> If in CTC territory the DS just drops the block to
> get the crews attention


Evidently you don't know the rules. If the DS did this, they would be the ones in violation. This is a long standing rule.

GCOR Rule "9.5.1: Changing Established Route

Except to avoid an accident, after a controlled signal has been cleared for a closely approaching train, the control operator must not change the signal before the approaching train's engineer has assured the control operator that he can comply with the signal change. Do not establish or authorize a conflicting route until communicating with the approaching train's crew and ensuring that the train has stopped clear of the conflicting route.

The control operator must not establish a conflicting route into an occupied block or interlocking limits, or authorize a conflicting movement, unless it is safe to do so.

The control operator must avoid operating the device controlling a switch, derail, movable point frog, or lock when any portion of a train is on or closely approaching the equipment."


I did hear one issue that I believe the union's took to the FRA on dark signal tests due to safety issues. The result was that some signals were equipped with a key switch that the supervisor could set the signal to dark, but only if it was a clear signal. The tests I am aware of I was subject to are an unlisted yellow/red flag followed by a train obstruction banner in the middle of the track just around a curve, a red flag or fusee at restricted speed, a couple downloads after derailments, but most were simply observations. The FRA was watching the shortline I worked for as a temp engineer a few years ago. They came out on a Sunday and caught the owner running hot, they also caught the other engineer, but a conductor following in a hyrail took the prize for speeding.

Remember it is our "friends" at the FRA that insist the railroads perform a minimum number of operational tests.