Cab Signal System (CSS) Rules apply only where designated by Timetable or Bulletin Order.  The CSS is interconnected with the fixed signal system to provide the Engineer with continuous information on the company and/or condition of the track ahead.

  This section presents rules governing the use of the CSS, including: movement without cab signals; testing the cab signal apparatus; conformity of cab signal with fixed signals; failure, flip, and nonconformity of the cab signals; and movement with cab signals but without wayside signals.

550.  Train Not Equipped with Cab Signal Apparatus

  The movement of a train not equipped with cab signal apparatus is prohibited, except when authorized by the Timetable.  Movements authorized by the Timetable will be governed by fixed signal indication.  Such movements must be made at Restricted Speed, unless the Dispatcher authorizes Rule 556.

551.  Testing the Cab Signal Apparatus

  a.  Departure Test

  The cab signal apparatus on the leading end of the first engine or control car of each train must be tested and found to be operational within 24 hours before the engine or control car leaves its initial terminal.

  If test equipment is not available at a point where another unit will be required to become a lead unit, this unit must also be tested at the initial terminal.

  The employee performing the test must post a signed copy of the test results in the cab of the locomotive and must leave a signed copy of the test results at the test location.

  If the cab signal apparatus is de-energized after the departure test has been made, it must be tested again before entering equipped territory.  Engines dispatched from points in CSS territory to points where test racks are not provided must have the cab signal apparatus energized for the entire trip.  Test racks at locations other than terminals will be specified in the Timetable.

  b.  Engineer’s Test of Audible Indicator

  After taking charge of an engine, the Engineer must assure himself that the cab signal apparatus is energized and that the audible indicator will sound when the acknowledging device is operated.  If the audible indicator fails to sound when the acknowledging device is operated, the Engineer must not enter equipped territory.  He must communicate with the Dispatcher and advise him of the situation.

  c.  Operating from Equipped Unit Without Departure Test

  If necessary en route to operate from an equipped unit or end that had not been given a departure test, the cab signals must be considered inoperative.  Rule 554, “Movement With Inoperative Cab Signals, Speed Control, or Automatic Train Stop,” must be observed.

  d.  Cab Signal, Automatic Train Stop, or Speed Control Failure on Equipment Used In Turnaround Service

Under the following conditions, a train that has experienced a cab signal, automatic train stop, or speed control failure may be dispatched from a turnaround point, governed by the rules that apply to an en route failure (Rules 554, 556 or 562) 

1. The equipment is used in turnaround service between its originating terminal and the turnaround point, and
2. The equipment received a satisfactory cab signal test within the previous 24 hours, and
3. No mechanical forces are on duty at the turnaround point to repair the equipment.

  The crew must advise the Dispatcher of the failure before leaving the turnaround point.  The equipment must be repaired or replaced at the next forward point that will not cause undue delay to the train.

552.  Conformity between Cab Signals and Fixed Signals

  a.  Cab Signal Does Not Conform to Fixed Signal: More Restrictive Signal Governs

  The cab signal should conform to each fixed signal within three seconds after a train enters a block.  If the cab signal and fixed signal do not conform, the more restrictive signal indication will govern movement through the block.  The Engineer must notify the Dispatcher or Operator as soon as possible without delaying the train, giving location and track on which non-conformity occurred.

  b.  Cab Signal Conforms to Fixed Signal: Fixed Signal Governs

  If the cab signal conforms to the fixed signal upon entering the block, the fixed signal will govern.

553.  Cab Signal Changes Between Fixed Signals

  If the cab signal changes between fixed signals, the cab signal will govern, subject to the following restrictions:

1.      Cab Signal Changes to Restricting

When the cab signal aspect changes to Restricting between fixed signals, the Engineer must take action at once to reduce to Restricted Speed. 

2.      Interlocking Signal Requires Medium or Limited Speed, Cab Signal Changes to More Favorable Aspect

If an interlocking signal requires Medium or Limited Speed and the cab signal changes to a more favorable aspect, the speed must not be increased until the train has run its length.

3.      Cab Signal Changes from Restricting to More Favorable

If the cab signal aspect changes from Restricting to a more favorable aspect, the speed must not be increased until the train has run its length or 500 feet, whichever distance is greater.

4.      Cab Signal Changes from Clear to Approach Medium

If the cab signal changes from Clear to Approach Medium between fixed signals, trains must immediately begin reduction to Limited Speed, and must further reduce to Medium Speed, unless the next signal is seen to display a more favorable aspect. 

EXCEPTION:  If the cab signal does not conform to the fixed signal at the entrance to the block, and the fixed signal is more restrictive than the cab signal, the fixed signal will govern movement through the entire block.

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, for the direction of the movement is prohibited.  The only exception is when failure occurs after the engine leaves the initial terminal.

  a.  Engineer’s Responsibility

  If the cab signal, speed control, or automatic train stop fails in route, the Engineer must take the following actions:

1.      Operate the train according to fixed signal indication and cab signal indication, if operable.  Speed must not exceed 40 MPH,  unless the Dispatcher authorizes Rule 556.

2.      Pass no signal display Stop and Proceed or Restricting, unless authorized by the Dispatcher.

3.      Notify the Dispatcher and Conductor as soon as possible without delay to the train.  The reason and location of the failure must be included in this report.

4.      Consider the failed apparatus as inoperative until the engine has been repaired, tested and found to be functioning properly.

  b.  Dispatcher’s Responsibility

  Once advised of a cab signal, speed control, or automatic train stop failure, the Dispatcher must take the following actions:

1.      He must inform the Dispatcher of the connecting dispatching district, division, or railroad.

2.      He must not grant permission for the train to pass a Stop Signal, Stop and Proceed, or Restricting signal, until he has determined that the block to be entered is not occupied.  In an emergency, the Dispatcher may authorize movement into an occupied block.

555.  Criteria for Determining Cab Signal Apparatus Failure

  The cab signal apparatus will be considered as having failed if any of the following conditions occur:

1.      The audible indicator fails to sound when the cab signal changes to a more restrictive aspect.

2.      The audible indicator continues to sound even though the cab signal change was acknowledged and the speed of the train was reduced to the speed required by the cab signal indication.

3.      The cab signal fails to conform at 2 fixed signal locations in succession.

4.      Damage or fault occurs to any part of the cab signal apparatus.

5.      When approaching a fixed signal displaying Approach or more favorable aspect in CSS territory without fixed automatic block signals, the cab signal displays Restricting and fails to conform after passing the fixed signal.

6.      When approaching a fixed signal displaying Slow Clear, Slow Approach, Stop and Proceed, Restricting, or Stop Signal, and the cab signals an aspect more favorable than Approach.

EXCEPTION:  This procedure does not apply when the fixed signal being approached is imperfectly displayed.

556.  Dispatcher’s Authorizations for Movement

  This rule applies only to:

1.      Movements authorized by the Dispatcher, as provided in Rule 550, “Train Not Equipped with Cab Signal Apparatus” and Rule 554, “Movement With Inoperative Cab Signals, Speed Control, or Automatic Train Stop,” or

2.      Movements made in accordance with Rule 561, “Cab Signal Portion of Wayside Signaling Equipment Not Operative.”

  Such movements may proceed at Normal Speed, not exceeding 79 MPH.  They will be governed by fixed signal indication and cab signal indication if operable, and must not pass a signal displaying a Restricting or Stop and Proceed unless authorized by the Dispatcher.

  The Dispatcher must not grant permission for such movements to pass a Stop Signal, Stop and Proceed, or Restricting signal, until he has determined that the block to be entered is not occupied.  In an emergency, the Dispatcher may authorized movement into an occupied block.

557.  Dispatcher’s Responsibility for Recording Movements

  Dispatchers must record on the Record of Train Movements the movement of trains operating under any of the following conditions:

1.      Inoperative cab signals.

2.      Unequipped with cab signal.

3.      Inoperative speed control.

4.      Inoperative automatic train control.

  The Dispatcher must indicate those movements authorized to operate as provided by Rule 556, “Dispatcher’s Authorizations for Movement,” and Rule 562, “Movements in Territory Where Cab Signals are Used Without Fixed Automatic Block Signals.”

558.  Cab Signal Aspect Flips

  When cab signal aspect “flips,” momentarily changing aspect and then returning to the original aspect, the Engineer must notify the Dispatcher or Operator as soon as possible without delaying the train.  The Engineer must give the following information:

“Cab signal flipped from [signal name] to [signal name] on No. [track] at [signal bridge or MP No.] or between [designated points if multiple occurrence].”

  When the “flip” holds for a duration which requires the cab signal to be acknowledged, the Engineer must so state when reporting the occurrence.

559.  Engineer’s Responsibility to Report on Forms

  In addition to verbally reporting flips, failures, non-conformities, and other unusual occurrences of the CSS apparatus as required by these rules, the Engineer will report them on the prescribed form.

560.  Circumstances in Which Cab Signal Gives No Indication

  Cab signals will not indicate conditions ahead when the engine is:

1.      Moving against the current of traffic, or

2.      Pushing cars, or

3.      Running backward but not equipped with cab signal apparatus for backward movement.

561.  Cab Signal of Wayside Signaling Equipment Not Operative

  If the cab signal portion of the wayside signaling equipment is inoperative, the Dispatcher (or Operator when authorized by the Dispatcher) must advise the Engineer verbally or on Form D line 11 of the limits of the area affected by the malfunction in the equipment.

  The Speed Control System of the engine must be cut out, and the Cab Signal Apparatus must be Cut in.

  Movement within the limits of the affected area will be governed by Rule 556, “Dispatcher’s Authorization for Movement” or Rule 562, “Movements in Territory Where Cab Signals are Used Without Fixed Automatic Block Signals.”

562.  Movements in Territory Where Cab Signals are Used Without Fixed Automatic Block Signals

  The following requirements apply in territory designated by Timetable or Bulletin Order where cab signals are used without fixed block signals.  Rules 554 and 556 will not apply in territory where this rule is in effect.

  a.  Signal Indications

  Interlocking and controlled point signal indications will govern movement within interlocking limits or through controlled points only.  Distant signals, where in service, will govern approach to home signals.  Between fixed signals, movement will be governed by cab signals.

  If the cab signal and fixed signal do not conform when a train passes an interlocking or controlled point signal governing movement into or within Rule 562 territory, the more restrictive signal indication will govern movement through the interlocking or controlled point.  Once the train clears the interlocking or controlled point, movement will be govern solely by the cab signal.

  b.  Reverse Movements

  Reverse movement must not be made without verbal permission of the Dispatcher.  Before granting permission, the Dispatcher must determine that the track to be used is clear of opposing movements, and must ensure that blocking devices are applied to protect against opposing movements.  Reverse movement must be made at Restricted Speed.

  c.  Failure of Cab Signals

  The movement of a train equipped with Cab Signals not in operative condition for the direction of the movement is prohibited.  The only exception is when failure occurs after the engine leaves its initial terminal.

  If the Cab Signal fails en route, the Engineer must take the following actions:

1.      Notify the Dispatcher and Conductor as soon as possible without delay to the train.  The reason and location of the failure must be included in the report.

2.      Operate at Restricted Speed, unless governed by a “Clear to Next Interlocking” signal, or a Form D line 13 authorizing Rule 563.

3.      Consider the failed apparatus as inoperative until the engine has been repaired, tested and found to be functioning properly.

  The Dispatcher must inform the Dispatcher of the connecting dispatching district, division, or railroad of the train with inoperative Cab Signals.

  Conductors of trains approaching Rule 562 territory with inoperative cab signals must remind their Engineer of the requirements of the item (2) above, when the train is 2 miles from the Rule 562 territory, or at the last station stop prior to the Rule 562 territory.

  d.  Failure of Speed Control and/or Automatic Train Stop, With Cab Signals Still Working

  The movement of a train equipped with Speed Control or Automatic Train Stop not in operative condition for the direction of movement is prohibited.  The only exception is when failure occurs after the engine leaves its initial terminal.

  If the Speed Control and/or Automatic Train Stop fails en route, but the Cab Signal remains operative, the Engineer must take the following actions: (If the Cab Signal fails as well, be governed by Part “c” above.)

1.      Notify the Dispatcher and Conductor as soon as possible without delay to the train.  The reason and location of the failure must be included in this report.

2.      Do not exceed 40 MPH unless governed by a “Clear to Next Interlocking” signal or a Form D line 13 authorizing Rule 563.

3.      Consider the failed apparatus as inoperative until the engine has been repaired, tested and found to be functioning properly.

  The Dispatcher must inform the Dispatcher of the connecting dispatching district, division, or railroad of the train with inoperative Speed Control and/or Automatic Train Stop.

  e.  Engineer Not on Leading End

  A train operating with the Engineer on other than the leading end of the movement must operate at Restricted Speed, unless governed by a “Clear to Next Interlocking” signal, or a Form D line 13 authorizing Rule 563.

  EXCEPTION:  The Dispatcher may verbally authorize a movement of this type to shift one train length into Rule 562 territory when “Clear to Next Interlocking” signal cannot be displayed.  Movement must be made at Restricted Speed.  Before authorizing such movement, the Dispatcher must determine that the track to be used is clear of opposing movements, and must ensure that blocking devices are applied to protect against opposing movements.

  f.  Field Part of CSS Inoperative

  When the field part of the CSS is removed from service by the Signal Department, trains with operative cab signals may be authorized by the Dispatcher to operate according to Rule 280a, “Clear to Next Interlocking.”

  The Dispatcher must inform trains of the limits of the CSS outage, and the interlocking(s) where Rule 280(a) will be displayed.  Trains must approach the interlocking(s) where Rule 280(a) is to be displayed prepared to stop.  If Rule 280(a) is not displayed, trains must stop and contact the Dispatcher for instructions.

  If Rule 280(a) cannot be displayed, trains must receive Form D line 6 (and line 2) substituting DCS Rules for ABS Rules, or Form D line 13 to operate at Restricted Speed to the next interlocking.

563.  Form D Authorization for Movement in Rule 562 Territory

  Trains operating in Rule 562 territory that have experienced a cab signal, speed control, or automatic train stop failure, or that are operating with the Engineer on other than the leading end of the movement, may be authorized by Form D line 13 to operate according to this rule when “Clear to Next Interlocking” signal cannot be displayed.

  The Dispatcher must ensure that the track to be used is clear before issuing Form D line 13,  which must be issued in the following format:

“Operate according to Rule 563 on No. 2 track from Tulsa to Parker”

  Trains receiving this Form D must take the following actions within the designated limits:

1.      Proceed not exceeding 70 MPH.

2.      Approach home signals and controlled point signals prepared to stop.

3.      Unless otherwise instructed on Form D line 13, pass over no facing-point switch until it is ascertained that the switch is properly lined.

4.      Unless otherwise instructed on Form D line 13, foul no highway crossing equipped with automatic warning devices until it is ascertained that the warning devices have been operating at least 20 seconds, or the gates (if equipped) are in the horizontal position.