At each location where freight cars are added to a train, which have not been inspected at that point, in addition to making required air brake test, the train crew must inspect the car(s) when car inspectors are not available.

1.2 Car Inspection

Freight cars must be inspected for the following conditions:

a) Carbody:

· Leaning.

· Sagging downward.

· Positioned improperly on truck.

· Object dragging below.

· Object extending from side.

· Door insecurely attached.

· Broken or missing safety appliance.

· Lading leaking from a placarded hazardous material car.

b) Insecure coupling.

c) Overheated wheel or journal.

d) Broken or extensively cracked wheel.

e) Brake that fails to release.

f) Any other apparent safety hazard likely to cause an accident or casualty before the train arrives at its destination.

1.3 Inspect Cars on Both Sides

When performing inspection of freight cars in compliance with Rule 1.2, of this section, train crew member(s) must inspect both sides.

1.4 Brake Shoes

Car brake shoes will be removed when they reach the following indicated thickness, measured at the thinnest point of the shoe:

Shoe Type	Freight Service
Cast Iron	1/2 inch
Composition	3/8 inch (including backing)

2.0 Car Identification

2.1 Identifying Car Ends

Identify car ends as follows:

· On cars with one hand brake, the “B” end of the car is the end with the hand brake and the other end is the “A” end.

· On cars with more than one hand brake, the letters “A” and “B” are stenciled on the appropriate ends of the car.

2.2 Wheel and Journal Identification on Cars

To determine the correct wheel numbers on cars:

a) Face the “B” end of the car.

b) From the “B” end of the car identify the designation of wheels, journals and axles as follows:

· Axles are designated from the “B” end of the car with No.1 being the axle closest to the “B” end.

· On multi-platform and solid drawbar cars, axles are numbered 1 to 9, after which alphabetical characters starting at “Z” and then “Y” and then “X” and so on are used.

· Wheels and journals are designated as either left or right as viewed from the “B” end.

· Specific wheels are identified using both the axle and wheel designation.

3.0 Couplers

3.1 Coupler Assemblies

North American railroads use three types of coupler assemblies. Each coupler head and knuckle is marked with a letter indicating its type.

Assembly Type	Description
Type E	Most common. Used on all types of freight cars.
Type F	“Interlocking” coupler assembly. Used on most intermodal equipment and some unit train equipment.
Type H	“Tightlock” coupler assembly. Used on passenger equipment and some work equipment.

3.2 Incorrect Knuckle Replacement

Coupler assembly and knuckles are identified by grade of steel as well as assembly type. Replacing a grade “C” steel knuckle with a grade “E” knuckle in a grade “C” steel coupler assembly can result in the coupler failing rather than the knuckle when the car experiences forces exceeding the design of grade “C” steel. Crew members must replace knuckles with the correct coupler “type” and “grade” of steel.

4.0 Retaining Valves

4.1 Retaining Valve Function

The retaining valve controls the exhaust of brake cylinder pressure. All freight cars have retaining valves located at the “B” end of the car or at the side near the control valve. The retaining valve can be positioned to function as follows during a brake release:

· To allow the exhaust of brake cylinder pressure to atmosphere.

· To retain brake cylinder pressure while the system is recharged.

4.2 Three-Position Retaining Valve

The three-position retaining valve has the following positions:

a) DIRECT EXHAUST (EX)—Exhausts all brake cylinder pressure. Handle is turned down.

b) HIGH PRESSURE (HP)—Exhausts brake cylinder pressure to 20 psi. Handle is 45 degrees below horizontal.

c) SLOW DIRECT EXHAUST (SD) - Exhausts brake cylinder pressure for a blow down time of approximately 86 seconds and continues to exhaust until all pressure is vented. Handle is 45 degrees above horizontal.

Three Position Valve

4.3 Four-Position Retaining Valve

The four-position retaining valve includes the positions listed in Rule 4.2, and one additional position:

LOW PRESSURE (LP)—Exhausts brake cylinder pressure to 10 psi. Handle is horizontal.

4.4 Inspect Retaining Valve

When retaining valves are not being used they must be placed in Direct Exhaust position, handle vertically downward. Individuals adding cars en route will be responsible for the proper positioning of retaining valves.

5.0 Friction Bearing Equipment

5.1 Inspection

Freight cars with friction bearings must be checked to ensure that the cars are operating properly and that bearing components are free from defects. Cars will be checked under the following circumstances and in the following manner:

a) When picking up cars on line where Mechanical Service employees are not on duty, the following items apply:

· Open the friction bearing box lids and check for missing or displaced components.

· Check the friction-bearing box for contamination.

· Check for at least 1 inch of visible oil.

b) When a train stops en route, examine the friction bearing boxes to verify that they are free from defects.

c) If weather conditions cause snow or ice to accumulate in journal boxes, before moving cars, notify the train dispatcher to send mechanical personnel to service the car(s).

Note: Equipment with friction bearings will not be accepted in interchange.

5.2 Cooling Friction Bearings

When friction bearings become overheated, they may be cooled as follows:

a) Stop movement.

b) Check the dust guard, decking, and side of the car for fire.

c) Use hotbox compound to put out any fire.

Note: Do not use sand, dirt, or other abrasive material to put out fires in journal boxes.

d) If the pad is intact, place a stick of hotbox coolant along the sides of the journal.

Note: Do not use water or snow to cool hot journal boxes except in an emergency.

6.0 Roller Bearing Equipment

6.1 Inspection

Freight cars or locomotives with roller bearings must be checked as follows when a detector indicates hot journal bearing(s):

a) Stop movement.

b) To determine if the roller bearing is hot:

· Mark the outside of the bearing cup with a 200°F heat-indicating crayon. Use a 163°F crayon if the ambient temperature is below 32°F.

Note: If a liquid smear remains, the bearing is overheated.

· If a crayon is not available, carefully pass your hand near the bearing without touching it.

Note: If the bearing is radiating more heat than others, it is overheated.

c) On locomotives, when a detector indicates hot journal bearing(s), a check for an overheated journal, support bearing, or armature bearing must be made.

7.0 Setting Out Defective Cars

7.1 Procedure

A defective car must be set out whenever it cannot be safely moved to the next repair location. Before cars are set out, a report of this fact must be made to the train dispatcher. When setting out defective cars the following will apply:

a) Set out mechanically defective cars where Mechanical Service employees can access them most easily. On some tracks a sign will indicate “Set Bad Order Wheel Here” in this case the bad order will be set out with the bad wheel at the sign due to location of jacking pads to be used.

b) If the journal is overheated, inspect the underside of the car immediately if the Mechanical Service employees are not available.

c) Put out any fires before leaving the car.

d) Promptly report setout cars to the train dispatcher including the location of the overheated journal.

e) When a derailed car with roller bearings is re-railed by other than Mechanical Service employees, move it carefully to a setout point for inspection and maintenance.

8.0 Sticking Brakes

8.1 Procedure to Release Sticking Brakes

Sticking brakes occur when brakes on a car(s) remain applied after a train brake release. When sticking brakes occur:

a) Stop the train as soon as possible.

b) Determine why the brakes are sticking. Possible causes for sticking brakes include:

· Overcharged air brake system.

· Hand brakes applied.

· Retaining valve not in EXHAUST position.

· Leak in the air brake system.

· Placing the automatic brake handle in the release position while the brake pipe reduction is still exhausting.

· An insufficient brake pipe reduction to ensure proper release.

c) Correct the problem.

d) If necessary, cut out the car control valve or set out the car.

8.2 Minimizing Sticking Brakes

In order to minimize the possibility of sticking brakes, the following must be observed:

a) Do not overcharge the train air brake system.

b) When handling cars to be placed on the rear portion of a freight train, regulating valve pressure setting must be adjusted to 75 psi.

c) When a running release of train brakes is to be made, and operating conditions permit, increase the brake pipe reduction to at least 10 psi and allow brake pipe exhaust to stop for at least 20 seconds before releasing.

d) When the train air brakes are used to stop
a train and when operating conditions permit, increase brake pipe reduction to at least
15 psi total after stopping. The brakes must not be released until at least 20 seconds has elapsed after exhaust stops.

9.0 A-1 Reduction Relay Valve

Note: When cutting out a control valve or making repairs, record information on Crew to Crew Information Form and Form 1225. See Section 9.

9.1 Purpose of A-1 Relay Valve

Long cars may have an A-1 reduction relay valve that helps transmit a service or emergency brake pipe reduction by compensating for the added brake pipe length of the car.

The relay valve functions as follows:

· Service brake reductions are assisted through the B-1 quick service portion.

· The No. 8 vent valve (on the control valve) transmits emergency brake pipe reductions.

Note: If the No. 8 vent valve fails to reset after an emergency brake application, causing a continuous blow at the exhaust port, plug the valve by removing the vent protector and screwing in the threaded plug. Make a report of this fact and notify the Dispatcher.

9.2 Freight Cars Equipped With A-1 Reduction Relay Valve

The following freight cars are equipped with the relay valve:

· Cars with AB or ABD control valves and more than 75 feet of brake pipe between hose couplings.

· Cars with ABDW control valves and more than 100 feet of brake pipe between hose
couplings.

Note: Cars with ABDW control valves having between 75 and 100 feet of brake pipe have a No. 8 vent valve added.

9.3 Automatic Vent Valve

Some multiplatform cars are equipped with an Automatic Vent Valve (AVV), which is simply an emergency portion of a control valve, which is used only to propagate an emergency brake application through the brake pipe. Should an AVV become defective, the cut out cock is used to cut it out. Make a report of this fact and notify the Dispatcher.

10.0 Cutting Out Air Brake Equipment

Note: When cutting out a control valve or making repairs, record information on Crew to Crew Information Form and Form 1225. See Section 9.

10.1 General Requirements

Control valves or other air brake devices may be cut out only if they are defective, if the brake rigging has failed or the brake rigging is being serviced. If air brake devices must be cut out en route, the train dispatcher and Mechanical Services must be notified of the car number(s) and any other pertinent information. Crew members must report car(s) that are cut out on the Crew to Crew Information Form.

10.2 Procedure to Cut Out Control Valve or Automatic Vent Valve

Control valves or automatic vent valves are cut out as follows:

a) Close the branch pipe cutout cock.

b) When cutting out a control valve, drain the air reservoirs completely by operating the brake cylinder release valve.

10.3 Position of Cut Out Air Brake Equipment

The following requirements must be followed when multiple air brake control valves are to be cut out:

a) Make sure that no more than two air brake devices that have been cut out are together in a train.

b) If necessary to cut out a third consecutive air brake device, separate it from the other two cars that have cut out brakes by at least one car that has operative brakes.

c) If one air brake device/control valve is cut out on a car that has multiple control valves, the brakes on that car may be considered to be operative.

10.4 Trains with Inoperative Brakes

A train required to cut out air brake equipment en route must have operative brakes on 85% of the cars in the train. A train may not leave its initial terminal with inoperative air brakes except as provided for in Section 3, Rule 1.2.

10.5 Rear Car Brakes

The rear car of a train must have operative air brakes. However, if the rear car brakes become inoperative en route the following will apply:

a) Before moving the train, test the hand brake on the disabled car.

b) Chain, strap or cable the disabled rear car to the rear of the train.

c) Move the car directly to the first auxiliary track and then switch it ahead of at least one car with operative brakes, or set it out.

Note: Even though the disabled car has inoperative brakes, the air must be cut in to the brake pipe. If the brake pipe on disabled car is broken, then the car with a broken brake pipe should be handled with brake pipe pressure in air hoses between car ahead and disabled car. With air hoses coupled between the rear car and the car ahead, the air must be cut in between the rear car and the closed angle cock on the disabled car. (This in order to insure an emergency application of the train’s air brakes should disabled car becomes separated from train.)

10.6 Bleeding Rail Cars

Rail car reservoirs are to be bled off under the following conditions:

· When repairing the brake system, or

· When cutting out the brakes on a defective car, or

· When switching.

11.0 Reporting Flat Wheels or Shell Spots on Freight Car

11.1 Measuring and Reporting

If, while inspecting freight car wheels, a reportable flat or shell spot is discovered, a report of the defective wheel(s), including the measurement of the defect’s length, must be made to the train dispatcher and Mechanical Services.

If the length of the flat area is more than 1 inch, report it to:

· Yardmaster or

· Dispatcher or

· Supervisor or

· Maintenance facility.

11.2 Speed Restriction for Defective Wheels

Maximum speeds permitted with single or adjoining flat or shell spots are shown below:

Maximum Speed Permitted for Flat Wheel and Shell Spots - Freight Cars
Length of Single Flat or Shell Spot	Length of Two Adjoining Flat or Shell Spots Less Than 1½” Apart	Maximum Speed
Less than 2¼”	1½” or less	Normal Speed
2¼” to 2½”	Over 1½” to 2”	50 MPH
2½” or more	2” or more	10 MPH; set out at first available point but not before reporting to train dispatcher