BNSF requires pilots on such moves. Usually track inspector or roadmaster escorts such moves.
Track and time and or track warrants are issued by the DS to the Pilot for governing movements.
Usually the equipment is locked into a siding by BNSF with a BNSF lock the contractor cannot open. In the Spokane area FRA inspectors like to pay a visit (usually at a critical moment so as to tie up traffic.) Lately BNSF has been having track inspectors checking gauge after grinding operations to avoid problems the UP had a few years ago South of Cheney where following trains droppped though wide curves. Properly functioning equipment does not require dynamic braking to operate safely in mountain territory, although dynamic braking is nice. Some types of rail maintainance equipment are not electricly powered and use their P.T.O. fluid to retard movement similar to dynamic braking (except with hydraulic fluid) as do some over the road trucks with automatic transmissions.