3. Must report that fact to the person ordering him to report.
4. Can only work a maximum of two hours.

Train and engine crews must notify the appropriate Dispatcher or other designated supervisor:
1. When they are tired and want to go home.
2. When they want to go to lunch.
3. Three (3) hours before their legal rest expires unless they will be able to complete their assignment before their legal work period expires.
4. Before they expire.

Rule U, Reporting Medical Conditions:

Employees must notify the company medical officer of:
1. Any condition not already on record with the railroad.
2. Any medical problem that might affect the employee's ability to go to work.
3. Any condition that might cause incontinence.
4. No matter what condition your condition is in.
5. Numbers 1 and 2.

This notification must be made:
1. Before reporting for work.
2. Before getting up in the morning.
3. Immediately upon finishing your tour of duty.
4. Immediately upon the employee receiving knowledge of the condition.

Rule 1, Reporting for Duty:

When reporting for duty, employees whose duties are affected by General Orders, Bulletin Orders, And Division Notices:
1. Must familiarize themselves with those instructions while doodling funny pictures in the margins.
2. Must familiarize themselves with, and must comply with, those instruction which pertain to any portions if the territory on which they are qualified or ordered to operate.
3. Must make sure that at least one member of the crew is familiar with, and complies with, those instruction which pertain to the territory over which they are to operate.
4. Only the engineer needs to familiarize himself with and instructions pertaining to his train.

Those employees whose duties are affected by General Orders, Bulletin Orders and Division Notices must:
1. Have a copy of each in their possession while on duty.
2. Must read and memorize all information that pertains to the territory over which they will operate.
3. Must make sure the engineer has a copy all relevant information while on duty.
4. Must have a copy of each General Order and Bulletin Order with them while on duty.

At locations specified in the Timetable, employees reporting for duty must:
1. Examine the bulletin board, then sign the register.
2. Relieve themselves so as not to be uncomfortable during work.
3. Make sure that everyone who signs up has a reliable watch.
4. Call the dispatcher for a time check.
An employee must contact the Dispatcher if:
1. He arrives early and has no one to talk to.
2. He does not have a copy of the current information affecting the movement of his train.
3. He reports for duty at a location where no employee’s Register is located.
4. 2 and 3.

When an employee calls the Dispatcher from a location where there is no employee’s Register, the Dispatcher:
1. Must tell the employee to go to a location where there is an employee’s Register.
2. Can keep the information affecting the movement of the employee’s train a secret if the Dispatcher doesn’t like the employee.
3. Must inform the employee of all information affecting the movement of all trains and the receiving employee must record this information.
4. None of the above.

When a Bulletin Order or Division Notice is issued after the summary:
1. The Dispatcher can consider the Bulletin Order and Division Notice in effect immediately.
2. The Dispatcher cannot consider the Bulletin Order and Division Notice in effect until all crews acknowledge receipt of them.
3. The Dispatcher must not consider these Bulletin orders and Division Notices in effect until informed that the Bulletin Order and Division Notice is properly posted.
4. Bulletin Orders and Division Notices cannot be issued after the summary.

Rule 19b(2) Approaching locations where roadway workers may be at work on tracks, bridges, and other points:

The engineer must sound the horn as follows:
1. o o o o = four short whistles.
2. - - - - = four long whistles.
3. - - o - = two longs, a short and a long.
4. o o - o = Two shorts \, a long and a short.

Rule 20 Engine bell:

If a train is equipped with a bell, it must be sounded:
1. Continuously.
2. When the engine is about to move and when running through tunnels, approaching public crossings at grade or locations where Roadway Workers may be at work on tracks, bridges, and other points.
3. When passing a train on an adjacent track or in an emergency.
4 Numbers 2 and 3.

Rule 21, Communicating Signal appliances:

"---"
1. When running, stop at once.
2. When running, start jogging.
3. When running, stop at the next station.
4. When running, back up at once.

"---"
1. When standing, proceed.
2. When running, back up.
3. When standing, apply or release brakes.
4. When standing, call the Dispatcher.

"00"
1. When standing, back up.
2. When running, stop at the next station.
3. When standing, start.
4. When running, back up.

"000"
1. When running, back up.
2. When standing, start.
3. When running, stop at once.
4. When standing, back up. When running, stop at the next passenger station.

"0000"
1. When standing, brakes have applied and released on rear car, brake test complete.
2. When standing, brakes have applied on the head car; brakeman is too lazy to walk to the rear of the train.
3. When standing, brake test is complete even though no one has checked the operation of the brakes.
4. When standing, the brakes are working, "trust us".

"0"
1. Train crewman has hit the communicating buzzer instead of the door button.
2. Incomplete signal to proceed.
3. Incomplete signal to back up.
4. When spotting, switching, or making up trains, prepare to stop.

Rule 22, Engine Lights:

The headlight facing the direction of movement on every train and engine must:
1. Be dimmed when running though tunnels.
2. Be turn on only when another train is approaching in the opposite direction.
3. Be displayed brightly by day and night.
4. Be aimed upward above the trees.

The headlight must be dimmed:
1. When standing or passing through yards where other engines are working.
2. When approaching a station where a Form D is to be received.
3. When approaching Junctions or terminals.
4. When standing or moving on a main track at meeting points or when standing or approaching another train in multiple track territory.
5. All of the above.

When approaching or passing over a crossing:
1. The headlight must be dimmed.
2. The headlight must not be dimmed.
3. The headlight may be dimmed.
4. The headlight must be turned on and off rapidly to warn motorists of the approaching train.

If all headlight bulbs fail enroute the engineer must:
1. Stop the train immediately and not move it until the headlights are fixed.
2. Illuminate all external lights and notify the Dispatcher.
3. Ring the bell continuously.
4. Sound the engine whistle or horn frequently.
5. Numbers 2, 3, and 4.

Auxiliary Lights:

Engines that operate over crossings at speeds greater than 20 MPH:
1. Must be equipped with speed control.
2. Must be equipped with Epic Brakes.
3. Must be coupled to a train.
4. Must be equipped with auxiliary lights.

Auxiliary lights consist of:
1. Flashing strobe likes mounted on the cab roof.
2. A high intensity flashlight carried by the engineer.
3. Two ditch lights, two crossing lights, or one oscillating light.
4. Two lights which move in such a way as to blind motorist on both sides of the crossing.

Auxiliary lights are considered operative when:
1. They illuminate after the engine horn and/or bell is sounded or the auxiliary light switch is activated.
2. They illuminate after the engine has passed the crossing.
3. They are aimed so as to blind oncoming engineers.
4. All of the above.

Auxiliary lights must be operational:
1. Before the engine arrives at the first grade crossing.
2. When the engine goes in for it's 92 day inspection.
3. Whenever the mechanical department gets around to it.
4. Before the engine leaves it's initial terminal.

Rule 24, Markers:

Passenger trains, lite engines, and engines operating on the rear of a train must:
1. Be running at all times.
2. Be equipped with an illuminating marker or rear headlight on low beam at all times.
3. Must have a conductor on the rear end dropping fusees every half mile.
4. Must be in constant communications with other trains to avoid a collision.

Trains other than passenger trains:
1. Do not need a lighted marker at any time.
2. Must be equipped with a lighted marker from one hour before sunset to one hour after sunrise.
3. Must be equipped with a lighted marker when visibility is so restricted that the end silhouette of a box car cannot be seen from one half mile on straight track.
4. Numbers 2 and 3.

During periods other than described above:
1. No marker is required.
2. Trains must be operated very carefully.
3. A reflector, flag, or extinguished marker may be used.
4. The Dispatcher must be notified so that he may put a block on behind the train.

When an illuminating marker is required en route:
1. It must be tested one half hour before use so as not to drain the battery.
2. It must be tested before it leaves it's initial terminal.
3. It need not be tested if it was tested at the factory.
4. It must be tested during it's 92 day inspection.

If the marker fails en route:
1. The train must stop and not move until the marker is fixed and the Dispatcher notified.
2. The train can continue to the next point where the marker can be repaired. The Dispatcher must be notified as soon as practical.
3. The train can continue to it's final destination. Nothing further is required.
4. All of the above.

Rule 90, Delay of trains:

Employees must not:
1. Jump off tall buildings while on company property.
2. Pass gas in public.
3. Date the Conductor.
4. Unnecessarily delay trains.

Employees who know of a condition that will delay a train or prevent it from making Normal Speed:
1. Must remove or correct that condition.
2. Must stop all trains until the condition is resolved.
3. Must contact the employee in charge of the condition.
4. Must advise the Dispatcher.

When a train is delayed:
1. The crew must determine the cause as soon as the safety of their train will permit.
2. The crew must send the brakeman for coffee.
3. The crew must have lunch.
4. The crew must take a power nap.

The Dispatcher or Operator must be notified of the delay:
1. When the crew returns from lunch.
2. When the train reaches it final terminal.
3. When the Conductor submits his 1021 form.
4. As soon as practical.

Rule 100 Coupling or switching passenger equipment or occupied camp cars:

A stop must be made:
1. Prior to passing a fast food restaurant.
2. Prior to arriving at the signup location.
3. Prior to coupling passenger equipment.
4. To rest before continuing work if the crew has been on duty more than 1 hour.

All coupling must be made:
1. At a speed not exceeding 20 mph.
2. At a speed not exceeding Medium speed.
3. At a speed not exceeding Full speed.
4. At a speed not exceeding 4 mph.

Equipment with spear-type couplers must be coupled at a speed not to exceed:
1. Ramming speed.
2. Full speed.
3. Medium speed.
4. 2 mph.

Passenger equipment with continuous buffer plates:
1. Should not be used for a buffet diner.
2. Should not be coupled to a locomotive.
3. Should not be coupled to freight cars.
4. Should not be coupled to freight cars with coupler release levers with a center projecting arm.

When switching passenger equipment or occupied camp cars:
1. The crew must be very, very careful.
2. The crew must make sure all occupants have their seat belts fastened.
3. The crew must make sure all air hoses are uncoupled.
4. The engine and cars must not be detached until the equipment is stopped.

Curtains and electric jumpers:
1. Must be connected before the cars are separated.
2. Must be disconnected before the cars are separated.
3. Must be connected to the cars before the cars are separated.
4. All of the above.

Rule 101, Coupling, Shoving, or Switching Cars:

When coupling, shoving, or switching cars, precaution must be taken:
1. To assure that the crew does not become tired.
2. To assure that all cars are lined up in ascending numerical order.
3. To prevent damage or fouling other tracks
4. To assure that as little work as possible is actually accomplished.

Employees must insure that :
1. They have had sufficient rest before making the move.
2. They are well fed.
3. That there is sufficient room in the track to hold the cars.
4. That they have communicated their intentions to their Union representative. so he can prepare their defense.

Rule 101, Coupling, shoving, or switching cars:

When coupling, shoving, or switching cars:
1. Be very, very careful.
2. Precautions must be taken to avoid damage and fouling other tracks.
3. Employees must confirm that there is sufficient room in the track to hold the cars.
4. #2 and #3.

Rule 109, Hand brakes:

On cars or drafts of cars left standing:
1. A sufficient number of hand brakes must be applied on cars to make them secure when left standing on any track.
2. If necessary, car wheels must be blocked.
3. All hand brakes must be applied.
4. Numbers 1 and 2.

When hand brakes are used to control movement:
1. It must be determined that these brakes are working properly.
2. The hand brake must be on the leading end of the movement.
3. A minimum of two hand brakes must be used to control the movement of more than one car.
4. Hand brakes cannot be used to control the movement of cars without an engine coupled to them.

Rule 108 Unattended engine:

An engine must not be left unattended:
1. Ever.
2. Unless the air and hand brakes are applied.
3. The reverser is removed (or locked in the neutral position) from all control stands on all units of the engine.
4. The controls, switches, and circuit breakers are positioned so that traction power cannot be developed.
5. All of the above.

Rule 116, Operating train from other than leading end:

When an engineer operates the train from other than the leading end of the movement:
1. He must be sure he has out of service insurance.
2. He must go very, very slowly.
3. A crew member must be stationed on the leading end of the movement.
4. An engineer cannot operate a train from other than the leading end.

The crew member on the leading end of the movement:
1. Must be qualified on the physical characteristics of the territory involved.
2. Does not have to be qualified on the physical characteristics of the territory involved if the engineer is so qualified.
3. Must be sure he has out of service insurance.
4. Must be sure he has had sufficient rest.

During the movement:
1. The crewman must stay inside the equipment to take advantage of the air conditioning/heat whenever possible.
2. Hand signals, communicating signal, or radio communications must be maintained with the engineer.
3. The engineer is allowed to take short naps as long as the crewman on the leading end stays awake.
4. A crewman has to walk ahead of the train to protect against opposing moves.

If signals from the crew member cannot be received by the engineer:
1. The engineer should speed up so as to get closer to the crewman on the leading end of the movement.
2. The engineer may continue as long as the conductor says, "trust me".
3. The engineer must stop the movement when he gets nervous.
4. The movement must be stopped immediately.

Should conditions require, the employee on the leading end must:
1. Be prepared to jump from the train.
2. Be prepared to call for help.
3. Be prepared to have lunch if the movement takes too long.
4. Operate the engine whistle or horn, if available, as well as the emergency brake valve.

The speed of the train should not exceed:
1. Restricted Speed.
2. 20 mph.
3. 30 mph.
4. Track speed.

This rule (116) does not apply:
1. If the crew doesn't want it to.
2. If the Dispatcher says so.
3. If the crew is in a hurry to complete the move.
4. When switching, making up trains in the yard, or when the movement is proceeded by a crew member.

Rule 121, Intervening tracks at a station platform:

When a passenger train is receiving or discharging passengers on the side toward a station platform:
1. The crew need not protect against trains passing between the train and the station.
2. Dispatchers must advise opposing trains of that fact.
3. Trains must pass between it and the platform at slow speed.
4. Trains must not pass between it and the station platform.

A passenger train routed to a track that will result in a station stop for receiving and discharging passengers across a main track or controlled siding must:
1. Protect passengers against opposing traffic according to rule 99a.
2. Stop immediately and obtain assurance from the dispatcher that protection on the track adjacent station platform has been provided.
3. Bypass the station stop.
4. Stop and request a route to the other track.

Trains routed to a track that will result in a station stop across a main track or controlled siding do not have to stop if:
1. They don’t want to.
2. The engineer can see that no trains or track cars interfere with the station stop.
3. Written or verbal assurance of protection has previously been provided or the track adjacent to the station platform is out of service.
4. The train is late or a delay would be incurred by stopping.

The Dispatcher must not give permission to discharge across a main track or controlled siding until:
1. It has been determined that no train is approaching the station on the track to be protected.
2. All trains involved have been advised as to how to proceed to insure passenger safety.
3. Signals governing entrance to that track are placed at stop and blocking devices applied.
4. All the above.

Protection against other trains is not required when discharging across a main track or controlled siding when:
1. The crew sees that no opposing trains are in sight.
2. The stop is made during daylight hours.
3. A delay would be incurred by such protection.
4. The specific station is designated in the Timetable as one where scheduled trains normally receive and discharge passengers across a track between the train and the station platform.

Trains operating on tracks across which passengers are normally received and discharged must approach such stations:
1. At restricted speed until they occupy the station.
2. Prepared to stop until the engineer has determined that no passenger train is occupying the station.
3. At track speed,
4. At a speed not to exceed 30 mph until the engineer determines that no train is occupying the station.

The engineer can determine that no passenger train is occupying the station by:
1. Telepathy.
2. Visual observation or verbal confirmation from the Dispatcher.
3. Hand signal from the Trainmaster.
4. Observing the signal at the end of the station platform.

If a passenger train is occupying the station the approaching train:
1. Can proceed into the station at Restricted Speed.
2. Must not occupy the station unless permission is received from the crew of the train occupying the station.
3. The engineer must dump the air.
4. 2 and 3.

When a train is approaching, the station platform must not:
1. Be occupied by passengers preparing to board the approaching train.
2. Be occupied by trains operating on an out-of-service track adjacent to the platform.
3. Be occupied by track cars operating on an in-service or out-of-service track adjacent to the platform.
4. 2 and 3.

At these stations:
1. Trains, other than passenger trains, must not block access to the station platform.
2. Trains, other than passenger trains, can block access to the platform if the track they are on is out-of-service.
3. Can block access to the platform during daylight hours only.
4. 2 and 3.

Rule 122 unscheduled stops:

Trains must not make unscheduled stops to receive or discharge passengers or employees:
1. Without permission of the Conductor.
2. Without permission of the passengers or employees.
3. Unless Simon says:
4. Without authorization from the Dispatcher.

Rule 123, Failure of the Deadman or Alerter feature en route:

If the Deadman or Alerter feature fails en route:
1. The engineer will be promptly taken out of service. .
2. An employee instructed on how to stop the train will take position in the operating control compartment with the engineer.
3. The train must be stopped until the Deadman or Alerter feature is fixed.
4. The Deadman/Alerter feature must be fixed during the engine's 92 day inspection.

When the engine reaches it's next turnaround point, undergoes it's next calendar day inspection:
1. The Deadman/Alerter shall be repaired.
2. The failed Deadman/ Alerter shall be covered with Duck Tape.
3. The engineer will be promptly taken out of service.
4. Someone will have to wake up the Machinist.

This rule does not apply:
1. If there are no mechanical forces on duty.
2. If the mechanical forces are at a safety meeting.
3. If the mechanical forces are out of Duck Tape.
4. On tracks other than main tracks or controlled sidings.

Rule 136, Emergency Stops: Protection:

When a train is moving and an emergency application of the brakes occurs, the train crew must:
1. Initiate an emergency radio transmission and protect all adjacent main tracks and controlled sidings.
2. Initiate an emergency radio transmission and protect against following movements only.
3. Initiate an emergency radio transmission stating that the train is in emergency giving the time and date.
4. When the train stops, reset the air and continue to the final terminal.

After the train stops following an emergency application:
1. The entire train must be examined and a car count completed.
2. The entire train must be examined for derailed cars, shifted loads, or other conditions affecting train movement.
3. The entire train must be examined for bad brake valves.
4. The crew must reset the air and continue to the final terminal.

A train operating in the same direction as a train in emergency must:
1. Operate at slow speed from two (2) miles before the reported location until reaching the head end of the train in emergency.
2. Operate at slow speed from one (1) mile before the reported location until reaching the head end of the train in emergency.
3. Operate at restricted speed from two (2) miles before the reported location until reaching the head end of the train in emergency.
4. Operate at restricted speed from (1) mile before the reported location until reaching the head end of the train in emergency.

A train operating in the opposite direction as a train in emergency must:
1. Operate at slow speed from the head end of the train in emergency until two (2) miles beyond the rear of that train.
2. Operate at restricted speed from the head end of the train in emergency until two (2) miles beyond the rear of that train.
3. Operate at slow speed from the head end of the train in emergency until one (1) mile beyond the rear of that train.
4. Operate at restricted speed from the head end of the train in emergency until one (1) mile to the rear of that train.

A radio transmission from a train in emergency should include:
1. Time and date.
2. Time, date, and Conductor’s name.
3. Train, engine, track, and milepost numbers.
4. Any hazardous materials in the train.

Until the Dispatcher or operators know there is no obstruction on adjacent tracks:
1. He must not go to lunch.
2. He cannot be relieved.
3. He cannot take his pension.
4. He must not permit trains to enter the block on adjacent tracks without notifying them of the situation.

Rule 137, assisting an attended Disabled Train:

Rule 244, Signal requiring Stop:

A train approaching a fixed signal requiring a stop Must:
1. Call the Dispatcher for permission to approach the signal requiring a stop.
2. Stop before the rear of the train passes the signal requiring a stop.
3. Stop for lunch.
4. Stop before any part of the movement passes the signal.

Rule 245, Unexpected signal changes:

When a train, operating on a signal indication more favorable than approach encounters a Stop Signal, Stop and Proceed, or Restricting, that train must:
1. Continue according to the last indication passed.
2. Comply with the signal consistent with good train handling, notifying the Dispatcher.
3. Dump the train immediately.
4. Have a heart attack and die.

Opposing movements in Rule 261 Territory:

Before giving permission for an opposing movement The Dispatcher must:
1. Be well rested.
2. Issue a Form D, line 8 to the disabled train.
3. Must issue a Form D, line 9 to the disabled train.
4. Must issue a Form D, line 2 to the disabled train.

After issuing a From D, line 8 to the disabled train the Dispatcher:
1. Can go to lunch.
2. Can be relieved to relieve himself.
3. Must issue a Form D, line 9 to the assisting train.
4. Must issue a Form D, line 13 to the assisting train.

For an opposing movement to assist a train:
1. ABS rules are in effect.
2. ABS rules are not in effect.
3. ABS anti-lock systems are in effect.
4. ABS anti-lock systems are cut out.

Opposing movements in Rule 251 Territory:

Before giving authorization for a train to assist a disabled train in Rule 251 territory the Dispatcher must:
1. Have lunch.
2. Be relieved.
3. Issue a Form D, line 8 to the disabled train.
4. Issue a Form D, line 9 to the disabled train.

After issuing a Form D, line 8 to the disabled train the Dispatcher must:
1. Issue a Form D; line 2 to the assisting train.
2. Issue a Form D, line 8 to the assisting train.
3. Go to lunch.
4. Issue a Form D, line 13 to the assisting train.

The Form D issued to the assisting train must:
1. Be hand written on Parchment.
2. Authorize the assisting train to operate to the whole milepost or station at least 2 miles prior to the disabled train.
3. Contain a line 9 to operate from the whole milepost or station to the disabled train.
4. 2 and 3.

For the portion of the movement govern by Form D, line 9:
1. DCS rules apply.
2. DCS rules do not apply.
3. DCS rules are in effect for the first portion of the movement governed by Form D, line 9.
4. DCS RULES!

Opposing movements where on tracks where DCS rules are in effect in both directions:

Before a Dispatcher can permit an opposing move to assist a train in DCS territory, the Dispatcher must:
1. Ask permission from the Chief Dispatcher.
2. Issue a Form D, line 8 the disabled train, cancel the disabled train’s form D, line 2 and inform the crewmember of the disabled train that an opposing movement will be authorized.
3. Issue Form D; line 8 to the assisting train.
4. Pray that no one will screw up.

The Dispatcher must issue Form D, line 2 to authorize the assisting train to:
1. Stop and eat.
2. Leave their train on the main.
3. Operate to the whole milepost or station at least 2 miles prior to the disabled train
4. Operate against the direction of traffic in rule 261 territory.

The Dispatcher must also issue a Form D, line 9 to the assisting train to: 1. Operate from the point mentioned in the Form D, line 2 to the disabled train. 2. To authorize the assisting train to couple to the disabled train.
3. To authorize the assisting train to operate against the current of traffic in 251 territory.
4. None of the above.

DCS rules do not apply:
1. To the portion of the movement governed by Form D, line 2.
2. To the portion of the movement governed by Form D, line 9.
3. To any portion of the movement.
4. DCS rules apply to all movement governed by the Form D.

Following movement where DCS rules are in effect:

Before a Dispatcher can authorize a following movement to assist a disabled train, he must:
1. Inform a crewmember of the disabled train that a following movement will be authorized.
2. Issue a Form D, line 2 to the assisting train to operate to the whole milepost or station at least 2 miles prior to the disabled train.
3. Issue line 9 to the assisting train to operate from the whole milepost or station to the disabled train.
4. All of the above.

DSC rules:
1. Apply to the entire movement.
2. Do not apply to the entire movement.
3. Apply the line 2 portion of the Form D.
4. Do not apply the line 9 portion of the form D.

To provide flag protection against an assisting train an employee equipped with flagging equipment must:
1. Proceed to the nearest 7-11 and pig out on Slurpies and Chilidogs.
2. Proceed in the proper direction, display a lighted fusee when the train is seen or heard approaching and remain at that location until the assisting train arrives or until the employee is recalled.
3. Proceed to the nearest pay phone and call his girlfriend/boyfriend and tell them about the neat accident about to happen.
4. Disappear into the woods for a short period of recreation.

If the disabled train is within ¼ mile of an interlocking where the assisting train will begin it’s opposing move or the assisting train is operated by the engineer of the disabled train:
1. All the rules for opposing movement to assist a disabled train stated above do not apply.
2. Only Form D, line 9 is needed.
3. Only Form D, line 2 is needed.
4. A disabled train cannot be assisted because there is not enough room between it and the interlocking or control point.

When the assisting train has received a proper signal at an interlocking or control point or verbal permission per rule 241, it must proceed at:
1. Track speed.
2. Ramming speed.
3. Escape velocity.
4. Restricted speed.

Rule 138, Highway crossing warning:

Activating/reactivating Crossing Warning

Which of the following indicate the start of a crossing gate circuit:
1. A yellow sign or post with the letters "CC".
2. Yellow joint bars.
3. Yellow strip painted on the inside and outside of the head, web, and base both rails.
4. All the above.

On tracks other than main tracks or controlled sidings, movement over this point will:
1. Cause the train to derail.
2. Cause an accident at the crossing.
3. Activate an alarm, which will automatically summon police and fire units.
4. Activate the automatic crossing warning.

On a main track or controlled siding, movement over this point will:
1. Cause death and destruction.
2. Cause termination of the engineer and crew.
3. Activate a water cannon to stop the pedestrian traffic.
4. Reactivate the operation of automatic crossing warning that has been interrupted because of a train’s delay or stop.

Two steps, which will avoid unnecessary operation of automatic crossing warning, are:
1. The Lindy and the Foxtrot.
2. Sending a flagman to protect the crossing and being very, very careful.
3. Engine and cars must not be allowed to stand longer than necessary and switches must not be left open or unlocked within the operating limits of such protection.
4. Deactivating the crossing protection and refusing to pass over the crossing with the train.

If automatic crossing protection is not operating properly:
1. The engineer must refuse to pass over the crossing until the protection is fixed.
2. Employees must immediately notify the Dispatcher who will issue a Form D, line 12 to all affected trains.
3. Employees must immediately notify the Dispatcher who will call police to provide protection.
4. All of the above.

If Automatic crossing warning devices are not working properly trains must:
1. Never occupy the crossing.
2. Approach the crossing prepared to stop, not occupy the crossing until protection is provided by on-ground personnel, and proceed not exceeding 15 mph until the head end clears.
3. Approach the crossing prepared to stop then accelerates rapidly if no cross traffic is seen.
4. Approach the crossing prepared to stop, have a qualified employee lay across the road to stop traffic, then proceed not exceeding 15 mph avoiding the prone employee.

When automatic crossing warning devices are not operating properly, on-ground protection is not needed:
1.When the crew sees that no cross traffic is in sight.
2. The crew sees that cross traffic has stopped to allow the train to proceed.
3. The crossing is equipped with gates and the crew sees that they are in the horizontal position and the crossing lights are flashing.
4. The crossing is equipped with passive protection and that protection is working properly.

The only personnel relied upon to provide on-ground protection are:
1. A member of the crew, a policeman, or an employee with a reflective vest and proper flagging equipment.
2. An employee of the company, policeman, or the local rail nut who came to help.
3. An officer of the company, policeman, or a helpful pedestrian.
4. Any one willing to stand in front of enraged motorists.

When equipment is standing and obscures highway traffic’s view:
1. It is a good thing.
2. An employee must be ready to call an ambulance.
3. An employee must protect the highway traffic against movement on adjacent tracks.
4. An employee must carry a camera to record the accident.

Equipment stored on tracks close to a public crossing must:
1. Be low to the ground so that drivers can see over it.
2. Be stored at least ¼ mile from the crossing.
3. If space permits, must not stick out onto the crossing in a way that would obstruct traffic.
4. Be placed so as to permit a clear view for highway traffic using the crossing, at least 300 feet if space permits.

When cars not headed by an engine are to be moved over a highway crossing not protected by automatic crossing warning devices, or a designated employee:
1. A Company of National Guard soldiers must be called.
2. Barriers must be placed on the crossing to stop vehicular traffic.
3. A caboose or other suitable platform must be provided for the crew.
4. A member of the crew with proper flagging equipment must provide protection against highway traffic by giving stop signals to pedestrian and highway traffic until the leading end of the train is through the crossing.

Conditions that require special procedures when fouling a public crossing are:
1. When a train passes entirely over a crossing and then makes a reverse move.
2. When a train approaches a crossing at Restricted Speed.
3. When a train stops then starts again within 0.6 miles from a crossing with an interrupt system and starts again.
4. All of the above.

More conditions, which require special procedures when fouling a public crossing, are:
1. When a train passes a warning device activation or reactivation point or performed switching within 1.2 miles of the crossing.
2. When the crew is on overtime.
3. When the crew stops short of the crossing to buy a few beers.
4. 2 and 3.

If automatic crossing warning is not operating:
1. The train is not allowed to occupy the crossing and the Dispatcher must be notified.
2. The train is not allowed to occupy the crossing until the crew is on overtime.
3. The crew must stop for a couple of beers to build up their courage for the dash across the highway.
4. The movement must not be made until protection is provided by on-ground personnel.

When crossing warning devices are operated manually no movement may be made until:
1. Protection is provided by on-ground personnel, protection has been reestablished for at least 20 seconds, or gates, where equipped, are in the horizontal position and crossing lights are flashing.
2. No Highway traffic can be seen in either direction.
3. Police have arrived to provide protection.
4. Crossing devices cannot be manually controlled. That’s why they are called automatic warning protection.

When crossing protection is interrupted manually or is manually operated:
1. The crew can leave the crossing on manual if another employee is left in charge.
2. The crew can leave the crossing on manual if a policeman is there to direct traffic.
3. The crew must restore the automatic crossing warning protection unless the Chief Dispatcher authorizes otherwise.
4. It must be restored to normal after movement is complete.

At crossings where the apparatus interrupts automatic protection on adjacent tracks:
1. The employee must remain at the crossing to reestablish automatic protection to normal when a train is approaching on an adjacent track.
2. The employee can leave the crossing as each approaching train must provide it’s own protection.
3. The Dispatcher must issue a Form D, line 12 to all trains that the crossing protection has been interrupted.
4. Police or Signal Department protection must be provided for trains on crossing where the automatic protection has been interrupted.

Rule 140, Foul time:

Foul time may be issued only by:
1. The Conductor of the train in the track segment involved.
2. Bulletin Order or Form D, Line 2.
3. The Dispatcher or Operator when authorized by the Dispatcher.
4. The foreman of the crew working in the track segment involved.

Before issuing foul time:
1. The Conductor must determine that his train is clear of the track segment involved.
2. The Dispatcher must determine that no trains have been authorized to occupy the track segment to be fouled.
3. The Foreman must determine that all his men are ready to work quickly.
4. All of the above.

In signaled territory the dispatcher must insure that:
1. Stop signals have been displayed and blocking devices have been applied..
2. He has had a nutritious breakfast.
3. The crew requesting foul time is not in the Interlocking limits.
4. He has Out-of-Service insurance.

When trains are to be held at a TBS where blocking devices cannot be applied:
1. The Dispatcher must get permission from the block operator before allowing Foul Time.
2. The Dispatcher must issue a Form D, Line 13 instructing the Operator to hold trains clear of the affected track.
3. The Engineer of the train to be held must stop at the Interlocking closest to the TBS.
4. The Block Operator must build a signal fire on the track to be affected.

Permission to Foul must include the following information:
1. The trains to be held out of the affected track segment.
2. The title and name of employee receiving foul time.
3. Track designation and track limits (Between/at).
4. Time limits.
5. 2, 3, and 4.

The person receiving foul time must:
1. Have all the workers ready to complete the work quickly.
2. Must have Out-Of-Service insurance.
3. Must repeat the permission and the Dispatcher must then confirm it before foul time becomes effective.
4. The Dispatcher must check with the Chief Dispatcher for permission to give foul time.

Once protection has been provided:
1. It must be maintained until the Dispatcher is relived of duty.
2. It must be maintained until the crew working has finished their work.
3. It must be maintained until lunch time.
4. It must be maintained until the employee who was granted the foul time has released the foul time.

Rule 244, Signal requiring Stop:

Rule 245, Unexpected signal changes:

Rule 300, Operating in Speed Enforcement Territory:

Unless authorized by the Timetable or Dispatcher, trains operating in SES Territory:
1. Must have the SES equipment cut out.
2. Must be equipped with a working toilet.
3. Must be equipped with the necessary onboard devices to communicate with the Speed Enforcement System.
4. Must have an employee on the leading end to watch for speed changes.

A Departure test of the equipment must be performed and the system must be known to be operational:
1. Within 48 hours of entering SES Territory.
2. Within 12 hours prior to entering SES Territory.
3. Within 6 hours of entering SES Territory.
4. Prior to entering SES Territory.

Rule 301, Operating from non-equipped Unit or Equipped Unit with SES Cut Out:

The movement of a train not equipped SES apparatus in SES Territory:
1. Is prohibited except when authorized by Timetable or the Dispatcher.
2. Is prohibited at all times.
3. Is prohibited unless the engineer has not been trained on SES equipment.
4. Is prohibited unless the Mechanical Department says so.

Authorized non-equipped movements or equipped units with the SES cut out must:
1. Proceed at Restricted Speed unless authorized to operate at higher speeds by Form D, Line 13.
2. Proceed prepared to stop at all signals regardless of the aspect displayed.
3. Be governed by fixed signal indication an, if applicable, Cab Signal System rules.
4. None of the above.

Rule 302, Conformity between Speed Enforcement System, Speed Restrictions, and Fixed Signals:

If the Speed Enforcement System authorizes a speed greater than the speed indicated by the fixed wayside signals or fails to enforce a speed restriction:
1. The engineer must stop the train until the system is fixed.
2. The engineer must operate at Restricted Speed until the SES and the fixed signals conform.
3. The engineer will be confused.
4. The engineer must operate at the speed indicated by the fixed signal and published speed restrictions.

When operating in CSS/SES Territory, the speed displayed by the SDU:
1. Cannot be believed.
2. Will be displayed as green frogs dancing on a light blue background.
3. Will be ten MPH higher than the actual speed restriction.
4. Will be the most restrictive speed authorized, based on the information conveyed by the fixed signal and speed restrictions on the affected track.

When operating in CSS/SES Territory with operative SES apparatus, engineers are relieved:
1. To relieve themselves.
2. From all responsibility for the safety of the train.
3. From operating on schedule.
4. From the requirements of Rules 552 and 555(3).

Rule 303, Movement with inoperative Speed Enforcement System:

The movement of a train equipped with SES apparatus not in operative condition:
1. Is prohibited.
2. Is prohibited except when the failure occurs enroute or when authorized by Rule or the Dispatcher to cut out the SES.
3. Is prohibited except when the failure occurs enroute or when authorized by Conductor to cut out the SES.
4. Is prohibited except when the failure occurs enroute or when authorized by anybody to cut out the SES.

The onboard SES apparatus will be considered as having failed when:
1. The SES status indicator on the SDU is dark.
2. The SES failed light on the SDU is illuminated Red.
3. The speed authorized by the SDU exceeds the maximum authorized speed.
4. When the engineer gets tired of looking at the SDU.
5. Numbers 1,2, and 3.

Other conditions where the SES is considered failed include:
1. There is damage to the onboard SES apparatus.
2. The audible indicator continues to sound even though the speed change was acknowledged and the speed of the train was reduced to the speed required by the SES.
3. The audible indicator fails to sound when the speed changes to a more restrictive authorized speed.
4. The blinking indicator located in the upper left hand corner of the SDU is not blinking.
5. When the engineer gets tired of looking at the SDU.
6. Numbers 1,2,3, and 4.

If the SES fails, the engineer must:
1. Notify the Conductor and Dispatcher of the failure and attempt to reset the system.
2. Stop the train until the SES system resets.
3. Reverse direction and return to the initial terminal.
4. Contact his union representative immediately.

If the engineer is unable to reset the SES System he must:
1. Cut out the SES and consider the failed apparatus as inoperative.
2. Take the rest of the day off.
3. Stop the train and wait to be rescued by a following train.
4. Notify the passengers that they will be late arriving at their final destination.

If the engineer is unable to reset the SES the Dispatcher:
1. Can forget about that train and concentrate on getting other trains over the road.
2. Can go for coffee.
3. Must inform the mechanical and signal departments and the dispatcher of connecting districts, divisions, or railroads.
4. Call his supervisor for advice.

Rule 304, CSS failure in SES/CSS Territory:

If there is an enroute failure of the CSS and the CSS is cut out:
1. The train can continue using SES.
2. The SES must also be cut out.
3. The train needs a Form D, Line 13 to continue.
4. The train can continue at slow speed until the CSS is fixed.

Failure to cut out the SES after a CSS failure:
1. Will result in disciplinary action against the engineer.
2. Will result in the engineer being late for breakfast.
3. Will result in an enforced stop at all fixed signal locations.
4. All of the above.

Rule 304, Stop Acknowledgment:

In SES Territory, a train must come to a complete stop:
1. Within 5 feet of a signal displaying a Stop Signal, Restricting,, or Stop and Proceed Signal.
2. Within 500 feet of a signal displaying a Stop Signal, Restricting,, or Stop and Proceed Signal.
3. When a signal displaying a Stop Signal, Restricting,, or Stop and Proceed Signal is first seen.
4. When the engineer gets tired.

The train brakes:
1. Must be in release with the throttle in the first notch.
2. Must be in "Application" and the throttle in idle.
3. Must be in "Suppression" with the engineer idle.
4. Must be in "Suppression" with the throttle in idle.

The engineer must advise the Dispatcher:
1. When he has five hours left to work.
2. When he is hungry.
3. When he is stopped at a Stop Signal.
4. All of the above.

The Dispatcher, after complying with the requirements of Rule 241:
1. Must communicate to the engineer the time when he can go to lunch.
2. Must communicate to the engineer the password for the day and the correct time.
3. Must communicate to the engineer the correct "Stop Release Code" for that location.
4. Must communicate to the engineer his sincere wishes for a pleasant day,.

After receiving the "Stop Release Code" from the Dispatcher, the engineer:
1. Must push the "Acknowledging Button" on the SDU and proceed at Restricted Speed until the SDU displays a more favorable indication.
2. Must enter a "*" , the number "8" followed by the six digit "Release Code".
3. After the correct code sequence is entered, enter the "#" sign.
4. 2 and 3.
5. None of the above.

If all the above stuff is done correctly, the engineer:
1. Will receive an "Atta Boy" from the Dispatcher.
2. Will receive a "Release from Stop" display on the SDU enabling the engineer to pass the Stop Signal.
3. Will be more confused than he was when he started the trip.
4. Will understand that the people who design this junk are not our friends.

After "Stop Acknowledgment" is displayed on the SDU the train:
1. May proceed at Normal Speed.
2. May proceed at Slow Speed.
3. May proceed at Medium Speed.
4. May proceed at Restricted Speed.

Rule 306, Dispatcher's responsibility for Recording Movements:

Dispatchers must record on the Record of Train Movements:
1. The time he goes to lunch.
2. The time he comes to work.
3. The time he has left to pension.
4. The movement of all trains operating with inoperative SES or that are not equipped.

Rule 307, Temporary Speed Restrictions and Out of Service Transponders:

Temporary speed restriction transponders:
1. Must never be used.
2. Must never be used without the permission of the Deputy General Manager - Transportation.
3. May be installed in conjunction with temporary speed restrictions in SES Territory.
4. All of the above.

If temporary speed restriction transponders are not in place in SES Territory:
1. Trains do not have to comply with the temporary speed restriction.
2. This information must be added on Form D, Line 13 or the Bulletin Order establishing the temporary speed restriction.
3. This information must be verbally relayed to the engineer before the train departs its initial terminal.
4. None of the above.

Track out of service transponders may be placed in conjunction with the out of service limits of a track removed from service in accordance with Rule 133:
1. Never.
2. Sometimes.
3. Whenever possible.
4. Always.

Rule 308, Reverse movements - Direction:

When operating under Rule 116 (Operating from other than the leading end" using locomotives types SW1500, GP40-2 and GP40-2B:
1. The SES must be left cut in to prevent a penalty brake application.
2. The SES must be cut out to prevent a penalty brake application.
3. The SES must be constantly moved from cut in to cut out to prevent a penalty brake application.
4. All of the above.

A reverse movement within the same block:
1. Must never be made.
2. Can be made without cutting out the SES.
3. Must be made with the reverser in forward.
4. Cannot be made in SES Territory.

When operating under Rule 116 on an electric locomotive:
1. The controller must be in the forward position
2. The controller must be in the neutral position.
3. The controller must be in the reverse position.
4. The controller must be removed.

Rule 309 ABS Failure:

During an ABS failure:
1. The SES must be cut out, DCS rule are in effect.
2. The SES must be cut in, DCS Rules are in effect.
3. The SES must be cut out Form 19 rules are in effect.
4. The SES must be cut in, Form 19 rules are in effect.

Rule 310, SES Release Code:

At all locations where a train leaves SES Territory or enters non-SES Territory:
1. A flagman is on duty to notify the engineer that he is leaving SES Territory.
2. A member of management is on duty to notify the engineer that he is leaving SES Territory.
3. A transponder is located to automatically change the SES to inactive.
4. Once in SES Territory, the train may never leave.

In the event that this feature fails and the SES remains active:
1. The engineer must contact the Dispatcher and advise him of the failure.
2. The Dispatcher must issue a release code to the engineer.
3. The engineer must enter the release code using the SDU keypad to make the SES light amber (inactive.
4. All of the above.
5. None of the above.

Employees are prohibited from entering the SES Release Code:
1. While the train is in motion.
2. When the HEP is down.
3. Without cutting out the SES apparatus.
4. While operating in SES Territory.

Rule 311, Work trains Operating in SES Territory:

Work trains operating in working limits that require forward and backward movements or where work would be impeded by stopping at all signal locations:
1. May request permission from the employee in charge of the track to cut out the SES.
2. May request permission from the Project Trainmaster to cut out the SES.
3. May request permission from the Dispatcher to cut out the SES.
4. None of the above.

Rule 405, Reporting to Dispatcher or Operator:

The crew of a train must that ensure that the Dispatcher or Operator is promptly notified:
1. When it is time to go home.
2. When it is lunch time.
3. When entering DCS territory or clearing the limits of their specific direction line 2 authority except at interlockings, control points, or TBS.
4. When entering DCS territory at a Bridge or tunnel.

Trains may report clear of DCS territory or intermediate points only after the employee has determined that the rear car:
1. Has derailed.
2. Has caught fire.
3. Is still coupled to the train.
4. Has cleared.

Rule 551, Testing the cab signal apparatus

Cab signal equipment on the leading end of the first engine or control car must be tested and found operational:
1. Within 24 hours before the engine or control car leaves it's initial terminal.
2. Once a week or if a defect has been reported.
3. Once a month.
4. When the engine is shopped.

If test equipment is not available at a point where an intermediate unit becomes a lead unit:
1. The intermediate unit cannot be used.
2. Speed is restricted to thirty (30) MPH.
3. The unit must be tested at the initial terminal.
4. The Dispatcher must be notified and equipped territory not entered.

When the cab signal equipment is de-energized after the departure test has been made:
1. The equipment must be scrapped.
2. The equipment cannot leave the next station.
3. The equipment must be tested again prior to entering equipped territory.
4. The engineer will be taken out of service.

Engines dispatched from terminal point in CSS territory must:
1. Continue to operate only in CSS territory.
2. Have the cab signal apparatus energized for the entire trip.
3. De-energize the cab signal apparatus when leaving CSS territory.
4. Be tested again before re-entering CSS territory.

If the audible indicator fails to sound before departing the initial terminal:
1. The Dispatcher must be notified and the equipment must not enter equipped territory.
2. The engine cannot leave the initial terminal.
3. The shop must fix the cab signal equipment.
4. The engineer must report the defect at the terminating station.

When necessary to operate an equipped unit or end that has not been given a departure test:
1, The unit may operate at normal speed, wayside signals govern.
2. The cab signals must be considered inoperative, rule 554 in effect.
3. The cab signals must be tested before proceeding.
4. A crew member, qualified on the territory, must remain in the cab with the engineer.

Cab Signal, Automatic Train Stop, or Speed Control Failure on equipment used in turnaround service:

A train that has experienced a cab signal, automatic train stop, or speed control failure may be dispatched from a turnaround point:
1. Never.
2. If the Dispatcher is in a good mood.
3. The equipment is used in turnaround service between it's originating terminal and the turnaround point and the equipment received a satisfactory cab signal test within the previous 24 hours, and no mechanical forces are at the turnaround point to repair the equipment.
4. None of the above.

The crew of the equipment must:
1. Seek advise from their psychic advisor before leaving the turnaround point.
2. Go for lunch.
3. Not leave the turnaround point until the equipment is fixed and a satisfactory cab signal test is received.
4. Notify the Dispatcher of the failure before leaving the turnaround point.

Rule 553, Cab signal changes between fixed signals

When a cab signal changes to Restricting between fixed signals:
1. The engineer must dump the train.
2. The engineer must dump the train and run back through the cars yelling: EMERGENCY, EMERGENCY, EMERGENCY!
3. The engineer must immediately reduce speed to Medium speed.
4. The engineer must take action at once to reduce to Restricted speed.

If an interlocking signal requires Medium or Limited Speed and the cab signal changes to a more favorable aspect:
1. The cab signal system has failed.
2. The engineer can ignore the cab signal since the more restrictive indication applies.
3. Speed must not be increased until the train has run it's length.
4. Speed can be increased as soon as the more the cab signal indication changes.

If the cab signal changes from a Restricting to a more favorable aspect:
1. Speed cannot be increased until the cab signal conforms to two wayside signal.
2. Speed can be increased as soon as the cab signal indication changes.
3. Speed cannot be increased until the train has run it's length or 500 feet, whichever is greater.
4. Speed cannot be increased until the cab signal conforms to the next wayside signal.

If the cab signal changes from Clear to Approach Medium between fixed signals:
1. Trains must immediately reduce speed to Restricting as there is no Approach Medium cab signal aspect.
2. Trains must immediately reduce speed to Limited Speed and further reduce to Medium Speed if the next signal displays an aspect requiring Medium Speed.
3. Trains must immediately reduce speed to Medium Speed.
4. Trains may continue at Normal Speed until the cab signal changes to Approach.

If the cab signal does not conform the fixed signal at the entrance to a block and the fixed signal is more restrictive:
1. The cab signal will govern movement through the entire block.
2. The fixed signal will govern movement until the cab signal conforms.
3. The fixed signal will govern movement through the entire block.
4. The cab signal is considered failed and the Dispatcher must be notified.

Rule 552, Conformity between cab signals and fixed signals

Being interconnected with the fixed signal system, the cab signal must conform with the fixed signal system:
1. Within ten (10) seconds after the train enters the block.
2. Within five (5) seconds after the train enters the block.
3. Within three (3) seconds after the train enters the block.
4. Within three (3) seconds prior to the train entering the block.

When cab signal and fixed signal do not conform:
1. The more restrictive signal indication will govern and the Dispatcher notified as soon as possible.
2. The cab signal will govern and the Dispatcher notified when the train arrives at it's destination.
3. The train crew must be notified.
4. The engineer must panic.

Rule 555, Criteria for determining cab signal apparatus failure

The cab signals will be considered as having failed when:
1. The audible indicator fails to sound when the cab signal changes to a more restrictive aspect.
2. The audible indicator continues to sound after a cab signal change has been acknowledged and acted upon.
3. The cab signal fails to conform at two (2) fixed signals in succession.
4. All the above.

If a cab signal displaying "restricting" fails to conform to a fixed signal of "approach" or better or damage occurs to any part of the cab signal apparatus:
1. The engineer must panic.
2. The cab signal apparatus has failed.
3. The train must be stopped.
4. The train must be reduced to restricted speed.

When approaching a fixed signal displaying approach or better in CSS territory without fixed automatic signals, the cab signal displays Restricting and fails to conform after passing the fixed signal:
1. The engineer will become confused.
2. The engineer must consider the cab signals failed.
3. The engineer must consider the wisdom of eliminating wayside signals.
4. The engineer will take his pension.

When approaching a fixed signal displaying stop and proceed, Restricting, or a Stop Signal and the cab signal displays an aspect more favorable than approach:
1. The engineer must immediately stop the train and not move until the cab signals are repaired.
2. The engineer must curse the mechanical department.
3. The engineer must call the conductor up to the cab to witness the crash.
4. The engineer must consider the cab signals failed.

The criteria for determining a failed cab signal do not apply:
1. When the engineer is asleep.
2. The engineer passes the signal and doesn't comply.
3. No management is on board the train.
4. The fixed signal is imperfectly displayed.

Rule 609, Interlocking or Controlled Point changes to Stop:

If an interlocking aspect permitting a train to proceed changes to Stop before it is reached:
1. The engineer must dump the train.
2. The engineer must call his Local Chairman and ask what to do.
3. The engineer must notify the Dispatcher immediately screaming "Train Wreck, Train Wreck,
Train Wreck".
4. The stop must be made as soon as same train handling will permit.

Rule 612, Reversing Direction within an Interlocking:

To reverse direction within an interlocking the train must:
1. Have the proper interlocking signal or permission of the Dispatcher or Operator.
2. Be completely within the limits of the interlocking.
3. Get permission prior to entering the interlocking.
4. All of the above.

Rule 705, Radio Transmission and Reception Procedures:

Before Transmitting on a radio the employee must:
1. Be able to speak fluently in Spanish.
2. Must make sure his radio has batteries.
3. Shout loudly into the microphone.
4. Listen to ensure that the channel on which he intends to transmit is not in use.

All transmissions must be repeated by the employee receiving them except:
1. Those that make no sense.
2. Those that only affect the movement of one train.
3. Transmissions used in yard service or do not contain information, instructions, or advice that could affect the safety of a railroad operation.
4. Numbers 1 and 2.

Employees must insure that:
1. All radios on the railroad are set to the same channel.
2. Radio contact has been made with the proper persons.
3. They are properly rested before transmitting.
4. Their radios are not use to chock wheels on passenger cars.

Except for emergency communications, any radio transmission that is not fully understood:
1. Can be acted upon if it is partially understood.
2. Shall not be acted upon.
3. Must be repeated three time to make sure everyone understands it.
4. Must be written down and discussed by the crew in a job briefing.

An Employee receiving a radio call:
1. Must acknowledge the call immediately unless doing so would interfere with safety.
2. Must acknowledge the call immediately even if doing so would interfere with safety.
3. Must write down the message then repeat it back to the sender.
4. Must immediately act upon it as it is being received.

Rule 709, Prohibited Transmissions:

Employees must not knowingly transmit:
1. Any false distress communication.
2. Any unnecessary, irrelevant, or unidentified communication.
3. Any obscene, indecent, or profane remark.
4. All of the above.

Rule 710, Radio identification in the yard:

When positive identification is achieved in connection with switching, classification, and similar operations wholly within a yard, fixed or mobile units may use:
1. Obscene gestures.
2. Written messages.
3. Cell phones.
4. Short identification after the initial transmission and acknowledgement.

Such messages must include:
1. The lunch order.
2. Obscene language.
3. Engine or unit number.
4. Girlfriend's telephone numbers.

If positive exchange of communications continues without substantial interruption, positive identification must be repeated:
1. once a day.
2. Every four hours.
3. Every hour.
4. Every 15 minutes.

Rule 712, Signal Indications:

Dispatchers or Operators must not advise:
1. Other employees on matter concerning money.
2. Aspect, name, or indication of any fixed signal.
3. Which crew will get off duty first.
4. When to brush your teeth.

Crew members may use the radio:
1. To order pizza.
2. To call home.
3. To call their bookie.
4. communicate a fixed signal to other members of the crew.

Except as noted in Rule 241, radio communications may not be used:
1. Notify the Dispatcher of an emergency.
2. Advise the engineer of the distance of a movement.
3. To convey instructions that would have the effect of overriding the indication of a fixed signal.
4. Report a mechanical defect.

Rule 958, Visibility Compromised:

If anything distracts attention from a constant lookout ahead or if weather conditions make observation of signals in any way doubtful:
1. The engineer should speed up to get clear of the problems quickly.
2. Engine service employees must at once regulate the speed of their train to ensure safety.
3. Engine Service employees will be late for lunch.
4. All of the above.

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