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 G, Drugs and Alcohol:

Reporting for duty or on duty in possession or under the influence of alcohol, intoxicants, controlled substances, or prescribed medicines, which affect alertness, coordination, reaction, or safety is a violation of:
1. Rule G
2. Rule F
3. Rule H
4. Rule L

The illegal use, possession, or sale while on duty of a drug, narcotic, or other controlled substance:
1. Is encouraged
2. Is all right if you share the profits with your supervisor
3. Is discouraged in public places
4. Is prohibited

Employees having questions about possible adverse effects of prescribed medication must:
1. Consult their nearest drug connection.
2. Check to see if they're out of service insurance is paid up.
3. Must ask to have a random check for substance abuse.
4. Consult a Company medical officer before reporting to work.

Refusal to comply with a request to take a breath test or provide a urine sample:
1. Will result in a promotion to management.
2. Will be considered a violation of Rule "G" and the employee will be promptly removed from service.
3. Will be considered a good decision if the employee is on drugs.
4. Will result missing your next trip.

Rule 16; Blue signal protection of workers:

Blue Signal rules provide for the protection of:
1. Railroad workmen who work on, under, or between equipment.
2. All railroad employees.
3. Only employees represented by a collective bargaining unit.
4. The railroad from frivolous lawsuits.

Train and engine service employees are excluded from Blue Signal protection:
1. Because nobody cares if they get hurt.
2. They never leave the safety and warmth of the train.
3. They do not need protection since they are always asleep.
4. Except when assigned to perform work on equipment that is not part of the movement that they have been called to operate.

When a Blue Signal is displayed:
1. Equipment must not be coupled to or moved
2. Other equipment must not be placed on the same track so as to reduce or block the view of a Blue Signal.
3. Equipment must not pass a displayed Blue Signal.
4. All of the above

An employee, under the direction of the employee in charge of the workmen may reposition equipment in an engine servicing track area or car shop repair area when:
1. Employees have been informed of the move.
2. Blue Signal have been removed from the equipment to be repositioned or coupled.
3. Employee receives permission from the Yardmaster.
4. #1 and #2.

Blue Signals may only be removed by:
1. A person of the same group or craft that displayed them.
2. The workmen moving the equipment.
3. The Yardmaster or his representative.
4. Anyone who wants the equipment moved.

When equipment to be worked on is on a track other than a main track or controlled siding workmen must:
1. Attach a Blue Signal to the controlling engine(s) at a location where it will be clearly visible to an employee at the controls of that engine.
2. Line each hand operated switch providing access to the track against movement to the track and lock each switch with an effective locking device.
3. Display a Blue Signal at each hand operated switch effected.
4. All of the above.
5. None of the above.

A derail locked in a derailing position with an effective locking device:
1. Is not a substitute for a switch with an effective locking device.
2. May substitute for the hand operated switch requirement.
3. Must be used in addition to the hand operated switch requirement.
4. Must be placed on both sides of the equipment to be protected.

If the equipment to be protected is on a main track or controlled siding:
1. Display a Blue Signal at each end of the equipment.
2. Hang a Blue Signal from the employee's belt so that they will be protected wherever they work.
3. Attach a Blue Signal to the controlling engine(s) at a location where it will be clearly visible to an employee at the controls of that engine.
4. 1 and 3.

When emergency work is to be done on rolling equipment and no Blue Signal is available:
1. The conductor must be notified.
2. The engineer must be given a Form D.
3. The engineer must be notified.
4. A blue flag must be used under all conditions.

When an engineer is notified of work being done on his train, he must:
1. Apply the brakes and stay in the locomotive.
2. Apply the brakes, put the reverser in neutral, and leave the field generator or control switch open.
3. Shut the engines down.
4. Observe the work being done.

The engineer must maintain this protection until:
1. He is relieved or has to relieve himself.
2. He gets tired and falls asleep.
3. The employee who requested the it that the protection is no longer needed notifies him.
4. None of the above.

Rule 19, Engine Whistle or Horn Signals:

The following signals use "0" for a short sound and "---" for a long sound. Guess the meanings:

"---"
1. Engineer is bored.
2. Crew member hit the communicating buzzer while trying to close the doors.
3. Crew members apply brakes
4. None of the above.

"00"
1. We are watching you.
2. Acknowledgment of a stop signal other than a fixed signal.
3. I had two eggs for breakfast.
4. Start of an obscene drawing.

"--- --- 0 ---"
1. Used when approaching a public crossing at grade.
2. Used when approaching locations where "roadway workers" may be at work.
3. Approaching and passing standing trains.
4. All of the above.

"000"
1. Used when standing to indicate a train is to backup.
2. Used when running acknowledge that the train is to stop at the next station.
3. Used to wake up the crew.
4. Used when standing at a station to indicate that the train is to back up to the last station passed.

If all engine whistles or horns fail enroute, the engineer must:
1. Stop the train until the whistle or horns are fixed.
2. Notify the Dispatcher as soon as practical.
3. Ring the bell continuously, if equipped.
4. 2 and 3.

Other things the engineer should do if the whistle or horn fails enroute include:
1. Approach grade crossing prepared to stop.
2. Reduce speed to not exceeding 30 MPH approaching locations where employees are know to be working.
3. Reduce speed at other locations where warranted by the prevailing conditions.
4. All of the above.

Rule 20, Engine Bell:

If a train is equipped with an engine bell, it must be sounded:
1. When the engine is about to move, when running through tunnels.
2. When While approaching and passing public crossings at grade or locations where roadway workers
may be working on tracks, bridges, and other points.
3. When passing a train standing on an adjacent track, or in an emergency.
4. All of the above.
5. None of the above.

Unless roadway workers are known to be in the area:
1. The engine bell need not be sounded during start and stop switching operations.
2. The engine bell need not be repaired if broken.
3. The engine bell can must be made of brass.
4. All of the above.

Rule 80, Restricted Speed:

Controlling the movement of equipment to permit stopping within half the range of vision, looking out for broken rail and misaligned track, and not exceeding the speed prescribed by Timetable and other directives, not exceeding 20 mph outside interlocking limits and 15 mph within interlocking limits:
1. Are ways to stay in service.
2. Are not important if you are not the engineer.
3. Are not important if you are not on the leading end of the movement.
4. Are requirements for movements made at restricted speed.

Things to look out for when moving at Restricted Speed are:
1. Taverns near the tracks.
2. Other trains or equipment occupying or fouling the track and obstructions.
3. Switches not properly lined for movement.
4. 2 and 3.

As if the above wasn't enough, when moving at Restricted Speed, the crew also has to watch for:
1. Derails set in the derailing position.
2. Any signal requiring a stop.
3. Any opportunity to "moon" a crew of an opposing train.
4. 1 and 2.

When moving at Restricted Speed, the speed of the move applies:
1. Until the engineer thinks its okay to go faster.
2. Until the conductor wakes up.
3. Restricted Speed does not apply if no one is watching.
4. To the entire movement.

Special Instruction 80-2, Restricted Speed:

In the application of restricted speed:
1. Restricted speed only applies to the first axle on the locomotive.
2. Restricted speed only applies to the locomotive.
3. Restricted speed will always apply to the entire movement.
4. None of the above.

Rule 101, Coupling, Shoving, or Switching Cars;

When coupling, shoving, or switching cars, precaution must be taken:
1. To prevent damage or fouling other tracks.
2. To prevent cars from being coupled, shoved, or switched.
3. To prevent overtime.
4. To prevent the yardmaster from interfering.

When coupling, shoving, or switching cars employees must confirm that:
1. Everyone is well fed.
2. There is sufficient horsepower to move the cars.
3. That there are sufficient hand brakes applied.
4. That there is sufficient room in the track to hold the cars.

Before coupling to cars standing on a grade or near the ends of tracks, derails, or highway crossings:
1. The crew must have out of service insurance.
2. Sufficient locomotive speed must be attained prior to coupling.
3. Sufficient hand brakes must be applied on standing cars to prevent them from rolling.
4. The crew must prepare a sufficient excuse for why the cars are damaged.

Rule 104, Hand operated Switches and Derails:

Crew members are responsible for:
1. Adequate rest during duty hours.
2. Eating regularly from the four food groups.
3. The conduct of trespassers on railroad property.
4. The position of switches and derails they use.

Switch or derails found to be defective or a lock found to be defective or missing must:
1. Be ignored.
2. Be covered up so that management does not blame you.
3. Be promptly reported to the dispatcher.
4. Be removed from the property so that someone does not get hurt.

Hand operated switches:
1. Must be lined and locked in the normal position.
2. May be left in other than the normal position if protected by a signal.
3. May be left in other than the normal position if the switch has a target that can be seen for two hundred (200) yards.
4. May be left in other than the normal position if authorized by the Conductor.

When clearing a main track or controlled siding at a hand operated switch, the switch must not be restored to normal until:
1. The Conductor gives the signal.
2. The equipment has stopped moving.
3. The brakeman has a car count.
4. The equipment is clear of the fouling point.

Crew members who find switches or derails unlocked or not properly aligned:
1. Must not tell anyone so that no one gets in trouble.
2. Must pretend they never saw them.
3. Must secure them and continue with the move.
4. Must secure them and report this fact to the Dispatcher.

Where switch targets are used
1. Green and white indicate normal and red and yellow indicate reversed.
2. Green and yellow indicate normal and red and white indicate reversed.
3. Yellow and white indicate normal and green and red indicates reversed.
4. Blue and gray indicate normal and black and green indicate reversed.

Employees must be familiar with:
1. The multiplication tables.
2. The home addresses of his supervisors
3. The location of bars and restaurants along the railroad.
4. The location of derails.

Derails must be kept in the derailing position:
1. To derail the train.
2. So the employee won't trip over it.
3. Except when removed to permit movement.
4. None of the above.

A yellow stripe painted on inside and outside of head, web, and base of both rails, yellow joint bars, or a sign with the letters FP indicate:
1. The fouling point of a main track.
2. The point where crossing gates are activated.
3. The point where signals are activated.
4. All the above.

Crew members are required to report clear of a track:
1. When the train no longer fouls the track.
2. When the train is nearly finished with the move.
3. When the switches are lined normal.
4. When the switches and derails, if any, are lined normal.

A train must not foul a track until:
1. At least one switch is lined.
2. Two switches are lined.
3. Three switches are lined and the crew has checked to see that the points fit properly and the derail, if any, is in the proper position.
4. All switches and derails connected with the move are properly lined.

Switches connected with a main track or controlled siding:
1. Must not be left open for another train.
2. May be left open for another train if that train is in sight.
3. May not be left open for another train unless authorized by the conductor.
4. May be left open for another train if left in charge of a crew member of that train.

While trains are approaching and passing, employees:
1. Can run back and forth across the tracks to attract the engineer's attention.
2. Should throw rocks at the engine if the engineer is senior their engineer.
3. Should throw the switch points so as to save time after the train passes.
4. Must keep away from main track switches.

Where a designated employee is in charge of a hand operated switch, a train may not foul:
1. Unless the engineer sees that the track is clear.
2. Unless the Conductor calls the Dispatcher for permission after operating the switch.
3. Until receiving verbal permission or a hand signal to proceed.
4. All the above.

Unless otherwise specified in the Timetable, trains must not exceed:
1. Twenty (20) MPH through hand operated switches.
2. Twenty-five (25) MPH through hand operated switches.
3. Fifteen (15) MPH through hand operated switches.
4. Fifteen (15) MPH through interlockings.

Dual control Switches must not be hand operated without:
1. Permission from the Trainmaster.
2. Permission from the Chief Dispatcher.
3. Permission from the Conductor.
4. Permission from the Dispatcher.

Rule 108, Unattended engine:

An engine must not be left unattended unless:
1. The air brakes are applied.
2. The reverser is removed from all units of the engine.
3. The controls, switches, and circuit breakers are positioned so that traction power cannot be developed.
4. All of the above.
5. None 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.

Special Instruction 123-2, Passenger train dead man or alertor failure enroute:

If the "Dead man' or "Alertor" feature fails enroute:
1. The train must be stopped and cannot proceed until the "dead Man" or "Alertor" has been repaired and tested.
2. After discharging passengers, the train may continue to the next point where repairs can be made.
3. An employee instructed on how to stop the train if the engineer becomes incapacitated, must immediately take position in the operating control compartment with the engineer.
4. The engineer is a "Dead Man".

On passenger trains in non-cab signal territory the employee positioned with the engineer:
1. Must be familiar with signal aspects.
2. Must be familiar with cab signal aspects.
3. Must be rule book qualified.
4. Must be familiar with all the colors of the rainbow.

The "Dead Man" or "Alertor" shall be repaired or the engine shall be removed as the controlling engine in the train:
1. Before the train proceeds to the next station.
2. At the next station where mechanical employees are stationed.
3. When the train reaches it's next turnaround point or the engine undergoes the next calendar day inspection.
4. Numbers 1 and 2.

This rule does not apply to:
1. Trains that have a full crew of qualified employees.
2. A train that is on a main track or controlled siding.
3. A train that has less then ten miles until it reaches it's turnaround point.
4. Movements on tracks other than main tracks and controlled sidings.

Rule 133, taking a track from service:

Before a Form D, line 4 taking a track from service is issued, a Dispatcher must:
1. Determine that the affected track is clear of other movements.
2. Controlled signals leading to the track are in Stop position.
3. Blocking devices are applied to the controls of switches and signals leading to the affected track.
4. All of the above.

The Form D, line 4 must be addressed to:
1. The employee requesting the use of the track and the operators controlling entrance to the track.
2. The employee requesting use of the track and the Chief Dispatcher.
3. The employee requesting use of the track and all trains entering the track.
4. The employee requesting the track only.

A whole mile post, a station or other physical characteristic, and a track barricade or flagman at a designated location:
1. Are used to define each end of the out-of-service limits.
2. Are put across the track to stop a train.
3. Are things you see along the tracks.
4. Are clues that you work for a railroad.

ABS, CSS, DCS, and interlocking rules:
1. Apply within the out-of-service track.
2. Do not apply within the out-of-service track.
3. Must be taken out of service by Form D, line 13.
4. Apply depending on the reason for the track being out of service.

All movements within the out-of-service track:
1. Must proceed at restricted speed.
2. Must proceed at slow speed, prepared to stop short of obstructions.
3. Must proceed not exceeding 30 mph.
4. Must proceed at yard speed not exceeding 15 mph, prepared to stop short of obstructions.

The employee in charge of the out-of-service limits:
1. Is very important.
2. Should have out-of-service insurance.
3. Can leave the area once the work has started.
4. Is the employee named in Form D, line 4.

After obtaining permission of the employee named in Form D, line 4 and he has delivered a copy of the Form D, line 4 to the person in charge of the additional equipment:
1. The Chief Dispatcher can allow additional equipment into the out-of-service limits.
2. The Trainmaster can allow additional equipment into the out-of-service limits.
3. The Road foreman can allow additional equipment into the out-of-service limits.
4. The Dispatcher can allow additional equipment into the out-of-service limits.

When the out-of-service limits are published by Bulletin Order:
1. The Form D must also have a line 13 indicating the Bulletin Order number and line.
2. A new Form D has to be issued for each piece of equipment allowed into the out-of-service limits.
3. Additional equipment can travel freely into and out of the out-of-service limits.
4. The delivery of the Form D is not required.

The employee named in the Form D, line 4 may allow additional equipment into the out-of-service limits from locations not controlled by the Dispatcher or operator:
1. With prior permission of the Chief Dispatcher.
2. By issuing a separate Form D, line 4 to that additional equipment.
3. By showing or reading his copy of the Form D, line 4 to the employee in charge of the track car or train.
4. By giving a verbal proceed signal.

When a track is returned to service, the employee in charge of the out-of-service limits must:
1. Notify the Dispatcher of any restrictions necessary for the safe passage of trains.
2. Ascertain that all track cars and trains are clear of the track and notify the Dispatcher or Operator that they are clear unless
the equipment is authorized by the Dispatcher to occupy the track after it is returned to service.
3. Pick up all his tools.
4. Promptly leave the area.
5. 1 and 2.

When a train is authorized by the Dispatcher to occupy a track after it has been returned to service:
1. The permission must include direction if governed by rule 251.
2. The permission must include direction if governed by DCS rules.
3. Must include direction if governed by rule 261.
4. Does not have to include direction unless the crew requests it.

Special Instruction 133-2 Train or Track Car within Out of Service Limits:

In the event that a train or track car is within the limits identified by the Bulletin Order as being Out of Service at the time the item becomes effective:
1. The crew must be taken out of service.
2. The Dispatcher must be taken out of service.
3. The movement must come to a stop and the Dispatcher notified.
4. None of the above.
5. All of the above.

In application of Special Instruction 133-2, the movement of the train need not stop and the Dispatcher notified if:
1. The Dispatcher has not issued a Form D, line 4, verbal permission to operate at Restricted Speed may be given.
2. The Dispatcher has not issued a Form D, line 4, verbal permission may be given to operate at normal speed.
3. The Dispatcher has not issued a Form D, line 4, verbal permission may be given to operate at 30 MPH.
4. The crew is aware of the time that the track is out of service.
 

In application of Special Instruction 133-2, if the Dispatcher has not issued a Form D, line 4 and he issues a Form D, line 13 canceling the B.O. item for that train:
1. The Dispatcher will be taken out of service.
2. The train crew will be taken out of service.
4. The train may continue at Restricted Speed.
4. The train may continue at normal speed.

Rule 135, Protection by stop signs when in service track is obstructed for maintenance:

Working Limits:
1. The area between the start of the Approach sign and the Stop Sign.
2. 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.
3. The area within the limits of a block.
4. The area where employees are working.

When a Form D, line 5 is issued to obstruct a track, it must be addressed to:
1. The employee requesting to obstruct the track except when the Working Limits is published by Bulletin Order.
2. Trains approaching the Working Limits.
3. Form Ds do not have to be issued if the Working Limits is published in the Bulletin Order.
4. The employee requesting to obstruct the track and trains approaching the obstructed track.

When the Restricted Area is published by Bulletin Order:
1. The employee wishing to obstruct the track does not need a Form D, line 5.
2. The Form D issued to approaching trains is not needed.
3. The Form D, line five must include the times noted in the Bulletin Order.
4. 1 and 2.

The approach to the Working Limits must be indicated by:
1. An Approach Working Limits Sign.
2. An Approach Sign.
3. A Stop Sign.
4. A Distant Signal Marker.

The Working Limits must be indicated by:
1. A Stop Sign.
2. An Approach Sign.
3. A Stop Sign and a Working Limits Resume Speed Sign.
4. A flagman with the proper flagging equipment.

If the Working Limits are not obstructed:
1. No signs need be placed.
2. A Form D, line 5 need not be issued.
3. A Working Limits Speed Limit Sign may be substituted for the Stop Sign.
4. A Form D, line 13 must be issued indicated that fact.

The Dispatcher cannot issue a Form D, line 5 to obstruct the track until:
1. He has had coffee.
2. He has been notified by the Chief Dispatcher that the work has begun.
3. Until he been notified by the employee in charge that the track is obstructed.
4. Until, the employee in charge has notified him that the signs have been properly placed

The employee in charge must not authorize a train to enter the Working Limits until:
1. The "Roadway Workers" have had lunch.
2. The track through the Working Limits is not obstructed and the "Roadway Workers" have been notified.
3. The track through the Working Limits is not obstructed.
4. The track through the Working Limits is back in service.

Trains operating through the Working Limits must:
1. Not exceed 45 mph unless authorized by the employee in charge to proceed at a higher or lower speed.
2. Not exceed Restricted Speed unless authorized to operate at a higher speed.
3. Not exceed 30 mph unless authorized by the employee in charge to operate at a higher or lower speed.
4. Not proceed without a hand signal from the employee in charge.

Work trains and track cars may enter and leave the Working Limits:
1. While the Working Limits are obstructed and must travel at Restricted Speed. Permission of the employee in charge is required.
2. Only when the Working Limits are not obstructed and must travel at Restricted Speed. Permission of the employee in charge is not required.
3. Only before the Stop Sign and Working Limits Resume Speed signs are properly placed.
4. Trains and track cars cannot enter the Working Limits once the Stop Sign and Working Limits Resume Speed Signs are placed.

Special Instruction 135-2, Obstructed Limits:

Unless otherwise specified, when the working limits identified in the Bulletin Order or Form D begins or ends at:

An Interlocking or Control Point:
1. It will include the Interlocking or Control Point.
2. It will not include the Interlocking or Control Point.
3. It will include all track on both sides of the Interlocking or Control Point.
4. It will include only those tracks within the Interlocking or Control Point.

A Passenger Station:
1. It will include the passenger station.
2. It will not include the passenger station.
3. It will include only the track within the passenger station.
4. It will include all tracks on both sides of the passenger station.

A Switch:
1. It will include that switch.
2. It will include all track on both side of that switch.
3. It will extend from the fouling point of that switch.
4. All of the above.

Rule 166, Reading and complying with Form D:

Employee addressed in a Form D:
1. Are only responsible for complying with the Form D if they are in the leading unit of the train.
2. Must immediately read and comply with its requirements.
3. Can ignore the Form D if the engineer is awake.
4. Get off the train before they get in trouble.

When practical, Form D’s must be shown to:
1. Other employees on the train or track car who will remind the addressed employees of the requirements of the Form D.
2. The wives and friends of the employees addressed.
3. The employees of the track department.
4. The Trainmaster so that he can explain what the Form D means.

Rule 241, passing a Stop Signal:

A train must not pass a stop signal without:
1 Form D.
2 TRO-2.
3. Form 19.
4. Verbal permission.

Before a train may be given permission to pass a stop signal:
1. The Conductor must call the Dispatcher on the phone.
2. The train must come to a stop at the signal.
3. The train must have passed the distant signal.
4. The train must be moving at less than thirty (30) MPH.

Prior to giving permission for a train to pass a stop signal, the Dispatcher must:
1. Determine that all affected appliances are properly positioned.
2. Determine that no opposing moves have been authorized.
3. Apply blocking devices controlling opposing moves when the signal involved governs entrance to 261 territory.
4. All the above.

Special Instruction 241-4, 290-1, 291-1, and 500-1, Restricted Speed:

Reference to "Leading Wheels" is changed to:
1. Entire train.
2. Entire locomotive consist.
3. Spinning wheels.
4. Entire train.

Rule 400, occupying DCS territory:

A train must not occupy DCS territory outside of yard limits without:
1. Adequate crew rest.
2. A signal to proceed.
3. And engine and caboose.
4. A Form D, line 2.

Exceptions to this requirement are:
1. When the train crew cannot contact the Dispatcher they may occupy DCS territory if waiting will delay the train.
2. When entering DCS territory at a hand operated switch for a move in the reverse direction.
3. When a Dispatcher gives a train verbal permission against the current of traffic at an interlocking for one train length.
4. 2 and 3.

The limits of the Form D, line 2 authority must:
1. Be written in ink.
2. Be designated by station name or whole mile post numbers.
3. Include the appropriate Division Notice and Bulletin Order numbers.
4. Include the train number and number of cars in the consist.

The location of a hand operated switch can be used as the beginning of the Form D, line two authority:
1. If that hand operated switch is connected to the signal system.
2. If the train crew doesn't know where they are.
3. If that switch is located within the limits of the Form D, line 2.
4. If the train is authorized to enter DCS territory at that switch.

Overlapping Form D authority for opposing movements:
1. Can be made if both crews understand the movement.
2. Can be made if a train is assisting a disabled train.
3. Can be issued only in Yard limits.
4. Must not be issued.

Before authorizing a train to operate against the current of traffic:
1. The train must be stopped at the Stop Signal.
2. The crew must assure the Dispatcher that they are properly rested.
3. The Dispatcher must check his out of service policy for exclusions
4. The Dispatcher must assure that opposing moves are restricted by blocking devices or Form D.

Additions to Form D, line 2:
1. Cannot be made once the Form D has been issued.
2. Cannot be made if the Form D has multiple addressees.
3. Cannot be made after the Dispatcher goes off duty.
4. Can be added for a specific direction Form D which is still in effect.

In non-signaled DCS territory additions to Form D, line 2:
1. Cannot be made once the Form D is in effect.
2. Cannot be made if the Form D has multiple addressees.
3. May be issued once the Dispatcher has determined that the track to be used is clear.
4. May be used once the original Form D has been fulfilled.

When additional line 2 authorities are to be added to a Form D which is still in effect:
1. The Dispatcher must first sober up then contact his lawyer for an appointment.
2. The Dispatcher must contact the addressee(s), state his intent to go home early, and turn himself into a frog.
3. The Dispatcher must contact the addressee(s), state his intent to give them additional line 2 authority and state the number and date of the Form D to which the authority will be added.
4. The Dispatcher must contact the aliens which he knows are watching him and ask to be taken to the planet from which he originated.

After the Dispatcher transmits the additional line 2 authority and his initials:
1. He must go outside and wait for the aliens to arrive.
2. The addressee(s) will repeat the authority.
3. The addressee(s) will immediately act on the authority before they record the information on the Form D.
4. The alien ancestors of the demented Dispatcher will arrive with a new Form D, line 2.

The Dispatcher must not transmit the "time" of the addition and the addressee(s) will not act upon the additional authority until:
1. The addressee(s) have correctly repeated the authority.
2. The addressee(s) have correctly guessed whether the Dispatcher has made sure the track is clear of opposing traffic.
3. The Dispatcher sees the aliens land outside his office.
4. The Chief Dispatcher has removed his plastic "skin" and exposed himself as the alien father of all managers.

The Dispatcher and addressee(s) must:
1. Record all the additional information into their Timetables.
2. Record all the additional information on the back of their pay envelopes.
3. Record all the additional information on line 2 of their Form D.
4. Discard the original Form D after marking it with a X.

When additional Form D, line 2 is transmitted to an employee on a train the receiving employee must:
1. Make sure all addressed employees leave the train immediately.
2. Make sure all addressed employees receive the information and mark their Form D’s.
3. Make sure all addressed employees have discarded the original Form D.
4. Make sure all addressed employees are dressed.

A Dispatcher may verbally authorize a train to enter DCS territory at a hand operated switch:
1. In order to clear the switch and proceed in the opposite direction.
2. In order to clear the switch and get closer to the nearest deli.
3. In order to follow the last train in the same direction.
4. In order to expedite a quick move to save the company money.

Before authorizing a train to enter DCS territory at a hand operated switch the Dispatcher must ensure that:
1. The crew has enough time left to complete the move.
2. His astrologist thinks the move is in his best interest.
3. The segment of track is clear of opposing movements and the train has a Form D for movement in the opposite direction.
4. The train has a Form D to follow the last train in the same direction.

The movement to enter DCS territory at a hand operated switch for movement in the opposite direction is:
1. Limited to one train length and must be made at Restricted Speed with a crew member providing flag protection.
2. Limited to the limits of the Form D and must be made at Restricted Speed with a crew member providing flag protection.
3. Limited by the train crews imagination.
4. Limited by the distance between the train entering DCS territory and the train that last past that point.

Rule 406, ABS failure: Non-signaled DCS substitution:

When an ABS failure occurs, non-signaled DCS rules may be substituted by:
1. Bulletin Order or Form D, line 6.
2. Division Notice or Bulletin Order.
3. Division Notice, Bulletin Order, or Form D, line 6.
4. Verbal authority of the Dispatcher.

Before the Form D, line 6 is issued or the Bulletin Order becomes effective, the Dispatcher must:
1. Ensure that all effected trains are stopped.
2. Ensure that interlocking and CP signals governing entrance to or within the affected limits are in stop position and blocking devices are applied to switches and signals leading the affected limits.
3. Ensure that all crews have been notified that Form D, line 4 will be issued.
4. 1 and 3.

Interlocking or CP signals governing the entrance to or within the affected track:
1. Must never be displayed for movement to or within the affected track.
2. Must not be display for movement to the affected track and verbal authority to pass a stop signal must be given by the Dispatcher.
3. May be displayed to authorize movements that have received Form D, line 4 authority.
4. May be displayed to authorize movements that have received Form D, line 2 authority.

Signal indications at Interlocking and CP points will govern:
1. Movement throughout the entire limits of the Form D, line 2 authority.
2. Movements within interlocking and CP points only.
3. Movements toward out of service tracks only.
4. Movements toward retirement.

When non-signaled DCS rules are substituted for ABS:
1. ABS and CSS rules remain in effect for the entire movement.
2. ABS and CSS rule are in effect for movement outside of interlocking limits and CP point only.
3. ABS and CSS rules do not apply.
4. ABS and CSS rules apply.

Trains must stop and provide on-ground protection at highway grade crossing equipped with automatic warning devices unless:
1. Otherwise instructed by Bulletin Order or Form D, line 13.
2. Protection has been operating for at least 20 seconds.
3. If equipped with gates, they are in the horizontal position.
4. All of the above.

The leading end of the move must not exceed:
1. Restricted Speed.
2. 15 mph.
3. 30 mph.
4. 45 mph.

Unless otherwise specified by Bulletin Order or Form D, line 7
1. Interlockings and Control Points remain in service.
2. Interlockings and Control Points are out of service.
3. All hand operated switches are blocked and spiked.
4. Coffee and tea will be served with milk and sugar.

Interlockings that include a movable bridge or railroad crossing at grade:
1. Must be removed from service by Bulletin Order or Form D, line 7.
2. Cannot be removed from service by Bulletin Order or Form D, line 7.
3. Cannot be removed from service.
4. Can be removed from service by Division Notice or Bulletin Order.

Rule 500, Occupying or fouling a block in ABS territory:

A train may not enter or foul a block without:
1. A hand signal from the Conductor.
2. A signal or permission of the Dispatcher.
3. A block signal.
4. Working sanders.

After receiving permission from the Dispatcher, a crew member must promptly operate switches and then wait five (5) minutes at:
1. Switches with a bolt and electric lock.
2. Switches not equipped with a bolt or electric lock.
3. Crossover switches only.
4. At all hand-operated switches.

If a train is seen or heard approaching on the track to be occupied before the five (5) minutes have elapsed:
1. Run for the woods.
2. Yell "EMERGENCY" three (3) times.
3. Normal all switches.
4. Flag down the approaching train.

After receiving permission from the Dispatcher, a crew member must operate the bolt lock and wait five (5) minutes at:
1. Switches with a bolt and electric lock.
2. At all hand-operated switches.
3. Crossover switches only.
4. Switches with a bolt lock but no electric lock.

At switches equipped with an electric lock:
1. Trains must wait five (5) minutes after switches are lined.
2. Movement may begin as soon as the switch(es) have been properly lined.
3. Crews can operate switches without the Dispatcher's permission.
4. All the above.

The crew need not wait five (5) minutes:
1. If authorized by the Dispatcher.
2. If the crew is in a hurry.
3. If a train is seen approaching on the track to be occupied.
4. If authorized by the Conductor.

A train entering a block between signals:
1. Must proceed at restricted speed until the engineer sees the next signal or proceed according to cab signal indication if in cab signal territory.
2. Must proceed at restricted speed until the engine passes the next signal or proceed according to cab signal indication if in cab signal territory.
3. Must proceed at restricted speed until the entire train passes the next signal or proceed on cab signal indication if in cab signal territory.
4. Must proceed at slow speed until the entire train passes the next signal.

Rule 504, Delay in Block

Rule 504 does not apply to:
1. Trains with a working headlight.
2. Trains with cab signals in service for the direction of movement or which have had a cab signal failure in Rule 562 territory.
3. Trains with a Conductor who does not have a radio.
4. All trains in 261 territory.

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 departing the 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 cab signal 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.

Rule 554, Movement with inoperative cab signals, speed control, or automatic train stop

The movement of a train equipped with cab signals, speed control, or automatic train stop not in operative condition:
1. Is encouraged.
2. Is prohibited unless it delays the train.
3. Is not a good idea.
4. Is prohibited unless the failure occurs after the engine leaves it's initial terminal.

When cab signal, speed control, or automatic train stop fails enroute, the engineer must:
1. Operate the train according to fixed signal indication, not exceeding forty (40) MPH.
2. Not pass a stop and proceed or restricting without permission of the Dispatcher.
3. Notify the Conductor and Dispatcher as soon as possible without delay to the train and consider the apparatus as inoperative until repaired, tested and found to be functioning properly..
4. All the above.

The Train Dispatcher must inform Train Dispatchers of connecting districts, divisions, or railroads when:
1. It is time for lunch.
2. They are being relieved.
3. The telephones are not working.
4. A train experiences a cab signal, speed control, or automatic train stop failure enroute.

A train moving under rules 552, 554, or 555 may not pass a signal displaying Restricting or Stop and Proceed:
1. Unless the crew is in a hurry.
2. Except to make schedule.
3. Unless authorized by the Dispatcher.
4. Unless given a hand signal to proceed.

Rule 556, Dispatcher's authorization for movement

When instructed by the Dispatcher, a train whose cab signals have failed:
1. May run at normal speed, fixed signals govern.
2. May run at normal speed, not exceeding 79 MPH, fixed signals govern.
3. May run at normal speed to the next siding to clear up.
4. May proceed under flag protection.

A Dispatcher must not grant permission to a train whose cab signals have failed to:
1. Pass go and collect $200.00
2. Pass a Stop signal, Stop and Proceed, or Restricting unless they determine the block to be entered is not occupied.
3. Go to lunch early.
4. Take the rest of the day off.

Rule 562, Movement in territory where cab signals are used without fixed automatic block signals

The requirements of rule 562 apply in territory:
1. Designated by Form D, line 2.
2. Designated by Timetable or Bulletin Order.
3. Designated by Form D, line 13.
4. Where weather conditions will not allow an engineer to clearly see the wayside signals.

In territory where rule 562 is in effect:
1. Cab signal rules will not apply.
2. Interlocking rules will not apply.
3. Rules 554 and 556 will not apply.
4. Rules 550 and 551 will not apply.

Rule 562a, Signal indications

Where Rule 562 is in effect:
1. Interlocking signals will govern movement within interlockings only.
2. Distant signals , where in service, will govern approach to home signals.
3. Movement will be governed by cab signals between fixed signals.
4. All of the above.

Rule 562b, Reverse movements:

Where Rule 562 is in effect, reverse movement must not be made:
1. Without a hand signal from a crew member, proceeding at Restricted speed..
2. Without a Form D, line 2 and must proceed at Restricted speed.
3. Without verbal permission of the Dispatcher and must proceed at Restricted speed.
4. Without visibly checking to see that there are no following movements.

Rule 562c, Failure of Cab Signals:

The movements of a train equipped with cab signals not in operative condition for the direction of movement is:
1. Prohibited at all times.
2. Prohibited except when "Simon says".
3. Prohibited except when failure occurs after the engine leaves it's initial terminal.
4. Prohibited except when the crew has a Form D, line 2 for movement against the current of traffic.

Under Rule 562, If the Cab signals fail enroute, the engineer must:
1. Stop the train until the cab signals are fixed.
2. Notify the Dispatcher as soon as possible without delay to the train.
3. Reduce speed to less than 20 MPH until the train reaches it's final terminal.
4. Run under rule 554 until the cab signal apparatus can be repaired.

Under Rule 562, Trains on which the cab signals have failed must:
1. Operate at restricted speed unless governed by a "Clear to the next block" signal or a Form D, line 13 authorizing rule 563.
2. Must stop until someone explains the above rule to the crew.
3. Proceed to the next station and discharge all the passengers then proceed at Restricted speed to the next maintenance point to repair the cab signals
4. Never enter Rule 562 territory.

Under Rule 562, if cab signals fail between interlockings and  unless a Form D, line 6 (substituting DCS rule for ABS rules) is received, a train must:
1. Proceed at Restricted speed to it's final terminal.
2. Proceed at restricted speed to the next interlocking.
3. Give up and go home.
4. Proceed in accordance with the last cab signal indication received.

Once the cab signals have been considered to have failed:
1. They must be considered inoperative until they conform to the next interlocking signal.
2. They must be considered failed until they conform to two interlocking signals in a row.
3. They must be considered as inoperative until they have been repaired, tested, and found to be operating properly.
4. All of the above.

Rule 562d, Failure of speed control/automatic train stop, with cab signals still working:

The movement of trains equipped with speed control or automatic train stop not in operative condition for the direction of movement is prohibited except:
1. When it would delay a train or cost money.
2. When the failure occurs after the mechanical forces have gone home.
3. When the FRA is not on the property.
4. When the failure occurs after the engine leaves it's initial terminal.

If the speed control and/or automatic strain stop fails enroute, but the cab signals remain operative, the Engineer must:
1. Notify the Dispatcher as soon as possible without delay to the train.
2. Not exceed 40 MPH unless governed by a "Clear to the next block" signal (or a Form D, line 6).
3. Consider the apparatus failed until the engine has been repaired, tested, and found to be functioning properly.
4. All of the above.

Rule 562e, Engineer not on the leading end:

A train operating with the Engineer on other than the leading end of the movement must:
1. Operate very, very carefully.
2. Not enter Rule 562 territory without receiving a "Clear to the next block" signal or Form D, line 6.
3. Not proceed unless the Engineer has Out-of-Service insurance.
4. Not proceed until the Conductor has been awakened.

The Dispatcher may verbally authorized a movement of this type:
1. One train length into Rule 562 territory when a "Clear to the next block" signal cannot be displayed.
2. When it is needed to expedite the train's schedule.
3. When the Dispatcher is feeling "lucky".
4. When the train crew has to cover a mistake.

Rule 562f, Field part of CSS inoperative:

When the field part of the CSS is inoperative:
1. Trains must stop until the system is fixed.
2. Trains with operative cab signals may be authorized by the Dispatcher to operate according to Rule 280a "Clear to the next interlocking".
3. Trains with operative cab signals may proceed to the next interlocking if the Engineer feels "lucky".
4. None of the above.

If a Rule 880a cannot be displayed:
1. The Dispatcher will be fired.
2. The trains must remain where they are standing.
3. Trains must receive a Form D, line 6 (and line 2) substituting DCS rule for ABS rules.
4. All of the above.

Rule 563, Form D Authorization for movement in 562 Territory:

When a "Clear to the Next Interlocking" signal cannot be displayed, trains operating in rule 562 territory, that experience a cab signal, speed control, or ATS failure:
1. Must not proceed until the defects are repaired.
2. Must receive verbal permission from the Dispatcher to proceed.
3. May proceed when authorized by Form D, Line 13.
4. May proceed if no conflicting moves are seen.

Trains receiving a Form D, Line 13 to proceed under rule 563 must:
1. Proceed not exceeding 70 MPH.
2. Approach Home Signals and Controlled Points Prepared to stop.
3. Pass no facing point switches unless properly lined and pass over no grade crossings unless protection is properly operating.
4. All of the above.
5. None of the above.

Rule 612, Reversing direction within an Interlocking:

To reverse direction within the limits of an interlocking, trains must have:
1. A brave engineer.
2. Proper signal indication or permission of the Dispatcher or operator.
3. A hand signal from the conductor.
4. Form D, line 2 authority.

Rule 708, Radio messages: Content and Code words:

When originating or responding to a radio call from a base station, employees must:
1. Identify their railroad.
2. Identify their base station, wayside station, or yard station or other designated station and location.
3. Identify their the political party with which they identify.
4. Numbers 1 and 2.
5. All of the above.

When an employee originates a radio call from a mobile station they must identify their mobile station by :
1. Schedule if a scheduled train.
2. Symbol and engine number if on an extra train.
3. TC followed by the number of the car if a track car.
4. Any other appropriate mobile unit identification.
5. All of the above.
6. None of the above.

Match the following codes with the correct meaning:

Roger:
1. The name of your conductor.
2. The message is understood or repeated correctly.
3. Okey Dokey.
4. None of the above.

Over:
1. Opposite of under.
2. At the end of a transmission a response is expected.
3. At the end of a transmission a response is not expected.
4. All of the above.

Out:
1. The communicator is not in the office.
2. At the end of a transmission a response is not necessary.
3. At the end of a transmission a response is expected.
4. At the end of a transmission is the drive shaft.

Emergency:
1. The initiator of the radio message is late for lunch.
2. When transmitted three times means the crew has missed two consecutive meals.
3. When repeated three times is used to obtain use of the radio channel for initial report of conditions endangering train movements.
4. All of the above.

Rule 710, Radio identification in the yard:

Short identification can be used between fixed and mobile units:
1. When they employees transmitting know each other.
2. When the radios are strong enough to reach all points on the railroad.
3. When communications is done between the conductor and engineer only.
4. In connection with switching, classification, and similar operation wholly within a yard.

If an exchange of communications without substantial interruption:
1. The engineer does not have to answer the radio.
2. The engineer must stop the movement and go to lunch.
3. The engineer must stop the movement until radio communications is again established.
4. Positive communications must be repeated every 15 minutes.

Rule 711, Radio communications instead of hand signals:

When using a radio in lieu of hand signals, employees giving instruction:
1. Must maintain continuous contact with employee receiving instructions.
2. Must maintain continuous contact with the Dispatcher.
3. Must maintain continuous contact with the ground.
4. All the above.

When backing or pushing equipment:
1. The distance of the movement is not important.
2. The distance of the movement must be specified and movement stopped in one half the remaining distance if no additional instructions are received.
3. Don't pay attention to answers #1 and #2.
4. All the above.

Names of fixed signals affecting the movement must be:
1. Communicated to the Dispatcher.
2. Communicated to the Brakeman.
3. Communicated to the Trainmaster.
4. Communicated to the Engineer.

If instructions are not understood or radio contact is lost, the movement:
1. Can continue until radio contact is restored.
2. Can continue, the last instruction will govern.
3. Must stop until radio contact is restored.
4. Must stop until a hand signal is seen.

If the means of communications is changed:
1. The crew will know after the crash.
2. The engineer will note the change and the move can continue without stopping.
3. No movement can be made until all crew members have been notified by Fedex.
4. No movement can be made until all crew members have been notified.