STUDY GUIDE FOR THE LOCOMOTIVE RECERTIFICATION TEST TRO-4 AIR BRAKE AND TRAIN HANDLING RULE 1A: 1. Brake pipe and main reservoir settings for passenger service are: 1. 110# brake pipe and 130-140# main res. 2. 90# brake pipe and 120-130# main res. 3. 110# brake pipe and 120-130# main res. 4. 90# brake pipe and 130-140# main res. 2. Brake pipe and main reservoir settings for freight service are: 1. 110# brake pipe and 130-140# main res. 2. 110# brake pipe and 120-130# main res. 3. 90# brake pipe and 120-130# main res. 4. 90# brake pipe and 130-140# main res. 3. If the brake pipe pressure is increased to other than standard and cannot be adjusted b y the feed valve: 1. The train must be stopped and the brakes bled off. 2. The train must be stopped and the dispatcher notified. 3. The brake pipe pressure must be reduced before the train can proceed. 4. The increased pressure must be carried to the destination of the train. 4. Independent brake pressure for switcher types: SW-9, GP-7 (9), and SW-1500 is: 1. 45# 2. 72# 3. 60# 4. 75# 5. Independent brake pressure for road unit models GP40PH-2, F40PH-2, and U34CH is: 1. 45# 2. 60# 3. 72# 4. 90# 6. The main reservoir safety valve is set at: 1. 90# 2. 110# 3. 130-140# 4. 150# 7. The control air safety valve is set to: 1. 90# 2. 110# 3. 130# 4. 150# 8. When freight locomotives are used in passenger service: 1. The normal brake pipe pressure for freight service is used. 2. The brake pipe pressure must be increased to the standard passenger pressure. 3. Freight engines cannot be used in passenger service. 4. The mechanical department must be advised as soon as possible without delay to the train. RULE 2: 9. Air brake and signal equipment on locomotives: 1. Must be maintained and inspected every 14 days in accordance with federal regulations. 2. Must be maintained and inspected by the operator before each trip. 3. Must be maintained and inspected and replaced every 92 days in accordance with federal regulations. 4. Must be maintained and tested in accordance with current federal regulations and NJTRO maintenance procedures and bulletins. 10. Locomotive inspections must be done at least once each calendar day by: 1. The locomotive engineer. 2. The train crew. 3. The car inspector. 4. Mechanical personnel 11. Mechanical personnel making a locomotive inspection must: 1. Make sure the toilets flush. 2. Make sure the engineer's seat is comfortable. 3. Carry the engineer to the engine so he doesn't get tired. 4. Make sure that all necessary repairs have been made before a locomotive is dispatched for service. 12. Mechanical personnel shall complete a form ME-10 and: 1. Keep it in their locker until asked for. 2. Give it to their immediate supervisor. 3. Place the form in the cab of the locomotive. 4. Throw it away. RULE 2B: 13. To determine that the brakes are applied or released: 1. The person performing the test must hear the shoes go against the wheels when the brakes are applied. 2. Except for the ALP-44, it must be observed that the brake shoe are either against or away from the wheels. 3. The person performing the test must roll the engine to determine that all wheel are turning and that the locomotive stops when the brakes are applied. 4. No brake test need be performed if the locomotive is to be placed on a train. 13a. To prepare for a locomotive brake test the person performing the test must: 1. Secure the locomotive. 2. Charge the brake system with the independent and automatic brake released. 3. #1 and #2. 4. None of the above. 14. To perform a test of the independent brake, the employee must: 1. Watch the shoes go against the wheels when he applies the brake. 2. Apply and release the brake and note that the pressure holds in 10# increments. 3. Allow the engine to roll and determine that it stops when the independent brake is applied. 4. Listen closely to determine that the engine grunts when sufficient pressure is applied to the wheel. 15. To make a leakage test of the automatic brake valve the employee must: 1. Make a 10# reduction and cut out the brake valve. 2. Check that leakage does not exceed 3# per minute. 3. Cut in the brake valve and make a full service application. 4. All of the above. 16. To perform an emergency brake application test, the employee must: 1. Place the automatic brake in emergency and note that the brakes apply in emergency. 2. Note PCS/PC or power knock down and emergency sanding. 3. Apply the independent hard enough that the engine brakes apply in emergency. 4. #1 and #2 17. To perform a brake valve Cut-off valve test: 1. Make a full service brake application and cut out the automatic brake valve. 2. Move the brake handle to release note that brake pipe pressure does not increase for one minute then cut in the brake valve. 3. #1 and #2. 4. #3 and #4. 18. To perform a Deadman/Alertor test the employee must: 1. Be alert or he's a deadman. 2. Initiate a penalty application and note that a full service application occurs with PCS/PC light and power knockdown. 3. Recover from penalty application. 4. #2 and #3. 19. To perform a radio test, the employee must: 1. Press the transmit button and sing his favorite Cole Porter song. 2. Press the transmit button and imitate his favorite jungle animal. 3. Turn on the radio and tune to his favorite FM rock station. 4. Perform voice test of radio. (NOTE: RULE 2C, Part 4: Engineers will be responsible to check only for seals that are readily in view or accessible in the operating cab, short hood, and electrical locker [passenger compartment - Arrow MU and Comet Cab Car]) RULE 2D: 20. Any device, other that the brake pipe cut out cock, which can cut out the Automatic train Stop (ATS) or Automatic Train Control (ATC): 1. Must not be sealed. 2. Must be sealed. 3. Should be sealed if seals are available. 4. Must not be operated if seals are broken. NOTE: The following positions are for Cab Signal Territory only: 21. On SW-1500 locomotives (500-503) the ATC, ATS cutout switches are: 1. Located under the cab floor and must be cut in. 2 Located under the cab floor and must be cut out. 3. Located in the cab and must be cut in. 4. Located in the cab and must be cut out. 22. On Arrow MU equipment equipped with ATC System, the ATC and ATS cutout switch is: 1. Located in the cab and must be cut out. 2. Located in the cab and must be cut in. 3. Located in the #2 electrical locker and must be cut out. 4. Located in the #2 electrical locker and cut in. 23. On Arrow MU equipment not equipped with ATC System, the Train Stop cutout switch is : 1. Located in the cab and must be in the "OFF" position. 2. Located in the cab and must be in the "ON" position. 3. Located in the #2 electrical locker and must be in the "OFF" position. 4. Located in the #2 electrical locker and must be in the "ON" position. 24. On engine 4100-4112, the ATS (Pneumatic Cutout Valve) and ATC (Timing Magnet Valve) are located: 1. In the short hood and must be "OPEN". 2. In the short hood and must be "CLOSED" 3. On the cab wall and must be in the "UP" position. 4. On the cab wall and must be in the "DOWN" position. 25. In engine models GP40PH-2, F40PH-2, and GP40FH-2 the ATC Cutout switch and the ATS switches are: 1. Located on the cab wall and must be cut in. 2. Located on the cab wall and must be cut out. 3. Located in the short hood and must be cut in. 4. Located in the short hood and must be cut out. 26. In engine model U34CH, the Wheel slip/slide cutout is located: 1. In the short hood and must be cutout at all times. 2. In the short hood and must be cut in at all times. 3. On the panel behind the engineer and may only be cut out with permission. 4. Inside the locker behind the engineer, under the cabinet, accessed by going over the river and through the woods. 27. In all cab cars, except 5175-5177, the ATC and ATS cutout switches are located: 1. In the electrical locker. 2. In the cab, near the floor. 3. In the cab, above the windshield. 4. None of the above. 28. Switches and cocks associated with the cab signal/ATC/ATS system: 1. Must be sealed in the proper position for the territory in which the equipment is run. 2. Must be sealed in the cut in position at all times. 3. Are not required to be sealed and may be cut-out as required in non cab-signaled territory. 4. All of the above 29. Switches and cocks associated with the Safety Control (deadman or Alertor) system: 1. Must be sealed in the cut out position at all times. 2. Must be sealed in the cut in position in all territories except when cut out after a failure. 3. Must be cut in but not sealed to save time in the event of a failure. 4. May be cut out when the engineer's foot gets tired or when the alertor causes the engineer to get a headache. RULE 5A: 30. When operating in cab signal territory on locomotives with Speed Control, the engineer: 1. Must have speed control switch(es) in the normal position. 2. Speed Control cock must be sealed in the IN (OPEN) position. 3. Changeover cock must be sealed in the CLOSED position. 4. All of the above. 31. Question thirty (30) applies: 1. To all engines or MU's in a consist. 2. To all engines or MU's on the railroad. 3. Only to the lead unit when double heading or on a train of MU's. 4. Answer only if you got the right answer to question number thirty (30). RULE 5B: 32. When speed Control is cut in a CLEAR indication allows: 1. Maximum authorized speed. 2. 45 MPH. 3. 30 MPH. 4. 20 MPH. 33. As above, an APPROACH MEDIUM indication allows: 1. Maximum authorized speed. 2. 45 MPH. 3. 30 MPH. 4. 20 MPH. 34. As above, an APPROACH indication allows: 1. Maximum authorized speed. 2. 45 MPH. 3. 30 MPH. 4. 20 MPH. 35. As above, a RESTRICTING indication allows: 1. Maximum authorized speed. 2. 45 MPH. 3. 30 MPH. 4. 20 MPH. 36. When the cab signal changes to a less favorable indication, to avoid a penalty application of the brakes: 1. The change must be acknowledged and manual suppression reached within eight (8) seconds. 2. The change must be acknowledged and manual suppression reached within four (4) seconds. 3. The change must be acknowledged and manual suppression reached within six (6) seconds. 4. The change need not be acknowledged if the engineer can determine the indication of the way side signal. 37. When the train speed complies with the cab signal indication, the train brakes may be released: 1. When the timing valve pressure has been restored to at least seventy (70) pounds. 2. When the timing valve pressure has been restored to at least forty (40) pounds. 3. When the cab signal whistle stops blowing. 4. When the TORT overload indication light goes out. RULE 5C: 38. When in territory where cab signals are in effect for the direction of movement: 1. The Speed Control switch must be kept in the cut out position at all times. 2. The Speed Control switch must be kept in the cut in or NORMAL position at all times. 3. If the Speed Control switch is cut in, the engineer need not acknowledge a cab signal change. 4. The engineer must keep his hand on the Speed Control switch at all times. 39. When leaving cab signal territory or when cab signals are not in effect for the direction of movement: 1. The Speed Control Switch must be immediately cut in. 2. The Speed Control switch must be immediately cut out. 3. The Speed Control switch may be left in the cut in position until the train re-enters cab signal territory. 4. The cab signals must be re-tested. 40. When entering cab signal territory: 1. The Speed Control switch must be immediately moved to the cut out position. 2. The Speed Control switch must be immediately moved to the cut in position. 3. The Speed Control switch must be placed in the position that most closely points to the direction of movement. 4. The Speed Control position need not be moved if it was left in the cut in position prior to entering cab signal territory. 41. Failure to move the Speed Control switch to the NORMAL or In position within six (6) seconds after receiving a cab signal indication more favorable than RESTRICTING will result: 1. In the demolition of the locomotive. 2. In a pox on your family. 3. A jail term not to exceed five (5) years. 4. A Speed Control application of the brakes. 42. A Speed Control application of the brakes will occur: 1. If the engineer does not acknowledge Jesus as the true savior. 2. If the engineer does not acknowledge a more restrictive cab signal indication within twenty (20) seconds. 3. If the engineer does not acknowledge a more restrictive cab signal indication within six (6) seconds. 4. If the engineer does not acknowledge the BLE as the savior of the contract. RULE 5D: 43. Sounding of the warning signal when locomotive speed is above the limit imposed by signal indication is a signal: 1. That the locomotive will explode. 2. That the world is coming to an end. 3. that the engineer's career is coming to an end. 4. To reduce speed. 44. When the warning signal sounds, brake suppression must be initiated within: 1. Two (2) seconds. 2. Four (4) seconds. 3. Six (6) seconds. 4. It is already too late. 45. The suppression gauge will indicate pressure while the automatic brake valve is in: 1. Release 2. First Service 3. Minimum Reduction 4. Service Zone 5. #2-3-4 46. If the service brake pipe reduction is less than sufficient to provide full suppression: 1. The train will go into emergency and derail, killing all aboard. 2. The conductor will write up the engineer for poor train handling. 3. The engineer must initiate and emergency radio call to the dispatcher. 4. The suppression gauge will show a drop in pressure. 47. Suppression gauge pressure must not be permitted to drop below: 1. Eye level. 2. Atmospheric pressure. 3. 14.7 PSI. 4. 20 PSI. 48. Full suppression is made when: 1. The wheels "grunt" from the force of the brake shoes. 2. The first passenger's head strikes the door to the engineer's cab (cab cars only). 3. The train stops short of the station. 4. Suppression gauge pressure does not drop. 49. After the service reduction has been made to comply with the cab signal indication: 1. The brakes may be released 2. The brakes may be released provided the acknowledging switch has been operated. 3. The brakes may be released provided a "Mayday" distress call has been initiated. 4. The conductor has given "two" on the communicating whistle. 50. Failure to acknowledge, failure to make suppression, or attempting to release the brakes before timing valve pressure is restored will result: 1. In a horrible death. 2. In disciplinary action by the company. 3. Lots of whistles and noises in the cab. 4. Speed Control penalty brake application. RULE 5E: 51. When a Speed Control application occurs: 1. The automatic brake must be placed in LAP or SUPPRESSION position and the throttle placed in IDLE. 2. The automatic brake valve placed in EMERGENCY, and the throttle placed in IDLE. 3. The Automatic brake valve placed in IDLE and the throttle placed in EMERGENCY. 4. None of the above. 52. When the application pressure builds up to approximately one hundred and twenty five (125) pounds and the timing valve gauge indicates approximately forty (40) pounds: 1. The train will stop. 2. The Conductor will turn over and go back to sleep. 3. The dispatcher will call and ask what is wrong. 4. The acknowledging switch must be operated and the brakes can be released. RULE 5D: Departure test for GP40PH, E60CPH, E-8, GP-7 Locomotives: 53. NOTE: NOT LIKELY IN OUR LIFETIMES. READ AT YOU LEISURE. RULE 5G: 54. The seal on the Speed Control cut out cock may be broken and the cut out cock moved to the OUT position: 1. When the engineer gets tired of acknowledging the cab signal changes. 2. If there is a qualified crew member in the cab with the engineer. 3. When there is a failure of the cab signals or Speed Control equipment. 4. The Speed Control may not be cut out under any circumstances. 55. When the Speed Control cut out cock is cut out: 1. The train must be operated at restricted speed. 2. A crew member must be in the cab with the engineer. 3. The crew can go to lunch. 4. The dispatcher must be notified and the train operated per NORAC rules. 56. Locomotives must not be operated with cab signals and without Speed Control: 1. Unless Simon says. 2. Unless the engineer keeps his hand on the brake handle at all times. 3. Unless a member of the crew remains in the cab with the engineer. 4. Unless the seal is broken on the changeover cock and cock placed in open position. 57. With the cut out cock open, acknowledging a change in cab signals to a more restrictive indication: 1. Will wake up the train crew. 2. Will silence the warning signal if the speed is below that called for by the cab signal indication. 3. Will be cause for an investigation. 4. All of the above. RULE 6: 58. The Automatic Train Control System is comprised of: 1. The brake handle, Throttle, and brake shoes. 2. The engineer, Conductor, and trainman. 3. The Cab Signal, Automatic Train Stop, and Automatic Train Control sub-systems. 4. None of the above. 59. The cab signal provides: 1. A continuous indication of the wayside signal system from coded information through the rails. 2. A means of lighting the cab with decorative colored lights. 3. A means of keeping the engineer awake. 4. A psychedelic rhapsody portraying world peace and inner beauty. 60. Federal regulations allow: 1. The engineer to take the rap for the ineptitude of other employees. 2. Speeds above 79 MPH in territory where cab signals are in operation. 3. A means for the government to further control our lives through administrative ineptitude. 4. All of the above. 61. Automatic Train Stop initiates a penalty brake application and loss of tractive power when: 1. The engineer sees a pretty girl on the station platform. 2. The engineer fails to acknowledge (within six seconds) a change of a cab signal to a less favorable indication. 3. The engineer allows someone in the cab without a TRO- 1000. 4. Any of the above. 62. To recover from a penalty application the engineer must: 1. Shower in cold water. 2. Throw out anyone who does not exhibit a form TRO- 1000. 3. Place the automatic brake valve in LAP or SUPPRESSION and the throttle in IDLE, O, or OFF/COAST. 4. Service fifteen (15) days. 63. Automatic Train Control provides: 1. For the enforcement of the speed limit imposed by the cab signal. 2. For the automatic termination of the engineer. 3. For control of the train while the engineer catches up on his sleep. 4. None of the above. 64. With ATC, when the cab signal change to a more restrictive indication: 1. An alarm will sound which must be acknowledged. 2. If speed is above the cab signal indication, speed must be reduced through manual suppression.. 3. The engineer must wake up. 4. #1 and #2. 65. Failure to acknowledge, failure to reduce speed, or the release of the brakes before the appropriate speed is reached will: 1. Result in the engineer's dismissal. 2. Result in a penalty application of the brakes and waking up the train crew. 3. Result in a penalty application of the brakes and loss of tractive power. 4. #1 and #2. 66. ATC is mandated by the Federal Government: 1. Because they are here to help you. 2. On all equipment operating on the NEC and certain connecting lines. 3. To increase government jobs. 4. For your personal happiness and welfare. RULES 6a-d: Cab Signal Departure Tests: Unlikely subject. RULE 8a: 67. Regulations of the Federal Railroad Administration concerning the testing and inspection of brakes and signal equipment on locomotives and cars: 1. Can be ignored if mechanical personnel are on duty. 2. Need only be followed if FRA personnel are on the property. 3. Are for FRA personnel only. 4. Are incorporated in the brake and signal inspection instructions of New Jersey Transit Rail Operations. 68. To the extent that it is possible to detect defective equipment by the required air test: 1. Only engineers are responsible for the condition of air brake and signal equipment. 2. Only engineers and conductors are responsible for the condition of air brake and signal equipment. 3. Engineers, conductors, and other qualified personnel, but never supervisors are responsible for the condition of air brake and signal equipment. 4. Engineers, conductors, inspectors, and other qualified personnel including supervisors are jointly responsible for the condition of air brake and signal equipment. 69 At locations where mechanical forces are not on duty: 1. No inspections or air tests need be done. 2. Inspections and air test will be made by members of the crew. 3. The crew must call for mechanical forces to come and make the required inspections and air tests. 4. Locomotives and trains must not be dispatched from locations where no mechanical forces are on duty. RULE 8b: 70. To prevent unintentional movement of a train during a standing brake test: 1. The train must be chocked and a hand brake applied. 2. The crew must lean against the hind end of the train. 3. Sufficient hand brakes must be applied. 4. The engineer must apply power. RULE 8c: 71. During standing brake tests: 1. Brakes must not be released or applied without the proper signal. 2. Brakes must not be released or applied without permission of the dispatcher. 3. Brakes must not be applied without a hand brake on the engine. 4. Brakes may be applied or released only by the conductor or trainman. 72. Brake test complete indication: 1. Need not be given if the inspector is late for lunch. 2. Need not be given if the crewman doesn't want to. 3. Need not be given unless forced to. 4. May be given by voice or communicating signal. RULE 8d: 73. When a train departs its initial terminal: 1. It must have 85 percent of it's brakes working. 2. It must have enough brakes working to stop the train. 3. It can have 85 percent of it's brake working if no two consecutive trucks are cut out. 4. It must have 100 percent of its brakes working. 74. A train must have: 1. 85 percent operative brakes. 2. At least one car with brakes totally operative. 3. Not more than four (4) consecutive trucks cut out. 4. #1 and #3. 75. If a problem occurs EN ROUTE and one truck on a car remains cut in: 1. The car must be set out at the first opportunity. 2. The brakes are considered operative. 3. Passengers must be moved to a different car. 4. Speed must be reduced to thirty (30) MPH. 76. A train MUST NOT have two (2) consecutive cars: 1. With heat and lighting inoperative. 2. Full of deadheading crews. 3. Sleeping on duty train personnel. 4. With control valves cut out. 77. Trains with air brakes inoperative on the locomotive or rear car: 1. Must be handled very carefully. 2. Must not leave any terminal. 3. May leave its initial terminal with permission of the trainmaster. 4. May leave its initial terminal to avoid delaying other trains. 78. If the brakes on the rear car become inoperative: 1. Passengers, if any, must be moved to another car. 2. Train may proceed with hand brake manned, not exceeding thirty (30) MPH. 3. Dispatcher must be notified prior to movement. 4. All of the above. RULE 8e: 79. When brakes are released, tread shoe clearance must be approximately: 1. One foot. 2. Six inches. 3. One inch. 4. 1/4 inch. RULE 8f: 80. The signal to apply brakes with the communication system must: 1. Be given from the extreme front or rear of the train. 2. Can be given by radio from the Railhead Deli. 3. Need not be given if the brakes were working on the inbound equipment. 4. Need not be given if it will delay the train. RULE 8g: 81. If the train communicating signal system become inoperative: 1. The train must be stopped by the quickest means possible. 2. The train may not proceed without the dispatcher's permission. 3. The crew must have an understanding as to how signals will be passed before proceeding. 4. None of the above. RULE 9b: 82. Under no circumstances shall a train be moved: 1. Unless the engineer has had a sufficient lunch break. 2. Unless a qualified person who has knowledge that a terminal brake test has been done notifies the engineer. 3. Unless the engineer is in the operating cab of the train. 4. Unless Simon says. 83. If the terminal test is completed before the engineer reports for duty, the qualified person performing the test: 1. Must leave a note on the control stand. 2. Must fill out the appropriate portion of the ME-10. 3. Must tell a crew member who will tell the conductor who will inform the engineer. 4. None of the above if the qualified person is late for lunch. 84. Engineers are required to check the ME-10 to insure: 1. That the inspector can write in English. 2. That the train has been inspected every day. 3. That the consist numbers shown on the form match the actual cars in the train. 4. None of the above. RULE 9c: 85. When charging a train, the automatic brake vale must be in: 1. Release. 2. Parole. 3. Incarcerate. 4. Bail 86. A train is considered fully charged when: 1. The hind car starts to float off the track. 2. The main reservoir starts to bloat. 3. The main reservoir gauge indicates normal cycling or remains steady above 125 pounds. 4. The main reservoir gauge indicates 90 pounds. RULE 9d: 87. An inspection of the train brake system includes: 1. Checking air hoses, angle cocks, cut out cocks and retaining valves. 2. Brake system charged to required pressure. 3. Checking pockets for sufficient change for tolls. 4. #1 and #2. 88. In addition question #87, Brake inspection includes: 1. Brake rigging properly secured. 2. Cables for EP properly connected. 3. Locomotive mud flaps polished to NORAC requirements. 4. #1 and #2. RULE 9e: 89. To perform an Initial Terminal Brake Test, after fully charging the brake pipe and securing the train, the engineer must: 1. Make a full service reduction. 2. Make a fifteen (15) pound reduction. 3. Make a ten (10) pound reduction. 4. Make a five (5) pound reduction. 90. Except on 24-RL and No. 6 brakes, after the brake exhaust stops: 1. Cut in the brake valve. 2. Cut out the brake valve. 3. Go to sleep. 4. Call for water. 91. After waiting thirty (30) seconds for the pressure to settle, leakage must not exceed: 1. thirty (30) pounds per minute. 2. Ten (10) pounds per minute. 3. Five (5) pounds per minute. 4. One (1) pound per minute. 92. After leakage check: 1. Cut in brake valve and make full service reduction.. 2. Cut in brake valve and make ten (10) pound reduction. 3. Release brake and call for water. 4. Release brake and call for radio check. 93. After full service reduction: 1. Cut out brake valve and inspect train. 2. Cut in brake valve and wait for conductor to inspect train. 3. Call on the radio for water. 4. Get off the locomotive and call Pension Board from a pay phone (collect). 94. After brake inspection with brakes applied is completed: 1. Release brake and cut in brake valve, inspect train in release. 2. Release brake and cut out brake valve, take a wiz. 3. Release brake and cut in brake valve, mark up with crew caller. 4. Release brake and cut out brake valve, call the FRA. RULE 9f: 95. To test the Electro-Pnuematic brakes on push-pull equipment: 1. Make a full service reduction. 2. Make a twenty (20) pound reduction. 3. Make a ten (10) pound reduction. 4. Make a five (5) pound reduction. RULE 9g: 96. To test the Electro-Pnuematic brakes on Arrow MU equipment: 1. Place the EP switch and brake valve in cut out position. 2. Make full service reduction. 3. Place EP switch in NORMAL position. 4. All of the above. 97. Continuing with question #96: 1. Check to see that brake pipe pressure reduces to equalizing pressure. 2. Check to see that no water exhausts from brake valve. 3. Inspect train for proper application of brakes. 4. #1 and #3. 98. After signal to release brakes during a EP test: 1. Place EP switch in cut out position. 2. Move brake valve to release position. 3. Check to see that the brake pipe pressure does not increase. 4. All of the above. 99. Continuing with question #98: 1. Place EP switch in normal position. 2. Check to see that brake pipe increases to equalizing res. pressure. 3. Cut in automatic brake valve. 4. All off the above. RULE 9h: 100. To test single car emergency brake valve: 1. Play with red bell button. 2. Hear loud noise and brake cylinders grunt. 3. See passengers look at each other with concern. 4. All of the above. RULE 13: 101. At a location other than the initial terminal, when train consist has been changed and before departure: 1. A crew member must go for coffee. 2. A brake test with a twenty (20) pound reduction must be made. 3. The crew must have lunch. 4. The train crew must be well rested. RULE 14a: 102. When cars added to a train have already had a terminal brake test: 1. No brake test is needed. 2. Charge the brake system, make a twenty (20) pound application and check for application and release on the rear car. 3. Make a twenty (20) pound brake application and wake up the crew. 4. Charge the brake system, dump the train and check for an application on the rear car. 103. If cars added to a train have not had a terminal brake test: 1. Charge the brake system, make a twenty (20) pound brake pipe reduction, and check for an application and release on the added car(s) and rear car. 2. Charge the brake system, dump the train and check for an application on the rear car. 3. Charge the brake system, make a twenty (20) pound reduction, check leakage, and check for an application and release on the added car(s) and the rear car of the train. 4. Charge the brake system, send the brakeman for coffee and fall asleep until he gets back. RULE 14b: 104. When adding a solid block of cars which have not had a terminal test: 1. Charge the brake system, wake up the crew, Make a twenty (20) pound reduction, send the brakeman for coffee and the conductor to the hind end to check for and application and release. 2. Charge the brake system, fall asleep until the crew returns to the engine. 3. Charge the brake system and proceed when the rear car releases. 4. Charge the brake system, make a twenty (20) pound reduction, check leakage (5 pounds per minute, Max.), and check for an application and release on the added car(s) and rear car. RULE 14c: 105. When changing ends on push-pull or MU equipment which has received a terminal test: 1. Make a service reduction, place the EP switch in OFF (NORMAL on MU equip.), Reduce brake pipe forty (40) pounds total and cut out brakes. 2. Dump the train, cut out the brake and change ends. 3. Dump the train, leave the brake cut in, and change ends. 4. Make a full service application, cut out the brakes, then dump the air, and change ends. 106. To set up the brakes after changing ends on push-pull or MU equipment: 1. Charge the brakes, place the EP switch ON, make a twenty pound (20) reduction, and determine that the brake apply and release on the rear car or locomotive checking the electric hold feature. 2. Charge the brakes, move the brake valve to suppression and read a paper until leaving time. 3. Have the conductor or brakeman set up the brakes and do a rolling test so that the train can leave as soon as the engineer reaches the cab. 4. Charge the brakes, let the train roll, apply the brakes until the equipment stops rolling, move the brake valve to suppression, and read a paper until leaving time. RULE 15a: 107. A running brake test must be made: 1. After leaving initial terminal, crew or engine change, after standing brake test. 2. Any point where an angle cock has been turned (except on the rear end), after hitting debris, or EP circuit cables have been disconnected, or per timetable instructions. 3. At the first normal braking point. 4. #1 and #2. RULE 15b: 108. As soon as speed permits a running brake test must be made: 1. When the first station or stop signal is seen. 2. When the train speed is at least fifty (50) MPH. 3. By applying the brakes with sufficient force to determine the brakes are operating properly with not less than twelve (12) pound pipe reduction. 4. Before leaving the initial terminal. RULE 16c: 109. When leaving a diesel locomotive unattended: 1. Apply the independent and automatic in full service. 2. Throttle to idle and reverser in neutral. 3. Generator field switch in off and isolation switch in isolate or start. 4. Apply hand brake and chock wheels. 5. All of the above. RULE 19e: 110. For blended brake to work on engines so equipped: 1. Blended brake circuit breaker must be cut in, throttle must be in idle, automatic brake must be applied, Independent must not be bailed off, and traction motors must be cut in. 2. All of the above. 3. None of the above. 4. Some, but not all, of the above. 111. Sudden, heavy brake application in blended braking: 1. Will cause your coffee to spill all over the control stand. 2. Will cause all the passengers to stand up at one time. 3. Is normal for ex-Erie engineers. 4. Will cause severe slack action and must be avoided. 112. When stopping with blended brake: 1. The engineer must leave twenty five (25) pounds brake cylinder pressure applied when stopped. 2. The engineer must graduate off until the blended brake cuts out and the cylinder pressure rises. 3. The engineer must slow to fifteen (15) MPH, then use the independent to stop the train. 4. The engineer must make a six (6) pound reduction, the use the independent brake to stop the train. 113. To slow a train with dynamic brake only, the engineer must: 1. Set the throttle to idle, wait ten seconds then apply the dynamic brake with care. 2. Set the throttle to idle, then immediately move the dynamic brake handle to its maximum. 3. Set the throttle in idle, make a full service reduction with the automatic brake valve, the move the dynamic brake handle to APPLY. 4. Not use the dynamic or it will get him in trouble. ANSWERS TO AIR BRAKE STUDY GUIDE 1992 RULE 1A: RULE 5B: 2. 4 33. 2 64. 4 3. 4 34. 3 65. 3 4. 1 35. 4 66. 2 5. 3 36. 3 6. 4 37. 2 RULE 6A-D: 7. 1 8. 2 RULE 5C: RULE 8A: RULE 2: 38. 2 67. 4 39. 2 68. 4 9. 4 40. 2 69. 2 10. 4 41. 4 11. 4 42. 3 RULE 8B: 12. 3 RULE 5D: 70. 3 RULE 2B: 43. 4 RULE 8C: 13. 2 44. 3 13. 3 45. 5 71. 1 14. 2 46. 4 72. 4 15. 4 47. 4 16. 4 48. 4 RULE 8D: 17. 3 49. 2 18. 4 50. 4 73. 4 19. 4 74. 4 RULE 5E: 75. 2 RULE 2D: 76. 4 51. 1 77. 2 20. 2 52. 4 78. 4 21. 3 22. 4 RULE 5D: RULE 8E: 23. 3 24. 1 RULE 5G: 79. 4 25. 3 26. 3 54. 3 RULE 8F: 27. 1 55. 4 28. 3 56. 4 80. 1 29. 2 57. 2 RULE 8G: RULE 5A: RULE 6: 81. 3 30. 4 58. 3 31. 3 59. 1 RULE 9B: 60. 2 61. 2 82. 2 62. 3 83. 2 63. 1 84. 3 RULE 9C: RULE 15A: 85. 1 107. 4 86. 3 RULE 15B: RULE 9D: 108. 3 87. 4 88. 4 RULE 16C: RULE 9E: 109. 5 89. 2 RULE 19E: 90. 2 91. 3 110. 1 92. 1 111. 4 93. 1 112. 1 94. 1 113. 1 RULE 9F: 95. 2 RULE 9G: 96. 4 97. 4 98. 4 99. 4 RULE 9H: 100. 1 RULE 13: 101. 2 RULE 14A: 102. 2 103. 3 RULE 14B: 104. 4 RULE 14C: 105. 1 106. 1