Air Brake Rules - Crew Reports

Conductors and engineers must ensure all applicable items on the Crew to Crew Information Form are updated prior to arriving at final terminal, interchange point, or crew change point.

At yards and terminals, switch foremen or yardmasters may update the Train Brake Status information when cars are added or removed from the inbound train. In this case, the switch foreman or yardmaster must enter his or her name in the space provided for conductors.

1.3 Handling of Documents

A copy of the Crew to Crew Information Form must be kept with the other documents (waybills, consist list, etc.) while en route. At locations where locomotives are changed off and/or sent to the shop, a copy of this form must be left with train documents, not on the locomotive. The conductor is responsible to ensure the proper handling of these documents.

The conductor must make Crew to Crew Information Form available to the engineer prior to leaving the initial terminal or a crew change point.

1.4 Review of Crew To Crew Information Form

Conductor and engineer must review report at crew changed points prior to departure.

1.5 Requirement to Complete Other Reports

The requirement to complete Crew to Crew Information Form does not change any other reporting requirements.

2.0 Sections of the Crew to Crew Information Form

2.1 General Requirements

The instructions for the Crew to Crew Information Form are contained in rules 2.2 through 2.9 of this section. The conductor and or engineer must provide applicable information when required in the space provided. The form provides space to record the following information:

Rule	Side One of Form
2.2	TIBS Emergency Brake Feature
2.3	Defects
2.4	Dynamic Brake Status Chart
2.5	Other Information
	Side Two of Form
2.6	Hot Box Detector Information
2.7	Results of Inbound Train Inspection (Not used in US)
2.8	Emergency Brake Application Inspection Report
2.9	Train Brake Status

Side 1 of Crew to Crew Information Form

2.2 TIBS Emergency Brake Feature

On trains equipped with a TIBS, the SBU must be tested at the initial terminal or other point of installation to ensure that device is capable of initiating an emergency brake application from the rear of the train.

The engineer shall be notified that a successful test was performed. Notification can be received either verbally or in writing.

A written record of the notification must be maintained in the cab of the controlling locomotive. The Crew to Crew Information Form will be used to record this information and must contain the following information:

Ø Train number	Ø Lead locomotive
Ø Date	Ø SBU number
Ø Tested by	Ø Time
Ø Location

If the results of the test are not available, crews must test the SBU and record the information in the space provided on the Crew to Crew Information Form.

2.3 Defects

The engineer will complete this part of the Crew to Crew Information Form. At the initial terminal the engineer will:

· Lists all locomotives in the column provided, and

· Checks the appropriate locomotive status from the list provided.

The requirement to record locomotive status does not change any other locomotive reporting requirements, such as Non-Complying Tag, and Daily Locomotive Inspection Report.

2.4 Dynamic Brake Status Chart

The operation status of the dynamic brakes is recorded in the Dynamic Brake Status Chart. Engineers must be informed of dynamic brake status on all locomotives in the consist.

When locomotives are made ready at Diesel Shop tracks, Mechanical Services employees will complete the Dynamic Brake Status Chart and leave it in the cab of the controlling locomotive.

If dynamic brake status is not available in the cab, the engineer taking charge of the locomotive must check locomotives and complete the report.

2.5 Other Information

The bottom of this side of the form has space to provide additional or other information on locomotives, rail cars or other equipment.

2.6 Hot Box Detector Information (When no defect is found)

Conductor will provide information about any car or engine remaining in the train that was identified by track-side warning detector with a hot box, but no defect was found.

2.7 Results of Inbound Train Inspection

This portion of the Crew to Crew Information Form is not used on NEUS Service Area.

2.8 Emergency Brake Application Inspection Report

List subdivision, mile post and results of train inspection of emergency brake application.

2.9 Train Brake Status

The “Train Brake Status” section of this form has two parts: the first is for Train Air Brake Test information (Class I or Class IA) and the second part is for recording Train Brake Status.

a) Crews receiving information of a Class 1 or Class 1A air brake test will record the results of the air brake test in the space provided. (Results may be received verbally or from TBS form.)

· At locations where car department employees are not available, crews must complete the applicable portions of the Crew to Crew Information Form when they perform a Class I or
Class IA.

b) The conductor at the train’s initial terminal must complete this portion of the Crew to Crew Information Form prior to departing. The following will be provided:

· Date

· Conductor's Name

· Station Name

· Car Total

· List cars “cut-out” or all “OK”

· Location from Engine

· Rear Car Pressure

Note: If there are no defects or cars cut out, write "OK" in the column indicated.

Prior to arriving at each crew change point, the conductor will update this portion of the form.

Side 2 of Crew to Crew Information Form

3.0 Crew to Crew Information Form Lost En Route

3.1 Replacing Lost or Destroyed Crew to Crew Information Report

If the Crew to Crew Information Form is lost en route, the conductor responsible for that report must immediately make a new complete copy.

If the record of the Crew to Crew Information Form is not available at the crew change point, the out bound crew must contact the inbound crew to obtain the required information for the report.

a) If the inbound crew is not available, the conductor (or engineer in the conductor's absence) must make a new copy of the Crew to Crew Information Form.

· The out bound crew must contact the dispatcher to determine:

1) Train brake status (cars cut-out,
if any),

2) Location where the initial terminal brake test was made, and

3) Date and location where the TIBS was armed.

· The engineer must provide information, if any, for the Defects section.

b) The conductor must inform the supervisor that the report was missing.

4.0 TIBS Exception Report Form 1225

4.1 Form 1225

Form 1225 is a single sheet document that contains two reports;

· TIBS Exception Report and

· Report of Detention to Trains, Repairs to Cars En Route.

Conductors will complete the form anytime they experience problems with rail cars or TIBS defects.

4.2 Reporting TIBS Defects

The Train Dispatcher must be immediately notified anytime TIBS becomes defective, inoperative or sustains any damage. Conductors will complete form 1225 in full and FAX report to NMC Car Planning Specialist at (403) 260-5841. Conductors will submit Form 1225 with Form 125 upon completion of their tour of duty.

A SBU defect tag must be attached to a defective SBU. The tag ensures information is communicated to the radio shops to identify and correct SBU problems.

Train Information & Braking Systems

4.3 Repairs to Cars, Air Brake Cut Out, Hot Box Report

The Train Dispatcher must be immediately notified anytime of train delays due to mechanical problems or failure to rail cars. Form 1225 must be completed in full and FAX to the NMC Car Planning Specialist at (403) 260-5844. Use this form to report:

a) Bad order brake

b) Hot bearing

c) Hot wheel

d) Dragging equipment

e) Car brake cut-out

f) Car set-out

g) Release air or hand brake

h) Secured dragging equipment

Form 1225 Report of Detention to Trains