This is part three of the 2001 NORAC rules study guide. As in the first two parts I try to be as accurate as possible. All errors are strictly my own. Any questions concerning the interpretation of the rules should be directed toward the NORAC Operating Rules Manual although I would like know if you find any so I can correct the guide. Since employees are assumed to be familiar with the rules of the operating department and since this study guide is for review only, no answer sheet is provided.

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.
 

Rule 279, 281c,282a,284,286,287,288,290,291,297,297a,297b,297c,297d,298,298a

Study your signal aspects and then visit Cyberail
 

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.

Rules 401 through 405 are not listed in Division Notice 5-S-101, however they are important enough that I have included them for review.

Rule 401, Operating in non-signaled DCS territory:

When operating in non-signaled DCS territory, unless otherwise restricted, trains must not exceed:
1. Restricted Speed.
2. 40 mph passenger, 30 mph freight.
3. 60 mph passenger, 50 mph freight.
4. 70 mph passenger, 60 mph freight.

When operating in non-signaled DCS territory, trains approaching home signals, controlled points and signals at the beginning of ABS territory:
1. Must go very, very fast.
2. Must approach prepared to stop unless a distant signal is in service.
3. Must approach prepared to stop under all conditions.
4. Must be very, very careful.

When a train is delayed after passing a distant signal:
1. It must approach the home signal or Controlled point prepared to stop.
2. It must approach the home signal or controlled point at slow speed.
3. It can approach the home signal or controlled point according to the aspect displayed on the distant signal.
4. It must have permission from the Dispatcher to proceed toward the home signal or controlled point.

Rule 402, operating in a specified direction in DCS territory

To make a reverse movement in non-signaled DCS territory, a train authorized by Form D, line 2 to operate in a specific direction must:
1. Receive another Form D, line 2.
2. The train must receive permission from the Dispatcher and proceed at Restricted Speed no further than the last point it as
reported clear.
3. The movement can be proceeded by a crew member and proceed at Restricted Speed not past the last whole mile post or station.
4. If the movement is against the current of traffic, the Dispatcher may verbally authorize it to operate with the current of traffic according to ABS rules after assuring the track to be used is clear of opposing movements.
5. All of the above.

A train authorized by Form D, line 2 to operate in a specific direction may make a reverse move within the limits of the same block in signaled DCS territory:
1) When protected by a crew member flagging against an opposing movement at restricted speed or when authorized by the Dispatcher who will provide protection.
2) By moving the reverser and throttle.
3) On the Conductor's signal.
4) None of the above.

To make a reverse movement beyond the limits of the same block in signaled DCS territory, a train authorized by Form D, line 2 to operate in a specific direction must:
1. Continue to its final destination.
2. Not re-enter that block without verbal permission.
3. Receive a new Form D, line 2 authority.
4. Not re-enter that block without a train order.

When a train operating in a specific direction clears the limits of it's Form D, line 2:
1. It can reenter the limits if the Form D, line 2 if the crew has not called in the clear with the Dispatcher.
2. It cannot reenter the limits of the Form D, line 2 unless given a verbal or hand signal from the conductor.
3. The Form D, line 2 authority is over filled.
4. The Form D, line 2 authority is fulfilled.

When a train leaves the track specified in it's Form D, line 2 authority at a hand operated switch and the switch has been restored to the normal position:
1. The train can reenter the specified track if the crew has not called in clear to the Dispatcher.
2. The train cannot reenter the specified track without a verbal or hand signal from the conductor.
3. The movement has cleared and a new Form D must be issued for further movement.
4. The movement has cleared and the crew must go off duty.
 

Rule 403, Operating in both directions in DCS territory:

A train authorized by Form D, line 2 to operate in both directions:
1. Must report to the Dispatcher before he changes direction within the limits of the Form D.
2. Must mark the time on his Form D each time he reverses direction.
3. Has exclusive occupancy of the track and may operate in either direction.
4. Is in deep trouble because operating in both direction requires two Form D’s.

Once a train has been issued a Form D, line 2 for movement in both directions, the Dispatcher:
1. Can allow other trains into the limits of the Form D with permission of the train crew who "owns" the Form D authority.
2. Can allow track equipment into the limits of the Form D, line 2 with permission of the crew that "owns" the Form D authority.
3. Must not authorize other movements into the line 2 limits.
4. Must not authorize the train to leave the limits of the Form D authority until the Form D, line 4 is canceled.

Once a Form D, line 2 has been issued for movement in both directions:
1. The Form D authority is good for the calendar day.
2. The Form D authority is good until midnight after it is issued.
3. The Form D authority is good until canceled.
4. The Form D authority is good until the movement is complete.

Switches within the limits of the Form D, line 2 authority:
1. Can be left open after the crew is finished with the Form D authority
2. Can be left open but must be locked in the normal position before the Form D, line 2 is canceled.
3. Must be restored to the normal position after each use.
4. Must not be used without permission of the Dispatcher.

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 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.

Rules 501 through 504 are not listed in 5-H-101 but are important enough to be listed here:

Rule 501, Reverse move within the limits of the same block:

A train may make a reverse move, within the same block, under ABS rules:
1. When protected by a crew member flagging against an opposing movement at restricted speed or authorized by the Dispatcher who will provide protection
2. By moving the reverser and throttle.
3. On the Conductor's signal.
4. None of the above.

Rule 502, Reverse movement beyond the limits of the block:

Where rule 251 is in effect, trains having passed beyond the limits of a block:
1. Must continue to its final destination.
2. May not re-enter that block without verbal permission.
3. May not re-enter that block without Form D, line two (2) authority.
4. Must not re-enter that block without a train order.

Where rule 261 is in effect, a train passing beyond the limits of a block must not re-enter that block:
1. Except when powered by a locomotive.
2. Except with permission of the Conductor.
3. Except with a Form D, line thirteen (13) authority.
4. Except with verbal permission of the Dispatcher.

Before a Dispatcher can give permission for a reverse move, where rule 261 is in effect, he must:
1. Be well fed.
2. Determine the block is clear and that signals and blocking devices are applied to the affected track to prevent opposing movements.
3. Determine the track has no obstructions.
4. Determine that the crew is qualified.

A reverse move where rule 261 is in effect must operate at:
1. Track speed for the entire movement.
2. Slow speed for the entire movement.
3. Restricted speed for the entire movement.
4. Restricted speed until governed by a more favorable signal.

Rule 503, Train movement against the current of traffic at an Interlocking:

Movement against the current of traffic at an Interlocking:
1. Is just never done.
2. Is limited to one train length beyond the home signal when authorized by the Dispatcher.
3. Can not be authorized into a track with a rusty rail condition.
4. Can be authorized if the engineer of the disabled train is controlling the movement.

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.

If a train that has passed a distant signal stops for any reason other than a station stop:
1. The crew will be fired.
2. The crew will have to fill out an unusual incident report.
3. The train will have to proceed at slow speed.
4. The train will have to proceed at Restricted Speed.

The train may resume the speed authorized by the last signal received when:
1. The engineer gets tired of running slowly.
2. The train stopped for other than mechanical reasons.
3. The next signal is seen to display a proceed indication or the track is known to be clear to the next signal.
4. The engineer forgets why he stopped in the first place.

If a push-pull train that has passed a distant signal makes a station stop or reduces speed to 10 mph, it must:
1. Get permission from the Dispatcher to proceed.
2. Get a hand signal from the Conductor to proceed.
3. Approach the home signal prepared to stop not exceeding 40 mph unless governed by a slower signal.
4. Approach the home signal prepared to stop, not exceeding 30 mph unless governed by a slower signal.

The train may resume the speed authorized by the distant signal when:
1. The home signal is seen to display a proceed signal.
2. When the home signal is seen to display a stop signal.
3. When the engineer gets tired of running slowly.
4. If the train is running behind schedule.

If a push-pull train make a stop other than a station stop in any block:
1. The engineer will be brought up on charges and given time off.
2. The train must proceed at Restricted Speed until the next signal is seen to display a proceed or the track is known to be clear to the next signal.
3. The train must proceed at 40 until the next signal is seen to display proceed or the track is know to be clear to the next signal.
4. Permission from the Dispatcher is needed to proceed.

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 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.

When the cab signal changes to Restricting between fixed signals:
1. The engineer must dump the air.
2. A report must be made on the prescribed form.
3. The engineer must take action at once to reduce to restricted speed
4. The engineer may disregard if the fixed signal was more favorable.

If an interlocking signal requires Medium or Limited Speed and the cab signal changes to a more favorable aspect:
1. Speed may be increased immediately.
2. Speed may be increased after the head end passes the next fixed signal.
3. Speed may be increased after the rear of the train passes the next fixed signal.
4. Speed must not be increased until the train has run its length.

If a cab signal changes from Restricting to a more favorable aspect:
1. Speed may be increased immediately.
2. Speed may be increased after the head end passes the next fixed signal.
3. Speed may be increased after the rear of the train passes the next fixed signal.
4. Speed must not be increased until the train has run it's length or 500 whichever is greater.

If the cab signal changes from clear to approach medium between fixed signals:
1. The engineer must dump the train.
2. The train must immediately begin reduction to limited speed.
3. The train crew must be informed so they can announce the impending collision to the passengers.
4. The Dispatcher must be immediately informed so that he can call the trouble desk.

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 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 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 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 558, Cab signal aspect flips:

When the cab signal "flips" momentarily, the engineer must:
1. Stand on his head so he can read it.
2. Notify the Dispatcher giving indications and time.
3. Notify the Dispatcher giving signal names, MP, or location.
4. Notify the Dispatcher and consider the cab signals failed.

Rule 560, Circumstances in which cab signal gives no indication

Cab signals will not indicate the conditions ahead when:
1. Moving against the current of traffic.
2. Pushing cars.
3. Not equipped for backward movement and is running backward
4. all the above.

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. Pass no interlocking at the entrance to Rule 562 territory or within Rule 562 territory without receiving a "Clear to the next block" signal or a Form D, line 6 (and line 2) substituting DCS Rules for ABS rules is received.
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 611, Stopping Less than One Engine Length beyond an Interlocking Signal:

If a train stops less than one engine length beyond an Interlocking Signal:
1. It may proceed according to the indication of the signal before it was passed.
2. It may proceed if the Conductor observes that the signal signal has not dropped to a stop indication.
3. It may not proceed unless the signal was more favorable than stop before the engine passed it.
4. It must not proceed without permission of the Dispatcher or Operator.

Rule 613, Movement not Governed by Fixed Signal:

Movements not governed by fixed signal indication within Interlocking Limits:
1. Must not be made under any circumstances.
2. May be made if the last signal indicated proceed.
3. Must receive permission from the Dispatcher or Operator.
4. May proceed if there are no conflicting movements.

After receiving permission to proceed, movements not governed by fixed signal indication within Interlocking Limits:
1. Must proceed at Restricted Speed to the next signal.
2. Can proceed according to the last signal indication received.
3. Must proceed at Restricted Speed until reaching it's final terminal.
4. Must proceed at Restricted Speed until the crew feels safe.

In cab signal territory, after receiving permission to proceed, movements not governed by fixed signal indication within Interlocking Limits:
1. Trains must proceed at Restricted Speed until reaching the next signal.
2. May proceed in accordance with cab signal indication after clearing Interlocking Limits.
3. May proceed according to cab signal indication.
4. Cab signal rules do not apply.

Rule 700, Use and care of radios:

Company issued radios:
1. Can be used to listen to the Super Bowl.
2. Can be used to listen to commercial radio broadcasts.
3. Must be used exclusively for railroad operations.
4. Can be used to contact alien space ships.

The use of radios other than those furnished by the company for railroad operations:
1. Is encouraged because it saves the company money.
2. Is encouraged because the company never has enough radios for those that need them.
3. Is not likely because employees are too cheap to buy them.
4. Is prohibited.

Employees using radio equipment:
1. Must exercise care to prevent damage of the equipment.
2. Can use the radio equipment to chock cars.
3. Are responsible for radio equipment assigned to them.
4. 1 and 3.

Rule 701, Radio Failure and Interference:

If the Radio fails:
1. The train must not be moved until the radio is fixed.
2. Other means of communications must be used to avoid delay.
3. The train must proceed immediately to avoid delay.
4. All of the above.

Failure of the radio or interference from another radio:
1. Must be reported to the Dispatcher promptly.
2. Does not have to be reported to the Dispatcher if noted on the 955 Form.
3. Does not have to be reported if it doesn't affect the operation of the train.
4. Does not have to be reported if it occurs after the train has left it's initial terminal.

Rule 702, Requirements for track car operators and Roadway Workers:

Track cars moving between two locations:
1. Must have sufficient water for the operator.
2. Must have a working radio.
3. Must have a well fed operator.
4. All of the above.

Employees assigned to provide on-track safety for Roadway Workers and each lone worker:
1. must have a hearty breakfast.
2. Must have access to a diner or convenience store.
3. Must have a lawn chair and beach umbrella.
4. Must have immediate access to a working radio.

Rule 703, Technical adjustments of Radios:

No technical adjustments may be made to a radio set:
1. Unless the engineer has a Class One radio license.
2. Unless the engineer wants to.
3. Except if the engineer knows what he is doing.
4. Except by those employees specifically authorized

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.