Test Review

In the context of Part 232, a “brake, effective” is defined as:

A brake that is capable of producing its nominally designed retarding force on the train.

Factors that must be considered when making determinations about locations where power brake repairs can be made are: 

The presence of hazardous conditions that affect the ability to safely make repairs of the type needed at the location.

The relevant weather conditions at the location that affect accessibility or create hazardous conditions.

The accessibility of the location to persons responsible for making repairs.

Factors that should not be considered when making determinations about locations where power brake repairs can be made are: 

Is the location staffed continuously.

Congestion of work at the location.

Can the railroad perform a Single Car Test at the location.

Factors that should be considered when making determinations whether a particular location is the nearest location where power brake repairs can be made are:

The safety of the employees responsible for getting the equipment to or from a particular location.

End-of-train devices (telemetry equipment), shall be tested for accuracy and calibrated if necessary according to manufacturer’s specifications and procedures at least every:

368 days.

Which of the following are not to be considered when calculating the percentage of operative power brakes in a train: 

Hand or parking brake disconnected.

Brakes overdue for inspection, testing, maintenance or stenciling.

Calculating the percentage of operative brakes is calculated by: 

Dividing the number of cut-in control valves by the number of control valves in the train.

Equipment in a train with inoperative brakes shall:

Not be placed at the rear of a train.

Locomotives, excluding distributive power, left unattended outside of yard limits must have: 

All hand or parking brakes applied on each locomotive in the consist.

Railroads shall inspect yard air sources not less frequently than: 

Twice each calendar year, no less than five months apart, and also maintain written or electronic records of actions required during the inspection.

Excluding Extended Haul trains, a Class I brake is required:

At each location where a unit or cycle train and traveled 3000 miles since its last Class I test.

A Class I brake tests on Extended Haul trains shall be performed by: 

A Qualified Mechanical Inspector.

Which of the following shall be observed when testing trains using the Air Flow Method (AFM):

Air pressure at the rear of the train shall be within 15 psi of the pressure at which the train will operate, but not less than 75 psi as indicated by accurate gauge or end-of-train device a the rear of train.

Brakes that fail to apply upon inspection during a Class I, Class IA or Class II brake test may be retested and shall remain applied for a period of not less than:

Three minutes.

Extended Haul trains may not:

Move more than 1000 miles without receiving another Class I Brake Test.

Have any cars with defects moving under Part 215.9 for repair from initial terminal.

Extended Haul trains may not:

Have more than one pick-up and one set-out en route, excluding the setting out of defective equipment.

Factors that determine the location for a Class IA brake test include: 

The most restrictive car or block of cars in the train.

An inspection on both sides of each car sometime during the inspection process is required during:

Class I brake tests.

Class IA brake tests.

Except in cases where a railroad had declared a the dynamic brakes on a freight locomotive deactivated,  freight locomotives with inoperative dynamic brakes shall be repaired: 

Within 30 calendar days of becoming defective.

The next scheduled periodic inspection.

A Class I brake test is not required on trains adding more than one solid block of cars if: 

The blocks added have not been off air for more than four hours and are actually one block from a previous train that had previously received a Class I brake test, but were separated into multiple blocks due to space or trackage constraints.

At the minimum, what type of brake test would be required if any, relative to question 20: 

Class IA.

Mechanical and/or electronic yard air devices shall be calibrated no less than every:

92 days and annually respectively.

Yard air pressure at the opposite end of the consist or block of cars tested shall not be less than:

60 psi and within 15 psi of the regulator valve setting on yard test device.

Each car shall receive a single car test no less than every: 

12 months when on shop or repair track.

Five years.

Eight years from built or rebuilt date.

A two-way end-of-train device shall be tested to determine if it is capable of initiating an emergency application from the rear: 

At point of installation.