1.0 General Instructions
1.1 Inspection of Brake Equipment on Locomotives
and Cars
Inspect and test brake equipment on
locomotives and cars according to:
·
Federal Railroad Administration (FRA)
regulations.
In addition the mechanical integrity of
all cars at the initial terminal and cars added en route must be inspected as
per:
·
Rule 70, NORAC Operating Rules, and
·
Section 4, CPR Air Brake Train Handling Rules.
When performing a car inspection:
·
Inspect cars on both sides.
·
Examine and observe all moving parts of the
brake system on each car.
1.2 Cars
with Inoperative Brakes
Air brakes on all cars must be operative except:
·
Cars being moved for
repairs following a Class IA or Class II brake test that are properly carded by
a qualified mechanical inspector, or
·
Cars with brakes that
fail en route that are documented on the Crew to Crew Information Form (See
Section 9, Rule 2.9)
Note: At least 85
percent of the cars in a train must have operative brakes under all circumstances.
1.3 Standard Brake Pipe Pressures
Freight service90psi
Yard service75 psi
Passenger equipment or trains
consisting entirely of CPR business car(s)90 psi.
1.4 Unintended Emergency Brake Application
During Air Brake Test
(Kicker or Dynamiter)
If a train goes into emergency during a Class I, Class IA,
Class II, or Transfer air brake test, the test is unsuccessful.
·
Recharge the train air brake system.
·
Repeat the test.
2.0 Roles and Responsibilities
2.1 Employee(s) Performing Inspection
A Qualified Person or a Qualified Mechanical Inspector must
perform inspections and air brake tests.
·
Qualified
Person (QP) - a trainman given fundamental training on freight car
inspections and air brake tests. All CPR trainmen are Qualified Persons in the
application of these rules.
·
Qualified
Mechanical Inspector (QMI) -
a person, such as a carman, with more extensive training in air brake testing
and maintenance that provides for a more detailed inspection.
Note: Trains given an inspection by a QMI may travel
up to 1500 miles
before additional inspections are required (See Rule 14.0 in this section, Extended
Haul Trains.)
2.2 Person in Charge
While the test is being conducted, the person performing the air
brake test is considered the person in charge of the train at that time.
The person in charge must determine that all employees are
safely positioned before giving authority to:
·
Apply or release the brakes, or
·
Move the train.
2.3 Engineer Responsibilities During Test
Engineers must allow their trains to be inspected where
required.
Unless authorized by the person in charge, an engineer must not:
·
Apply or release train brakes.
·
Move the train until the air test is complete.
3.0 Locomotive
Air Brake Test
3.1 When Required
Conduct a locomotive air brake test when:
·
Locomotive consist is coupled together;
·
Adding or removing locomotives;
·
Changing operating ends;
·
When first taking charge of a locomotive on a
tie-up track.
Exception:
Locomotive air brake test will not be necessary if notified the test has
been performed.
3.2 Procedure
for Locomotive Air Brake Test
Position a qualified person on the ground to signal when
to apply and release locomotive brakes and to observe that all brake pistons
extend and retract as intended on the locomotives being tested. Then complete the following steps:
|
Step
|
Action
|
|
1
|
Ensure that the locomotive is
protected from unintended movement.
|
|
2
|
Place the automatic brake handle in
the release position for at least 2 minutes to ensure the locomotive air
brake system is sufficiently charged.
|
|
3
|
Fully apply and release the
independent brakes.
|
|
4
|
Make a 15 psi brake pipe
reduction. After brakes have applied,
release the locomotive brakes by depressing the independent brake handle
(bail) for at least 4 seconds for each locomotive in the consist.
|
Procedure for Locomotive Air Brake Test
continued
|
Step
|
Action
|
|
5
|
Make
a further 10 psi brake pipe reduction, observe the brakes apply, then release
the automatic brake.
|
|
6
|
Test
the operation and recovery of the Safety Control System, except when adding a
trailing locomotive(s).
|
|
7
|
Test
RSC. See Rule 4.0 of this Section.
|
3.3 Locomotives
with Inoperative Brakes
100 percent of locomotive brakes must be operative when leaving
the initial terminal.
·
If locomotive brakes become inoperative after
leaving the initial terminal:
Ψ
Cut-out the brakes on that locomotive,
Ψ
Attach a non-complying tag, and
Ψ
Document on the Crew to Crew Information Form.
·
Locomotives with inoperative brakes may not
travel further than the next location capable of making repairs or the next
daily inspection. Locomotive must be
tagged with a Non-Complying Tag, Form 2067.
4.0 RSC
(Reset Safety Control) (Alerter)
4.1 RSC
Requirements
RSC (Reset Safety Control), commonly known as an Alerter, is
device that will initiate a penalty brake application when the Reset Safety
Control (RSC) times out. Timing out of
the RSC occurs when one of the reset devices is not used by the engineer. Example of a reset occurs when the engineer
operates the horn, moves the throttle or dynamic brake handle, actuate the
engine brakes or pressing the reset button.
A controlling locomotives equipped with an RSC (Alerter) must be
operative. A locomotive found with an
inoperative RSC may be used until the next Locomotive Daily Inspection or the
next forward point where repairs can be made.
4.2 RSC
Test Procedures
The RSC must be tested when conducting a locomotive air brake
test.
Test Procedure
|
Step
|
Action
|
|
1
|
Protect locomotive from unintended movement.
|
|
2
|
Ensure the safety control valve or switch is cut-in and
sealed.
|
|
3
|
Initiate a penalty brake application by placing the automatic
and independent brake handles in the released position.
|
|
4
|
Make sure the audible alarm and warning lights (RSC) or
warning whistle (safety control foot pedal) are functioning.
|
|
5
|
Make certain the PC, PCS, or Power Off indicator light illuminates.
|
|
6
|
Make sure equalizing reservoir pressure reduces to zero.
|
|
7
|
Recover penalty brake application.
|
4.3 RSC
Malfunction
If the RSC malfunctions en route, example non-recoverable penalty
brake application, then the RSC may have to be cut-out.
Cut-Out Procedure
|
Step
|
Action
|
|
1
|
Immediately notify the Dispatcher or Central Locomotive
Specialist and obtain permission to cut-out RSC. Record the situation and defect on the Crew
to Crew Information Form.
|
|
2
|
Cut-out the Safety Control cock or switch.
|
|
3
|
Proceed with the locomotive until the:
·
Next
Locomotive Daily Inspection, or;
·
The next
forward point where repairs can be made which ever occurs first, or
·
Place the locomotive
in a trailing position in the consist.
|
5.0 Charging Air Brake
System
5.1 Charging Uncharged Air Brake System
Charge an empty air brake system for the appropriate amount of pressure
or time to ensure that the system functions as required. When charging the
system, the following will apply:
a) Do
not charge the train brake system with more than one automatic brake valve in a
locomotive consist cut-in.
b) Maintain
constant diesel engine RPM unless main reservoir pressure drops below 105 psi.
If engine RPM must be increased, do not exceed throttle position 4.
Note: On GE AC4400 locomotives, advance throttle to
No. 1 position.
On SD90MAC locomotives, leave the throttle in IDLE. The diesel
engine will speed up automatically if main reservoir pressure drops below 105
psi.
c)
In yards where trains are made up, unattended
locomotives may be used to charge the air brake system when ambient temperature
requires additional charging time if:
·
Hand brakes are applied to hold the cars to be
charged as required by Section 7, Securing Equipment, and
· All
hand brakes are applied on the locomotive consist.
5.2 Charging Times - Uncharged Brake Systems
Use following table as a guide to
determine the minimum and maximum charging times:
|
Charging Times when
Brake System is Empty
|
|
Brake Pipe Length
(In feet)
|
Minimum Charging Time
(In minutes)
|
Maximum Charging Time
(In minutes)
|
|
2,500 or
less
|
8
|
25
|
|
3,000
|
10
|
30
|
|
4,000
|
15
|
35
|
|
5,000
|
20
|
40
|
|
6,000
|
25
|
55
|
|
7,000
|
35
|
65
|
|
8,000
|
45
|
75
|
|
9,000
|
60
|
100
|
|
10,000
|
70
|
125
|
|
11,000
|
80
|
160
|
5.3 Reducing
Charging Time
Temperature, train length, leakage, and cars partially charged all
affect the time required to charge cars in the train. To reduce charging time:
a) Prior
to coupling brake pipe hoses between equipment:
·
Blow hoses free of foreign matter (dirt and
snow),
·
Shake hoses to remove dirt or snow (uncharged
system).
b)
Repair any brake system leakage.
5.4 Inspecting for Leakage or Obstructions
Immediately inspect for leakage or obstructions if one or more
of the following occur during charging:
·
The rear car brake pipe pressure stops rising
before it reaches the required pressure.
·
The air flow indicator holds steady above 60 CFM
or above the calibration mark.
·
The maximum charging time is reached. (See Rule 5.2 in this section, Charging Times
- Uncharged Brake System)
6.0 Use of TIBS (SBU)
6.1 Application and Release of Rear Car
a)
The SBU (Sense and Braking Unit) may be used to
determine if the air brakes apply and release on the rear car when conducting
the following air brake tests:
·
Class II air brake test - Adding cars not
pre-tested, except if those cars are added to the rear of train.
·
Class III air brake
test:
Ψ
Adding solid
block of cars pre-tested.
Ψ
Cut-off and
re-coupled same locomotive and train.
Ψ
Cut-off cars,
change locomotive and/or caboose.
Ψ
Continuity Test.
Note: The
SBU cannot be used in a Class I Air Brake Test (Initial Terminal Air Brake
Test), Class IA Air Brake Test (1000
Mile) or a Class II test where the cars are added to the rear of
train. In these cases, the rear car must be visually inspected to determine if
brakes apply and release.
b)
Use the head-end display to determine if the
brakes apply and release on the rear car by verifying that:
·
Rear brake pipe pressure decreases at least 5
psi.
·
Rear brake pipe pressure increases at least 5
psi.
6.2 Qualification
of TIBS (SBU and Head End Display)
If the difference between the brake pipe pressure readings on
the SBU and the head-end display unit exceeds 3 psi, then do not use the
SBU to determine if the rear car applies and releases.
7.0 Brake Pipe Leakage Test
7.1 When Required
Test brake pipe leakage when conducting;
·
Class I, (Initial terminal air brake test) or;
·
Class
IA, (1000 mile air brake test), or;
·
Class II, when adding cars not pre-tested
(intermediate brake test).
7.2 Inspection
of Train Before or During Air Brake Test
While charging the air brake system
or after brakes have been applied, inspect and verify the following:
|
Inspect
|
Verify
|
|
Angle cocks
|
Properly positioned
|
|
Retaining valves
|
In EXHAUST position
|
|
Air hoses
|
·
In condition for service
·
Properly coupled
·
No indication of kinks or restrictions in air
flow
|
|
System for
leakage
|
·
No leakage,
·
Make repairs to reduce leakage, or
·
Set defective car(s) out of train (Class I
& II brake tests)
|
7.3 Air Flow Method
(AFM) Leakage Test
The Air Flow Method is the preferred leakage test method.
Use this method if the train has an operational SBU, and the
controlling locomotive has:
a) An
operational self-lapping, maintaining-type automatic brake valve,
b) A
working airflow indicator with:
·
A direct reading air flow indicator in
increments no greater than 10
cubic feet per minute (cfm) or,
·
An airflow indicator with orange or red
calibration mark that is 60 cfm,
c) An
operational head end display unit.
Conduct an AFM test as follows:
|
Step
|
Action
|
|
1
|
Charge the brake system to within
15 psi of the regulating valve setting, but
not less than 75 psi.
|
|
2
|
Ensure that:
·
Air flow does not exceed 60 cfm, or
·
Air flow pointer is at or below the
calibration mark.
|
|
3
|
When a signal is received to apply the brakes, make a 20 psi
brake pipe reduction with the automatic brake valve.
|
|
4
|
Make the applicable brake test inspection.
|
|
5
|
When a signal is
received to release the brakes, move the automatic brake valve handle to
RELEASE.
|
7.4 Increase in
Brake Pipe Air Flow
If a train qualified by Air
Flow Method experiences a brake pipe air flow of greater than 60 CFM or brake
pipe gradient of greater than
15 psi while en route and the movable pointer does not return to those limits
within a reasonable time, the train shall be stopped at the next available
location and be inspected for leaks in the brake system.
7.5 Brake Pipe Leakage Test (Non-AFM)
The Non-AFM Brake Pipe Leakage
Test measures the amount of leakage in a closed air brake system.
Note: Use this test
only if the AFM Leakage Test cannot be used.
To conduct a brake pipe leakage test:
|
Step
|
Action
|
|
1
|
Charge the brake system to within 15 psi of the regulating
valve setting, but not less than 75 psi.
|
|
2
|
Wait for the signal to apply the brakes.
|
|
3
|
When a signal is received to apply train brakes, make a 20 psi
brake pipe reduction with the automatic brake valve.
|
|
4
|
Allow the brake pipe exhaust to stop.
|
|
5
|
Wait 60 seconds.
|
|
6
|
Cut out the automatic brake valve.
|
|
7
|
Wait 60 seconds again.
|
|
8
|
Time the brake pipe leakage for 60 seconds insuring that:
·
Leakage does not exceed 5 psi during the
60-second test, and
·
Independent brake valve is not actuated during
the leakage test.
|
|
9
|
Make the applicable brake test inspection.
|
|
10
|
When a signal is given to release the brakes:
·
Move the automatic brake valve to RELEASE
position, and
·
Cut-in the automatic brake valve.
|
8.0 Class I Air Brake Test (Initial Terminal Air
Brake Test)
A Class I Air Brake Test is performed by a:
·
Qualified Person, or
·
Qualified Mechanical Inspector.
8.1 When to Perform a Class I Air Brake Test
Conduct Class I air brake test on the entire train:
a)
Where the train is originally made up (initial
terminal).
b)
When the train or a block of cars is not kept charged
(has not been connected to a source of air within the last 4 hrs.)
·
If a portion of a train has not been kept
charged, then conduct the Class I air brake test on that portion of the train.
c)
When a train is received in interchange and the
train consist is changed, except when:
·
Changing locomotive power.
·
Removing or changing the caboose.
·
Removing a single car or solid block of cars.
·
Adding a previously tested car or a previously
tested solid block of cars to the train.
·
Any combinations of these changes.
d)
When the train consist is changed, except
when the change is one or more of the following:
·
Removing a single car or solid block of cars.
·
Removing defective cars.
·
Adding a single car or block of cars previously
tested by Class I air brake test that have remained continuously coupled
together with the train line connected and have not been off air for more than
4 hours.
Note: If a single car or block of cars has not been pre-tested by
Class I air brake test, then conduct a Class I air brake test on those added
car(s).
8.2 Class I Air Brake Test Procedures
To perform a Class I air brake test, complete the
following steps:
|
Step
|
Action
|
|
1
|
Inspect the train in accordance with Rule 7.2 (Inspection of
Train Before or During Brake Test).
|
|
2
|
Test brake pipe leakage following the procedure outlined in
Rule 7.3, AFM Leakage Test; or Rule 7.5, Brake Pipe Leakage Test (Non-AFM).
|
|
3
|
Verify:
·
Brakes apply on each car.
Note: If
brakes do not apply, or do not remain applied until a release is initiated,
then retest brake application. Brakes must remain applied for a minimum of
three minutes and until a release is initiated. If test is still unsuccessful
then set out defective car(s). Brakes must be operative on 100 percent of
cars.
·
Brake rigging is properly secured, and does not
bind or foul.
·
Piston travel is within applicable limits.
(See Rules 18.3 and 18.4 in
this section).
Note:
Bottom rod safety supports are not required on cars with bottom rods
that pass through truck bolster or have cotter keys equipped with a locking
device that prevent their accidental removal.
·
Inspect each side of each car sometime during
the inspection so as to be able to examine and observe the functioning of all
moving parts of the brake system.
|
Class I Procedures - continued
|
Step
|
Action
|
|
4
|
After the release, inspect each brake
to make sure all are released. The release may be verified during a roll-by
inspection, not exceeding 10 MPH.
Note: The rear car must be visually inspected to
determine brakes apply and release.
|
8.3 Class
I Air Brake Test Performed with Yard Test Plant
When a yard test plant has been used to pre-test a
train or block of cars and a locomotive has been added:
|
Step
|
Action
|
|
1
|
Make a 20 psi brake pipe reduction.
|
|
2
|
Test brake pipe leakage following the procedure outlined in
Rule 7.3, AFM Leakage Test; or Rule 7.5, Brake Pipe Leakage Test (Non-AFM).
Note: Leakage
test is not required if yard test plant is set for 80 psi or more.
|
|
3
|
Verify that brakes apply and release on the rear car (Use of
SBU is permitted.) and brake pipe is being restored.
|
8.4 Engineer
Notification
A qualified person or qualified
mechanical inspector who participated in the Class I test and inspection, or knows it was completed, must notify the engineer
in writing or verbally. Conductors or
supervisors may relay this information.
a) Notification
includes:
·
Test successfully completed
·
Date
·
Time
·
Location, and
·
Number of cars inspected.
b)
Written notification can be by any one of the
following methods:
·
On Form Q-8065, Crew to Crew Information Form or
facsimile. See Section 9, Crew to Crew Information Form.
·
Computer print out Form TBS
c)
Verbal communications must be recorded by the
conductor or engineer on Form Q-8065, Crew to Crew Information Form or facsimile.
Engineers receiving written
notification of the air brake test must:
·
Accept the notification as authority that the
Class I air brake test has been completed successfully.
·
Maintain written notification of the
inspection and test in the cab of the locomotive in the form holder provided
until train reaches final destination.
9.0 Class IA, Air Brake Test
(1,000
Mile Air Brake Test)
A Class IA Air Brake Test:
·
Is performed by a:
Ψ
Qualified Person, or
Ψ
Qualified Mechanical Inspector.
·
Is performed on through freight trains at
designated locations (but not to exceed
1,000 miles except on designated extended haul trains)
9.1
Class IA Air Brake Test Procedure
To perform a Class IA air
brake test, complete the following steps:
|
Step
|
Action
|
|
1
|
Inspect the train in accordance with Rule 7.2 (Inspection of
Train Before or During Brake Test).
|
|
2
|
Test brake pipe leakage following the procedure outlined in
Rule 7.3, AFM Leakage Test; or Rule 7.5, Brake Pipe Leakage Test (Non-AFM).
|
Class
IA Brake Test Procedure -
continued
|
Step
|
Action
|
|
3
|
Verify:
·
Brakes apply on each car.
Note: If brakes do not apply, or do
not remain applied until a release is initiated, then retest brake
application. Brakes must remain applied for a minimum of three minutes and
until a release is initiated. If test is still unsuccessful then set out
defective car(s). Brakes must be operative on 100 percent of cars.
Exception: Cars
may be moved only to the next location where repairs can be made providing
they comply with requirements of Rule 1.2 of this section.
·
Brake rigging is properly secured, and does not
bind or foul.
·
Piston travel is within applicable limits.
(See Rules 18.3 and 18.4 in
this section).
|
|
4
|
After the release, inspect each brake
to make sure all are released. The release may be verified during a roll-by
inspection, not exceeding 10 MPH.
|
|
|
Note: The rear car must be visually inspected to
determine brakes apply and release.
|
9.2 Class IA Air
Brake Test with Power Unattended or Removed from Train
If train will be left unattended:
|
Step
|
Action
|
|
1
|
Secure train with hand brakes as required by Section 7,
Securing Equipment.
|
|
2
|
Make a 20 psi brake pipe reduction.
|
|
3
|
Make a further brake pipe reduction to
40 psi.
|
If the locomotive will be
detached or a cut made, complete the following steps:
|
Step
|
Action
|
|
1
|
Secure equipment against undesired movement as required.
(See Section 7)
|
|
2
|
Place the automatic brake valve handle in HANDLE OFF
POSITION until the exhaust stops and the brake pipe is reduced to zero psi.
|
|
3
|
Signal that the brake valve exhaust has stopped by sounding
whistle signal NORAC 19 (f), or using the radio.
|
|
4
|
Close the angle cock at the rear of the last locomotive or
car to be detached.
|
|
5
|
Detach the locomotive or locomotive and cars and move at
least 50 feet from
the cars left standing.
|
|
Note
|
Do not bottle air or maintain air pressure in the
brake pipe when locomotives are detached.
The angle cock on the standing portion can only be closed
when:
·
The angle cock is FULLY OPEN on opposite end
of the equipment, OR
·
An occupied locomotive is coupled on opposite
end of the equipment.
·
The
equipment has been secured with hand brakes in accordance with the hand brake
rules.
|
10.0 Class II (Intermediate Air Brake Test)
10.1 Class II Air Brake Test - Adding Cars Not
Pre-Tested
Perform a Class II brake test when the following are added to
the train:
·
A single car or solid block of cars that has not
received a Class I or Class II air brake test or that has not been
connected to a source of air for more than four hours;
·
Each solid block of cars comprised of cars from
more than one previous train;
·
A solid block of cars from one previous train,
if the cars have been separated into multiple solid blocks of cars (due to
space or trackage constraints) and are not added in the same relative
order as when removed.
·
Each solid block of cars comprised of cars from
only one previous train, that have not remained continuously and
consecutively coupled together with the train line remaining connected since
being removed from the previous train.
Note: If a solid block of cars has been changed
only to remove defective equipment, then it is considered to have remained
continuously and consecutively coupled together with the train line remaining
connected since being removed from the previous train.
10.2 Class
II Air Brake Test Procedure
To perform a Class II air brake test, complete the following steps
|
Step
|
Action
|
|
1
|
Inspect the train in accordance with Rule 7.2 (Inspection of
Train Before or During Brake Test).
|
|
2
|
Test brake pipe leakage following the procedure outlined in
Rule 7.3, AFM Leakage Test; or Rule 7.5, Brake Pipe Leakage Test (Non-AFM).
|
Class II Air
Brake Test Procedure - continued
|
Step
|
Action
|
3
|
On the rear car and on all cars being added, verify that:
·
Brakes apply.
Note: If brakes do not apply, or do
not remain applied until a release is initiated, then retest brake
application. Brakes must remain applied for a minimum of three minutes and
until a release is initiated. If test is still unsuccessful then set out
defective car(s). Brakes must be operative on 100 percent of cars.
Exception:
Cars may be moved only to the next location where repairs can be made
providing they comply with requirements (See Rule 1.2 of this section.)
·
Brake rigging is properly secured, and does not
bind or foul.
·
Piston travel is within applicable limits.
(See Rules 18.3 and 18.4 in
this section).
|
|
4
|
After the release, verify that:
·
Brake pipe pressure is being restored at the
rear of the train.
·
Brakes release on the rear car and on all the
cars being added. The release may be verified during a roll-by inspection,
not exceeding 10 MPH.
|
|
|
Note: SBU may be
used to verify set and release of rear end car if car(s) being added are not
on rear end.
|
|
5
|
The results of the inspection must be communicated to the
engineer.
|
11.0 Class III Air Brake Test (Application and
Release, and Continuity)
11.1 Class III Air Brake Test
Perform a Class III air brake test when:
a) Changing
any locomotive or locomotive consist;
b) Removing
or changing a caboose;
c) Removing
a car or block of cars from the train with the consist otherwise remaining
intact;
d) Adding
a car or block of cars pre-tested by a Class I Air Brake Test;
e) Adding
a car or block of cars from one previous train that previously received a Class
I Air Brake Test and has been connected to a source of air within the last 4
hours;
f)
Coupling back to train after uncoupling for less
than four hours (e.g., to make a cut at a road crossing);
g) Adding
helper locomotives anywhere in the train or removing helper locomotives from
other than the rear end of the train;
h) Adding
locomotives after train has received air brake test from a yard air source.
i)
Brake pipe continuity is broken or interrupted;
j)
Train does not leave a terminal immediately upon
completion of the brake test;
k) Train
stops where there is public access to the train, or public crossings are
blocked;
l)
Any time brake pipe continuity is suspect.
11.2 Class III Air Brake Test Procedure
To perform a Class III air brake test, complete the
following steps:
|
Step
|
Action
|
|
1
|
Verify that the brake system is charged and the pressure at
the rear of the train is not less than 60 psi as
indicated by an accurate gauge or TIBS (SBU).
|
|
2
|
Make a 20 psi brake pipe reduction with the automatic brake
valve.
|
|
3
|
Verify that brakes on the
rear car apply (SBU may be used for verification).
|
|
4
|
Move automatic brake valve to RELEASE position.
|
|
5
|
Verify that brakes on the rear car release (SBU may be used
for verification).
|
|
6
|
Verify the brake pipe pressure at the rear of the train is
being restored.
|
12.0 Transfer Air Brake Test
12.1 Transfer
and Yard Movements
Transfer test may be used on a train making a transfer and yard
movement providing it does not exceed 20 miles in one direction.
12.2 Procedure for Conducting a Transfer Air Brake
Test
To perform a Transfer Air Brake Test:
|
Step
|
Action
|
|
1
|
Verify that the brake system is charged and the pressure at
the rear of the train is not less than 60 psi as
indicated by an accurate gauge or TIBS (SBU).
|
|
2
|
Make a 20 psi brake pipe reduction.
|
|
3
|
Verify that the brakes apply on each car.
|
13.0 Running Air Brake Tests
13.1 Passenger
Trains
Perform a Running Air Brake Test on passenger trains and trains
consisting entirely of business cars when:
·
The train leaves the initial terminal.
·
Locomotive, engine crew, train crew, or
operating ends have been changed.
·
Any angle cocks or cutout cocks have been opened
or closed.
·
An initial terminal air brake test has been
conducted.
·
The train reaches points designated by the
timetable or general order.
·
The train has struck debris on the track.
13.2 Freight
Trains
Perform a Running Air Brake Test on freight trains when moving
where required by timetable instructions.
13.3 Light
Engines
See Section 5, Rule 6.0, Moving Locomotives.
13.4 Procedure for Running Air Brake Test
To perform a running air brake test:
|
Step
|
Action
|
|
1
|
Begin the test as soon as train speed is high enough to
prevent stalling and use enough power to keep the train stretched.
|
|
2
|
Apply the train brakes with enough force to verify they are
operating properly.
|
|
3
|
Verify that the train brakes create a noticeable retarding
force.
Do not apply the locomotive or dynamic brakes during
a running test.
|
|
4
|
If the train brakes operate properly, release the brakes and
proceed.
If the train brakes do not
operate properly:
1.
Stop the train immediately.
2.
Inspect the brakes to identify and correct the
problem.
3.
Perform a Class III air brake test before
proceeding (Rule 11.2 of this section).
4.
Immediately repeat the running air brake test
once the train is proceeding.
|
14.0 Extended Haul Trains
Trains designated as Extended Haul may be operated
greater than 1000 miles
but not to exceed 1500 miles
before an additional Class I or IA Air Brake Test is conducted.
14.1 General Requirements
The requirements for Extended Haul Trains are:
a)
A Qualified Mechanical Inspector (QMI) must
perform the air brake test and inspection.
b)
A complete mechanical safety inspection of the
train must be performed by a QMI.
c)
The train may not depart origin with any
mechanical defects or inoperative brakes.
d)
The train may not make more than one pick up or
set out between Class I and Class
IA inspection points. This
excludes any set out of defective equipment discovered en route.
e)
Any cars set out en route must be given an
inbound inspection by a QMI.
f)
Any car or solid block of cars added en route
must be inspected and pre-tested by a QMI.
g)
Train must be given inbound inspection and Class
I air brake test by a QMI at destination.
15.0 Inbound Train Inspection
15.1 General
Requirements
Though not required except for extended haul trains, any inbound
train may be inspected for defects in the air brake system by an inspector as
the train arrives at its final terminal.
When an inspector is present, incoming trains must not exceed 10 MPH.
15.2 Brake Inspection and Test Required
When notified a brake inspection and
test are required, including Class
IA and Extended Haul Air Brake
Tests:
|
Step
|
Action
|
|
1
|
Secure train with hand brakes as required by Section 7,
Securing Equipment.
|
|
2
|
If the locomotive will remain on the train, make a 20-psi
brake pipe reduction.
|
If the
locomotive will be detached or a cut made:
|
Step
|
Action
|
|
1
|
Secure equipment against undesired movement as required.
(See Section 7)
|
|
2
|
Place the automatic brake valve handle in HANDLE OFF POSITION
until the exhaust stops and the brake pipe is reduced to zero psi.
|
|
3
|
Signal that the brake valve exhaust has stopped by sounding
whistle signal NORAC 19 (f), or using the radio.
|
|
4
|
Close the angle cock at the rear of the last locomotive or
car to be detached.
|
|
5
|
Detach the locomotive or locomotive and cars and move at
least 50 feet from
the cars left standing.
|
|
Note
|
Do not bottle air or maintain air pressure in the brake
pipe when locomotives are detached.
The angle cock on the standing portion can only be closed
when:
·
The angle cock is FULLY OPEN on opposite end
of the equipment, or
·
An occupied locomotive is coupled on opposite
end of the equipment.
·
The equipment has been secured with hand
brakes in accordance with the hand brake rules.
|
16.0 Detached Locomotives or Cars
16.1 Requirements
When detaching locomotives or locomotives and cars and
no train brake inspection is required:
|
Step
|
Action
|
|
1
|
Secure equipment against undesired movement as required.
(See Section 7.)
|
|
2
|
Make a 20-psi brake pipe reduction and wait for exhaust to
cease.
|
|
3
|
Close angle cock on rear locomotive or last car to be
detached from portion left standing. (Leave angle cock open on standing
portion.)
|
|
4
|
Activate the Emergency Switch on the head-end display unit.
|
|
5
|
Detach the locomotive, or locomotive and cars, and move at
least 50 feet from
the cars left standing.
|
|
6
|
Allow brakes on any standing portion to apply in emergency.
Confirm with crew members that the standing portion has
emergency brakes applied.
|
|
7
|
When available, observe head-end display unit to make sure that
brake pipe pressure drops to 0 psi on the rear of the train.
|
|
Note
|
Do not bottle air or maintain air pressure in the
brake pipe when locomotives are detached.
The angle cock on the standing portion can only be closed
when:
·
The angle cock is FULLY OPEN on opposite end
of the equipment, OR
·
An occupied locomotive is coupled on opposite
end of the equipment.
·
The equipment has been secured with hand
brakes in accordance with the hand brake rules.
|
16.2 Detaching Yard Air
When detaching yard air, the standing portion of the train or
cars must be left in EMERGENCY with angle cock FULLY OPEN (See Rule 16.1,
above) and the equipment has been secured with hand brakes in accordance
Section 7. Confirm with crew members
that the standing portion has emergency and hand brakes applied.
Note:
The FULLY OPEN angle cock may be subsequently closed only when:
·
The angle cock is FULLY OPEN on opposite end of
the equipment, OR
·
An occupied locomotive is coupled on opposite end
of the equipment.
·
The
equipment has been secured with hand brakes in accordance with the hand brake
rules.
17.0 Emergency
Application Capability from Rear of Train
17.1 Terms
TIBS - two-way end of train device, consisting of an SBU mounted
on the coupler of the last car and a head-end display unit mounted in the
controlling locomotive.
17.2 Requirements
All trains over 4000 trailing tons must be operated with the
ability to initiate an emergency application of the brakes from the rear of the
train if they:
·
Operate at speeds greater than 30 mph, or
·
Operate on the following grades:
|
Territory
|
MP Location
|
|
Freight Main Line
|
MP 508 to MP 527
|
|
Freight Main Line
|
MP 592 to MP 604
|
|
Freight Main Line
|
MP 666 to MP 671
|
|
Freight Main Line
|
MP 682 to MP 686
|
Exceptions
Ability to initiate emergency application of the brakes
from the rear of the train is not required by:
a)
Locals, road switchers and work trains operating
over 30 MPH.
Note: Locals, road
switchers and work trains are defined as a train that can be operated by a
single crew in a single tour of duty that do not exceed 4,000 trailing tons.
b)
Locomotive(s) without cars.
c)
Trains authorized by a company officer. When
authorized by a company officer, trains over 4000 trailing tons must not enter
territory listed in the table above until compliance with Rule 17.3.
17.3 Methods
of Providing Emergency Application Capability at Rear of Train
One of the following methods of providing emergency application
at the rear of the train must be available:
a)
An operable TIBS, armed and tested at point of
installation.
b)
Remotely controlled locomotive(s) placed in the
rear 1/3 of the train that are capable of initiating an emergency application.
c)
Trains with helper locomotive(s) in the rear 1/3
of the train, or passenger equipment or a caboose at the rear of train that
are:
·
Equipped with an emergency brake valve, and
·
Manned by an employee equipped with two-way
voice radio communication with the engineer at head end of train.
Note:
The engineer must communicate with the crew member before cresting
grades listed in the table in Rule 17.2 of this section.
Ψ
If radio
communications fails before train proceeds on such grades, the train must be
stopped.
Ψ
If radio
communication fails while moving on such grades, the train may proceed as long
as it is under control.
17.4 SBU Calibration Date and Accuracy
Do not use an SBU with a calibration date more than 365
days old.
Brake pipe pressure readings displayed on the head-end display
unit must be accurate to within 3 psi of brake pipe pressure displayed at the
SBU.
17.5 Testing
Emergency Function
At the installation point, test the
functional capability of an SBU, caboose, helper locomotive, or passenger
equipment emergency valve as follows:
|
Step
|
Action
|
|
1
|
Couple the brake pipe on the train to the SBU, caboose,
helper-locomotive or passenger equipment.
|
|
2
|
Arm the SBU. (See Section 8.0.)
|
|
3
|
Close the angle cock on the lead end of the rear car of the
train with the SBU, caboose, helper locomotive, or passenger equipment.
|
|
4
|
Initiate an emergency, by:
·
Activating the Emergency Switch on the head
end display unit, or
·
Using the emergency valve on the caboose,
helper locomotive, or passenger equipment.
|
|
Note
|
Ensure brake pipe pressure reduces to 0 psi on the head end
display unit, caboose, helper locomotive, or passenger equipment.
|
|
5
|
Wait for the SBU emergency valve to automatically close.
Some UP/CNW/NS SBUs require manual reset of emergency valve.
|
|
6
|
Open the angle cock on lead end of the rear car with SBU,
caboose, helper locomotive, or passenger equipment and train.
|
Testing Emergency
Function - continued
|
7
|
Notify engineer of the results of the test either verbally
or in writing.
The test results must be recorded on the Crew to Crew
Information Form and left in the controlling locomotive. Include date, time, location
and the name of the person conducting the test and arming the TIBS.
|
|
8
|
Determine that brake pipe pressure is restored before
proceeding.
|
17.6 Manual
Test of TIBS (COMM TEST)
At crew change points, the outbound train crew must perform a pre-departure
communication test to verify TIBS is operating properly.
To verify TIBS front to rear and rear to front radio links are
operating properly:
·
Press the COMM
TEST button on the head end display unit.
·
Make sure COMM TEST appears in the message
display window.
17.7 Conditions
Indicating En Route Failures
A failure is indicated when the head-end display unit indicates
one of the following conditions:
a)
Emergency valve failure is indicated by:
·
The display of VALV FAIL or a V in the valve
field, or
·
The IFD displays EOT VALVE.
b)
COMM TEST failure:
·
A successful COMM TEST cannot be performed in
accordance with Rule 17.6 of this section.
c)
Loss of front to
rear communication:
·
The display unit indicates a Front to Rear
communication failure, or
·
The IFD displays EOT COMM.
d)
Not armed or SBU disabled:
·
The display unit indicates NOT ARMED, or
·
The head end display units Emergency Status
window displays:
Ψ
"Disabled,"
Ψ
"One Way," or
Ψ
" ***
" (Indicates out of range, unknown condition,
or loss of communication).
e) Manned
helper, caboose, or passenger equipment:
·
A loss of voice radio communication between
manned helper locomotive(s), caboose, or passenger equipment and the lead,
controlling locomotive.
17.8 En
Route TIBS Failure
Until en route TIBS failure is corrected or another method of
compliance is secured, train must not:
·
Exceed 30
MPH
Note: If failure occurs due
to location (tunnel, rock cut, overpass, etc.), the train may be moved in an
attempt to regain communications as long as the train is under control.
17.9 Excessive Speed on Descending Grade
If a train operating on a descending grade exceeds the maximum
authorized speed by
5 MPH or more, then stop the train with an emergency application of the brakes
by:
·
Placing the automatic brake handle into the
emergency position,
·
Activating the Emergency Switch on the head end
display unit (even if the head end display unit indicates no communication),
and;
·Opening the
emergency brake valve on the conductors side of the locomotive cab.
17.10 Disarming TIBS Head End Display Unit
Disarm the head end display unit when:
·
It is separated from the SBU at the train's
final terminal, or
·
Either the SBU or the head end display unit is
changed.
Disarming the head-end display unit disables
the emergency command for all SBU ID numbers.
The following general
instructions apply when disarming head-end unit from the SBU:
|
Step
|
Action
|
|
1
|
Set the display unit ID code to
80000 or utilize the "DISARMED" function from the menu if so equipped.
|
|
2
|
On locomotives with electronic
display screens, follow prompts to disarm EOT (SBU).
|
|
3
|
Verify the display unit shows
"NOT ARMED", "EOT EMERG STATUS DISABLED," or similar
message.
|
18.0
Reference
18.1 Standard
Locomotive Air Pressures
Unless otherwise specified locomotive pressure regulating
devices must be adjusted to the following pressures:
Main Reservoir Pressure (psi)
|
Minimum
|
130 psi
|
|
Maximum
|
140 psi
|
18.2 Independent Brake Cylinder Pressure
|
DRF Class Locomotives
|
|
Locomotive Number
|
Brake Cylinder
Pressure
|
|
CP
5400 5414, 5560
|
72 psi
|
|
CP
5500 - 5559
|
63 psi
|
|
CP
5561 - 5564
|
63 psi
|
|
CP
5565 - 6080
|
72 psi
|
|
CP
8500 - 8653
|
72 psi
|
|
CP
9000 - 9024
|
72 psi
|
|
CP 9100
- 9160
|
72 psi
|
|
CP
9300 - 9303
|
72 psi
|
|
CP 9500 - 9683
|
72 psi
|
|
SOO SD60s
|
72 psi
|
|
SOO SD40s
|
72 psi
|
|
SOO GP40s with composition shoes
|
72 psi
|
|
SOO GP40s with cast iron shoes
|
40 psi
|
|
DRS Class Locomotives
|
|
Locomotive Number
|
Brake Cylinder Pressure
|
|
CP 3000 - 3135
|
27 psi
|
|
CP 5000 - 5025
|
27 psi
|
|
CP 8013 - 8046
|
27 psi
|
|
CP 8100 - 8113
|
72 psi
|
|
CP 8114 - 8130
|
72 psi
|
|
CP 8131 - 8171
|
72 psi
|
|
CP 8200 - 8202 - cast iron shoes
|
40 psi
|
|
CP 8203 8246
|
27 psi
|
|
CP 8248 & 8249
|
27 psi
|
|
SOO GP38s
|
40 psi
|
|
DS Class Locomotives
|
|
Locomotive Number
|
Brake Cylinder Pressure
|
|
CP 1200 1205
|
40 psi
|
|
CP 1206 1276
|
72 psi
|
|
CP 1500 1697
|
40 psi
|
|
CP 6700 - 6720 - cast iron shoes
|
40 psi
|
|
CP 6713 - 6714
|
30 psi
|
|
SOO MP15s
|
40 psi
|
Note: The
following abbreviations indicate locomotive type:
|
DRF
|
Diesel Road Freight
|
6 axle
|
|
DRS
|
Diesel Road Switcher
|
4 axle
|
|
DS
|
Diesel Switcher
|
4 axle
|
