ABTH 103.4

Answer: 10; Idle

---

Feedback:
This will allow the train to absorb in-train forces and to turn over from dynamic brake mode to power mode.

ABTH 103.4

Answer: Stop the train immediately and make sure the wheels are rotating freely

---

Feedback:
The train must not continue moving. Issues such as a locked wheel, slipped pinion gear, etc., may exist. Once stopped and someone is in position to observe the wheels, begin moving and determine if the wheels are moving freely.

ABTH 103.4

Answer: Once the entire locomotive consist passes over the railroad crossing at grade (diamond)

---

Feedback:
Most railroad crossings at grade are not smooth. Waiting to advance the throttle after the locomotive consist passes over will help to prevent any sort of surge and make for better train handling.

ABTH 100.4

Answer: 95%

---

Feedback:
While there is allowance for some mechanical failures, we must keep it to a minimum for safety. Inoperative brakes can impact how a train handles and increase the distance it could take to stop

ABTH 100.8

Answer: A DP locomotive, a gauge verified to be accurate, and an ETD (end-of-train device)

---

Feedback:
When performing air brake tests and verifying the train is complete, the crew must ensure the brake pipe has continuity all the way through the train. A DP locomotive, ETD, or handheld gauge can all be used to determine the air pressure on the rear. If using a handheld gauge, it must be verified accurate within the last 92 days.

ABTH 100.8

Answer: 5 psi and 5 psi

---

Feedback:
It is not always practical to have an employee at the rear of the train to verify the brakes apply and release on the last car, so other methods are in place to assist. The drop of 5 psi on the rear indicates the brakes are set and the increase in 5 psi verifies the release.

ABTH 103.6.3

Answer: Throttle manipulation; coast braking when conditions allow, Dynamic braking, and Dynamic braking supplementing with train air brakes

---

Feedback:
When possible, use the throttle only to achieve desired train speed. If throttle reduction alone is not sufficient, use dynamic braking and supplement with air brakes as necessary.

ABTH 103.6.3A

Answer: Air brakes release throughout the train

---

Feedback:
If the dynamic brakes are reduced before the air brakes release throughout the train, a run-out on the head end of the train is likely. The locomotives and head end of the train will start picking up speed, while cars near the rear end will not because the air brakes have not fully released.

ABTH 103.6.1C

Answer: 1. Put the automatic brake valve handle in RELEASE position (wait for all brakes to release and slack to adjust). 2. Reduce the independent brake until the train gradually begins to move. 3. Once the entire train is moving, gradually reduce the independent brake to avoid abrupt changes in slack. 4. Slowly release the independent brake when the dynamic brake becomes effective.

---

Feedback:
Extended range dynamic brakes will normally start to become effective around five mph. At lower speeds, in this scenario, gradually release the independent brake to avoid abrupt changes in slack.

ABTH 103.6.3E

Answer: 1. As you approach the sag, reduce throttle as necessary to control train speed. 2. Reduce the throttle further as the head end of the train begins descending. 3. Just before the head end of the train reaches the ascending grade, increase the throttle. 4. Continue to increase the throttle as the train ascends the grade. 5. Reduce the throttle as the rear of the train approaches the ascending grade.

---

Feedback:
Knowing where the entire train is (rear end) in relation to the sag or undulating grade is important here. As the head end of the train approaches the ascending grade, increase throttle before it reaches the grade in order to build some momentum.

ABTH 103.6.3B

Answer: Minimum brake pipe reduction

---

Feedback:
When air brakes are used to control train speed, begin with a minimum reduction, and then use split reductions of 2?3 psi spaced 30 seconds apart for additional brake pipe reductions.

ABTH 103.6.3C

Answer: One notch at a time

---

Feedback:
Plan ahead and allow the grade to work in your favor when slowing uphill. It's important to avoid methods that might prevent the train from maintaining a stretched condition, such as dynamic braking.

ABTH 103.6.3D

Answer: At least half the train has crested the grade

---

Feedback:
A distance counter is useful in this scenario in the event a visual is not on the screen. If increasing speed when going over a steep hill, the chances of breaking the train in two greatly increases. A good resource for determining when half the train is over the peak of the grade is using the distance counter.

ABTH 103.6.4A

Answer: Activating the dynamic brake and bunching the slack.

---

Feedback:
Waiting 10 seconds allows the electrical current time to dissipate and prevents a surge of dynamic braking. Going straight from throttle to dynamic braking can damage equipment and result in high in-train forces.

ABTH 103.6.4A

Answer: 6-8 psi

---

Feedback:
Remember to start actuating 2 seconds before you make your minimum brake pipe reduction. Continue to actuate for at least 10 seconds after the brake pipe reduction to ensure the locomotive brakes don't apply. For planned stops, starting with an initial application of 6-8 psi prevents abrupt changes in slack which can occur with heavy reductions.

ABTH 103.6.4A

Answer: Once speed is below dynamic brake range

---

Feedback:
Dynamic brakes give us more braking effort than our locomotive brakes, so it's important to fully utilize them. Once speed is low enough that the dynamics are no longer slowing the train, gradually apply the independent brake when stopping.

ABTH 103.6.4

Answer: 1. Gradually reduce the throttle one notch at a time. 2. Maintain a slack-stretched condition and allow the ascending grade to slow the train. 3. When the train stalls, fully apply the independent brake. 4. Reduce the throttle to IDLE. 5. Apply train brakes as the train stops, or just before it stops if immediate movement after stopping is not anticipated.

---

Feedback:
Stopping on an ascending grade requires fully applying the independent brake while the throttle is still in a power position. The train could roll back if the throttle is reduced to Idle before applying the independent brake.

ABTH 103.6.4B

Answer: Wait for the slack to adjust

---

Feedback:
Going from power to Idle in this scenario will cause some buff forces. It's important to allow those in-train forces time to propagate through the train since setting the brakes will create more buff forces. High buff forces can result in derailments and damage to track and equipment. Complying with these train handling guidelines will help prevent high intrain forces and the incidents associated with them.

ABTH 103.6.4B

Answer: 6-8 psi

---

Feedback:
Remember to start actuating 2 seconds before making the minimum brake pipe reduction. Continue to actuate for at least 10 seconds after the brake pipe reduction to ensure the locomotive brakes don't apply. For planned stops, starting with an initial application of 6-8 psi prevents abrupt changes in slack which can occur with heavy reductions.

ABTH 103.6.4B

Answer: As the train comes to a stop

---

Feedback:
The final brake pipe reduction should result in the brake pipe pressure exhausting as the train comes to a stop. Setting air as the train is coming to a stop prevents a run-out of slack. Remember: Do not actuate on the final reduction since you want the locomotive brakes to apply.

ABTH 103.7.2

Answer: No, if the independent brake will hold the train, no hand brakes are required.

---

Feedback:
If the independent brakes will hold the train on a grade, then no application of hand brakes is required when recharging the air brake system. If unsure, hand brakes must be applied.

ABTH 103.7.2

Answer: Power

---

Feedback:
Using power to hold a train stationary on a grade will cause damage to track and equipment. Use air brakes and/or hand brakes to hold the train.

ABTH 103.6.3F

Answer: 4

---

Feedback:
Exceeding throttle position 4 is referred to as power braking and is not permitted. Power braking quickly elevates wheel temperatures which could result in damage to equipment and rail.

ABTH 103.6.3F

Answer: Only when more fuel-efficient methods will not provide the necessary control of train speed.

---

Feedback:
More fuel-efficient methods include throttle manipulation, dynamic braking, and dynamic braking supplemented with air brakes. If none of these will provide necessary control of train speed, then stretch braking is permitted.

ABTH 103.7.1

Answer: Make an emergency brake application.

---

Feedback:
A service brake application is a brake application anywhere between a Minimum Reduction and Full Service. If brake application within this range will not control train speed, place the train into Emergency.

ABTH 103.7.3

Answer: 15

---

Feedback:
Look at the rear brake pipe pressure before passing the summit of a mountain grade. On BNSF freight trains, the regulating valve is set at 90 psi, so the brake pipe pressure on the rear car needs to be 75 psi or higher..

ABTH 103.7.3

Answer: - Abnormal brake pipe pressure changes - Loss of brake pipe pressure - Abnormal increase in air flow reading - Unusual conditions

---

Feedback:
If any of these issues are noted, stop the train, secure it, and correct the problem.

ABTH 100.9A

Answer: Air Flow Method (AFM), Brake Pipe Leakage Method

---

Feedback:
The Air Flow Method (AFM) is the preferred method for performing a Brake Pipe Leakage Test when the locomotive has an air flow meter. The Brake Pipe Leakage Method - which has 9 steps to determine the amount of leakage in your brake pipe system - is to be used when the AFM gauge is not on the locomotive.

ABTH 100.9A

Answer: 15 psi

---

Feedback:
Regulating valve settings: - Freight service = 90 psi - Passenger service = 105 psi - The pressure at rear of train must be within 15 psi of the pressures listed above. - The pressure at rear of the train must be determined by one of the following: A gauge verified to be accurate, an ETD, or a DP locomotive consist.

ABTH 100.9A

Answer: 60

---

Feedback:
If the flow exceeds 60 CFM, the train needs to be inspected for leakage. Leakage is often the result of a bad gasket or air hose. For DP trains: When combined air flow readings of DP lead and DP remotes do not exceed 90 CFM, the test is complete.

ABTH 100.9A

Answer: During an Initial Terminal and Road Air Brake Test

---

Feedback:
Remember, there are three air brake tests that require a leakage test: - Class 1 Air Brake Test - Class 1 Air Brake Test from Yard Test Plant - Class 1A Air Brake Test A Leakage Test is also required when adding cars not pretested to a train. The preferred method for testing brake pipe leakage is the Air Flow Method (AFM).

ABTH 103.7.6

Answer: High Pressure (HP)

---

Feedback:
When retaining valves are used to help control train speed, use High Pressure (HP). Slow Direct (SD) should not be used. Low Pressure (LP) is only used for empty cars. This is a loaded coal train, there are no empty cars, so the LP position must not be used.

ABTH 103.7.6

Answer: 15

---

Feedback:
15 mph must not be exceeded when operating with any retaining valves set. Even if just one car had a retaining valve set, maximum authorized speed is 15 mph.

ABTH 103.9

Answer: Increase the brake pipe reduction at least 5 psi below the last effective brake pipe reduction.

---

Feedback:
Since brakes were applied prior to the unintentional release, the air brake system was not fully charged to the regulating valve setting. To ensure the brakes reapply, the brake pipe reduction needs to be 5 psi deeper than the previous reduction that applied the brakes. For example: The brake pipe was at 80 psi when an unintentional release occurs. After you reapply, the brake pipe should be at 75 psi.

ABTH 103.7.4

Answer: 15

---

Feedback:
If a brake pipe reduction of more than 15 psi is needed to control train speed, stop the train and inspect to determine the reason.

ABTH 103.7.4

Answer: Move the automatic brake valve cut-out valve from FRT to Pass.

---

Feedback:
Use extreme caution while operating with the automatic brake valve cut-out valve in Pass. Any movement of the automatic brake valve handle toward Release will release the brakes throughout the entire train.

ABTH 103.8

Answer: 5 mph

---

Feedback:
If maximum authorized speed is exceeded by five mph or more and you are not sure a service brake application can control train speed, don't hesitate to place the train into emergency.

ABTH 103.8

Answer: Quickly to Emergency position and leave it there until the train stops. Lift the red cover of the Emergency Switch and activate the emergency valve on the ETD.

---

Feedback:
Quickly move the automatic brake valve to the Emergency position. While doing this, use the independent brake to develop desired brake cylinder pressure to help control slack. On conventional trains, activate the emergency valve on the ETD. By doing this, the emergency applications will start from both ends of the train, and move through the train faster, rather than waiting for it to travel from the head end all the way to the rear end.

ABTH 103.8

Answer: Both intentional and undesired emergency brake applications need to be reported.

---

Feedback:
Whether intentional or undesired, emergency brake applications that occur while the train is moving must be reported to the train dispatcher. They are considered en route delays. Any undesired emergency brake applications that occur during normal service braking ("kickers," or "dynamiters") must be reported to the NOC Mechanical Help Desk as an air brake defect.

ABTH 103.10

Answer: - Alertness device - Overspeed device - Positive Train Control (PTC)

---

Feedback:
A penalty brake application causes a full-service brake pipe reduction. Cab signals and distributed power failures are also devices that can cause penalty brake applications.

ABTH 103.10

Answer: 2 minutes

---

Feedback:
On conventional trains, if operating conditions allow, the PCS can be reset while the train is still moving. Because of the time it takes for the PCS to reset on DP remote units, distributed power trains must come to a stop to recover from a penalty brake application.

ABTH 100.9B

Answer: -Controlling locomotive with a maintaining-type automatic brake valve -Locomotive with an air flow meter measured in increments no greater than 10 CFM -Air flow meter that functions within calibration requirements -Train with a gauge or device at the rear of the train

---

Feedback:
All BNSF locomotives have a maintaining-type automatic brake valve. This valve compensates for leakage and keeps the brake pipe pressure from dropping. If the controlling locomotive does not have the required equipment to perform the Air Flow Method to test for leakage, then use ABTH 100.9C Brake Pipe Leakage Method to properly perform the required leakage test.

ABTH 100.9C

Answer: The Air Flow method is a more efficient way to satisfy the required leakage test.

---

Feedback:
The Air Flow Method is more efficient than using rule ABTH 100.9 C, Brake Pipe Leakage Method. When using the AFM, results of the amount of leakage, if any, in the train is known within a short time of the air being sent through the brake pipe. That time can increase in cold weather. The steps required when using ABTH 100.9 C, at a minimum, require three minutes to complete. The other steps outlined in that rule also require additional time. There is no minimum time to determine leakage when using the AFM. Once the air flow drops below 60 CFM (90 CFM for distributed power trains), the test is complete.

ABTH 104.7.1D

Answer: Release (REL) position

---

Feedback:
The Release (REL) position. This handle position is to the far left on some control stands and back toward the operator on others.

ABTH 104.7.1D

Answer: Minimum (MIN) position

---

Feedback:
The Minimum (MIN) position is the first notch out of Release (REL). This is part of the Service Zone.

ABTH 104.7.1D

Answer: Full Service (FS) position

---

Feedback:
The Full Service (FS) position is the second notch out of Release (REL), although it is separated from Minimum (MIN) by a portion of the Service Zone. This is part of the Service Zone. The Service Zone is everything from MIN to CS.

ABTH 104.7.1D

Answer: Suppression (SUP) position

---

Feedback:
The Suppression (SUP) position is the third notch out of Release (REL), and immediately follows Full Service (FS). This is part of the Service Zone.

ABTH 104.7.1D

Answer: Continuous Service/Handle Off (HO)

---

Feedback:
The Continuous Service/Handle Off (HO) position is the notch right before Emergency (EMER). This is part of the Service Zone.

ABTH 104.7.1D

Answer: Emergency (EMER) position

---

Feedback:
The Emergency (EMER) position. This handle position is to the far right on 26-type automatic brake valves. It is away from the operator on 30 CDW-type automatic brake valves.

ABTH 104.7.4

Answer: - Lead or Dead/In - Trail/Out

---

Feedback:
When cutting in or cutting out the independent brake valve, it is referred to as Lead (In) and Trail (Out).

ABTH 104.7.4

Answer: If it is a trailing unit

---

Feedback:
A single unit needs to be set up as a lead unit, meaning the air brakes must be able to be controlled from that unit. If it is a trailing unit, then the Trail position needs to be used.

ABTH 104.7.4

Answer: In/Out

---

Feedback:
A double-ported cutout cock is a little simpler to use when it comes to controlling or trailing locomotives. The In position means it is a controlling locomotive or hauled dead-intow. The Out position means it is a trailing locomotive in a multiple unit consist.

ABTH 104.7.3

Answer: Actuate while the handle is in the Release (REL) position.

---

Feedback:
Actuating will prevent the automatic brake from applying on the locomotives. You must also ensure the independent brake remains in the Release position.

ABTH 104.7.3

Answer: - Press the independent brake valve handle down. - Lift the actuating ring on the independent brake valve handle. - Push the independent brake valve handle to the right.

---

Feedback:
There are three different independent brake valves in service on the BNSF. - On side-stand control stands, hold down the independent brake valve to actuate. - On older desktop control stands (30 CDWs), push and hold the independent brake valve handle to the right. - On the newer desktop control stands, lift the ring on the independent brake valve.

ABTH 104.7.3

Answer: RELEASE, FULL

---

Feedback:
In the Release position, all independent brakes are fully released. Maximum brake cylinder pressure is applied in the Full position. There is no recharging feature on independent brakes. Air is supplied by the main reservoir on the locomotive. Brake cylinder pressure can be applied, released, or held continuously.

ABTH 104.7.2

Answer: - Freight (FRT) - Out - Passenger (PASS)

---

Feedback:
You might still find 2-position cutout valves in service, but on a 3-position cutout valve, Freight (FRT) and IN are considered the same and perform the same function.

ABTH 104.7.2

Answer: Freight (FRT)

---

Feedback:
It's important to be in the Freight (FRT) position when handling freight. This allows the controlling locomotive to regulate all functions regarding air brakes on the entire train.

ABTH 104.7.2

Answer: Out

---

Feedback:
It's important to be in the Out position on trailing locomotives to ensure that only one automatic brake valve is cut in per locomotive consist. The air brakes on the entire train will not work properly if a trailing locomotive in a consist does not have the brake valve in the Out position.

ABTH 104.7.2

Answer: When the equalizing reservoir pressure is leaking

---

Feedback:
The Pass position is still considered to be "cut-in"; however, when the valve is in this position, any movement of the brake handle to the Release position could inadvertently cause all the air brakes to release.

ABTH 100.9C

Answer: When leakage exceeds 5 psi

---

Feedback:
While monitoring for one minute and the leakage exceeds 5 psi, the train must be inspected for leakage and re-tested. Gaskets, air hoses, and control valves can all contribute to excess leakage when they become faulty.

ABTH 100.9C

Answer: Close the angle cock between the last car and the ETD

---

Feedback:
If you're on a smaller train such as a Local, an air turbine ETD may bleed down your air by more than 5 psi before the test is complete. If that happens, you must close the angle cock between the ETD and last car to get an accurate test.

ABTH 105.1

Answer: 1. Set up the remote units 2. Set up the lead unit 3. Link the remote(s) from the lead unit 4. Perform a brake pipe continuity test

---

Feedback:
When conditioning locomotives for DP, start with the remote unit(s). Condition only one locomotive per remote consist. Once this is complete, set up the lead locomotive, and then link the consists.

ABTH 105.1.2C

Answer: All three locomotives need to be locked.

---

Feedback:
All locomotives in a DP remote consist must be locked once conditioning is complete. On the lead consist, only the controlling locomotive needs to be locked. Make sure to lock both the front door and the door behind the engineer's seat.

ABTH 105.1

Answer: 20; lead consist and remote consist

---

Feedback:
Watch the air flow meter on both the lead consist and remote consist. The air flow must be below 20 CFM on each consist before you can execute a brake pipe continuity test. Trying to execute this test before the air flow is below 20 CFM will result in an error.

ABTH 105.1

Answer: Engineer must link to a locomotive in DP remote consist B first.

---

Feedback:
The order locomotives are linked is reflected on the DP control screen. An improper sequence could result in bad train handling and damage to equipment.

ABTH 105.5.2

Answer: Brake pipe blockage

---

Feedback:
The system will report a train check failure by showing Train Check Fail and sounding three chimes. The most common causes of a train check fail are: - Blocked brake pipe - Brake pipe leakage - Communication interruption between the lead and remote units If the first train check results in failure, perform a second train check. If the train check fails a second time, use the alternative method outlined in ABTH 105.5.2 B.

ABTH 105.2.1

Answer: Stopped; Release or Minimum Reduction

---

Feedback:
The Air Flow method is the preferred method to use when conducting a brake pipe leakage test. If it is necessary to use the Brake Pipe Leakage Method, the acceptable leakage amount is under 5 psi. The leakage test does not have to be performed each time the train stops. That requirement falls under ABTH 105.5 Train Check.

ABTH 105.5.1

Answer: 10

---

Feedback:
The train check soft key will not appear on the screen without at least a 10 psi reduction.

ABTH 105.5.1

Answer: 10 mph

---

Feedback:
The train must not move further than one train length, unless the entire train is visually inspected or the changing brake pipe pressure readings from the DP remotes or ETD indicate that the brake pipe is not obstructed. Best practice is to wait for the result of a train check because a Fail would require stopping. There are conditions, such as being stopped at a crossing, that may require moving with the train check is initiating.

ABTH 105.5.2C

Answer: No more than one train length and at no more than 10 mph

---

Feedback:
Communication interruption between the lead consist and remote DP consist will affect the train check. If your crew can move the train safely, you can do so, but do not exceed 10 mph and do not exceed the length of the train. Then attempt the train check again. Some locations within our system are not conducive to good radio communication. Canyons, tunnels, or heavily wooded locations may require moving the train to improve radio service.

ABTH 100.10A

Answer: Both roles

---

Feedback:
Both qualified employees and qualified mechanical inspectors may perform Class 1 air brake test/inspection on freight trains. Conductors are considered qualified employees. Carmen are qualified mechanical inspectors who receive more extensive training.

GCOR 1.33

Answer: True

---

Feedback:
A visual safety inspection of the equipment must be performed on both sides of all cars. The train must be standing still to perform this operation. The application and release of the brakes test can be performed from one side of the train if all moving parts of the brake system can be seen. A list of all items to check can be found in GCOR 1.33.

ABTH 100.10A

Answer: 24

---

Feedback:
Any previous Class 1 air brake test is void if a car has been off air for more than 24 hours making it necessary to conduct a Class 1 air brake test on the portion of the train that has not been kept charged.

ABTH 100.10B

Answer: Exhaust

---

Feedback:
If the retaining valves are not in the exhaust position, the brakes will remain applied when the automatic brake valve is placed in Release. Exhaust position allows all of the air in the brake cylinder to dissipate thus releasing the brakes. In addition to verifying the position of the retaining valves, inspect angle cocks, air hoses, and the system for any leakage.

ABTH 100.10B

Answer: Once; three

---

Feedback:
Cars may only be retested once. If the brakes do not remain engaged for a minimum of three minutes during the retest, the car needs to be set out.

ABTH 100.10C

Answer: No written or electronic record is required

---

Feedback:
A written or electronic record is required when the air brake test is done by someone other than the crew. In this example, the train crew performed the air brake test, so no written or electronic record is required. However, reporting the test via the Mobile Train Reporting (MTR) app or Voice Train Reporting (VTR) system is required.

ABTH 105.10

Answer: With power from only the remote DP consist

---

Feedback:
This is known as a "bump" test. With the throttle in Idle on the lead consist, use the DP screen to separate the lead consist from the remote DP consist. Increase throttle on the remote DP consist. If the train moves forward, the Same/Opposite switch is in the correct position. If it moves backward, it is in the wrong position. It is important to know if the DP locomotive being linked to is facing the same direction as your lead locomotive.

ABTH 100.10.2

Answer: Class 3 Air Brake Test

---

Feedback:
An Application and Release Air Brake Test can be performed if the train has been off air for 24 hours or less, and the air from the test plant is the same as the locomotive regulating valve setting (90 psi). Note: On the BNSF, all yard test plants use a pressure of 90 psi for air brake tests.

ABTH 100.10.2

Answer: - A Brake Pipe Leakage Test - An Application and Release Air Brake Test

---

Feedback:
If a train is off air 24 hours or less and the yard test plant pressure setting is less than the locomotive regulating valve, you must: - Charge the air to the regulating valve setting - Perform a Brake Pipe Leakage Test - Perform an Application and Release Air Brake Test (Class 3 Air Brake Test)

ABTH 100.10.2

Answer: An Initial Terminal and Road Air Brake Test (Class 1)

---

Feedback:
A brake system that has not been connected to a continuous source of compressed air of at least 60 psi for 24 hours or more is considered "off air." This requires charging the brake system and performing a Class 1 to verify that all the brakes function correctly on each car.

ABTH 100.10.1

Answer: Not more than 1,500 miles

---

Feedback:
An extended haul designation reduces required stops and inspections at intermediate points. However, before the train exceeds 1,500 miles, another Class 1 or Class 1A air brake test must be performed by a Qualified Mechanical Inspector (QMI).

ABTH 100.10.1

Answer: One pickup, one setout

---

Feedback:
- Combining/splitting of two extended haul trains does not count as a pickup or set out. - Setting out defective equipment discovered en route does not count as a set out. - Cars or solid block of cars added en route must be pretested by a Qualified Mechanical Inspector (QMI). - Train must not move any cars with defective equipment unless cleared by the NOC Mechanical Help Desk.

ABTH 100.11

Answer: Transfer Train Air Brake Test

---

Feedback:
- A Transfer Train Air Brake Test is performed when a transfer train and yard movement does not exceed 20 miles in one direction. - To conduct the test, system must be charged to at least 60 psi as indicated by gauge or device at the rear of the train. - Make a 15 psi brake pipe reduction. - Verify brakes apply and remain applied on each car until a release signal is given.

ABTH 100.10B

Answer: 100%

---

Feedback:
At designated locations, trains may receive a Class 1A Air Brake Test. 100% of the brakes must be operative. Any cars that release prior to the signal being given can be retested once. To pass retest, brakes must remain applied for no less than 3 minutes.

ABTH 100.10.1

Answer: - Intermediate air brake test (Class 1A) - Initial terminal and road air brake test (Class 1)

---

Feedback:
When an extended haul train is at an intermediate point, it requires either a Class 1 or Class 1A Air Brake Test. 100% of the brakes must be operative before departing. The Class 1 or Class 1A Air Brake Test must be performed by a Qualified Mechanical Inspector on trains designated as Extended Haul.

ABTH 100.13

Answer: - On all trains consisting entirely of business cars - On all passenger trains - On all trains during inclement weather - On all trains prior to descending mountain grades

---

Feedback:
Testing periodically to make sure no snow or ice builds up on the brake shoes is critical considering the detrimental effects of brakes not functioning properly. Trains on mountain grades can reach dangerous speeds very quickly. Bad weather can have adverse effects on the rail and braking system. Malfunctioning brakes on passenger trains or trains with business cars could put the lives of hundreds of passengers in danger. Testing brakes keeps everyone safe and on the rail.

ABTH 100.13

Answer: When snow is up to or above the top of the rail

---

Feedback:
Performing a running air brake test during winter weather keeps the ice and snow from building up on the braking components. It is vital to ensure brakes are functioning properly and free of debris, particularly when icy rail conditions create additional challenges to braking safely.

ABTH 100.13

Answer: Stop the train immediately, using all available braking

---

Feedback:
If a train is not slowing down as it should, immediately stop using all available braking including dynamic braking, a full-service brake application, and, if necessary, an emergency brake application.

ABTH 100.14

Answer: Air brake test when cutting off and recoupling

---

Feedback:
This test is only applicable if the time has not exceeded 24 hours. The brake pipe has not been compromised by cutting the road crossing. The train is being put back together the same way it was before being uncoupled.

ABTH 100.14

Answer: Class 1 air brake test on the portion that was not coupled to the locomotive consist (off air)

---

Feedback:
The portion of the train that was off air in excess of 24 hours will require a Class 1 air brake test.

ABTH 101.1

Answer: - When a locomotive is dead - When a locomotive is isolated - When any locomotive traction motors are cut out

---

Feedback:
When a locomotive is isolated, dead, or a traction motor is cut out and that locomotive experiences a locked axle, a wheel slip may not be indicated on the lead locomotive. Frequently perform visual checks to ensure wheels are not sliding.

ABTH 100.16

Answer: Handle off/Continuous service

---

Feedback:
A valid inbound inspection requires the pressure be reduced at a service rate. Handle off/Continuous service reduces at that rate. The Emergency position will also draw the brake pipe pressure down to 0 psi, but at the much faster emergency rate.

ABTH 101.2A

Answer: Locomotive engineer

---

Feedback:
Engineers have the responsibility to ensure each locomotive in their charge is inspected each day the locomotive is in service. This includes locomotives picked up en route.

ABTH 101.2A

Answer: Before 2359

---

Feedback:
If the locomotive had an inspection on the previous day, the engineer needs to complete a daily inspection before 2359 unless relieved by the proper authority.

ABTH 101.2C

Answer: An Electronic Locomotive Inspection Report

---

Feedback:
When conducting a locomotive daily inspection and completing the locomotive cab cards, be sure to also complete the electronic locomotive inspection report on the tie-up screen.

ABTH 101.7

Answer: 90 psi

---

Feedback:
The standard brake pipe pressures on the BNSF are: - Yard service: 90 psi - Freight service: 90 psi

ABTH 101.7

Answer: 105 psi

---

Feedback:
Adjust/verify the regulating valve setting to 105 psi on trains consisting entirely of business cars or passenger equipment. A locomotive with the regulating valve adjusted to 105 psi that will not be used in train consisting entirely of business or passenger equipment will need to have the regulating valve adjusted back to 90 psi. Rule 101.8: Reducing Locomotive Overcharge outlines the process to do so.

ABTH 101.10

Answer: - When the device fails to provide visual warnings - When the device fails to provide audio warnings

---

Feedback:
Consider an alerter defective if the device fails to provide visual and audio warnings. Safety devices do not have to be operational on non-controlling locomotives, distributed power remote controlled locomotives, or during drag loading/unloading operations under five mph.

ABTH 101.10

Answer: Dispatcher and NOC Mechanical Help desk

---

Feedback:
When possible, make sure all locomotive safety devices are cut in and operating at all times. If a safety device isn't cut in or doesn't work properly, inform the dispatcher and NOC Mechanical Help desk as soon as possible. Do not cut out, tamper with, or defeat a safety device without proper authorization.

ABTH 101.14

Answer: Operate the light locomotive consist from the cab nearest the direction of travel.

---

Feedback:
Operating from the cab nearest the direction of travel is required under the following circumstances: - Distance to be traveled exceeds two miles - A member of the same crew does not control movement using hand signals or radio - Visibility is impaired

ABTH 101.6

Answer: - Making up a locomotive consist - Adding locomotives to a consist - Rearranging or removing other than the rear locomotive of a consist

---

Feedback:
Anytime MU hoses are uncoupled and have to be re-coupled, a locomotive air brake test will be required. The purpose of the test is to ensure all air brakes, automatic and independent, function as intended throughout the entire consist.

ABTH 101.6

Answer: An Alerter test is not needed

---

Feedback:
When a locomotive consist is originally made up or when the lead locomotive changes enroute, it is required to conduct an Electronic Alertness Device (Alerter) Test. However, this test is not required for locomotives in Yard Service.

ABTH 101.13A

Answer: - Ensure locomotive air brakes are applied on each locomotive - Verify that hand brakes are released on all locomotives - Position cutout cocks and valves for multiple-unit operation

---

Feedback:
Before making an initial movement of a locomotive consist outside designated Mechanical Department limits, follow the steps below: 1. Ensure locomotive brakes are applied. 2. Check main reservoir pressure. 3. Verify all hand brakes are released. 4. Ensure all MU hoses are coupled. 5. Ensure cutout cocks are cut in. Following these steps ensures the equipment is set up correctly for the operation of the locomotive brakes.

ABTH 101.13B

Answer: If brakes apply the actuation and independent application/release hoses may be crossed.

---

Feedback:
If the actuation and independent application/release lines are crossed, charging occurs in the independent application/release line with 120-140 psi of pressure. This will cause the independent brakes on the trailing locomotives to apply. If actuating results in brakes applying on trailing locomotives or a sudden change in slack is noted, stop and check MU hose connections.

ABTH 101.15

Answer: MU-2A Valve or Double- Ported Cutout Cock

---

Feedback:
On older locomotives, there is a physical valve called an MU-2A or Double-Ported Cutout Cock that controls the independent brake. The valve is usually located near the bottom of the control stand. On new CCB style locomotives, use the computer screens to cut in/cut out the independent brakes.

ABTH 101.15

Answer: Continuous Service

---

Feedback:
When a locomotive is in the trailing position, the Automatic Brake Valve handle is in the Handle Off/Continuous Service position and the Automatic Brake Valve is cut out.

ABTH 10.2.1

Answer: No

---

Feedback:
Always secure unattended equipment with hand brakes. The air could leak off the cars, if there are no hand brakes applied, the cars will have no brakes at all

ABTH 102.1

Answer: - Grade and adhesion - Number of loaded and empty cars - Weather conditions

---

Feedback:
Refer to the train list/work order to determine the number of loaded and empty cars in the train. Refer to the timetable for the grade of the track.

ABTH 102.1.1

Answer: Yes. The air brake release test confirms that 10 cars are sufficient to secure the train.

---

Feedback:
A successful release test is sufficient in verifying hand brakes will prevent movement. To perform a proper release test, release both the automatic and independent brakes.

ABTH 102.1.1

Answer: All three locomotive hand brakes on the lead consist must be applied

---

Feedback:
All hand brakes on the lead locomotive consist must always be applied when securing unattended equipment. Hand brakes applied on the locomotive consist should be counted toward the total number of hand brakes for securing a train.

ABTH 102.1.2

Answer: - Number required is unknown - Releasing the air brakes to test for sufficient hand brakes is not practical (such as when only the rear of train is being left unattended)

---

Feedback:
Under many circumstances, the release test is a practical way to determine hand brakes are sufficient to secure. The chart showing the number of cars requiring hand brakes exists for situations where it is not practical to perform the release test to determine sufficient hand brakes.

ABTH 102.1.3

Answer: Immediately secure detached portions.

---

Feedback:
When a train separation occurs, the detached portion must be secured with hand brakes before repairs are made or the air brake system is recharged. Never depend on the air brake system for securement because the air can bleed off the cars. This would cause the brakes to release. Any increase in brake pipe pressure can also trigger a release.

ABTH 102.1.4

Answer: - Spotting a customer's facility or industry track - In a yard, siding, or auxiliary track - Mechanical Department has chained the car to the rail-if it's determined the hand brake is inoperative

---

Feedback:
A single car securement test must be performed when a car will be left standing not coupled to other equipment. All hand brakes must be applied when a single car that has more than one hand brake is set out.

ABTH 102.1.4

Answer: Move the car a sufficient distance to ensure hand brake is operational.

---

Feedback:
When a single car that has more than one hand brake is set out, all hand brakes must be applied. Moving the car a sufficient distance can be done using a pushing or pulling movement. Look for signs that the brake shoe is pressing against the braking surface. This should result in limited wheel rotation and adhesion to the rail.

ABTH 101.19

Answer: Handle Off/Continuous Service

---

Feedback:
This is now our trailing unit, and all trailing units should have the automatic brake valve in the HO/CS position with the brake valve cutout.

ABTH 102.5

Answer: Stop the train as soon as possible and determine the cause of sticking brakes.

---

Feedback:
If the cause of sticking brakes can be determined, correct the problem if possible. If necessary, cut out the control valve or set out the car. Cutting out the control valve will affect the number of operative brakes in a train. 95% of brakes must be operative under all circumstances.

ABTH 102.5

Answer: - Retaining valve not in Exhaust - Hand brakes applied - Overcharged air brake system - Leak in the air brake system

---

Feedback:
There are multiple reasons a train's brakes may be sticking. These are some of the most common reasons.

ABTH 102.1.5

Answer: No

---

Feedback:
A single car cannot be kicked into or provide securement. One car can hold itself in place. However, depending on the amount of cars or tonnage that is put on top of that one car, it is possible the single car's brakes are not sufficient to prevent all of the equipment from rolling. ABTH 102.1.4 must be followed when leaving a single car unattended in a track.

ABTH 102.1.5

Answer: - The crew is actively switching into secured tracks. - The crew ends switching operation and does verify all equipment is properly secured.

---

Feedback:
As long as the train crew is continuously switching into tracks that have established secured equipment, then all cars in those tracks or being kicked into those tracks are considered as attended. They are considered attended because the crew is still near the cars they have been moving and can secure those cars if the need arises.

ABTH 102.1.5

Answer: - Stretch the slack to ensure all cars are coupled together. - Secure the end of the tracks switched into with the same number of hand brakes as the opposite end.

---

Feedback:
Crews must determine that cars are secured in each track switched in before leaving the area. Stretching the entire track determines all cars have coupled, and a securement test can be completed. If that is not an option, "bookending" the track with the same number of handbrakes from the end being switched into as the opposite end is sufficient. This ensures any cars that have not coupled into equipment and do roll, will roll into cars that have handbrakes tested with a securement test.

ABTH 102.6

Answer: 1. Adjust the regulating valve to the desired pressure. 2. Make a full-service brake pipe reduction with the automatic brake. 3. Wait at least 30 seconds after the brake pipe exhaust stops. 4. Move the automatic brake valve handle to Release. 5. Charge the system to the required pressure.

---

Feedback:
On some older locomotives, the regulating valve knob is located on the control stand. On newer locomotives, it can be accessed on the display screen. The brake system should be set to 90 psi. If it is higher than 90 psi, you must perform these steps.

ABTH 102.3

Answer: Isolate

---

Feedback:
Placing unattended locomotives in Isolate keeps them from developing power or responding to controls. This saves fuel and acts as an added security feature. This requirement excludes conditioned DP remote locomotives on secured unattended trains.

ABTH 102.3

Answer: Off for all locomotives

---

Feedback:
When leaving a train unattended with the locomotives attached, the engineer must turn off the generator field switch on the lead locomotive and verify it is off on trailing locomotives.

ABTH 102.3

Answer: A sufficient number to prevent undesired movement, but a minimum of one on the lead controlling locomotive

---

Feedback:
Apply a sufficient number of hand brakes to prevent undesired movement. This exception only applies to light locomotive consists in yards or mechanical facilities. One hand brake might not be enough to secure the consist, so it's important to remember a release test is still required. If one hand brake is sufficient, it must be applied on the lead controlling locomotive in the consist.

ABTH 102.10

Answer: 40 psi

---

Feedback:
When making a 40-psi reduction, cars will not release behind you after cutting in the air. If there is 50.5 psi or more in the system, a release of the brakes could be triggered. By making a 40-psi reduction, only 50 psi exists in the system.

ABTH 102.13.1

Answer: 5

---

Feedback:
When the Comm message appears on distributed power trains, it is important to note when it came on. If on for 5 minutes, it is considered an en route communication failure, and compliance with applicable rules is required.

ABTH 102.13.1

Answer: Train must not exceed 30 mph until the failure is corrected or another method of compliance is secured

---

Feedback:
Tracks listed in System Special Instructions Item 2(A) require the train to stop and not proceed until the issue is corrected. The tracks listed in SSI Item 2(A) are tracks that have a grade of 2% or greater. That is why trains need to stop and not proceed until failure is corrected or another method of compliance is secured.

ABTH 102.15A

Answer: Stop and secure the train.

---

Feedback:
Regardless of the territory, stop and secure the train if you experience an abnormal change in or loss of brake pipe pressure when the air brakes are released and a normal gradient established. Once stopped, inspect the train to determine the cause. Some common causes include: leak in the brake pipe or glad hands that are not properly connected.

ABTH 102.13

Answer: - Engines without cars - A local train that weighs 3,000 tons operating on .5% grade and is traveling a distance that can be operated by a single crew in a single tour of duty

---

Feedback:
Trains designated as key trains must have the capability to initiate an emergency brake application from the rear of train. Key train status can change over the course of a trip due to setouts and pickups made en route. It is the responsibility of the train crew to know the key train status.

ABTH 102.13

Answer: - An armed and tested operative two-way endof- train telemetry system (HTD/ETD) - Distributed power placed on the rear of the train

---

Feedback:
Trains with a manned helper, caboose, or passenger equipment at the rear of the train that is equipped with an emergency brake valve and manned by an employee equipped with two-way voice radio communication with the engineer at the head of the train also fulfill this requirement.

ABTH 103.2

Answer: 10 seconds

---

Feedback:
This 10 second pause occurs with the throttle in Idle. The pause allows for electrical current decay and prevents a surge of dynamic braking. A surge in dynamic braking results in high buff forces which can cause damage to track structure or derailment.

ABTH 103.2

Answer: When in the process of starting or stopping, and speed is below the effective range of the dynamic brakes

---

Feedback:
Use dynamic brakes to their fullest extent. Extended-range dynamic brakes normally start to lose their effectiveness at speeds of 5 mph and less. This is an example of when to supplement the dynamic brake with the independent brake.

ABTH 103.2.1

Answer: Cut out basic-range dynamic brakes on trailing locomotives.

---

Feedback:
Trains have a maximum limit of dynamic brake axles that can be used. When a situation requires the engineer to cut out dynamic brakes, the first option (if available) is to cut out basicrange dynamic brakes on trailing locomotives. Basic-range dynamic brakes lose their effectiveness at a higher speed than extended-range dynamic brakes.

ABTH 103.2.1

Answer: Do not exceed dynamic brake 4 until at least half the train has passed the restricted area.

---

Feedback:
By not exceeding dynamic brake position 4 until at least half the train has passed the restricted area, we limit the amount of tractive effort pushed onto the rails. This helps to prevent track damage and derailments caused by excessive dynamic braking. Exception: Trains utilizing GE Trip Optimizer are exempt from the above requirement to use dynamic brake handle position 4 when in Auto Control only.

ABTH 103.2.1

Answer: 28

---

Feedback:
Excessive dynamic brake axles based on the train type increases the potential for a safety-related incident. It is important to walk through the locomotive consist to verify the proper amount of dynamics have been cutout for compliance.

ABTH 103.2.1

Answer: - When the first 25 cars are conventional (non-multiplatform), weighing a minimum of 100 tons each - When handling intermodal equipment, and the first 25 platforms are solid-loaded, double-stack type equipment

---

Feedback:
It is important to look at the make-up of the train to see how many dynamic brake axles are allowed. These two scenarios allow for a train to operate with up to 32 equivalent dynamic brake axles. Any combination of the two scenarios would allow for 32 equivalent dynamic brake axles (first 10 platforms are solid-loaded, double-stack type equipment, and the next 15 cars are conventional cars weighing a minimum of 100 tons each).

ABTH 103.3A

Answer: 2-3; 30

---

Feedback:
For planned slowdowns and stops, after the initial reduction of six to eight psi, make additional reductions in two to three psi increments. These reductions should be spaced 30 seconds apart to give the system time to stabilize, which results in better train handling. Make a final brake pipe reduction when operating conditions permit as train is nearing a stop to prevent a run-out of slack. This results in brake pipe pressure exhausting as the train comes to a stop.

ABTH 103.3A

Answer: 15

---

Feedback:
15 psi is almost 60% of total service braking. Needing any more force could indicate a dangerous malfunction in the braking system such as a blocked brake. If more than a 15 psi reduction is necessary to control speed, the crew must stop and determine why.

ABTH 102.15B

Answer: 60

---

Feedback:
On conventional trains, if the air flow does not drop below 60 CFM within the appropriate time, the train will proceed not exceeding 20 MPH to a location where an inspection can be completed and the brake system repaired. Appropriate time will depend on different factors (weather, length of train, etc.)

ABTH 102.15B

Answer: 90

---

Feedback:
The key word here is combined. Appropriate time will depend on different factors (weather, length of train, etc.)

ABTH 102.15B

Answer: 2.0; 3

---

Feedback:
Although many of our DP trains operate with the 90 CFM Permanent Waiver, there are conditions where, if the combined air flow exceeds 60 CFM (similar to conventional trains), the train has restrictions.

ABTH 103.3C

Answer: - Train speed - Train make-up - Temperature - Physical characteristics of territory

---

Feedback:
If any of these operating conditions could lead to an unfavorable outcome with a running release, take the safe course and bring the train to a stop.

ABTH 103.3C

Answer: Increase brake pipe reduction to 10 psi and allow the exhaust at the automatic brake valve to stop before releasing the brakes.

---

Feedback:
A10 psi brake pipe reduction will allow for an accelerated service release of the brakes when the automatic brake valve is moved to the Release position. Accelerated service release cuts release times in half and greatly reduces in-train forces. Wait for the exhaust to stop before moving the automatic brake to release to allow for the air to travel through the entire brake pipe.

ABTH 103.3B

Answer: 15

---

Feedback:
Making a 15 psi reduction will ensure an accelerated service release when air brakes are released. The reduction also allows the engineer to verify pressure rises at the rear when releasing brakes, validating that air is flowing through the train.

ABTH 103.3B

Answer: When the train is ready to depart

---

Feedback:
If required to release brakes, such as during a train inspection, brakes must be reapplied and released prior to departing. An example of an operating condition that may not allow brakes to remain applied until ready to depart or no increase in brake pipe reduction after stopping: when near a long, descending heavy or mountain grade and brake system requires full charge before proceeding.

ABTH 103.3B

Answer: Exceed 10 mph and the train's length

---

Feedback:
Movement may exceed the length of train to prevent blocking public crossings or stopping on a bridge not equipped with walkways.

ABTH 103.5

Answer: two; 10

---

Feedback:
It is important to actuate before making an automatic brake pipe reduction and after the exhaust stops, but not less than 10 seconds for each brake pipe reductions to prevent air from reaching the brake cylinders.

ABTH 103.5

Answer: - When starting or stopping, and speed is below the effective range of the dynamic brakes - To control wheel slips at speeds below 10 mph

---

Feedback:
Use dynamic brakes to their fullest extent before supplementing with the independent brakes. Extended range dynamic brakes typically lose their effectiveness at speeds of five mph and lower. For wheel slips, don't use the independent brakes at speeds of 10 mph or above. If the brake cylinder box on the screen flashes yellow, it indicates that brake cylinder pressure is building up while traveling at 10 mph or faster.

ABTH 103.6.1

Answer: At least two minutes

---

Feedback:
Locomotives equipped with automatic start/stop engines may shut down after a period of inactivity. If part of the consist is shut down, that horsepower is not available to help start your movement. Waiting at least two minutes allows the motors to start up which helps reduce excessive draft forces when we start pulling.

ABTH 103.6.1

Answer: Either the amperage or the tractive effort decreases.

---

Feedback:
It's important to monitor the amperage or tractive effort levels to determine when to advance the throttle. If you continue to increase your throttle before the load stabilizes and starts to decrease, the potential of creating high draft forces increases.

ABTH 103.6.1B

Answer: 1. Advance the throttle to Run 1 2. Reduce the independent brake. 3. Place the automatic brake valve handle in Release. 4. As the brakes release toward the rear of the train, advance the throttle to Run 2 or higher to start the train moving. 5. Slowly reduce the independent brake until it is fully released.

---

Feedback:
Fully release the independent brake until you have enough throttle to get the train moving forward. One of the biggest challenges with starting up an ascending grade is preventing the train from rolling backwards. Feathering the independent aids with traction and ensures the train has enough power to go forward before you completely release the locomotive brakes.

ABTH 103.6.1A

Answer: Independent brake

---

Feedback:
Sometimes, throttle Run 1 produces too much power and the engines tend to surge forward. Advance the throttle to Run 1, and then slowly release the independent brake. If the engines still feel like they are going to surge forward, apply more independent brake.

GCOR 5.13.F

Answer: Stop short of coupling to another engine.

---

Feedback:
- The engine must stop short of coupling to another engine as there may be workmen in the area or on that other equipment. - Never take it upon yourself to couple into another engine when taking power to the house.

GCOR 5.13.F

Answer: The blue signal is removed from the engine and entrance/exit

---

Feedback:
Blue signal protection is in place to keep mechanical personnel safe when they're working. When the blue signals are removed it indicates workmen have been warned of the movement that's about to occur.

GCOR 5.13.A

Answer: That workmen are on, under, or between rolling equipment

---

Feedback:
- Blue flag protection is basically "going between" protection for mechanical employees - Blue signals must be displayed for each craft or group of workmen who will work on, under, or between rolling equipment

GCOR 5.13.A

Answer: The craft or group who placed the blue signal

---

Feedback:

GCOR 5.13A

Answer: Not unless directed by individuals who placed the blue signals or by the employee in charge of workmen

---

Feedback:
Controls or devices on rolling equipment that could affect equipment movement must not be changed or operated unless directed by individuals who placed the blue signals or by the employee in charge of workmen. For example, the workman that has blue signal protection may ask the engineer to release the train brakes. The engineer would then be allowed to move the automatic brake valve handle to release since the directions came from the workmen

GCOR 5.13.A

Answer: True

---

Feedback:
- We do not want to block the view of the blue signal. - This may create a situation where someone accidently moves the protected equipment, which could result in injuring or killing a workman.

GCOR 5.15

Answer: False

---

Feedback:
When a semaphore arm is visible, it will govern as a signal when the governing signal, flag, or sign is improperly displayed or absent from the place it is usually shown.

GCOR 5.15

Answer: Train dispatcher

---

Feedback:
Promptly report improperly displayed signals or absent fixed signals, flags, or signs to the train dispatcher.

GCOR 6.4.1

Answer: No, as long as it's within the same signaled block

---

Feedback:
- Once a train enters a block, it essentially "owns" that block and can move in either direction within it. - Block signals governing movement into the occupied block will display red aspects thereby protecting the train within the block.

GCOR 6.4.1

Answer: When the reverse movement will not remain in the same signaled block

---

Feedback:
Multiple trains can be traveling in the same authorized direction. Permission is needed to make a reverse outside the same signaled block to allow the dispatcher to stop an opposing train at a location to allow the reverse move to occur. Without this form of protection, the risk increases of a train making a reverse outside the same signaled block colliding with a following or opposing train.

GCOR 6.4.1

Answer: Yes

---

Feedback:
Permission must always be obtained in non-signaled territory because there are no block signals to protect the train in either direction.

GCOR 6.4.2

Answer: No, permission from the control operator is required.

---

Feedback:
It depends on which way the train is moving. While the signals cannot change aspects while within the control points, the switch can be lined for a different route. Since the trailing end of this train is stopped between the outer opposing absolute signals of a control point or manual interlocking, the movement must not change direction without permission from the control operator.

GCOR 6.4.2

Answer: When movement continuously occupies at least one car length of the limits at an automatic interlocking.

---

Feedback:
A movement may change direction within the limits of an automatic interlocking if it continuously occupies at least one car length of the limits. If movement stops while the trailing end is between the outer opposing absolute signals of a control point or manual interlocking, the movement must not change direction without permission from the control operator.

GCOR 6.4.2A

Answer: No, permission from the control operator is required

---

Feedback:
- The key point is that this is the trailing end of the movement. - The trailing end could be the locomotive depending on which way the train is moving. - Signals cannot change aspects while within the control points, however, the switch can be lined for a different route. - The switch is on a different circuit than the signals, so the control operator can still line the switch while the train is within the control points.

GCOR 6.4.2A

Answer: No

---

Feedback:
The locomotive is still the leading end of the movement. The trailing end is still the rear car. Since the rear car did not stop within the control points, the train needs no permission to change direction. This would be considered making a reverse move within the same signaled block.

GCOR 6.4.2B

Answer: Yes, as long as one car length occupies the interlocking limits

---

Feedback:
Unlike manual interlockings, Automatic Interlockings are not controlled, and the signals operate based on train movements. As long as one car occupies the limits of the interlocking, the opposing signals governing movement into the interlocking cannot display Proceed indications.

GCOR 6.4

Answer: - Main track - Controlled siding - Any track where block system is in effect

---

Feedback:
Reverse movements can only be made where main track rules are applicable. There is always an authorized direction on main tracks and controlled sidings unless the train crew has been given bidirectional authority. A reverse move cannot be made if bidirectional authority has been granted.

GCOR 6.4

Answer: No

---

Feedback:
Reverse movements are not possible on a yard track because there is no authorized direction. No authority is required when moving in yard tracks (i.e., "other than main tracks"). GCOR 6.28, Movement on Other Than Main Tracks, governs how trains move while working within a yard. Reverse movements can be made on a main track, a controlled siding, or any track where a block system is in effect.

GCOR 6.4

Answer: Yes, per GCOR 6.4

---

Feedback:
Controlled sidings require either verbal authority or a controlled signal displaying a Proceed indication to enter. Unless Track and Time was granted in the controlled siding, the authority is in one direction, which means it is possible to move opposite the authorized direction. Since the train crew is making this move within the same signaled block, no permission from the control operator is required. If the train crew were to go outside of their same signaled block, permission from the control operator would be necessary.

GCOR 6.4

Answer: Restricted speed

---

Feedback:
All reverse movements must be made at restricted speed. The block signal indication in this scenario does not relieve the train crew from the requirements of moving at restricted speed. This signal does inform the crew that the block to the rear is clear of obstructions like a train, switch lined improperly, and broken rail to name a few.

GCOR 6.6

Answer: - Another authority is not in effect unless conflicting movements are protected - A track bulletin Form B is not in effect - A main track is not removed from service by a track bulletin - Permission to leave a switch in the reverse position has not been granted

---

Feedback:
The dispatcher is verifying that there are no trains, maintenance of way employees, or any piece of railroad equipment (switch, track) that will impede the safety of the train making the back-up move. A back-up movement does not require visual protection from the train crew.

GCOR 6.6

Answer: All crew members

---

Feedback:
Notice this briefing has to occur before asking the dispatcher for permission. The train crew must be on the same page on all aspects of this move. Once the crew completes their JSB, they can clearly communicate to the dispatcher about the move and that all safeguards have been discussed and put in place.

GCOR 6.6

Answer: No

---

Feedback:
Within yard and restricted limits, trains are authorized to move on the main track not protecting against other trains. The dispatcher is not always aware of train movements within these limits. Protecting against other train movements is a key component in the JSB that occurs between the crew and dispatcher. However, train movements have to be known in order to protect against. In this case, there is no way for the crew or dispatcher to protect the rear of the train making the back-up move into or within yard or restricted limits.

GCOR 6.6

Answer: Back-up

---

Feedback:
Reverse and shove movements require visual protection in order to be performed. If the conductor has to provide visual protection for these moves, how can the conductor ever get back on the head end? A back-up move requires no visual protection from the train crew and would be the most efficient movement to make to get the conductor on the head end.

GCOR 6.13

Answer: Yard limits are a form of authority to occupy the main track.

---

Feedback:
Yard limits only apply to the main track. They grant a train authority to move on the main track between designated points. Yard limits have nothing to do with a switching yard. Designated points can be found in your Timetable Item 3 and in the Type of Operation column on the schedule page.

GCOR 6.13

Answer: When operating under a block signal indication that is more favorable than Approach

---

Feedback:
- A train may move at track speed if they're operating on a signal more favorable than Approach. - It is possible to have a train moving in your direction within yard limits. - The dispatcher may or may not know of all train movements within yard limits. - Consequently, movements made within these limits on an approach signal or less favorable must be at restricted speed.

GCOR 6.13

Answer: Yard limits authorize movement in both directions

---

Feedback:
- Yard limits authorize a train to move in either direction. - In non-signaled territory, movement must be made at restricted speed. - In signaled territory, movement may be made at track speed according to signal indication provided the block signal is more favorable than approach.

GCOR 6.13

Answer: Restricted speed

---

Feedback:
- Yard limits require restricted speed unless operating under a signal more favorable than Approach. - If this train was moving faster than restricted speed because of their previous signal, they would be required to reduce to restricted speed once they observed or had advanced knowledge of an Approach signal. - Under all circumstances, the movement would have to be at restricted speed at the Approach signal or as soon thereafter, consistent with good train handling.

GCOR 6.5

Answer: Movement must stop within half the distance specified

---

Feedback:
Stopping in half the distance specified can help prevent incidents and injuries if the person giving instructions becomes distracted or is unable to continue with instructions for any reason.

GCOR 6.5

Answer: Restricted speed

---

Feedback:
The maximum speed when shoving in the direction authorized is 20 mph for freight trains. This train has Track and Time and therefore authority to move in both directions. When shoving, it is in the direction authorized. However, the Track and Time is joint. Movements within joint authority must be made at restricted speed regardless of the direction authorized.

GCOR 6.5

Answer: 20 mph

---

Feedback:
Since the train crew is on the main track and shoving in the authorized direction, the crew is allowed to shove at a speed not exceeding 20 mph. Although shoving at 20 mph is allowed, the crew members need to move at a speed that allows them to protect the shove to avoid any incidents.

GCOR 6.5

Answer: - Who is protecting the shove - How the shove is being protected

---

Feedback:
It's imperative the engineer know which crew member is going to protect the shove movement. That crew member is essentially the eyes of the engineer and is jointly responsible for the safety of the shove move.

GCOR 6.5

Answer: Shoving movement

---

Feedback:
A reverse move made outside of the train's signaled block always requires permission. Backup moves always require permission from control operator or train dispatcher. There are no exceptions to this rule. Shove movements can be made on any track. No permission is required to make a shove move.

GCOR 6.21.2

Answer: Under 3 inches and no more than 5 mph

---

Feedback:
Water over the rail can lead to the ballast and subgrade washing away. These materials help hold the rail in place, and without them, water over the rail could lead to the track shifting and train derailments. Excessive water can also be damaging to our locomotives and railcars.

GCOR 6.14

Answer: Yes, Restricted Limits authorize the train to move in either direction

---

Feedback:
Restricted Limits are a form of authority to occupy the main track as listed under rule 6.3, Main Track Authorization. The train is authorized to move bi-directionally within the limits, but most do so at restricted speed in all circumstances.

GCOR 6.14

Answer: When the leading wheels pass the restricted limits sign

---

Feedback:
Restricted speed is always a head end restriction. Once the leading wheels have reached a point where restricted speed is not required, the train is then relieved of complying with restricted speed. This train would be relieved of moving at restricted speed when the leading wheels pass the "R" sign. It would then be governed by the previous signal indication.

GCOR 6.25

Answer: Track warrant

---

Feedback:
A track bulletin or track warrant are commonly used to grant authority to move against the current of traffic. Yard limits, restricted limits, track permits, and signal protection in ABS by lining a switch can also allow a train to move against the current of traffic.

GCOR 6.11

Answer: - Track Warrants - Track Bulletins - Radio Speed Restrictions

---

Feedback:
- Mandatory directives are written, printed, or displayed authorities or speed restrictions issued by the train dispatcher or control operator - Mandatory directives transmitted by radio must be done in accordance with GCOR 2.14 - The verbal transmission and repeating of Mandatory Directives must be done in accordance with GCOR 2.14.1

GCOR 6.11

Answer: For their continuous tour of duty

---

Feedback:
Mandatory directives can be discarded upon completion of duty.

GCOR 6.23

Answer: - Immediately warn other trains by radio, stating the exact location and status of the train and repeat as necessary. - Notify the train dispatcher or control operator and, when possible, foreign line railroads, if necessary. - Place lighted fusees on the adjacent tracks.

---

Feedback:
An emergency brake application occurs because of a dangerous or potentially dangerous condition. Any time the train experiences an emergency application, whether crew-induced or undesired, the train crew must provide warning on adjacent main tracks or controlled sidings. Warning messages should be in accordance with rule 2.10 by stating "Emergency" three times over the radio. This also applies if the train has actuated a shifted load or is dragging an equipment detector.

GCOR 6.23

Answer: The crew is not required to inspect their train before proceeding.

---

Feedback:
A solid loaded bulk commodity train that experiences no severe slack action while stopping and brake pipe pressure restores is one of the exemptions relieving visual inspection of the train. To be exempt from visual inspection, a train must meet one of the four exemptions. It also must experience no slack action and brake pipe pressure must be restored to the rear

GCOR 6.23

Answer: Restricted speed

---

Feedback:
A train on an adjacent track that receives radio notification must pass the location specified at restricted speed prepared to stop short of fouling equipment. Restricted speed ensures the train is able to safely pass the other train and crew members. The train may resume maximum authorized speed once the leading wheels reach the opposite end of the train in emergency.

GCOR 1.10

Answer: -On a moving train -Performing safety related duties -When it would delay required duties

---

Feedback:
Reading or engaging in non-workrelated items poses a critical risk to safety because they distract your focus from tasks needing undivided attention. Stowing such items out of sight is not only a rule but it can also reduce temptation to ignore the rule "just for a second."

GCOR 6.27

Answer: - Main track - Controlled siding

---

Feedback:
- Restricted speed only applies where main track rules are applicable. - A siding in CTC territory is controlled by a control operator; main track rules apply there. - A siding in TWC territory is considered a non-controlled siding, and therefore, other than main track. Restricted speed does not apply there.

GCOR 6.27

Answer: Broken rail

---

Feedback:
Broken rail can require a train to move at restricted speed. Most broken rail is very difficult to see, especially from the cab of an engine. While a train is not required to stop in half the range of vision for broken rail, the crew must maintain a lookout for it and, if possible, stop prior to it.

GCOR 6.27

Answer: Until the leading wheels reach a point where restricted speed is no longer required

---

Feedback:
Restricted speed is always a head end restriction. It requires looking for and being prepared to stop short of certain things within a specific area. Once the leading wheels pass the point where it is no longer required, trains can resume speed.

GCOR 6.28

Answer: Yard track

---

Feedback:
- If it is not a main track or a controlled siding, the track is considered other than main track. - Examples include yard tracks, industry tracks, and tracks within mechanical facilities. - A non-controlled siding is also considered other than main track.

GCOR 6.28

Answer: At a speed that allows stopping within half the range of vision, not exceeding 30 mph

---

Feedback:
- Because the train is moving on a non-controlled siding, the train is governed by Rule 6.28 - However, the turnout speed dictates the maximum authorized speed in the siding - Therefore, the train may move at 30 mph, but the requirement to stop within half the range of vision short of TERMSD still exists

GCOR 6.32.2

Answer: Stop and protect movement even if devices are seen to be working. After a crew member is on the ground at the crossing to warn traffic, proceed over the crossing as directed by that crew member.

---

Feedback:
Because there is no flagger at the crossing to provide protection in one or both directions, the train must stop before fouling the crossing.

GCOR 6.32.2

Answer: - Movement has stopped within 3,000 feet of the crossing - Movement is closely following another movement - Movement is on other than main track or siding

---

Feedback:
The purpose of this rule is to ensure the warning device at a crossing does not deactivate prior to the train occupying the crossing. For situations applying to any of the three correct answers, the automatic warning device would have ample time to deactivate before the train reached the crossing

GCOR 6.32.1

Answer: False

---

Feedback:
The public is accustomed to seeing a locomotive enter a road crossing first, not railcars. An employee needs to be in position to provide warning and keep everyone safe.

GCOR 6.32.1

Answer: -When gates are fully lowered at a crossing -When there are passive warning signs at a crossing -When there are flashing lights at a crossing

---

Feedback:
When the appropriate safeguards are in place, an employee providing warning from the ground is not required for oncoming traffic. However, situational awareness is still important in case a motorist doesn't comply with warning devices.

GCOR 6.32.4

Answer: 250 feet

---

Feedback:
We do not want rail equipment to impede the vision of the public at a road crossing from seeing rail traffic on any track. That is why the minimum distance is 250 ft. In addition, leaving equipment clear of signal circuits will prevent a false activation of the automatic warning devices.

GCOR 8.11

Answer: Lined for movement into the siding

---

Feedback:
Any track connected to a siding, other than a main track, must have that switch lined, locked, or secured for siding movement unless that switch is being used.

GCOR 8.3

Answer: - When attended by a crew member - In TWC territory, when authorized by track warrant

---

Feedback:
A main track switch must always be protected. If it cannot be protected by a crew or dispatcher/control operator, then it must be restored to normal position prior to departing the location. The correct answers reflect this. The switch can remain open because a member of the crew is there to protect the switch. A track warrant with box 13 marked authorizes the main track switch to be left in the reverse position.

GCOR 8.3

Answer: Yes, provided that the crews of both trains have established communication and agree that the BNSF A will stop and restore the switch at west end Dora to normal position.

---

Feedback:
The train crews meeting and passing must first establish communication. The crews must have an understanding that the train on the main track will be able to stop and restore the main track switch to normal position. The normal position for main track switches is lined for the main, so without communication, the other trains would not be expecting that switch to be lined for the siding.

GCOR 1.14

Answer: -Safety rules, air brake and train handling rules, and hazardous materials instructions of the railroad that employs them -Operating rules, timetable, and special instructions of the railroad they are operating on

---

Feedback:
TYE Safety, ABTH, and Hazardous Materials Instructions are BNSF documents. Those rules must be followed regardless of the railroad operating on. The GCOR applies to hundreds of railroads and is not a BNSF-specific document. Another railroad can amend those rules with special instructions just as BNSF does. When operating on another railroad, their timetable must be followed as it provides the information and instructions to run on that specific territory.

GCOR 1.14

Answer: Supervisors of the railroad being operated on

---

Feedback:
Although crews must follow BNSF safety and ABTH rules, they fall under the jurisdiction of the supervisor of the railroad on which they are operating.

GCOR 7.1

Answer: Safely and efficiently

---

Feedback:
- Communication with other crews can often be a critical component of safely and efficiently switching. - Pausing work to brief when necessary contributes to both safety and efficiency.

GCOR 7.1

Answer: Equipment is left on an industry track, beyond the clearance point of the switch leading to the industry.

---

Feedback:
- The application of this rule regarding the main track, siding, and yard tracks is that the switch must be lined for, not against, the movement that is fouling. - On industry track, equipment must be beyond the clearance point of the switch leading to the industry. Industry tracks are privately owned. We do not want equipment from industry tracks fouling BNSF tracks.

GCOR 7.1

Answer: Leave equipment at least an additional 50 feet into the track to ensure the equipment is beyond the clearance point.

---

Feedback:
- Moving the equipment an additional 50 feet into a track without a visible clearance point ensures clearance. - We all have different arm lengths; the additional 50 feet into the track takes those differences out of the equation.

GCOR 8.2

Answer: The employee operating the switch or derail

---

Feedback:
The employee who operates the switch or derail is responsible for its position. However, the entire crew, when possible, must see the switches and derails near the engine are properly lined.

GCOR 8.2

Answer: Once the car has passed the clearance point of track 19

---

Feedback:
Ensure the car is in the clear in the track it is kicked into in case: - The car does not make it in the clear in the track or the car rolls back out of the track. Leaving the switch lined for that track allows the crew to correct these issues. - A car does roll back out of the track, the switch is lined for the route and will not be run through or damaged.

GCOR 9.4

Answer: Regard that signal as displaying the most restrictive indication it can give

---

Feedback:
If a light is dark or just a lightbulb without a lens is seen, regard that block or interlocking signal as displaying the most restrictive indication it can give. In most cases, this indicates either stop or restricted speed.

GCOR 9.6

Answer: Stop immediately and contact the dispatcher

---

Feedback:
When operating on any proceed indication that downgrades to a stop, the potential exists that another train or piece of equipment is now occupying that block. The signal could also drop as a result of broken rail ahead. Stopping is required to avoid an incident and ensure the safety of anyone working in those blocks. Contact the dispatcher so they can help determine the cause and provide instructions on how to proceed.

GCOR 9.5

Answer: -Report it to the train dispatcher. -Warn other trains at once by radio. -Stop the train immediately.

---

Feedback:
The first thing to do is make an emergency broadcast over the radio to warn others. Another train could be approaching the location, it requires sufficient warning to come to a stop.

GCOR 9.7

Answer: Regard the signal as displaying Stop, stop the train immediately, and warn others by radio of the exact location and status of the train

---

Feedback:
- This is otherwise known as a "false clear" - The train must stop immediately, and employees must warn others by radio of the exact location and status of train - Do not move the train without permission.

GCOR 8.12

Answer: The crossover switches must be left lined for normal position

---

Feedback:
When not in use, crossover switches connected to the main track or siding must always be left in normal position.

GCOR 8.12

Answer: Both switches of the crossover movement must be in corresponding position before initiating movement through the crossover.

---

Feedback:
A primary reason both switches of a crossover must correspond is to eliminate the possibility of the movement running through a switch improperly lined.

GCOR 8.12

Answer: When the movement through the crossover is complete

---

Feedback:
- Because this move is through a crossover switch connected to a main track, both switches must be restored to normal position upon completion of the crossover move. - If the movement stops with the trailing end still in the crossover and a switch was restored to normal position, the slack of the train could run out and run through the switch.

GCOR 8.20

Answer: 100 feet

---

Feedback:
A train or engine moving or entering tracks where fixed derails are located must stop at least 100 feet from a derail in the derailing position. Remember, 100 feet is the minimum stopping distance required.

GCOR 8.20

Answer: Derails on both ends must be left locked in the non-derailing position.

---

Feedback:
- Anytime there are fixed derails in a siding, those derails must be left locked in the non-derailing position unless unattended equipment is left there. - Having the derails in the non-derailing position allows a train to enter and exit the siding efficiently.

GCOR 8.20

Answer: The derail must be left in the derailing position.

---

Feedback:
- Because an industry track is also considered an auxiliary track, the derail must always be left locked (if equipped) in the derailing position, regardless if the track has cars or is clear. - The only time the derail is to be in the non-derailing position is to permit movement over the derail. - The derail is a form of protection for BNSF crews and for customers who work on rail cars.

GCOR 9.8

Answer: When its aspect can be clearly seen, and the signal governs the track where movement is occurring or will be made

---

Feedback:
This does not apply when a rule or previous signal indication requires movement at restricted speed. Train crews must comply with the requirements of restricted speed until the leading wheels pass the next governing signal.

GCOR 9.9A

Answer: At restricted speed until the next signal is visible, that signal displays a Proceed indication, and the track to that signal is clear

---

Feedback:
Multiple trains can be authorized in the same limits in ABS provided they are all moving in the same direction. GCOR 9.17 allows a train authorized on the main track to open a switch, wait 5 minutes, and then proceed on to the main track if they do not hear or see movement approaching. A train that has been delayed could potentially encounter another train that has complied with 9.17.

GCOR 9.9B

Answer: Proceed prepared to stop at the next signal until the next signal is visible and that signal displays a Proceed indication

---

Feedback:
- Delayed in a block means that you have either stopped, or your speed is reduced to below 10 mph. - Delayed in a block only applies if the block has been entered on a signal that does not require restricted speed. - If the previous signal required restricted speed, then GCOR 9.11 is applicable.

GCOR 9.9.1

Answer: Proceed prepared to stop at the automatic interlocking

---

Feedback:
When passing a signal that governs the approach to an automatic interlocking below 25 mph, or if after passing that same signal your speed falls below 25 mph, you must be prepared to stop at the automatic interlocking until the train is within a 1,000 feet of the interlocking. A conflicting movement may arrive at the interlocking before you get the Proceed indication first.

GCOR 9.11

Answer: Restricted speed for 2 miles or until the leading wheels pass the opposing distant signal

---

Feedback:
The previous signal required restricted speed, but you are leaving block system limits beyond that signal. GCOR 9.11 requires the train move at restricted speed for 2 miles or until the leading wheels pass the opposing distant signal.

GCOR 9.11

Answer: Train must proceed at restricted speed until leading wheels pass the next governing signal

---

Feedback:
Do not take for granted why the signal is red and restricted speed is required. Maintain restricted speed until the leading wheels pass the next governing signal.

GCOR 9.12.1

Answer: Proceed at restricted speed until leading wheels pass the next governing signal.

---

Feedback:
- After being authorized to pass the Stop indication, you must proceed at restricted speed. - Restricted speed is required because something is causing the signal to be red. A few examples: Train, improperly lined switch, broken rail.

GCOR 9.12.1

Answer: Contact the control operator unless the train is within Track and Time limits or entering Track and Time limits from any point other than either end of Track and Time limits

---

Feedback:
If no conflicting movement is evident, you must contact the control operator. It may mean something is occurring in the block ahead. It is also possible they simply forgot to give you further authority.

GCOR 9.10

Answer: Restricted speed until the leading wheels have passed the next governing signal or the end of the block system

---

Feedback:
When the previous signal is unknown, you must proceed at restricted speed because you don't know what is out in front of you or the condition of the track ahead.

GCOR 9.12.2

Answer: The bridge is in proper position for the train to pass

---

Feedback:
If the control operator was unable to provide a proceed indication and had to give verbal authority, this could be an indication that the bridge is not in a safe position to pass. That's why a crew member should always check the bridge before proceeding.

GCOR 9.12.2

Answer: - Control signal displaying a Proceed indication - Hand signal from the control operator - Control operator grants verbal authority by the signal

---

Feedback:
Before entering or continuing into CTC territory, the manual interlocking (drawbridge) operator must be sure that the CTC control operator has given authority to proceed.

GCOR 9.12.3

Answer: Proceed at restricted speed

---

Feedback:
An automatic interlocking is not controlled by a train dispatcher or control operator. The signals work automatically based on train movements approaching the interlocking. If the signal doesn't upgrade to a proceed, that might mean there's a track condition or someone in that block. Moving at restricted speeds ensures the crew can stop short of anything in the block ahead.

GCOR 9.12.4A

Answer: - Authority beyond the signal is joint with other trains or employees. - To couple to its train or to a standing cut of cars if track between engine and cars is clear. - Granted permission from dispatcher to pass the signal. If dispatcher can't be contacted, move 100 feet past signal, wait 5 minutes, then proceed at restricted speed.

---

Feedback:
Except in 9.14 territory, signals in ABS govern movements; they do not authorize movement. Note that in this scenario, the train must already have authority on the track to exercise any of these options.

ABTH 10.1

Answer: By CTC rules

---

Feedback:
- Sidings within CTC limits are controlled sidings and are governed by CTC rules - For all intents and purposes, they act and feel like main tracks

ABTH 10.1

Answer: Proceed indication from a controlled signal

---

Feedback:
A train must not enter or occupy any track where CTC is in effect unless a controlled signal displays a Proceed indication, the control operator authorizes movement past a Stop indication, the control operator authorizes the train to enter track between block signals, or Track and Time.

ABTH 10.1

Answer: - Proceed indication from a controlled signal - Authority to pass a Stop indication - Authority to enter between block signals - Track and Time

---

Feedback:
A train must not enter or occupy any track where CTC is in effect unless a controlled signal displays a Proceed indication, the control operator authorizes movement past a Stop indication, the control operator authorizes the train to enter track between block signals, or Track and Time.

ABTH 10.1

Answer: The control operator must authorize the train to enter or occupy any track where CTC is in effect before the switch is opened

---

Feedback:
Authority to enter CTC is always required before operating the switch whether or not it's electrically locked. Having authority first ensures the crew is not going to enter the main in front of an oncoming train or drop the signals on other trains in the area.

ABTH 10.3B

Answer: Authority is extended until the control operator is contacted

---

Feedback:
- Trains must release Track and Time before the time granted expires. - When necessary to modify the expiration time, an employee and the control operator must communicate before time expires to adjust the time granted. - If the employee cannot contact the control operator and the time limit expires, authority is extended until the control operator is contacted.

ABTH 10.3A

Answer: False

---

Feedback:
- Trains granted Track and Time must be granted verbal authority to enter the limits at either end. - Verbal authority is not required after stopping within the limits or when entering the limits at any other location. Authority is the Track and Time. - There is no need to obtain additional authority to pass the Stop indication within your limits, but you must still stop before passing the signal. Then you may proceed at restricted speed.

ABTH 10.3A

Answer: Verbal authority from the control operator.

---

Feedback:
The dispatcher has to apply blocking on each end of the Track and Time limits to protect the crews working inside. Track and Time authority allows a train to occupy those limits, but the dispatcher will still need to grant authority to enter them account the signal blocking.

ABTH 10.3D

Answer: The outer limit of the authority

---

Feedback:
- This track release must begin at the outer limit of the authority. Because track and time is a bidirectional authority, the train cannot report past a specific point. - The control operator would not know which side of that point the train is occupying.

ABTH 10.3C

Answer: - Their name or other identification - The track and time being release, including the number, if applicable

---

Feedback:
Employees releasing Track and Time must state their name or other identification and the Track and Time limits being released, including number, if applicable. It is important to provide this information so the dispatcher can be certain in releasing the correct authority.

ABTH 10.3C

Answer: Signal indication

---

Feedback:
- If no other employee has received Track and Time within the same limits, a train within the limits may release its Track and Time to move in a specified direction. - Signal indications will then govern the train if the control operator verbally authorizes the release specifying direction of movement.

GCOR 9.17

Answer: The control operator must verify that there are no conflicting movements before giving the authority

---

Feedback:
To enter CTC, a train can only be authorized to do so by a controlled signal displaying a Proceed indication or by receiving verbal authority is in one of the following ways: - Movement past a Stop signal per 9.12.1 - Verbal authority to enter the main track between block signals - Granted Track and Time under rule 10.3

GCOR 14.2B

Answer: - Switches - Mileposts - Railroad identifiable points

---

Feedback:
When designating the limits on a track warrant, a switch (for example, ESS Reba), a milepost (MP 555), or a railroad identifiable point (Station Sign Hood) may be used to indicate the specific locations indicators.

GCOR 14.2B

Answer: Station Sign Piper

---

Feedback:
-Authority extends to, but not beyond, the Station Sign at Piper -No siding exists at Piper, therefore, no siding switches -Station Sign at Piper is an identifiable point

ABTH 10.3

Answer: Track and Time

---

Feedback:
A few reasons a train may receive Track and Time would be: - The train needs to be within the limits with another train or men and equipment. - The train simply needs to move bi-directionally to complete work event(s).

ABTH 10.3

Answer: In either direction and according to signal indication

---

Feedback:
- The train may use the track in either direction within the specified limits according to signal indication until the limits are verbally released. - This is a bi-directional authority, and the signals are still active.

ABTH 10.3

Answer: The back of the signal on the other side of the switch

---

Feedback:
- Limits designated by a switch extend only to the signal governing movement over the switch unless otherwise designated. - Track and Time does not have to use switches for limits but when it does, the signals become the reference points. - Switch Yes, you can be in the OS or on the switch; Switch No, the limits end at the signal before the switch; therefore, you cannot be on the switch or in the OS

ABTH 10.3

Answer: To the signal governing movement over the switch

---

Feedback:
- Limits designated by a switch extend only to the signal governing movement over the switch, unless otherwise designated. - Track and Time does not have to use switches for limits but when it does, the signals become the reference points. - Switch Yes, you can be in the OS or on the switch; Switch No, the limits end at the signal before the switch; therefore, you cannot be on the switch or in the OS.

ABTH 10.3

Answer: Automatic interlocking

---

Feedback:
Track and Time can only be granted in a controlled territory. Automatic interlocking limits are not controlled by anyone. Trains move through the automatic interlocking based on signal indication or instructions contained in the release box. Since it is not a controlled territory, train crews cannot receive track and time through those specific limits.

ABTH 10.3.3

Answer: Restricted speed

---

Feedback:
To help protect all trains and crews, trains must move a restricted speed within joint Track and Time limits.

GCOR 14.2

Answer: -Mileposts -Railroad identifiable points -Switches

---

Feedback:
When designating limits on a track warrant, a switch (e.g., ESS Anna). a milepost (e.g., MP 55), or a railroad identifiable point (e.g., Station Sign Cloy) may be used to indicate the specific locations.

GCOR 14.2

Answer: The station sign at Anna

---

Feedback:
No siding exists at Anna, therefore there are no siding switches to use as identifiable points. Authority extends to, but not beyond, the station sign where no siding exists.

GCOR 14.10

Answer: Employee's name or other identification, track warrant number being released, limits being released

---

Feedback:
Stating the required information when releasing authority ensures dispatcher does not inadvertently release the wrong authority.

GCOR 14.10

Answer: The track warrant is made void

---

Feedback:
A track warrant is in effect until a crew member reports the train has cleared the limits or the track warrant is made void.

GCOR 14.10

Answer: If an employee cannot contact the train dispatcher and the time limit expires, authority is extended until the train dispatcher is contacted

---

Feedback:
Time limits are often given to trains needing to perform work online such as switching or servicing industries. An expedited freight train en route that can't be delay may cause the dispatcher to request you to be clear by a specific time to allow the freight train to pass.

GCOR 14.1

Answer: Dispatcher

---

Feedback:
Per GCOR 14.1, where designated by the timetable, a track warrant will authorize main track use under the direction of the train dispatcher.

GCOR 14.1

Answer: - Yard limits - Restricted limits

---

Feedback:
Per GCOR 14.1, track warrant instructions must be followed where yard limits or restricted limits are in effect. The track warrant may provide specifics like a Box 11 to not exceed 10 mph between two locations or a Box 10 to clear the main track by a certain time. The train must still operate based in 6.13 YL or 6.14 RL rules.

GCOR 14.1

Answer: Track warrant form

---

Feedback:
- A track warrant form is required to authorize a train to enter or occupy TWC in signaled and non-signaled territory. - Signals govern movement in TWC-ABS; they do not authorize the movement

GCOR 14.1

Answer: Timetable

---

Feedback:
You can locate the authorities in effect on the subdivision by looking one of the following: - Type of Operation column on the timetable schedule page - Item 3 in timetable special instructions

GCOR 14.7

Answer: - The rear of the train has a rear-end telemetry device, and air pressure on the head-end device indicates brake pipe continuity - An inspection while stopped verifies marker is on the rear car of the train - A crew member can observe the rear car on which the marker is placed, or an employee verifies the marker is on rear - Trackside warning detector transmits an axle count for the train and the axle count duplicates the axle count previously transmitted by the previous trackside warning detector

---

Feedback:
In non-signaled territory, knowing the train is complete is especially important. If authority is released and any part of the train is still on the track behind you, there is no signal warning the train behind you that there may be an obstruction on the track.

GCOR 14.7

Answer: Engineer and conductor job brief and agree on train's location. Engineer and conductor will communicate with dispatcher.

---

Feedback:
The engineer and conductor are jointly responsible. This communication helps reduce the possibility of releasing the wrong location and giving up track the train is still occupying.

GCOR 14.4

Answer: All trains are authorized to proceed in the same direction

---

Feedback:
The dispatcher would issue a Box 2 on the track warrant to designate the authorized limits. A Box 2 only allows for movement in one direction. The automatic block signals govern the movement and provide protection for the rear of each train.

GCOR 14.4

Answer: Restricted speed

---

Feedback:
In non-signaled territory, no devices are in place to help govern each train's movement, so regulating the speed of each train within the same limits is necessary to prevent collisions. Restricted speed ensures each train is moving at a speed that will allow them to stop within half the range of vision short of another train.

GCOR 14.4

Answer: Track Warrant instructions

---

Feedback:
If you are issued a track warrant while operating in Yard Limits or Restricted Limits, you will still comply with the terms of those authorities, but the instructions on the track warrant must be followed.

GCOR 15.1.1

Answer: Train symbol

---

Feedback:
If the train symbol is incorrect on a track bulletin that does not grant authority, the dispatcher may verbally change this. The location and GTB number cannot be verbally changed. Track warrants and track bulletins that grant authority cannot be changed. The dispatcher would have to void that authority and issue a new one.

GCOR 15.1.1

Answer: "OK" time

---

Feedback:
On a track bulletin that does NOT grant authority, the dispatcher may verbally change: - Train symbol - Engine identification - Direction - Date - The "OK" time cannot be verbally changed.

GCOR 15.1

Answer: Track bulletin

---

Feedback:
Track bulletins used include Form A (Temporary Speed Restrictions); Form B (Men & Equipment); Form C (Information that doesn't fit into the category of a Form A or Form B).

GCOR 15.1

Answer: The conductor and engineer

---

Feedback:
Although only the engineer and conductor are required to have copies of all track bulletins and other instructions, all members of the crew need to read and understand them. This includes students.

GCOR 15.1

Answer: Four

---

Feedback:
The 4 hours refer to on-duty time. Scenario 1: You are on duty at 1800, but GTB was issued at 1300 so you must contact the dispatcher. Scenario 2: You are on duty at 1800, GTB was issued at 1500, but you did not get on the train until 2000. The GTB is still valid because, although it was 5 hours ago, the GTB was issued within 4 hours of on-duty time.

GCOR 15.1

Answer: The crew will contact the train dispatcher to determine if the track bulletins are valid.

---

Feedback:
If any part of a route you are going to operate on is not listed on the GTB, there is the possibility that a Form A or Form B could be on the route, but your crew wouldn't have any written notification. For example, the GTB says it lists bulletins between MP 1 and MP 50. The final destination is MP 100. This would require contacting the dispatcher to determine if the GTB is valid.

GCOR 18.1

Answer: Timetable

---

Feedback:
Item 4 of the Timetable provides subdivision specific rules information which includes safety overlay systems (PTC) that are in effect.

GCOR 18.1

Answer: False

---

Feedback:
A train must not be operated in PTC territory if the controlling locomotive is not equipped with an operable PTC system unless otherwise authorized by rule, special instructions, or the train dispatcher.

GCOR 14.3

Answer: No, the crew must stop prior to fouling the ESS Axilla

---

Feedback:
- In this example, the eastbound train must stop prior to fouling the ESS Axilla - A train that is traveling westbound would be able to use the ESS Axilla to clear the main track - GCOR 14.3 states, "A train or engine must not foul a switch at either end of the limits where an opposing train may use the same switch to clear the main track"

GCOR 14.3

Answer: It is considered void from MP 1 to MP 50.

---

Feedback:
- When a crew reports past a specific location, track warrant authority is considered void up to that point. - A proper job safety briefing between crew members is crucial in determining which location the rear of the train has cleared. - Conductor and engineer must communicate with dispatcher when reporting clear of a track warrant or past a certain location.

GCOR 14.3

Answer: Both directions

---

Feedback:
- Box 2 track warrants instruct to proceed from one point to the other, indicating the authority is in one direction only. - Box 4 track warrants indicate no direction in the address line. They are instructed to work between two specific points, indicating the authority is bidirectional.

GCOR 14.3

Answer: The release must begin at the outer limit of the authority.

---

Feedback:
- You wouldn't want to release a portion of track in the middle of your limits because you could put yourself in a situation where you're occupying the main without authority. - For example: If this crew released from MP 50 to MP 70 and they were at MP 49, they would no longer have authority on the track to access MP 71 to MP 100.

GCOR 15.12

Answer: Before leaving the initial station

---

Feedback:
The relieving crew must contact the train dispatcher before leaving the initial station to make sure they have the most current bulletins in hand and ensure they know where to go relieve the other crew.

GCOR 15.12

Answer: Yes, this must be done before the train begins proceeding from its current location

---

Feedback:
When the relieving crew boards the train, the crew must contact the dispatcher before proceeding to compare track bulletins, instructions, and other pertinent information to ensure they have the correct information.

GCOR 15.12

Answer: The crew must contact the train dispatcher and comply with their instructions regarding the track bulletins

---

Feedback:
The crew being relieved will contact the dispatcher and follow the instructions received regarding the handling of their track bulletins. It is necessary for the crew to contact the dispatcher because the relieving crew might need to use their track bulletins. In that case, they would need to hand off or leave the track bulletins on the train.

GCOR 18.7

Answer: PTC display

---

Feedback:
When a crew member receives a mandatory directive or restriction verbally, it must then be verified with the PTC display. Comparing the information received with the information reflected in the display ensures PTC can provide protection if it becomes necessary.

GCOR 18.7

Answer: Comply with the most restrictive indication

---

Feedback:
When the PTC display does not conform with a wayside or cab signal indication, maximum authorized speed, mandatory directive, timetable, or special instruction, the train must be governed by the most restrictive. The crew must report discrepancies to the train dispatcher.

GCOR 18.2

Answer: - The PTC circuit breakers and cut out switches are in the appropriate positions - The PTC system on the controlling locomotive is initialized - The GTB covers the route of the train.

---

Feedback:
Crews are responsible for verifying the PTC system is initialized with the correct GTB number and ensuring the limits listed on the GTB encompass the entire route.

GCOR 18.4

Answer: System error that prevents PTC from initializing

---

Feedback:
PTC may need to be cut out for, but not limited to: - It becomes defective. - It prohibits train movement that should be allowed.

GCOR 18.4

Answer: Train dispatcher

---

Feedback:
When instructed to cut out PTC or proceed without PTC functioning as intended, notify the train dispatcher of the reason and who authorized. The PTC system may only be cut out or disabled when authorized by rule or when proper authorization is received.

GCOR 18.12

Answer: 30 MPH

---

Feedback:
Trains transporting one or more loaded cars containing TIH/PIH are restricted to a maximum speed of 30 MPH while operating in nonsignaled territory. Chlorine is a TIH and operating at lower speeds when PTC is not operative helps reduce the risk should a safety-related incident occur.

GCOR 18.12

Answer: 49 MPH

---

Feedback:
Freight trains operating in signaled territory that do contain any loaded TIH/PIH cars are restricted to a maximum speed of 49 MPH if PTC is inoperative.

GCOR 1.47

Answer: Conductor

---

Feedback:
The conductor supervises the operation and administration of the train. This task falls under that category.

GCOR 1.47

Answer: Engineer

---

Feedback:
Although the conductor plays a role in this task, the engineer is responsible for safely and efficiently operating the engine.

GCOR 1.47

Answer: As soon as signals become visible or audible

---

Feedback:
All crew members must call out all signals by name as soon as they become visible or audible. This includes clear signals.

GCOR 2.11

Answer: -Unidentified communication -Unnecessary communication -False emergencies

---

Feedback:
Communicating on the radio without identifying yourself, or about something other than the task at hand, contributes to confusion and interference between crews. These acts can lead to missed information that may affect the safety of anyone working in the area.

GCOR 2.21

Answer: True

---

Feedback:
Use any device you can access in an emergency.

GCOR 2.21

Answer: Turn it off and stow it out of sight, with any earpiece removed from the ear

---

Feedback:
To avoid the accidental or intentional use of personal devices, all devices-including Bluetooth earpieces-must be turned off and put away.

GCOR 2.21

Answer: False

---

Feedback:
The rule specifically prohibits us from using our personal electronic devices when someone is working on our train.

GCOR 2.21

Answer: True

---

Feedback:
Railroad-supplied iPads may be used for reference while moving down the track. A job safety briefing must occur first, and all crew members must agree it is safe to use the device.

GCOR 4.0

Answer: -Notification will be made by general order. -A track bulletin will be issued.

---

Feedback:
New timetables are issued by general order and track bulletin at least 24 hours before they go into effect

GCOR 5.3.4

Answer: Any object waved violently by any person on or near the track

---

Feedback:
Frantic waving of an object likely indicates an emergency or potential hazard ahead. Take the safe course and stop the train.

GCOR 5.4.1

Answer: Temporary speed restrictions

---

Feedback:
- Yellow flags are signals that warn of upcoming temporary speed restrictions. - Yellow flags are normally displayed two miles from a restriction. - However, they can be displayed less than two miles from a restriction in some cases.

GCOR 5.4.1

Answer: When a train may be required to stop

---

Feedback:
- Yellow-red flags indicate when a train may be required to stop. - This flag also indicates that you should be on the radio reaching out to the employee in charge for permission through their Form B limits.

GCOR 5.4.1

Answer: General track bulletin

---

Feedback:
- When flags are not displayed, this information is included in the track bulletin, track warrant, or general order. - On our railroad, this information is found in the specific track bulletin contained within the general track bulletin. - On other railroads, it may be found in a track warrant containing track bulletins.

GCOR 5.3.6

Answer: Radio

---

Feedback:
When it is not practical to give hand signals, employees can use the radio or other means of voice communication to give information to each other. If a radio malfunction occurs, use an alternative means of voice communication such as a cell phone. Content on slide 1

GCOR 5.3.6

Answer: - They must know which moves will be made by radio communication. - They must understand that while using the radio, the engineer will not accept hand signals, unless they are Stop signals.

---

Feedback:
- It is critical for the crew to agree on the method of communication they will use at any given time, and they must all use the same form of communication. - Establish in the job safety briefing which moves will be made with radio or hand signals.

GCOR 5.3.6

Answer: Stop signal

---

Feedback:
- The engineer is not expected to respond to hand signals when the crew is working with the radio. - Any movement of the crew's hands or arms are irrelevant unless it is a signal to stop. - A job safety briefing is required before crew members on the ground can decide to switch back to hand signals.

GCOR 5.4.2A

Answer: Two miles

---

Feedback:
When yellow flags are used, employees must display a yellow flag two miles before the restricted area to ensure train movement is restricted at the right location.