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GENERAL
All train and engine personnel are "Qualified Persons". As "Qualified Persons", you are not required to carry new tools or make extensive repairs. However, rules now require that the inspection of equipment must be performed on both sides of the train at some point during an inspection and air brake test. Here you must be able to examine and observe the functioning of the brake system on each car. Roll-by inspections do not constitute an inspection for that side of the train.
If during the inspection, air brakes are found to be inoperative on a car, you must document the condition.
Cars with air brake defects must be tagged on both sides and a copy left in the cab of the locomotive.
The tag shall contain the following information:
- The car or locomotive number.
- The name of the inspecting railroad.
- The name and job title of the inspector.
- The inspection location and date.
- The nature of each defect.
- A description of any movement restrictions.
- The destination where the equipment will be repaired.
- The signature of the person reporting the defective condition.
Under some conditions cars found with defective air brakes cannot be moved. This will be discussed in the next section on Initial Terminal Air Brakes Tests or "Class 1".
INITIAL TERMINAL AIR BRAKE TEST
There have been a few minor changes to the Initial Terminal Air Brake Test.
This test, now also known as a "Class 1" test, is performed about 99% the way it was in the past. The test usually takes place where a train is originally made up or where cars have been added to the train that are not a "solid block".
Let's review the definition of a "solid block" of cars.
Cars that are uncoupled in the process of setting out defective cars still remain a solid block as long as the train maintains it's original sequence.
The "Class 1" initial terminal test has two major parts. One is a leakage test and the other is the visual inspection of each car's air brakes.
The "Air Flow" method is the preferred method of doing the leakage test.
The train inspection will require co-operation between the engineer and either a Qualified Mechanical Inspector or a Qualified Person. The person performing the inspection is in charge of the train while the test is being conducted. Before the engineer is given permission to apply or release the brakes, the person in charge must determine that all employees are safely positioned.
The "Class 1" inspection requires the Qualified Employee to inspect both sides of the train sometime during the inspection process in order to be able to examine and observe the functioning of the brake system.
A "roll-by" inspection of the brake release will not constitute an inspection of that side of the train for purposes of this inspection requirement.
During the inspection, it must be determined that angle cocks are properly positioned, air hoses are properly coupled, and an examination must be made for leaks. If leaks are discovered, necessary repairs must now be made to minimize them. This may require replacing the air hose or air hose gaskets.
Also during the inspection, look to see that retaining valves are in the exhaust position, piston travel is correct and that the brake rigging does not bind or foul.
A part of the procedure that is new is that the "Qualified Employee" must observe that brakes on cars not only apply, but remain applied until the signal is given to release. Brakes must remain applied a minimum of three minutes. Any car whose brakes release prior to the signal may be re-tested after release, recharge and reapplication. This process may only take place once on that car. If, in that second test the brakes still do not remain applied, the brakes on that car must be considered inoperative and the tagging and recording process must take place.
Again, a car must be tagged on both sides and a copy left in the cab of the locomotive. Report the same information to the train dispatcher who will deliver the information into an automatic tracking system.
Make sure 100 percent of the train brakes are operative when making a "Class 1" test.
When the test and inspection of the air brake application is complete and the proper notification has been received to release the brakes, inspect each brake to make sure all brakes have released. This inspection may be made as the train departs, but the engineer must move the train not exceeding 10 MPH during the roll-by.
ENGINEER WRITTEN NOTIFICATION
After the "Class 1" test, the engineer must not only be notified that the test was satisfactorily performed, but a written record of this information must be supplied and retained in the cab of the controlling locomotive until the train reaches its destination.
After the "Class 1" test, the engineer must not only be notified that the test was satisfactorily performed, but a written record of this information must be supplied and retained in the cab of the controlling locomotive until the train reaches its destination.
This record will contain:
- the date
- time
- number of freight cars inspected
- name of the qualified person(s) performing the test
- location where the Class 1 test was performed
Where a train crew does the "Class 1" test, the crew will complete the appropriate information and leave a written notice in the controlling locomotive.
"CLASS 1A" 1,000 MILE INTERMEDIATE INSPECTIONS
The Intermediate Brake Test or 1,000 mile inspection is now referred to as a "Class 1A" brake test.
As before, at designated locations, a qualified person will conduct an intermediate train air brake test. This person could be you as part of a train crew.
The test will still include a leakage test. The air-flow method is preferred. It will also include an on-ground inspection to determine that 100% of the brakes apply. Here again, the Qualified Person will inspect both sides of the train at some time during the test. As in the "Class 1" test, any car whose brakes release prior to signal to release may be re-tested once. Freight cars must have brakes that remain applied a minimum of three minutes.
If brakes are found inoperative, the tagging and recording process must take place as it did in the Class 1 test.
EXTENDED HAUL TRAINS
A new train has been created called "Extended Haul".
These specific trains can go 1,500 miles since their last "Class 1" test. This will be a benefit to the railroad and will make us more competitive because it extends the distance between inspection points.
But these trains may not make more than one pick up or one set-out between Initial Terminal (Class 1) and/or Intermediate (Class 1A) inspection points. This excludes any set-out of defective equipment discovered enroute.
These "Extended Haul" trains will be given a "Class 1" Initial Terminal Road Air Test. Because of these greater distances and more critical nature of this test, only a Qualified Mechanical Inspector (not a trainman) may test, document, and repair these trains. Again, this inspection is not to be done by trainmen. Mechanical Employees will do this inspection and implement repairs if necessary.
Because these trains receive a "Class 1" test, the engineer will receive written notification concerning test results.
CYCLE TRAIN TESTS
Another new train test designation is "Cycle Trains".
Bulk commodity unit trains (coal, grain, taconite, etc.) that remain intact are considered "Cycle Trains". These trains may travel 3,000 miles between "Class 1" initial terminals tests. They are not "Extended Haul" trains. Therefore, "Cycle train" tests may be done by the train crew (Qualified Persons).
APPLICATION AND RELEASE TESTS "CLASS 3"
Application and Release Tests are now also known as "Class 3" Brake Tests.
As you know, many conditions for air brake tests do not require the leakage and on-ground inspection as required by "Class 1" tests. Many conditions simply require the crew to know that the brakes on the last car apply and release. An example of this is when your train picks up a "solid block" of cars.
The location for Application and Release Tests "Class 3" remain the same.
The test has been changed a little. Now the brake system must be charged to within 15 PSI of the regulating valve setting as indicated by a gauge or device at the rear of the train before the test can begin. In other words, now a gauge or device is needed to make the Application and Release Test. With this device, verify that brakes on the rear car apply and release. The verification is to still see a reduction and increase of brake pipe pressure by 5 PSI on the rear car.
It should be noted that by definition in a solid block of cars, the cars must be continuously and consecutively coupled together. They cannot be from more than one train. If blocks are put together from more than one train, a "Class 1" test must be performed.
If the cars are from one train, they continue to be a "solid block" even when uncoupled if this uncoupling is for the purpose of setting out defective equipment.
TRANSFER TRAIN MOVEMENT TEST
Another test you may currently be using in the performance of your job is the Transfer Train Movement Test. These are trains travelling on the main track less than 20 miles in one direction. The changes to this test are:
- A Transfer Train movement can now do intermediate switching such as setting out or picking up cars and still retain the train designation.
- There must now be a gauge or device at the rear of the train.
- The train must be charged to at least 60 PSI at the rear prior to starting the test. The engineer must now make a 15 PSI brake pipe reduction instead of a 20 PSI brake pipe reduction.
This test looks for you, the inspector, to verify that the brakes apply and remain applied on each car until the release signal is given. As in other tests, any car whose brakes release prior to this signal may be re-tested once to determine they will remain applied on that car for a minimum of three minutes.
DYNAMIC BRAKE REQUIREMENTS
Use of dynamic brakes is an effective method to control speed and stop trains. Good record keeping is required from mechanical employees and engineers when they discover dynamic brakes are inoperative. These locomotives must now be individually tagged and an additional defect tag must be left in the controlling locomotive. Information may also be provided to the locomotive engineer on the train profile or consist under locomotive information. In the consist of each locomotive, the tag will give details whether the dynamic brake is "operative".
The requirements to identify inoperative brakes only includes dynamic brakes that are defective or ineffective due to malfunction. Tagging does not have to take place if the dynamic brakes are simply cut out to comply with dynamic brake axle limitations.
Tags indicating inoperative dynamic brakes should include the following information:
- Locomotive number
- Name of discovering railroad
- Location and date condition discovered
- Signature of person discovering the condition
Inoperative Dynamic Brake on Lead, Controlling Locomotive
On train movement requiring the use of the dynamic brake, the lead controlling locomotive must be equipped with:
An operative dynamic brake
or
An operative accelerometer that displays speed changes in miles per hour per minute.
Low speed yard and or transfer movements on level or near level grade are examples of movements that do not "require" the use of dynamic braking.
1. I HAVE STUDIED AND UNDERSTAND THESE RULES AND PROCEDURES.
2. I AGREE TO ALWAYS FOLLOW THESE RULES AND PROCEDURES.
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