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.

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.

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.

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.