Initial Terminal:
a. The location where you carve you initials.
b. The location where you sign up for duty
c. The location where the train consist is originally made up.
d. The location where the train consist is terminated.

Terminal:
a. Location(s) where a train is terminated.
b. Location(s) where terminal brake tests are given.
c. Designated point(s) where personnel and facilities are available for inspection and/or repair of equipment.
d. Designated point(s) where personnel are terminated.

RULE 1A:
1. Brake pipe and main reservoir settings for passenger service are:
a. 110# brake pipe and 130-140# main res.
b. 90# brake pipe and 120-130# main res.
c. 110# brake pipe and 120-130# main res.
d. 90# brake pipe and 130-140# main res.

2. Brake pipe and main reservoir settings for freight service are:
a. 110# brake pipe and 130-140# main res.
b. 110# brake pipe and 120-130# main res.
c. 90# brake pipe and 120-130# main res.
d. 90# brake pipe and 130-140# main res.

3. If the brake pipe pressure is increased to other than standard and cannot be adjusted by the feed valve:
a. The train must be stopped and the brakes bled off.
b. The train must be stopped and the dispatcher notified.
c. The brake pipe pressure must be reduced before the train can proceed.
d. 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:
a. 45#
b. 72#
c. 60#
d. 75#

5. Independent brake pressure for road unit models GP40PH-2, F40PH-2:
a. 45#
b. 72#
c. 60#
d. 90#

6. The main reservoir safety valve is set at:
a. 90#
b. 110#
c. 130-140#
d. 150#

7. The control air safety valve is set to:
a. 90#
b. 110#
c. 130#
d. 150#

8. When freight locomotives are used in passenger service:
a. The normal brake pipe pressure for freight service is used.
b. The brake pipe pressure must be increased to the standard passenger pressure.
c.  Freight engines cannot be used in passenger service.
d. The mechanical department must be advised as soon as possible without delay to the train.

RULE 1b:

9. When the brake pipe pressure is set at 110 psi, the amount of brake pipe reduction to reach a full service application of the brakes is:
a. 20 psi
b. 26 psi
c. 29 psi
d. 32 psi

10. Equalization pressure is:
a. The highest braking pressure that can be obtained from a service brake application.
b. The highest braking pressure that can be obtained from an emergency brake application.
c. The highest braking pressure that can be obtained, all things being equal.
d. The highest braking effect possible with composition brake shoes.
 
 

11. Except for an emergency application, reducing the brake pipe pressure beyond equalization will:
a. Result in greater braking effect without further wasting of air.
b. Result in an undesired emergency application of the brakes.
c. Result in wasting of air with no effect on the amount of pressure in the brake cylinder.
d. Result in a discipline hearing for wasting the company's air.

12.  Except for Comet III and IV equipment, full service brake cylinder pressure will normally be between:
a. 10-25 psi
b. 30-40 psi
c. 50-65 psi
d. 72-80 psi

13.  Comet III equipment, due to the use of disk brakes, have a full service brake cylinder pressure of between:
a. 10-25 psi
b. 30-40 psi
c. 50-60 psi
d. 100-125 psi

RULE 2:

14.   Air brake and signal equipment on locomotives:
a. Must be maintained and inspected every 14 days in accordance with federal regulations.
b. Must be maintained and inspected by the operator before each trip.
c. Must be maintained and inspected and replaced every 92 days in accordance with federal regulations.
d. Must be maintained and tested in accordance with current federal regulations and NJTRO maintenance procedures and bulletins.

15. Locomotive inspections must be done at least once each calendar day by:
a. The locomotive engineer.
b. The train crew.
c. The car inspector.
d. Mechanical personnel

16.  Mechanical personnel making a locomotive inspection must:
a. Make sure the toilets flush.
b. Make sure the engineer's seat is comfortable.
c. Carry the engineer to the engine so he doesn't get tired.
d. Make sure that all necessary repairs have been made before a locomotive is dispatched for service.

17.  Mechanical personnel shall complete a form ME-10 and:
a. Keep it in their locker until asked for.
b. Give it to their immediate supervisor.
c. Place the form in the cab of the locomotive.
d. Throw it away.

RULE 2a Daily Inspection:

18. During the daily locomotive inspection, if a defect is noted that could be considered serious, one that could cause an accident or personal injury and that cannot be corrected by the employee performing the inspection:
a. The defect can be ignored if the employee performing the inspection does not have to run the locomotive.
b. The defect must be noted on the inspection form but no other measures are required.
c. The defect must be reported immediately to a Mechanical or Transportation supervisor or Train Dispatcher.
d. The defect must be reported to a Mechanical or Transportation supervisor of Train Dispatcher after lunch

19. During the daily locomotive inspection, the locomotive:
a. Must be secured.
b. Must be running.
c. Must be shut down.
d. Must be moving.

20. The daily locomotive inspection includes:
a. 38 items.
b. 138 items.
c. 238 items.
d. 1238 items.

RULE 2b, Locomotive Brake Test:

21.  To determine that the brakes are applied or released:
a. The person performing the test must hear the shoes go against the wheels when the brakes are applied.
b. Except for the ALP-44, it must be observed that the brake shoe are either against or away from the wheels.
c. 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.
d. No brake test need be performed if the locomotive is to be placed on a train.

21a. To prepare for a locomotive brake test the person performing the test must:
a. Secure the locomotive.
b. Charge the brake system with the independent and automatic brake released.
c. #1 and #2.
d. None of the above.

22. To perform a test of the independent brake, the employee must:
a. Watch the shoes go against the wheels when he applies the brakes.
b. Apply and release the brake and note that the pressure holds in 10# increments.
c. Allow the engine to roll and determine that it stops when the independent brake is applied.
d. Listen closely to determine that the engine grunts when sufficient pressure is applied to the wheel.

23. To make a leakage test of the automatic brake valve the employee must:
a. Make a 10# reduction and cut out the brake valve.
b. Check that leakage does not exceed 3# per minute.
c. Cut in the brake valve and make a full service application.
d. All of the above.

24. To perform an emergency brake application test, the employee must:
a. Place the automatic brake in emergency and note that the brakes apply in emergency.
b. Note PCS/PC or power knock down and emergency sanding.
c. Apply the independent hard enough that the engine brakes apply in emergency.
d. a and b.

25.  To perform a brake valve Cut-off valve test:
a. Make a full service brake application and cut out the automatic brake valve.
b. Move the brake handle to release note that brake pipe pressure does not increase for one minute then cut in the brake valve.
c. a and b.
d. c and d.

26.  To perform a Deadman/Alertor test the employee must:
a. Be alert or he's a dead man.
b. Initiate a penalty application and note that a full service application occurs with PCS/PC light and power knockdown.
c. Recover from penalty application.
d. b and c.

27.  To perform a radio test, the employee must:
a. Press the transmit button and sing his favorite Cole Porter song.
b. Press the transmit button and imitate his favorite jungle animal.
c. Turn on the radio and tune to his favorite FM rock station.
d. 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:

28. Any device, other that the brake pipe cut out cock, which can cut out the Automatic train Stop (ATS) or Automatic Train Control (ATC):
a. Must not be sealed.
b. Must be sealed.
c. Should be sealed if seals are available.
d. Must not be operated if seals are broken.

NOTE: The following positions are for Cab Signal Territory only:

29. On SW-1500 locomotives (500-503) the ATC, ATS cutout switches are:
a. Located under the cab floor and must be cut in.
b. Located under the cab floor and must be cut out.
c. Located in the cab and must be cut in.
d. Located in the cab and must be cut out.

30. On Arrow MU equipment equipped with ATC System, the ATC and ATS cutout switch is:
a. Located in the cab and must be cut out.
b. Located in the cab and must be cut in.
c. Located in the #2 electrical locker and must be cut out.
d. Located in the #2 electrical locker and cut in.

31. On Arrow MU equipment not equipped with ATC System, the Train Stop cutout switch is:
a. Located in the cab and must be in the "OFF" position.
b. Located in the cab and must be in the "ON" position.
c. Located in the #2 electrical locker and must be in the "OFF" position.
d. Located in the #2 electrical locker and must be in the "ON" position.

32. On engine 4100-4112, the ATS (Pneumatic Cutout Valve) and ATC (Timing Magnet Valve) are located:
a. In the short hood and must be "OPEN".
b. In the short hood and must be "CLOSED"
c. On the cab wall and must be in the "UP" position.
d. On the cab wall and must be in the "DOWN" position.

33. In engine models GP40PH-2, F40PH-2, and GP40FH-2 the ATC Cutout switch and the ATS switches are:
a. Located on the cab wall and must be cut in.
b. Located on the cab wall and must be cut out.
c. Located in the short hood and must be cut in.
d. Located in the short hood and must be cut out.

34. In engine model U34CH, the Wheel slip/slide cutout is located:
a. In the short hood and must be cutout at all times.
b. In the short hood and must be cut in at all times.
c. On the panel behind the engineer and may only be cut out with permission.
d. Inside the locker behind the engineer, under the cabinet, accessed by going over the river and through
the woods.

35. In all cab cars, except 5175-5177, the ATC and ATS cutout switches are located:
a. In the electrical locker.
b. In the cab, near the floor.
c. In the cab, above the windshield.
d. None of the above.

36. Switches and cocks associated with the cab signal/ATC/ATS system:
a. Must be sealed in the proper position for the territory in which the equipment is run.
b. Must be sealed in the cut in position at all times.
c. Are not required to be sealed and may be cut-out as required in non cab-signaled territory.
d. All of the above

37.  Switches and cocks associated with the Safety Control (deadman or Alertor) system:
a. Must be sealed in the cut out position at all times.
b. Must be sealed in the cut in position in all territories except when cut out after a failure.
c. Must be cut in but not sealed to save time in the event of a failure.
d. May be cut out when the engineer's foot gets tired or when the alertor causes the engineer to get a headache.

RULE 3:

38. When taking charge of a locomotive, engineers will:
a. Make sure their lunch is placed in the cooler.
b. Check to see that the engineer's seat is properly positioned for maximum comfort.
c. Check to see that the conductor does not fall asleep before departure from the initial terminal.
d. Check the "Daily Inspection" portion of the Daily Inspection Record "ME10" in the cab to insure that the locomotive has received the daily inspection and locomotive brake test within the previous calendar day.

39. If the Daily Locomotive Inspection was performed by Mechanical personnel:
a. The engineer will accept this inspection.
b. The engineer will re-inspect the locomotive.
c. The engineer will mark off sick to avoid the obvious danger.
d. The engineer will call the engine dispatcher to get a new locomotive.

40. When the locomotive has not been inspected and tested within the previous calendar day and no Mechanical personnel are available:
a. The engineer will perform the daily inspection and locomotive brake test.
b. The engineer will refuse to take the locomotive until it is inspected by Mechanical personnel.
c. The engineer will go for lunch and hope the engine will be inspected by the time he returns.
e. The engineer will make his conductor perform the daily locomotive inspection while he catches a nap.

41. Prior to movement of any locomotive, the engineer, assistant engineer, or any engineer trainee must check to determine that:
a. All crewmembers are sufficiently rested.
b. No blue flag signals are displayed and no persons are fouling the equipment.
c. All ground servicing hoses and cables are disconnected and clear of the track.
d. b and c.

42. Before moving the aforementioned locomotive, the engineer must check to determine that:
a. Brake cylinder cut outs are cut in and the brakes are applied.
b. All chocks are removed and hand brake is fully released.
c. There is sufficient fuel in the fuel tank.
d. All of the above.
e. None of the above.

RULE 3a:

43. A lite engine running brake test should be performed:
a. Immediately after the initial movement of a lite engine
b. After any change in a lite engine consist.
c. After changing ends or control stations.
d. All of the above.
e. None of the above.

44. To perform a lite engine running brake test the engineer must:
a. Apply and release the independent brake valve and check for increase in cylinder pressure and retarding effect of the brakes.
b. Make a service application of the automatic brake valve and check for increase in cylinder pressure and retarding effect of the brakes.
c. Depress and hold the independent valve in the release position and check for a decrease in cylinder pressure to zero and note that the retarding effect of the brakes is eliminated.
d. All of the above.
e. None of the above.

RULE 4f:

45. When a penalty brake application has occurred from actuation of any safety device such as a deadman, alertor, speed control (ATC), automatic train stop ((ATS), or overspeed the engineer must:
a. Pay the penalty.
b. Place the throttle in Idle or 0 or the controller in off/coast.
c. Call the Conductor on the radio and tell him the train is no longer safe.
d. Call the dispatcher and tell him the train is now safe because it is no longer moving.

45a. If the situation mentioned in question 45 occurs with 30E-CDW, PS-90, 26E-1, PS-68, or No. 6 brake valves, the brake valve must:
a. Be placed in the lap position for approx. 1 minute until the PCS or application light goes out, then release the brakes.
b. Removed from the engine and replaced with one that is not broken.
c. Placed in the emergency position until the air recovers by itself.
d. Placed in the emergency position while the crew goes for coffee.

45b. If the situation mention in question 45 occurs with 26B-1 or 26-C brake valves, the brake valve must:
a. Be replaced because it was damaged by the penalty application.
b. Be placed in the emergency position until the mechanical forces can determine why there was a penalty application of the brakes.
c. Be placed in Suppression for approximately 1 minute until the PCS or application light goes out. Then release the brakes.
d. All of the above.

46. If none of the measures mentioned in questions 45-45b reset the brakes:
a. The engineer can go home.
b. The engineer should make a heavy service brake application. Then go home.
c. The engineer should make a heavy service brake application. The release the brakes.
d. The engineer should make a heavy service brake application until he is released from service.

RULE 6 ATC System Description:

47.  The Automatic Train Control System is comprised of:
a. The brake handle, Throttle, and brake shoes.
b. The engineer, Conductor, and trainman.
c. The Cab Signal, Automatic Train Stop, and Automatic Train Control sub-systems.
d. None of the above.

48.  The cab signal provides:
a. A continuous indication of the wayside signal system from coded information through the rails.
b. A means of lighting the cab with decorative colored lights.
c. A means of keeping the engineer awake.
d. A psychedelic rhapsody portraying world peace and inner beauty.

49.  Federal regulations allow:
a. The engineer to take the rap for the ineptitude of other employees.
b. Speeds above 79 MPH in territory where cab signals are in operation.
c. A means for the government to further control our lives through administrative ineptitude.
d. All of the above.

50.  Automatic Train Stop initiates a penalty brake application and loss of tractive power when:
a. The engineer sees a pretty girl on the station platform.
b. The engineer fails to acknowledge (within six seconds) a change of a cab signal to a less favorable indication.
c. The engineer allows someone in the cab without a TRO-1000.
d. Any of the above.

51.  To recover from a penalty application the engineer must:
a. Shower in cold water.
b. Throw out anyone who does not exhibit a form TRO-1000.
c. Place the automatic brake valve in LAP or SUPPRESSION and the throttle in IDLE, O, or OFF/COAST.
d. Service fifteen (15) days.

52.  Automatic Train Control provides:
a. For the enforcement of the speed limit imposed by the cab signal.
b. For the automatic termination of the engineer.
c. For control of the train while the engineer catches up on his sleep.
d. None of the above.

53.  With ATC, when the cab signal change to a more restrictive indication:
a. An alarm will sound which must be acknowledged.
b. If speed is above the cab signal indication, speed must be reduced through manual suppression.
c. The engineer must wake up.
d. a and b.

54.  Failure to acknowledge, failure to reduce speed, or the release of the brakes before the appropriate speed is reached will:
a. Result in the engineer's dismissal.
b. Result in a penalty application of the brakes and waking up the train crew.
c. Result in a penalty application of the brakes and loss of tractive power.
d. a and b.

55. The Federal Government mandates ATC:
a. Because they are here to help you.
b. On all equipment operating on the NEC and certain connecting lines.
c. To increase government jobs.
d. For your personal happiness and welfare.

RULES 6a-e Cab Signal Departure Tests: Unlikely subject.

RULE 8a:

56.  Regulations of the Federal Railroad Administration concerning the testing and inspection of brakes and signal equipment on locomotives and cars:
a. Can be ignored if mechanical personnel are on duty.
b. Need only be followed if FRA personnel are on the property.
c. Are for FRA personnel only.
d. Are incorporated in the brake and signal inspection instructions of New Jersey Transit Rail Operations.

57.  To the extent that it is possible to detect defective equipment by the required air test:
a. Only engineers are responsible for the condition of air brake and signal equipment.
b. Only engineers and conductors are responsible for the condition of air brake and signal equipment.
c. Engineers, conductors, and other qualified personnel, but never supervisors are responsible for the condition of air brake and signal equipment.
d. Engineers, conductors, inspectors, and other qualified personnel including supervisors are jointly responsible for the condition of air brake and signal equipment.

58. At locations where mechanical forces are not on duty:
a. No inspections or air tests need be done.
b. Inspections and air test will be made by members of the crew.
c. The crew must call for mechanical forces to come and make the required inspections and air tests.
d. Locomotives and trains must not be dispatched from locations where no mechanical forces are on duty.

RULE 8b:

59.  To prevent unintentional movement of a train during a standing brake test:
a. The train must be chocked and a hand brake applied.
b. The crew must lean against the hind end of the train.
c. Sufficient hand brakes must be applied.
d. The engineer must apply power.

RULE 8c:

60.  During standing brake tests:
a. Brakes must not be released or applied without the proper signal.
b. Brakes must not be released or applied without permission of the dispatcher.
c. Brakes must not be applied without a hand brake on the engine.
d. Brakes may be applied or released only by the conductor or trainman.

61.  Brake test complete indication:
a. Need not be given if the inspector is late for lunch.
b. Need not be given if the crewman doesn't want to.
c. Need not be given unless forced to.
d. May be given by voice or communicating signal.

RULE 8d:

62.  When a train departs its initial terminal:
a. It must have 85 percent of it's brakes working.
b. It must have enough brakes working to stop the train.
c. It can have 85 percent of it's brake working if no two consecutive trucks are cut out.
d. It must have 100 percent of its brakes working.

63.  A train must have:
a. 85 percent operative brakes.
b. At least one car with brakes totally operative.
c. Not more than four (4) consecutive trucks cut out.
d. a and c.

64.  If a problem occurs EN ROUTE and one truck on a car remains cut in:
a. The car must be set out at the first opportunity.
b. The brakes are considered inoperative.
c. Passengers must be moved to a different car.
d. Speed must be reduced to thirty (30) MPH.

65.  A train MUST NOT have two (2) consecutive cars:
a. With heat and lighting inoperative.
b. Full of deadheading crews.
c. Sleeping on duty train personnel.
d. With control valves cut out.

66.  Trains with air brakes inoperative on the locomotive or rear car:
a. Must be handled very carefully.
b. Must not leave any terminal.
c. May leave its initial terminal with permission of the trainmaster.
d. May leave its initial terminal to avoid delaying other trains.

67.  If the brakes on the rear car become inoperative:
a. Passengers, if any, must be moved to another car.
b. Train may proceed with hand brake manned, not exceeding thirty (30) MPH.
c. Dispatcher must be notified prior to movement.
d. All of the above.

RULE 8e:

68.  When brakes are released, tread shoe clearance must be approximately:
a. One foot.
b. Six inches.
c. One inch.
d. 1/4 inch.

RULE 8f:

69. The signal to apply brakes with the communication system must:
a. Be given from the extreme front or rear of the train.
b. Can be given by radio from the Railhead Deli.
c. Need not be given if the brakes were working on the inbound equipment.
d. Need not be given if it will delay the train.

RULE 8g:

70.  If the train communicating signal system become inoperative:
a. The train must be stopped by the quickest means possible.
b. The train may not proceed without the dispatcher's permission.
c. The crew must have an understanding as to how signals will be passed before proceeding.
d. None of the above.

RULE 9a Initial terminal road train air brake test:

71. Each train must be inspected and tested by a qualified person at points:
a. Where the train is originally made up.
b. Where train consists are changed, other than by adding or removing blocks of cars and the brake system remains charged.
c. Where the train is received in interchange.
d. All of the above.
e. None of the above.

RULE 9b:

72.  Under no circumstances shall a train be moved:
a. Unless the engineer has had a sufficient lunch break.
b. Unless a qualified person who has knowledge that a terminal brake test has been done notifies the engineer.
c. Unless the engineer is in the operating cab of the train.
d. Unless Simon says.

73. If the terminal test is completed before the engineer reports for duty, the qualified person performing the test:
a. Must leave a note on the control stand.
b. Must fill out the appropriate portion of the ME-10.
c. Must tell a crewmember who will tell the conductor who will inform the engineer.
d. None of the above if the qualified person is late for lunch.

74.  Engineers are required to check the ME-10 to insure:
a. That the inspector can write in English.
b. That the train has been inspected every day.
c. That the consist numbers shown on the form match the actual cars in the train.
d. None of the above.

RULE 9c:

75.  When charging a train, the automatic brake vale must be in:
a. Release.
b. Parole.
c. Incarcerate.
d. Bail

76.  A train is considered fully charged when:
a. The hind car starts to float off the track.
b. The main reservoir starts to bloat.
c. The main reservoir gauge indicates normal cycling or remains steady above 125 pounds.
d. The main reservoir gauge indicates 90 pounds.

RULE 9d:

77.  An inspection of the train brake system includes:
a. Checking air hoses, angle cocks, cut out cocks and retaining valves.
b. Brake system charged to required pressure.
c. Checking pockets for sufficient change for tolls.
d. a and b.

78.  In addition question #77, Brake inspection includes:
a. Brake rigging properly secured.
b. Cables for EP properly connected.
c. Locomotive mud flaps polished to NORAC requirements.
d. a and b.

RULE 9e:

79.  To perform an Initial Terminal Brake Test, after fully charging the brake pipe and securing the train, the engineer must:
a. Make a full service reduction.
b. Make a fifteen (15) pound reduction.
c. Make a ten (10) pound reduction.
d. Make a five (5) pound reduction.

80.  Except on 24-RL and No. 6 brakes, after the brake exhaust stops:
a. Cut in the brake valve.
b. Cut out the brake valve.
c. Go to sleep.
d. Call for water.

81.  After waiting thirty (30) seconds for the pressure to settle, leakage must not exceed:
a. Thirty (30) pounds per minute.
b. Ten (10) pounds per minute.
c. Five (5) pounds per minute.
d. One (1) pound per minute.

82.  After leakage check:
a. Cut in brake valve and make full service reduction.
b. Cut in brake valve and make ten (10) pound reduction.
c. Release brake and call for water.
d. Release brake and call for radio check.

83.  After full service reduction:
a. Cut out brake valve and inspect train.
b. Cut in brake valve and wait for conductor to inspect train.
c. Call on the radio for water.
d. Get off the locomotive and call Pension Board from a pay phone (collect).

84.  After brake inspection with brakes applied is completed:
a. Release brake and cut in brake valve, inspect train in release.
b. Release brake and cut out brake valve, take a wiz.
c. Release brake and cut in brake valve, mark up with crew caller.
d. Release brake and cut out brake valve, call the FRA.

RULE 9f:

85.  To test the Electro-Pneumatic brakes on push-pull equipment:
a. Make a full service reduction.
b. Make a twenty (20) pound reduction.
c. Make a ten (10) pound reduction.
d. Make a five (5) pound reduction.

RULE 9g:

86. To test the Electro-Pneumatic brakes on Arrow MU equipment:
a. Place the EP switch and brake valve in cut out position.
b. Make full service reduction.
c. Place EP switch in NORMAL position.
d. All of the above.

87. Continuing with question #86:
a. Check to see that brake pipe pressure reduces to equalizing pressure.
b. Check to see that no water exhausts from brake valve.
c. Inspect train for proper application of brakes.
d. a and c.

88.  After signal to release brakes during a EP test:
a. Place EP switch in cut out position.
b. Move brake valve to release position.
c. Check to see that the brake pipe pressure does not increase.
d. All of the above.

89.  Continuing with question #98:
a. Place EP switch in normal position.
b. Check to see that brake pipe increases to equalizing res. pressure.
c. Cut in automatic brake valve.
d. All off the above.

RULE 9h:

90. To test single car emergency brake valve:
a. Play with red bell button.
b. Hear loud noise and brake cylinders grunt.
c. See passengers look at each other with concern.
d. All of the above.

RULE 12c:

91. During switching operations, engines and cars must not be coupled until:
a. The crew is well fed.
b. The crew is well rested.
c. The crew is on overtime.
d. The equipment has stopped.

RULE 13:

92. At a location other than the initial terminal, when train consist has been changed and before departure:
a. A crew member must go for coffee.
b. A brake test with a twenty (20) pound reduction must be made.
c. The crew must have lunch.
d. The train crew must be well rested.

RULE 14c:

93. When changing ends on push-pull or MU equipment which has received a terminal test:
a. 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.
b. Dump the train, cut out the brake and change ends.
c. Dump the train, leave the brake cut in, and change ends.
d. Make a full service application, cut out the brakes, then dump the air, and change ends.

94. To set up the brakes after changing ends on push-pull or MU equipment:
a. 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.
b. Charge the brakes, move the brake valve to suppression and read a paper until leaving time.
c. 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.
d. 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:

95. A running brake test must be made:
a. After leaving initial terminal, crew or engine change, after standing brake test.
b. 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.
c. At the first normal braking point.
d. a and b.

RULE 15b:

96. As soon as speed permits a running brake test must be made:
a. When the first station or stop signal is seen.
b. When the train speed is at least fifty (50) MPH.
c. By applying the brakes with sufficient force to determine the brakes are operating properly with not less than twelve (12) pound pipe reduction.
d. Before leaving the initial terminal.

RULE 18b Operating over movable bridges:

97. When operating over movable bridges the throttle position must be:
a. Moved to the 8th position immediately before the train reaches the movable span.
b. Moved to the idle position immediately before the train reaches the movable span.
c. Moved to the 4th position 10 seconds before the train reaches the movable span.
d. Moved to the idle position, then moved to the 8th position 10 seconds before the train reaches the movable span.

98. If the engine is operating in the 4th position or less:
a. Allow the same interval and move the throttle to idle.
b. Allow the same interval and move the throttle to the next lower throttle position.
c. Allow the same interval and move the throttle to the next higher throttle position.
d. Allow the train to coast over the bridge.

99. Electric engines or MU equipment:
a. Are not allowed to move over movable bridges.
b. Should have the controller placed in OFF or COAST position while operating over a movable span.
c. Can have the controller in any throttle position when operating over a movable bridge.
d. All of the above.

100. Except when requires by signal indication or emergency:
a. Brakes may not be applied when operating over a movable bridge or their fixed spans.
b. Trains may not be spotted on a movable bridge or their fixed spans.
c. Crews may not embark passengers on a movable bridge or their fixed spans.
d. Trains my not couple on a movable bridge or their fixed spans.

RULE 19b, Braking Push-Pull equipment:

101. In order to brake Push-Pull equipment with a non-self-lapping brake valve, the engineer must:
a. Reduce the throttle to Idle or 0.
b. Make an initial reduction of not less than 6 pounds.
c. Place the brake handle in LAP between reductions.
d. Leave a minimum of 25 PSI brake cylinder pressure applied when stopped.
e. All of the above.

102. Automatic brake valve can be moved between LAP and Electric hold when the speed of the train is approximately:
a. 75 MPH.
b. 50 MPH.
c. 25 MPH.
d. 10 MPH.

103. Electric holding should not be used:
a. To bring the train to a smooth stop.
b. During brake applications.
c. To control the speed of a train in compliance with signal indication or speed restriction.
d. b and c
104. If the electric brake should fail while the automatic brake valve is in the Electric Holding position:
a. The automatic brake valve must be placed in the service position until the train comes to a stop.
b. The automatic brake valve must be placed in the emergency position until the train comes to a stop.
c. The Independent must be placed in the full on position until the train comes to a stop.
d. The engineer can kiss his sweet ass goodbye.

105. If the Electro-Pneumatic brake is inoperative:
a. Stops should be made using one brake application.
b. Stops should be made using two brake applications.
c. Stops should be made using three brake applications.
d. Stops should be made using suppression.

106. To make a stop with the EP brake inoperative, the engineer should:
a. Place the throttle in Idle or 0.
b. Make an initial application which would stop the train short of the desired location.
c. Release the brakes after the train speed has reached 25 MPH then make a second application of at least 12 PSI.
d. All of the above.
e. None of the above.

RULE 19e, Blended Braking:

107. Blended brake is:
a. A formula for brake shoes that is made up of several materials blended together.
b. A braking system where pneumatic braking is augmented by manually applied electric brakes.
c. A combination of dynamic brake and air brakes.
d. None of the above.

108. Blended braking occurs when:
a. The engineer fails to make a proper air brake application.
b. The engine blends in with the surrounding terrain.
c. An automatic brake application is made and the dynamic brake is cut in.
d. All of the above.

109. Sudden heavy brake applications in blended braking mode:
a. Are a lot of fun.
b. Get the passengers out of their seats faster.
c. Saves brake shoes.
d. Will cause severe slack action.

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