TC 55-88-1

Rail Handbook
for
Air Brake and Train Handling
Rules

MARCH 2008

DISTRIBUTION RESTRICTION: Approved for

public release; distribution is unlimited.

HEADQUARTERS
DEPARTMENT OF THE ARMY
This publication is available at
Army Knowledge Online (AKO)
(www.us.army.mil)
and the Reimer Digital Library (RDL) at
(www.adtdl.army.mil)
TC 55-88-1

Training Circular HEADQUARTERS

No. 55-88-1 DEPARTMENT OF THE ARMY
Washington, D.C., 26 March 2008

Rail Handbook
for
Air Brake and Train Handling
Rules

CONTENTS

Page

PREFACE ..................................................................xii

CHAPTER 1. RULES FOR INSPECTION,

TESTING, AND MOVEMENT
OF LOCOMOTIVES .......................1-1
Rule 1-1. Taking Charge of
Locomotive .......................1-1
Rule 1-2. Standing Locomotive
Air Test .............................1-6
Rule 1-3. Light Locomotive
Running Air Test...............1-11

DISTRIBUTION RESTRICTION: Approved for public

release; distribution is unlimited.

i
TC 55-88-1

Page

Rule 1-4. Locomotive Daily

Inspection
Requirements ....................1-13
Rule 1-5. Non-Complying
Tagging Requirements ......1-21
Rule 1-6. Non-Complying
Condition En Route...........1-22
Rule 1-7. Movement of
Locomotive Within
Locomotive Servicing
Track Area ........................1-23
Rule 1-8. Leaving Locomotive
Unattended ........................1-26
Rule 1-9 Locomotive Shutdown
Procedure ..........................1-29
Rule 1-10. Picking Up
Locomotive Units..............1-31
Rule 1-11. Rearranging
Locomotive Consist ..........1-31
Rule 1-12. Operating From Other
Than Leading
Locomotive Unit ...............1-33
Rule 1-13. Changing Controlling
Ends ..................................1-33
Rule 1-14. Locomotive Unit
Replacement......................1-35

ii 26 March 2008
TC 55-88-1

Page

Rule 1-15. Isolating Locomotives.......1-36

Rule 1-16 Dead Engine Set Up
Requirements ....................1-36
Rule 1-17. Locomotive Flat Spots ......1-37
Rule 1-18. Locomotive Amperage......1-38
Rule 1-19. Reverse Lever ...................1-39
Rule 1-20. Ground Relay ....................1-40
Rule 1-21. Overheated Traction
Motors...............................1-41
Rule 1-22. Wheel Slip/Pinion
Slip Light ..........................1-43
Rule 1-23. Diesel Engine
Overspeed .........................1-43
Rule 1-24. EMD Governor
Low/Hot Oil Reset
Plunger ..............................1-44
Rule 1-25. Low Water Reset
Button................................1-45
Rule 1-26. Crankcase Overpressure
Detector.............................1-46
Rule 1-27. Safety Control Devices .....1-46
Rule 1-28. Dynamic Brake
Warning Light...................1-48
Rule 1-29. Diesel Engine Cooling ......1-48
Rule 1-30. Event Recorders ................1-52

26 March 2008 iii

TC 55-88-1

Page

CHAPTER 2. RULES FOR AIR BRAKE

TESTS AND INSPECTIONS.......2-1
Rule 2-1. Responsibility for
Train Inspection and
Test ................................2-1
Rule 2-2. Inspection of Freight
Cars................................2-1
Rule 2-3. Coupling to Train
and Charging .................2-3
Rule 2-4. Calibrated Telemetry
System ...........................2-5
Rule 2-5. Leakage Test
Procedure.......................2-5
Rule 2-6. Initial Terminal
Air Test..........................2-7
Rule 2-7. Transfer Train and
Yard Train
Movement Air Test .......2-11
Rule 2-8. Application and
ReleaseAir Test .............2-11
Rule 2-9. Detaching
Locomotive or
Separating Train. ...........2-13
Rule 2-10. Recoupling
Locomotive or Cars .......2-13
Rule 2-11. Picking Up Cars
En Route........................2-14

iv 26 March 2008
TC 55-88-1

Page

Rule 2-12. Running an

Air Test..........................2-16
Rule 2-13. Air Flow Method
(AFM) Brake Test .........2-16

CHAPTER 3. RULES FOR TRAIN

EQUIPMENT AND
SECUREMENT.............................3-1
Rule 3-1. Angle Cocks...............3-1
Rule 3-2. Air Hose Height .........3-1
Rule 3-3. Securing
Equipment Against
Undesired
Movement ..................3-2

CHAPTER 4. RULES FOR TRAIN

OPERATION.................................4-1
Rule 4-1. Trains Operating
on Grades ...................4-1
Rule 4-2. Snow and Ice
Considerations ...........4-8
Rule 4-3. Penalty Brake
Application
(PBA).........................4-8

26 March 2008 v
TC 55-88-1

Page

Rule 4-4. Brake Pipe

Pressure Reduction
From Unknown
Source ........................4-10
Rule 4-5. Maximum Dynamic
Brake Axles................4-11
Rule 4-6. Use of Dynamic
Brake to Control
Train...........................4-11
Rule 4-7. Dynamic Brake
Cutout Switch and
Control Circuit
Breaker.......................4-11
Rule 4-8. Use of Isolation
Switch During
Dynamic Braking.......4-12
Rule 4-9. Shoving Cars..............4-12
Rule 4-10. Crew Change
Procedures..................4-13
Rule 4-11. Initiating Train
Movement ..................4-14
Rule 4-12. High Winds and
Severe Weather ..........4-15

vi 26 March 2008
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Page

Rule 4-13. Applying Brakes

From Rear End
of Train ......................4-15
Rule 4-14. Overheating of
Sliding Wheels...........4-15
Rule 4-15. Sticking Air
Brakes ........................4-16
Rule 4-16. Cutting Out Car
Air Brakes..................4-16
Rule 4-17. Setout of Bad
Order Car ...................4-18
Rule 4-18. Regulating Valve .......4-18
Rule 4-19. Equalizing
Reservoir
Leakage......................4-18
Rule 4-20. Defective Pressure
Maintaining
Feature .......................4-19
Rule 4-21. Emergency
Application of
Air Brakes..................4-19
Rule 4-22. Brake
Malfunction................4-21
Rule 4-23. Brake Applied
While Stopped............4-21

26 March 2008 vii

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Page

Rule 4-24. Brake Pipe

Continuity Check .......4-21
Rule 4-25. Independent Brake
Application ................4-22
Rule 4-26. Speed Control
During Switching
Movements ................4-22

CHAPTER 5. RULES AND INSTRUCTION

FOR PROPER TRAIN
HANDLING...................................5-1
Rule 5-1. Starting Trains............5-2
Rule 5-2. Stopping Trains..........5-8
Rule 5-3. Slowing or
Controlling
Speed..........................5-16
Rule 5-4. Curvature
Considerations ...........5-22
Rule 5-5. Running Release
of Air Brakes..............5-24
Rule 5-6. Proper Use of
Dynamic Brake ..........5-25
Rule 5-7. Surprise Stops ............5-25

viii 26 March 2008

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Page

CHAPTER 6. RULES FOR FUNCTION AND

OPERATION OF AIR BRAKE
AND LOCOMOTIVE
EQUIPMENT ................................6-1
Rule 6-1. Standard Air
Pressures ....................6-1
Rule 6-2. Air Compressor..........6-2
Rule 6-3. Independent Brake
Valve..........................6-3
Rule 6-4. 26-C Automatic
BrakeValve ................6-4
Rule 6-5. 30A-CDW Brake
Valve..........................6-7
Rule 6-6. Automatic Brake
Valve Cutoff
Valve..........................6-9
Rule 6-7. Self-Lapping
Feature .......................6-10
Rule 6-8. Equalizing
Reservoir....................6-11
Rule 6-9. Relay Valve................6-11

26 March 2008 ix
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Page

Rule 6-10. 24-RL Air Brake

Equipment..................6-12
Rule 6-11. Multiple-Unit
(MU) Hoses ...............6-15
Rule 6-12. Dynamic Brake ..........6-17
Rule 6-13. A-1 Reduction
Relay Valve................6-17

CHAPTER 7. RULES FOR AIR FLOW

METHOD (AFM)
INDICATOR DEVICE .................7-1
Rule 7-1. Primary Purpose
of the AFM
Indicator Device.........7-1
Rule 7-2. Secondary Purpose
of the AFM
Indicator Device.........7-2

x 26 March 2008
TC 55-88-1

Page

CHAPTER 8. RULES FOR CAR AND

LOCOMOTIVE
LOCATION
DESIGNATION ............................8-1
Rule 8-1. A and B End
of Cars........................8-1
Rule 8-2. Numbering of
Wheels .......................8-1
Rule 8-3. Front of
Locomotive and
Wheel
Numbering .................8-1

GLOSSARY ....................................................Glossary-1

REFERENCES............................................ References-1

26 March 2008 xi
TC 55-88-1

PREFACE

This handbook provides rules on air brake and train handling

(ABTH) for train crew members conducting rail operations on
continental United States (CONUS) Department of Defense
(DOD) installations.

The proponent of this publication is Headquarters (HQ),

United States Army Training and Doctrine Command
(TRADOC). Submit comments and recommendations on DA
Form 2028 (Recommended Changes to Publications and
Blank Forms) directly to: Department of the Army, Training
Directorate, Move Division, ATTN: ATCL-TDM,
401 First Street, Fort Lee, VA 23801-1511.

xii 26 March 2008

TC 55-88-1

CHAPTER 1

RULES FOR INSPECTION, TESTING, AND

MOVEMENT OF LOCOMOTIVES

Rule 1-1. TAKING CHARGE OF LOCOMOTIVE.

Inspectors are jointly responsible with engineers for the
condition of air brake equipment on the locomotive to the
extent that it is possible to detect defective equipment by
required inspections and tests. When an engineer takes charge
of a locomotive someplace other than a crew change location,
the below must be known before each trip or day’s work and
before the locomotive is moved:

• Brakes are in safe and suitable

condition of service.
• Air hoses are properly connected.
• Jumper cables are properly positioned.
• Safety chains and walkway platforms
are properly placed.
• Doors and windows on trailing
locomotive units are closed.
• Brake valves and electrical switches on
all locomotive units are properly
positioned for multiple unit operation
(see Chart 1-A and Chart 1-B, page 1-4
and page 1-5).

26 March 2008 1-1

TC 55-88-1

• Air gauges are registering correctly and

the main reservoir pressure gauges
indicates a minimum pressure for each
of the following:

ƒ 120 psi for freight.

ƒ 125 psi for passenger service.

• The cooling system and the engine

governor sight glasses indicate proper
fluid levels.
• Speed indicator and alerter (if equipped)
are working and sealed.
• Headlights, bell, and horn are in
working order.
• Condensation has been drained from the
air brake system and automatic drain
valves are functioning properly.
• A Standing Locomotive Air Test
(see Rule 1-2) must be performed when
mechanical forces are not on duty, an
engineer takes charge of a locomotive at
the beginning of a workday, or when a
locomotive has been shut down.

1-2 26 March 2008

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• Hand brakes are released on all

locomotive units in the consist.
• If a locomotive is dispatched with a
non-functioning dynamic brake, a
written notice must be placed on the
engineer’s control stand in the
controlling cab stating the dynamic
brake is cut out on the unit(s) involved.
Dynamic brake cutout switches must be
properly tagged.

Locomotive units which are required to be shut down at

outside locations where there are no mechanical
employees available will be started by the engineer. An
engine that has been shut down for more than eight hours
must be pre-lubed before turnover. If the engine is
equipped with flash cock “T” handles, the flash cocks
must be opened. The engine must also be turned over at
least one revolution and the flash cock closed prior to
starting. In cases of rain, severe snow conditions, or
when ambient temperature is below 32 degrees
Fahrenheit and the engine has been shut down for at least
4 hours, the engineer will conduct the same operation as
described above.

26 March 2008 1-3

1-4
TC 55-88-1

Control Levers Switches and Breakers

Selector Dynamic
Loca- Dynamic
or Genera- Brake Warning
tion of Control Brake
Throttle Dynamic Reverser Engine tor Control Device
Unit in and Cutout (if
Position Brake Position Run Field Circuit Circuit
Service Fuel equipped)
Lever Switch Switch
Pump
Breaker (if Breaker
Position equipped)
Control- Center
Idle Off until On Off On On On On
ling Unit
ready

Manned Center
Control- Idle Off until On Off On On On On
ling Unit ready

Trailing Center
Idle Off until On/Off Off On/Off On/Off On/Off Off
Unit
Chart 1-A. Multiple Unit Operation

ready

26 March 2008
Automatic Brake Valve Independent Brake Valve
Location
of Unit Brake Valve
Brake Valve Brake Valve Brake Valve
in Cutout
Handle Position Cutout Cock Handle Position
Service

26 March 2008
Position Cock Position
24RL Running
Control- Cut In Applied or
26C Release Cut In
ling Unit Released
30A - CDW
Manned
Control- 24RL Running
ling Unit
if Cut Applied or Cut In
locomo- Out Released
tive Release
26C
located
30A - CDW
in
position
Chart 1-B. Multiple Units

other
than
head
end

Trailing Removed (if Cut Cut

1-5
Released
Unit removable) Out Out
TC 55-88-1
TC 55-88-1

Rule 1-2. STANDING LOCOMOTIVE AIR TEST.

It must be known that this air test has been performed when:

• Locomotive is started.
• Taking charge of a locomotive.
• Units other than the rear locomotive
unit are set out.
• The locomotive unit is picked up.
• The locomotive is to be operated
beyond the terminal.
• Work has been performed on the
locomotive air brake equipment.
• The locomotive consist is rearranged.
• Locomotives are placed in multiple-unit
(MU) operation.

a. Standing Locomotive Air Test. When a

test is required, perform the following tasks:

(1) Sufficient hand brakes must be

applied if necessary to prevent movement with the air brakes
released.

(2) An employee must be positioned

on the ground near the locomotive to signal the employee
performing the test when the brakes apply and release on each
locomotive unit.

1-6 26 March 2008

TC 55-88-1

(3) Brakes apply and release using the

independent brake.

(4) Brakes apply from an automatic

brake pipe reduction.

(5) Depress the independent brake

valve handle and see that brakes release.

(6) Cut out the automatic brake valve

and check the brake pipe leakage for 1 minute. Leakage must
not exceed 5 psi.

(7) With Generator Field switch in

OFF position and reverser in NEUTRAL, advance throttle to
3. Initiate EMERGENCY application and observe the
following:

• Pneumatic Control Switch

(PCS) light illuminates.
• Brake cylinder pressure rises.
• Brake pipe pressure falls to 0
psi.

26 March 2008 1-7

TC 55-88-1

• Engine reduces to idle.

• After 45 to 60 seconds, place
automatic brake handle in
release and recover.

b. Locomotive Apply and Release Test.

When a locomotive consist is made up, locomotives are added
or removed from an existing consist, or when changing ends,
an application and release test of the locomotive brakes must
be made in the following order.

(1) Ensure brake pipe is set to the

prescribed pressure.

(2) Apply independent brake fully and

observe brakes apply on each locomotive.

(3) Release independent brake and

observe brakes release on each locomotive.

(4) With equipment fully charged,

make a 10 psi brake pipe reduction and observe brakes apply
on each locomotive.

(5) Actuate and observe brakes release

on each locomotive.

1-8 26 March 2008

TC 55-88-1

(6) Reduce brake pipe pressure an

additional 10 psi and observe brakes apply on each
locomotive.

(7) Release automatic brake and

observe brakes release on each locomotive.

c. Hybrid Locomotive Air Brake Test

(GG20B – Green Goat). The GG20B (Green Goat) does not
employ a standard engine that rotates a generator as its
standard power for the traction motors and does not have an
engine to idle and unload. Therefore the following operation
will be undertaken to test the air brake system.

(1) Sufficient hand brakes must be

applied if necessary to prevent movement with the air brakes
released.

(2) An employee must be positioned

on the ground near the locomotive to signal the employee
performing the test when the brakes apply and release on each
locomotive unit.

(3) Independent is fully released.

(4) Isolation switch is RUN.

(5) Reverser in forward.

26 March 2008 1-9

TC 55-88-1

(6) Throttle in Position 1.

(7) Automatic to EMERGENCY.

(8) Observe the following:

• Computer screen shows

PENALTY and PCS. Wait 60
seconds.
• Place automatic brake valve in
CONTINUOUS. Bell should
stop.
• Computer screen should read
DRIVE INACTIVATED.
• Press and hold EMERGENCY
STOP RESET.
• Move reverser to center and
throttle to IDLE.
• Observe computer to read
CENTER.

1-10 26 March 2008

TC 55-88-1

Rule 1-3. LIGHT LOCOMOTIVE RUNNING

AIR TEST. The engineer must perform this air test when the
following takes place:

• Taking charge of the locomotive consist

originally made up and tested by
anyone other than the assigned
engineer.
• The controlling ends have been
changed.

EXCEPTION: A Standing Locomotive Air Test

(see Rule 1-2), if performed by the assigned engineer, may be
made instead of a running air test.

Perform the following tasks when a test is required:

• Release the independent brake and open

the throttle sufficiently to cause the
locomotive to move.
• Close the throttle. The locomotive
should roll freely. If it does not, check
for the cause and correct it.
• Apply and release the independent
brake while the speed is slow. A speed
reduction indicates that the brakes have
been applied.

26 March 2008 1-11

TC 55-88-1

• With the independent brake released,

make a light automatic brake pipe
pressure reduction. A speed reduction
indicates that brakes have been applied.
• Depress and hold the independent brake
valve in RELEASE position. Ensure
the brake cylinder pressure reduces to
zero. The locomotive should roll freely.
If it does not, check for crossed or open
actuating hose.

When defects or malfunctions are noted or when the consist

has been improperly made up, the engineer must report the
condition to the following:

• The mechanical personnel.

• The supervisor.
• On FRA Form 6180-49A (Locomotive
Inspection and Repair Record).

1-12 26 March 2008

TC 55-88-1

Rule 1-4. LOCOMOTIVE DAILY INSPECTION

REQUIREMENTS.

a. Supply of Forms. Engineers must keep on

hand a supply of DD Form 862 (Daily Inspection Worksheet
for Diesel-Electric Locomotives and Locomotive Cranes).

b. When Inspection is Required. Each

locomotive in service must be inspected daily. Determine
whether the locomotive needs to be inspected by checking
FRA Form 6180-49A located in the cab of the locomotive
unit.

c. Record of Previous Inspection. If the

DD Form 862 indicates that the locomotive unit was inspected
the previous day, complete the current day inspection prior to
11:59 PM to allow the unit to remain in service, using the
following criteria:

26 March 2008 1-13

TC 55-88-1

• If your tour of duty will go beyond

11:59 PM, you must perform the
inspection prior to 11:59 PM.
• Contact the train dispatcher,
yardmaster, or other proper authority to
determine the location for completing
the daily inspection.

d. No Record of Previous Inspection. If the

record card indicates that the locomotive was not inspected the
previous calendar day or there is no record on a locomotive
unit, inspect the locomotive unit(s) before placing it in service
on the current day.

e. Locomotive Unit Picked Up On Line.

When picking up a locomotive unit on line, the engineer must
determine if a daily inspection is needed. After making the
pick up, if working trailing units have an earlier date than the
lead unit, tag the lead unit “Trailing units due inspection by
11:59 PM (current date).”

1-14 26 March 2008

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f. Inspection Requirements – Control

Compartment. The following conditions must exist on the
controlling locomotive unit:

• Each air gauge registers correctly and

within 3 psi of required pressure.
• The main reservoir pressure is between
130 to 140 psi.
• The brake pipe pressure is: Freight – 90
psi.
• The independent brake cylinder
pressure is that specified on the badge
plate; or, if there is no badge plate, it is
30 psi or greater when the independent
brake is fully applied.
• Headlight functions properly. A
minimum of one headlight beam must
be on each end of the locomotive unit.
• Horn functions properly.
• Bell functions properly.
• Gauge lights and overhead cab lights
function properly.
• Speed indicator functions properly.
• Alerter, if equipped, functions properly.
• Windows provide a clear view.

26 March 2008 1-15

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g. Inspection Requirements – Cab,

Walkway, and Engine Compartment. The following
conditions must exist on all locomotive units:

• The cab is free of stumbling, slipping,

or tripping hazards.
• No traction motors are cut out.
• Sanders are functioning properly.
• Walkways and walk-in compartments
are clear of debris, tools, and
accumulated oil or grease.
• Handrails, handholds, steps, ladders,
safety chains, and guards are secured
and ready for service. Inspect for
broken, bent, damaged, or loose
equipment. Safety chains should be
connected high enough for safe passage.
• All electrical and rotating equipment
guards are in place.
• The hand brake is operational.
• Walkway and engine compartment
lights are working.

1-16 26 March 2008

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h. Inspection Requirements – Ground Level.

Set the hand brake, if necessary, inspect the exposed areas for
apparent defects (but do not crawl under or between
locomotives to make the visual inspection) and walk around
both sides of the locomotive to ensure the following:

• Sand has been deposited on the rail in

the proper location.
• No fuel leak exists.
• No defects (such as cracks and broken
or missing parts) exist on locomotive
trucks, wheels, gear cases, or draft
gears.
• The brake cylinder piston travel is
adjusted as follows:

ƒ Minimum – Sufficient to provide

brake shoe clearance when the
brakes are released.
ƒ Maximum – 1 ½ inches less than
the travel entered on
FRA Form 6180-49A.

26 March 2008 1-17

TC 55-88-1

• The foundation brake rigging is

secured.
• The brake shoes are secured and
approximately in line with the tread of
the wheel. Make sure there are no
obvious lips or overhangs on the shoe.
• No part of the electrical cable is lying
on the coupler.
• Electrical cables that are not being used
are stowed or the disconnected ends are
placed into a dummy receptacle or a
multi-unit cable holder.
• The air hoses are usable.
• Manually drain oil and water from main
reservoirs that are not equipped with
automatic drains. If equipped with
automatic drains, ensure the valve
handles are then turned fully “counter-
clockwise” to the AUTOMATIC
position, with the stem extending
beyond the valve handle.

1-18 26 March 2008

TC 55-88-1

i. Completing DD Form 862. If the defect or

problem is not a non-complying condition, the engineer must
report the defects or problems of all locomotive units on a
single DD Form 862. Leave the completed form with the
locomotive unless otherwise instructed. A DD Form 862 must
be completed with the following inspections information
(as a minimum):

• Date.
• Location.
• Time.
• Complying or non-complying (check
appropriate box).
• Inspector’s legible signature.

The engineer must verbally report any of the following

conditions to the train dispatcher, yardmaster, or other proper
authority:

• Defects or problems.
• Any non-complying condition(s).

Complete the Inspection Report Card on each locomotive unit.

26 March 2008 1-19

TC 55-88-1

j. Non-Complying Conditions. During the

locomotive daily inspection, if the employee finds one or more
non-complying conditions, the employee must determine if the
locomotive is safe to move. If safe to move, the non-
functioning alerter or the speed indicator may remain in
trailing unit. If other conditions exist and the locomotive is
safe to move, it may be moved only under one of the
following conditions:

• As a single unit under power, not

attached to cars.
• In a consist, not attached to cars.
• Isolated or shut down when attached to
cars.

A non-complying locomotive unit required to be isolated or

shut down in consist may not continue as the controlling or
lead unit of a locomotive consist.

1-20 26 March 2008

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Rule 1-5. NON-COMPLYING TAGGING

REQUIREMENTS.

a. If Safe to Move. A non-complying

locomotive tag must be completed and attached to the
Isolation switch of the non-complying locomotive unit. The
tag must include the following information:

• The words “Non-Complying

Locomotive” on the tag.
• Locomotive unit initials and numbers.
• Name of the inspecting railroad.
• Inspection location and date.
• Nature of the defect.
• Movement restrictions, if any.
• Destination.
• Signature of the employee making the
inspection.

Secure a copy of the tag on the control console of the

controlling locomotive unit. The engineer in charge of the
locomotive unit must receive written notification of the non-
complying locomotive unit. A copy of a non-complying
locomotive tag meets this requirement. The engineer must
inform all other crew members of the non-complying
locomotive unit and of any restrictions.

26 March 2008 1-21

TC 55-88-1

b. If Not Safe to Move. If the employee

determines the locomotive unit is not safe to move, notify the
train dispatcher, yardmaster, or other proper authority. Also
complete a non-complying tag and attach it to the Isolation
switch of the non-complying locomotive unit. The tag must
include:

• The words “Non-Complying

Locomotive” on the tag.
• Locomotive unit initials and number.
• Name of the inspecting railroad.
• Nature of the defect.
• Signature of the employee making the
inspection.

Rule 1-6. NON-COMPLYING CONDITION

EN ROUTE. A locomotive unit that develops a non-
complying condition en route may continue operating if the
engineer or other qualified employee determines it is safe to
move and completes the requirements outlined in Rule 1-5.
The locomotive unit may then be operated until the next daily
inspection is required or until it reaches the nearest point
where repairs can be made, whichever occurs first. The
engineer must do the following:

1-22 26 March 2008

TC 55-88-1

• Report any non-complying conditions

on FRA Form 6180-49A.
• Leave the completed FRA Form
6180-49A with the non-complying
locomotive unit unless otherwise
instructed.
• Report non-complying conditions to the
train dispatcher, yardmaster, or
supervisor as soon as possible.
• Notify, when possible, the relieving
engineer of any non-complying
conditions.

Rule 1-7. MOVEMENT OF LOCOMOTIVE

WITHIN LOCOMOTIVE SERVICING TRACK AREA.
Before moving locomotive units on servicing tracks,
inspection must be made to determine that all personnel are in
a safe position and clear for movement. It must be known that
all service hoses, cables, and other devices are disconnected
from the locomotive units and clear of the track before
moving.

a. Air Brakes Operate. The employee in

charge of the locomotive consist must know that air brakes
operate properly before moving the locomotive. The
following must be known:

26 March 2008 1-23

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• Brakes on each locomotive unit of a

multiple unit consist can be applied and
released with both the independent and
automatic brake valves in the control
cab.
• Brake cylinder pistons and shoes move
properly. The brake cylinder air gauge
may indicate air pressure changes even
though the brake is disabled by the
cutout cock located at the truck.

b. Coupling. When coupling locomotive

units, check to see that brakes are applied and/or hand brake is
applied before coupling is made. After coupling, stretch to
test the coupling on each locomotive unit as it is added to see
that the knuckle is in the LOCKED position.

c. Uncoupling. When uncoupling from other

locomotive units, sufficient hand brakes must be applied on
units left standing.

d. Wheel Blocking. Where chocks, chains, or

skates are used, see that they are removed before moving.

1-24 26 March 2008

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e. Dead Engine. Within the shop area, dead

locomotive units may be moved under the direction of the
mechanical foreman without cutting in the dead engine
feature. However, there must be an employee at the hand
brake and the brake is applied until the coupling is made and
tested. The hand brake must be applied before the dead
locomotive unit is uncoupled.

f. Safety Stop Within the Shop. When

moving locomotive units into the diesel shop, a stop must be
made before entering and shop doors must be opened and
properly secured. An engineer must sound a proper
whistle/bell signal before entering the diesel shop. Movement
may proceed if the shop track is clear and personnel are in a
safe position. A safety stop must be made approximately
15 feet before reaching the end of the stall. Complete the
move to the end of the stall at a speed of not more than 1
MPH. The locomotive unit must be secured by the hand
brake.

g. Operation Beyond the Terminal.

Locomotive units that will operate beyond the terminal must
have a brake pipe and MU air hoses properly connected
between all units of the consist and cutout cocks. Angle cocks
must be opened as required. A Standing Locomotive Air Test
(see Rule 1-2) must be performed.

26 March 2008 1-25

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h. Operation Within the Terminal.

Locomotive units that will operate within a terminal, but
beyond the service tracks or shop area, must have a brake pipe
properly connected between all units of the locomotive
consist. Cab controls must be properly positioned for
movement. An application and release of the air brakes must
be made using the automatic brake valve on the controlling
locomotive unit. An inspection must be made to see that
brakes on all locomotive units apply and release properly.

Rule 1-8. LEAVING LOCOMOTIVE

UNATTENDED. Before a locomotive is left unattended, the
engineer must know all of the following tasks have been
performed.

a. Leaving the Controlling Locomotive Unit.

Before leaving the controlling unit, the controls must be
positioned to ensure securement as follows:

• Center the reverse level and remove the

handle and place it in the proper holder,
if any.
• The Control and Fuel Pump switch and
the Engine Run switch should be turned
ON if the unit will remain running.

1-26 26 March 2008

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• The Generator Field switch should be

OFF.
• Fully apply the independent brake.
• The Isolation switch should be in the
START/STOP/ISOLATE position.

b. Securement – When Locomotive is

Running or Shut Down.

• After the hand brakes are applied, the

independent brake and the automatic
brake must be released to ensure
locomotive unit(s) will not move. The
independent brake must then be fully
applied and the automatic brake must be
released if the locomotive is not
coupled to cars. When the locomotive
is coupled to cars with the air brake
system charged, a sufficient automatic
brake pipe pressure reduction must be
made.
• The lead truck of the lead locomotive
unit in descending direction must be
chocked with suitable blocking
material.
• Cab doors and windows must be locked
on the controlling locomotive unit.

26 March 2008 1-27

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c. Mechanical Employees Not On Duty.

When a locomotive is to be left at a location where the
mechanical personnel service employees are not on duty, in
addition to tasks listed in Rule 1-8 a and b, the following tasks
must be performed:

• Apply hand brake on each locomotive

unit.
• Cab doors and windows must be locked,
if possible, on each locomotive unit.
• It must be protected from an
uncontrolled movement entering the
main track in a descending direction by
one of the following:

ƒ Placed on a track with derail

protection and as near as possible
to the derail in the descending
direction.
ƒ Placed on a track with a Facing
Point switch lined and locked to
prevent movement to the main
track.
ƒ Placed on a track which has an
ascending grade sufficient to
prevent entry to the main track.

1-28 26 March 2008

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If unable to place a locomotive on a protected track, it must

not be left unattended unless specifically authorized by a
supervisor. When so authorized, or when hand brakes will not
hold the locomotive, one of the following must be done:

• The locomotive must be coupled to a

sufficient number of cars on which
sufficient hand brakes are applied to
prevent an uncontrolled movement.
• A wheel of the lead locomotive unit in
descending direction must be placed on
a rail skate.
• Any electrical cable is properly stowed
or the disconnected end is placed into a
dummy receptacle or multi-unit cable
holder.

Rule 1-9. LOCOMOTIVE SHUTDOWN

PROCEDURE. When a locomotive is to be left unattended
for over 1 hour, all locomotive units are to be shut down
except under the following conditions:

• When ambient temperature is below or

expected to drop below 32 degrees
Fahrenheit.
• During rain or snow conditions.
• When tagged for bad batteries

26 March 2008 1-29

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• When a locomotive is left coupled to a

train or is left on a grade of over one
percent, the controlling locomotive unit
must be left idling to maintain main
reservoir and train line pressure.
• When local instructions specify
otherwise.

When required to shut down the engine, the controlling

locomotive unit is not to be shut down until it is known that
the locomotive will not move with only the hand brake
applied.

a. At a locomotive service facility, the inbound

engineer is to contact a mechanical personnel service track
employee to determine if the locomotive is to be inspected
within 1 hour. If the inspection is not to be made within 1
hour or the engineer is unable to contact the mechanical
employee, the locomotive is to be shut down.

b. To conserve battery life when the

locomotive is shut down, turn off all lights, heaters, and the air
conditioner. On an electro-motive diesel (EMD) locomotive,
units equipped with a turbocharger, do not open the Battery
switch, turn off the turbo lubrication oil pump circuit breaker,
or turn off the computer control circuit breaker (if equipped).
Locomotives not equipped with turbocharger should have the
Battery Knife switch opened.

1-30 26 March 2008

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c. If the lead locomotive of the consist has less

than 200 gallons of fuel remaining, notify the train dispatcher
or yardmaster of this fact before leaving the locomotive
unattended. If the lead locomotive is not running, leave one
trailing locomotive running when necessary to maintain an air
supply on the train.

Rule 1-10. PICKING UP LOCOMOTIVE UNITS.

Before picking up locomotive unit(s), ensure that they are
properly secured before coupling to them. After coupling,
perform the following tasks:

• Stretch the coupling.

• Install control cable(s).
• Couple brake pipe and MU hoses.
• Properly position cutout and angle
cocks.
• Position end platforms and connect
safety chains.
• Position cab controls and air brakes for
intended service.
• Perform a Standing Locomotive Air
Test (see Rule 1-2).
• Remove any wheel blocking material
and release the hand brakes.

Rule 1-11. REARRANGING LOCOMOTIVE

CONSIST. Before cutting away from a locomotive unit that
is being switched or rearranged in the consist, perform the
following tasks shown in Table 1-1.

26 March 2008 1-31

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Table 1-1. Separating Locomotive Engines in Consist

Engine
Dead
Running
Engine

Apply sufficient hand brakes before cutting away

Secure control cable or remove, if removable
Secure safety chains and end platforms
Fully apply independent brake

Close end and angle cocks

Cut in Control Switches
Task

6
2
1

If the locomotive is to be set out and left unattended,

comply with Rule 1-9.

NOTE: Before proceeding, comply with the applicable locomotive

air test (see Rule 1-2 and Rule 1-3).

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Rule 1-12. OPERATING FROM OTHER THAN

LEADING LOCOMOTIVE UNIT. A light locomotive
consist must be operated from the leading controls in the
direction of movement, unless movement is less than one mile.

NOTE: A locomotive being controlled from other than the

lead locomotive unit in the direction of movement must not
exceed 20 MPH.

Rule 1-13. CHANGING CONTROLLING ENDS.

When changing ends on a locomotive consist, the following
steps must be performed, in proper sequence, without delay:

a. Cutting Out.

• Move independent brake handle to

FULL APPLICATION position.
• Make a 20 psi brake pipe reduction.
• Cut out automatic brake valve cutout
valve.
• Move automatic brake valve to
continuous service.
• Move MU2A valve or double ported
cutout cock to “TRAIL” or “OUT”
position.
• Move the independent brake valve to
the RELEASE position.
• Center the reverser lever and remove
the handle, placing it in the proper
holder.

26 March 2008 1-33

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• Position the Control and Fuel Pump

switch, the Generator Field switch, and
the Engine Run switch to their proper
position (see Chart 1-A).
• Position the Headlight Control switch to
the proper trailing position.

NOTE: Proceed without delay to the other end of the

locomotive consist.

b. Cutting In.

• Position the Control and Fuel Pump

switch, the Generator Field switch, and
the Engine Run switch to their proper
position (see Chart 1-A).
• Place the independent brake valve
handle in the FULL APPLICATION
position.
• Position the MU-2A valve or double
ported cutout cock to “LEAD” or “IN”
position.
• Move the automatic brake valve handle
to the RELEASE position.

1-34 26 March 2008

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• After the equalizing reservoir pressure

is above brake pipe pressure, position
the automatic brake valve cutout valve
in the “FREIGHT” position.
• Insert the reverse lever.
• Position the Headlight Control switch to
the proper position for controlling the
unit operation.
• Comply with the applicable locomotive
air tests (see Rule 1-2).

Rule 1-14. LOCOMOTIVE UNIT

REPLACEMENT. Locomotive units equipped with
alignment control couplers being handled dead-in-train (DIT)
must be coupled behind the road locomotive. Locomotive
units without alignment control couplers being handled DIT
must be placed not less than five cars, nor more than 15 cars,
from the rear of the train. If two such units are handled in the
same train, they must be separated by placing them not less
than five cars between each unit. All locomotive units being
handled DIT must be set up as prescribed in Rule 1-16.

26 March 2008 1-35

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Rule 1-15. ISOLATING LOCOMOTIVES. The

Isolation switch must be in the RUN position on all
locomotive units in the consist, except when it is necessary to
isolate unit(s) due to mechanical failure. When a locomotive
unit has been isolated for any reason, it must be watched
closely and not permitted to remain in the locomotive consist
unless it has been determined that all of its wheels rotate
freely.

Rule 1-16. DEAD ENGINE SET UP

REQUIREMENTS. When the dead locomotive units cannot
be handled in the working locomotive consist, they must be
handled DIT and controls must be positioned as follows:

• Automatic brake valve cut out.

• Independent brake valve cut out and the
handle in the RELEASE position.
• Main reservoir drained.
• Dead engine feature cut in.
• End cocks of the actuating pipe and the
application and release pipe must be
open.
• Transition lever (if equipped) in
OFF position.
• Reverse lever centered and handle
removed.
• Generator Field switch in OFF position.
• Isolation switch in
START/STOP/ISOLATE position.

1-36 26 March 2008

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• All other switches must be turned OFF

and the main Battery Knife switch must
be opened.
• Locomotive units without alignment
control couplers being handled DIT
must be placed not less than five cars,
nor more than 15 cars, from the rear of
the train. If two such locomotive units
are handled in the same train, they must
be separated by placing not less than
five cars between each locomotive unit.
• Locomotive units with alignment
control couplers being handled DIT
must be coupled behind the road
locomotive.

Rule 1-17. LOCOMOTIVE FLAT SPOTS.

Locomotive units having one or more flats spots that are
2 ½ inches in length or adjoining flat spots or more than
2 inches, must be set out at the first available point. Speed
must not exceed 10 MPH to the set out point.

26 March 2008 1-37

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Rule 1-18. LOCOMOTIVE AMPERAGE. The

loadmeter on the control console gives the following two
indications.

• Traction motor current in the No. 2

traction motor, or an average of the
current in all traction motors in a single
unit (depending on the model year),
when in power.
• Dynamic brake grid current when in the
dynamic brake (if so equipped).

In the event the loadmeter becomes inoperative, the minimum

continuous speed rating of the locomotive that should be
maintained is approximately 10 MPH for all units when
operating at full throttle. Short time rating is a term used to
describe the length of time a locomotive may be operated at
various high amperage levels before traction motor damage
occurs. The locomotive is designed to withstand overload
operation if the condition does not exceed the limits indicated
on the loadmeter dial or on the load limit plate adjacent to the
loadmeter. The greater the overload, the further the pointer
swings over into the overload area, and the less time the
locomotive can operate without the traction motors
overheating. Overheating will damage the insulation and even
though no failure may occur at the time, the resulting
deterioration will cause subsequent failure. A plate near the
loadmeter, called the short time rating plate, gives the time
limits for operating locomotives at various levels of current.
Do not operate a locomotive at a level of current longer than
the plate indicates. Do not run the locomotive at more than

1-38 26 March 2008

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one consecutive short time rate for the maximum time at each
rate.

• For example, do not run the locomotive

at the ¼ hour rating for ¼ hour then the
½ hour rating for ½ hour, then the
1 hour rating for 1 hour.
• If the loadmeter reading exceeds the
short time ratings indicated on the plate,
then reduce the tonnage or double the
train.

Short time ratings are not cumulative. When you add

operations of less than 20 minutes in short time ratings
together, their sum must not exceed the limit of the most
restrictive zone reached by the loadmeter pointer. Operations
in short time ratings 20 minutes or more apart are considered
separate operations. Otherwise, the tonnage must be reduced,
the train doubled or help must be obtained.

Rule 1-19. REVERSE LEVER. During normal

operations, locomotive must be brought to a complete stop
before moving the reverse lever.

26 March 2008 1-39

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Rule 1-20. GROUND RELAY. A protective device

that functions to prevent operation of a locomotive in the
event of a short circuit or ground in the electrical equipment.
This is done to ensure the safety of the crew on the locomotive
and to prevent damaging the locomotive itself.

a. Manual Ground Relay Reset. Locomotive

units equipped with manual ground relay reset may be reset by
pressing the reset button on the lead unit. A ground relay trip
results in the following:

• Ground Relay Light will illuminate on

the affected unit.
• Diesel engine will reduce to idle on the
affected unit.
• Alarm bell will ring throughout the
locomotive consist.

b. Maximum Resets Allowed. Locomotive

units equipped with a Traction Motor Cutout switch may be
reset three times after which the Traction Motor Cutout switch
must be used to attempt to isolate the problem traction motor.
One additional reset may be attempted for each traction motor
cutout position. After which, contact mechanical personnel.

c. Automatic Ground Relay Reset.

Locomotive units equipped with an automatic ground relay
reset will attempt an automatic reset after a six to ten second
delay following a ground relay trip. If the ground relay trips
four times within a 12-minute interval, the reset will not
operate the fourth time and the unit must be isolated. If the

1-40 26 March 2008

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ground relay does not trip within the 12-minute interval, the
device will start a new cycle. Repeated ground relay tripping,
accompanied by unusual noises such as thumping or
squealing, may indicate serious traction motor trouble and
must be investigated at once.

d. Railroad Crossings. Reducing the throttle

when passing over rail crossings at a grade allows traction
motor amperage to decay to a safe level before the mechanical
shock that occurs at rail crossings is transmitted to the motor
brushes.

NOTE: To prevent traction motor flashover or ground relay

action when operating over a rail crossing at a grade, reduce
the throttle to the No. 4 position or lower it until all
locomotive units have passed over the crossing.

e. Reporting Ground Relay Action. All

ground relay action must be reported on FRA Form 6180-49A.
In addition, any unit isolated because of ground relay action
must be reported to the train dispatcher, yardmaster or
supervisor.

Rule 1-21. OVERHEATED TRACTION MOTORS.

Serious damage to electrical equipment will occur if the
locomotive is allowed to stand with the throttle open. This
practice is prohibited. Overheating or seizing of traction
motor armature or support bearing may result in sliding
wheels. Any indication of overheated bearings should be
investigated at once to determine whether the heating is the

26 March 2008 1-41

TC 55-88-1

result of electrical difficulty in the traction motor or

mechanical trouble in the bearings (see Figure 1-1).

Figure 1-1. Traction Motor

Examination must include inspection of:

• Wheel hubs.
• Journals.
• Support bearings.
• Armature bearings.
• Pinion bearings.
• Gear case.
• Discoloration of gear case or area
around the bearings. These are
indications of excessive heat.

1-42 26 March 2008

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Wheels may overheat or slide due to brakes sticking, brake

rigging binding, damaged traction motor bearings, or broken
pinion or bull gear teeth. A unit with an overheated traction
motor or a support bearing must be set out.

Rule 1-22. WHEEL SLIP/PINION SLIP LIGHT.

When the wheel slip light flashes on and off or stays on
continuously, it indicates difficulty or sliding wheels. Reduce
throttle or add sand to locomotive to reduce wheel slip.

Rule 1-23. DIESEL ENGINE OVERSPEED. Diesel

engine overspeed protection is provided on all locomotive
units. Protection is provided by sounding an alarm bell and
shutting down the diesel engine, should the diesel engine
speed becomes excessive. To reset the diesel engine
overspeed:

• ON the EMD unit, move the reset lever

(located near the engine governor)
counter clockwise until it latches.
• On the General Electric (GE) unit, push
the reset button near the governor or
pull and hold the lay shaft for 3
seconds.

26 March 2008 1-43

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Rule 1-24. EMD GOVERNOR LOW/HOT OIL

RESET PLUNGER. The governor low/hot oil reset plunger
will trip under either the following conditions:

• When the lubrication oil pressure drops

to a dangerously low level.
• When the lubrication oil becomes
excessively hot.

The diesel engine will shut down and the governor shutdown
alarm light will come on at the engine control panel when the
governor reset plunger trips. When the fault occurs:

• Isolate the unit.

• Check the air compressor lubrication oil
level if the air compressor alarm light is
on.
• Reset the governor reset plunger.
• Start the diesel engine and inspect the
lubrication oil level and pressure (which
should be between 15 and 40 psi idle).

1-44 26 March 2008

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The governor plunger also trips in conjunction with the

tripping of any one of the following protective devices:

• Low water pressure.

• Crankcase overpressure detector.
• Compressor low oil pressure detector.

NOTE: The engine governor reset plunger may be reset a

maximum of three times. One additional reset may be
attempted for each trip that results from the action of other
protective devices.

Rule 1-25. LOW WATER RESET BUTTON. The

low water protective device shuts down the diesel engine
when cooling water pressure is severely low. When it trips, it
also causes the engine governor reset plunger to trip. When
fault occurs:

• Isolate the locomotive unit.

• Check the cooling water level and for
any obvious leaks.
• Reset the low water protective device.
• Reset the engine governor reset plunger.
• Start the diesel engine.

While the engine is at idle, examine the cooling system for the
proper water level, obvious leaks, and proper cooling fan
and/or shutter operation.

26 March 2008 1-45

TC 55-88-1

NOTE: The low water reset button may be reset a maximum

of three times. The low water reset button is located on the
engineer’s side in the engine compartment near the layshaft.

Rule 1-26. CRANKCASE OVERPRESSURE

DETECTOR. The crankcase overpressure detector device
shuts down the diesel engine when gases produce a positive
pressure in the crankcase, thus avoiding a possible crankcase
explosion. The mechanical personnel must inspect the diesel
engine and release it for service if it has shut down due to
crankcase overpressure detector action.

NOTE: Do not attempt to restart a diesel engine that has been

shut down due to crankcase overpressure detector action.

Rule 1-27. SAFETY CONTROL DEVICES. Safety

control devices must be operative and cutout cocks or switches
related to such devices must be cut in and sealed during
operation of a locomotive. If one of these devices listed in this
rule malfunctions, the device must be repaired or cutout by a
mechanical personnel employee only, or the locomotive unit
must be switched to a TRAILING position in the consist.
Report malfunctions to the train dispatcher/yardmaster/
supervisor and complete a FRA Form 6180-49A.

NOTE: The use of any method to alter, lessen or defeat the

purpose of a properly functioning safety control device is
prohibited.

1-46 26 March 2008

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a. Locomotive Overspeed. The purpose of

the locomotive overspeed control is to prevent serious damage
to traction motor armature due to centrifugal force of the
rotating armature resulting from high speeds. The gear ratio
between the traction motor and the wheel governs the
maximum speed at which various classes of locomotives may
be operated. If the locomotive overspeed trips, a penalty
brake application will occur and the PCS will open.

b. Safety Alerter. The alerter light and horn

assembly is sealed. If the seal is found broken, a report must
be made to the mechanical personnel before leaving the
terminal. If the engineer is not actively engaged in controlling
the locomotive after an elapsed time between 30 and 120
seconds, a horn and warning lights will come on with
increasing intensity for 10 seconds. If the engineer does not
take action during this time, a penalty brake application will
occur and the PCS will open. To prevent a penalty brake
application, one of the following actions must be taken before
the warning period expires:

• Change the throttle position above

No. 2.
• Depress the independent brake valve
handle.
• Change the level of dynamic braking.
• Sound the locomotive whistle.
• Vary the power reduction rheostat more
than 50 amperes.

26 March 2008 1-47

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• If standing, apply the locomotive brake

with at least 25 psi.
• Press the alerter manual reset button.

The alerter will not function if the automatic brake valve is cut
out. If the alerter is tripped, it can be reset by recovering from
a penalty brake application.

Rule 1-28. DYNAMIC BRAKE WARNING LIGHT.

A brake warning light is located on the control console. This
light will come on whenever a dynamic brake overload
condition exists on any unit in the locomotive consist. When
lit, the engineer must reduce the dynamic brake current
immediately to prevent possible damage to the motors and the
resistor grid assembly to stay on. If the desired speed cannot
be maintained with the dynamic brake alone, the automatic air
brakes must be applied in conjunction with the dynamic brake.
The independent air brake must be kept released to avoid
sliding of the wheels. Unless otherwise provided, the
locomotive must not be operated with the dynamic brake
warning light lit.

Rule 1-29. DIESEL ENGINE COOLING.

WARNING: YOU MAY BE SERIOUSLY BURNED

WHILE ADDING COOLING WATER TO A DIESEL
ENGINE IF YOU ARE NOT CAREFUL OR IF YOU
FAIL TO READ THE WATER SIGHT GLASS
CORRECTLY.

1-48 26 March 2008

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a. EMD Locomotive Units. The cooling

water is constantly circulated through the radiators.
Therefore, the holding tank and radiators are always full of
water. Cooling is controlled by the cooling fans running, or
not running. Air conditioning contactors are controlled by
engine temperature switches which turn on cooling fans and
control air-actuated shutters on unit so equipped.

(1) The water level sight glass usually

has two scales. The top scale measures the water level on a
dead engine. The lower scale measures the water level on a
running engine.

(2) Water is pumped to the air

compressor for cooling and through the temperature switch
manifold. Temperature sensors in the manifold respond to
water temperature changes to operate the cooling fans and
shutters. These fans blow fresh air through the radiators to
cool the water from the diesel engine.

(3) If normal operating temperature is

exceeded, a high engine temperature sensor (ETS) causes a
relay to be energized which reduces the engine load and
revolutions per minute, and the hot engine light will come on
in the affected unit and an alarm bell will ring throughout the
locomotive consist. When the engine temperature is reduced
to a safe level, full power is automatically restored. On units
without ETS, the hot engine light will come on in the affected
unit and alarm bell will ring throughout the locomotive
consist. If the engine temperature becomes high enough to

26 March 2008 1-49

TC 55-88-1

turn the water to steam, water pump cavitations can occur and
the engine will shut down by the low water button.

(4) Engine temperature is indicated by

a dial gauge located on the suction line near the water pumps.
Most gauges are color coded and indicate cold (blue), normal
(green), and hot (red).

b. GE Locomotive Units. GE radiators are

divided into segments. As engine temperature changes, these
radiator segments are filled, or emptied, to increase or
decrease cooling. As the water temperature decreases, the hot
water in some of the radiator segments flushes back into the
water holding tank.

WARNING: IF YOU REMOVE THE WATER

PRESSURE CAP ON A UNIT THAT IS HOT, YOU
EXPOSE YOURSELF TO THE POSSIBILITY THAT
WHEN YOU ADD COLD WATER, THE RADIATORS
WILL FLUSH VERY HOT WATER BACK INTO THE
HOLDING TANK AND OUT THROUGH THE FILL
SPOUT. THIS ACTION IS EXTREMELY
DANGEROUS TO ANYONE STANDING NEAR THE
OPEN FILL SPOUT.

(1) There are two water level sight

glasses: one for the deep side of the tank and one for the
shallow side. The FULL AT IDLE and the LOW AT IDLE
marks are on the sign glass located on the shallow tank. When
the engine is hot, look at the deep tank sight glass. The badge

1-50 26 March 2008

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plate will indicate whether additional cooling water is

required.

(2) Because of the filling and purging

of many radiators segments, if the engine is running hot, all
the radiator segments will be full of cooling water, leaving the
tank at a lower level. This is normal.

CAUTION: If you need to add water to the system,

use CAUTION. Allow the engine to remain at IDLE for 10
minutes before adding water. When you add cold water,
the hot water in the radiator segments will rush back down
into the holding tank. PROTECT YOURSELF FROM
BURNS.

c. All Locomotives.

• Make accurate sight glass readings.

• When so equipped, use the water fill
hose nozzle.
• If you remove the pressure cap on the
cooling water tank, USE EXTREME
CAUTION. Pressure relief valve must
be used prior to removal of the cap.
• If you need to add cooling water,
KNOW YOUR SYSTEM.
• When filling a GE locomotive, let the
engine idle for 10 minutes before
adding water. When using the water fill
spout on the engineer’s side of the

26 March 2008 1-51

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locomotive, be particularly careful and

stand well clear of the filling spout.

CAUTION: Do not add water to a hot engine when water

is not visible in the water sight glass.

Rule 1-30. EVENT RECORDERS. The use of any

method to alter, lessen or defeat the purpose of an event
recorder is prohibited.

1-52 26 March 2008

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CHAPTER 2

RULES FOR AIR BRAKE TESTS AND INSPECTIONS

Rule 2-1. RESPONSIBILITY FOR TRAIN

INSPECTION AND TEST. Operations supervisors are
jointly responsible with inspectors, enginemen and trainmen
for the condition of air brake equipment on locomotives and
cars to the extent that it is possible to detect defective
equipment by the required inspections and tests. While air
brake tests are being made, trains are under the jurisdiction of
employees making such tests. Trains must not be moved until
authorized to do so. It must be determined all employees are
safely positioned before authority to move is granted. During
air brake tests, brakes must not be applied or released until
proper signal is given. Employee in charge of the air test is
responsible for giving the signal to apply brakes. When
necessary to work under cars in trains where accidental
movement of the car being worked on could occur, sufficient
hand brakes must be applied adjacent tot eh car to prevent
such movement.

Rule 2-2. INSPECTION OF FREIGHT CARS.

Each car placed in a train must receive the following safety
inspection. Any car found with a defect that makes it unsafe
for movement must be corrected or set out of train. Cars must
be checked for:

• Leaning of listing to side.

• Sagging downward.
• Positioned improperly on truck.

26 March 2008 2-1

TC 55-88-1

• Object dragging below.

• Object extending from side.
• Door insecurely attached.
• Broken or missing safety appliance
(handrail, ladder, or stirrup).
• Lading leaking from a placarded
hazardous material car.
• Insecure coupling device.
• Overheated wheel or journal.
• Broken or extensively cracked wheel.
• Brake that fails to release.
• Any other apparent safety hazard likely
to cause an accident or casualty before
the train arrives at its destination.
• Retaining valve set to the
(EX) EXHAUST position.

a. Open top loads, including trailers and

containers on flat cars must be safely loaded.

b. Where width or height appear close to

clearance lines, check that the movement has been cleared
with proper authority.

c. Freight cars carrying bad order tags that are

“safe for movement” may be taken in train to the nearest point
where repairs can be made.

2-2 26 March 2008

TC 55-88-1

d. Inspection of placarded cars must include a

visual inspection to see that trucks and journal boxes are in
proper condition for service. Friction journal boxes must have
a minimum level of one inch visible oil.

e. Before loaded placarded cars are accepted

for movement in a train beyond a required inspection point,
which includes interchanges with other railroads, an
inspection must be made to ensure the cars are in a safe
condition for movement. Unsafe shipments must be rejected.

Rule 2-3. COUPLING TO TRAIN AND

CHARGING. After the locomotive has been coupled to the
train, the couplers between the locomotive and the train (and
where possible the entire train) must be stretched to see that all
couplings are made. When this is known, the engineer must
fully apply the locomotive brake. Before air hoses between
the locomotive and the train are couple, condensation should
be blown from them by slightly opening each angle cock.
After coupling the brake pipe hose, the angle cock on the
locomotive must be opened slowly. The angle cock handles
must be locked in the OPEN position. When charging the
train, if the main reservoir pressure drops below 105 psi, turn
off the Generator Field switch, center the reverser handle, and
advance the throttle as needed, but not higher than the No. 4
position. The main reservoir pressure must be closely
observed and when the gauge indicates 120 psi, the throttle
must be reduced to idle. Fuel conservation must be a
consideration during this procedure. When the main reservoir
air is used to charge the auxiliary or work train equipment
such as derricks, plows, spreaders, pneumatic side dump or

26 March 2008 2-3

TC 55-88-1

bottom dump cars, sound judgment should be exercised in

maintaining the main reservoir pressure. When standing, the
dynamic braking position of the engine controls must not be
used to increase the engine speed for the purpose of charging
the air brake system. Over charged air brake equipment on
locomotives can be corrected by one of the following
methods:

• Make two or more 20 psi brake pipe

pressure reductions and releases.
• Make one emergency brake application
and release.

For Train Line Over-Charge, use the following procedures:

• Adjust regulating valve to desired

pressure.
• Place automatic brake in Emergency for
1 minute.
• Place automatic brake valve in
RELEASE position until brake pipe
pressure reaches 20 psi.
• Place automatic brake valve in
continuous service for 1 minute.
• Place automatic brake valve in
RELEASE position.

2-4 26 March 2008

TC 55-88-1

Rule 2-4. CALIBRATED TELEMETRY SYSTEM.

A calibrated telemetry system may be used to assist in the
making of an air test. At a location where the telemetry
system is initially installed, a calibration check must be
performed. To perform a calibration check, the pressure
indicated on the end of train telemetry device must be
compared with the pressure displayed on the head end device.
If the difference between the two readings does not exceed
3 psi, the telemetry system maybe used to make an air brake
test. When making an air brake test, a calibrated telemetry
system may be used to determine the following:

• Air pressure at the rear of the train.

• Brakes on the rear car of the train have
been applied and released after the
telemetry system has indicated a brake
pipe pressure reduction of at least 5 psi
followed by a pressure increase of at
least 5 psi.

Rule 2-5. LEAKAGE TEST PROCEDURE. During

a brake pipe leakage test, when the controlling locomotive or
yard air brake testing device is equipped with a maintaining
feature, this feature must be cut out during train air brake
leakage tests after required brake pipe reduction has been
made. When a leakage test is required, performing the
following tasks in the sequence shown:

26 March 2008 2-5

TC 55-88-1

• Make a 20 psi brake pip pressure

reduction.
• Wait at least 60 seconds after the brake
pipe air has stopped exhausting at the
automatic brake valve.
• Cut out the pressure maintaining feature
by moving the automatic brake valve to
the OUT position.
• Wait at least 60 seconds for the brake
pipe pressure to stabilize.
• Determine the brake pipe leakage for
1 minute, making sure it does not
exceed 5 psi per minute. If leakage
exceeds 5 psi per minute, notify those
who are inspecting the train that
excessive leakage exists. Train must be
inspected for leaks and leakage
corrected. After leakage is corrected,
leakage tests must be repeated.
• If leakage is within the allowable limits,
and after receiving a proper release
signal, place the automatic brake valve
handle in the RELEASE or RUNNING
position.

2-6 26 March 2008

TC 55-88-1

• Cut in the pressure maintaining feature

by placing the brake valve cutoff valve
in the FRT and PASS position, as
appropriate for the service to be
performed.
• Notify those who are inspecting the
train that the brakes have been released.

Rule 2-6. INITIAL TERMINAL AIR TEST. This

test must be performed under any one of the following
conditions (see also Table 2-1):

• When the train is originally made up.

• When the train consist is changed other
than by adding or removing solid blocks
of cars and car air brake reservoirs
remain charged.
• When the train is received in the
interchange and the train consist is
changed (other than by one or a
combination of the following) and the
car air brake reservoirs remain charged:

ƒ Removing or adding solid blocks of

cars.
ƒ Changing locomotive.
ƒ Changing or removing caboose.

26 March 2008 2-7

TC 55-88-1

When the test is required, perform the following tests:

INSPECTION AND TEST FOR REQUIRED AIR

PRESSURE. Charge the air brake system to within 15 pounds
of the locomotive regulating valve setting, as indicated by a
gauge or device connected to the brake pipe at the rear of the
train. During the test, do not apply or release the brakes
unless proper notification is received.

NOTE: Do not Actuate.

TEST LEAKAGE. When proper notification is received,

perform a Leakage Test (see Rule 2-5).

INSPECTION OF BRAKE APPLICATION. Inspect the

brake application to determine that:

• The angle cocks are positioned properly

as should retaining valves. Check for
leakage.
• Brakes are applied on each car. Any car
found with inoperative brakes must
have the condition corrected or the car
must be set out before the train departs
the initial terminal.
• The piston travel is correct. The freight
car air brake piston travel must be
adjusted to nominally 7 inches if the
travel is less than 7 inches or more than
9 inches on body-mounted brake
cylinders. Minimum brake cylinder

2-8 26 March 2008

TC 55-88-1

piston travel of truck mounted brake

cylinders must be sufficient to provide
proper brake shoe clearance when the
brakes are released. Maximum piston
travel must not exceed 9 inches on this
type of equipment.
• The piston travel of the brake cylinders
on the freight cars equipped with an
other than standard single capacity
brake, must be adjusted as indicated on
the badge plate or the stenciling on the
car.

ƒ The brake rigging does not bind or

foul.
ƒ All parts of the brake equipment
are properly secured.

• When 1) the piston travel of the body

mounted brake cylinders exceeds
10 ½ inches, 2) the piston travel of the
truck mounted brake cylinder exceeds
6 inches, or 3) the piston travel of the
brake cylinder (of other than a standard
single capacity brake) exceeds the
specification on the badge plate or
specification stenciled on the car, then
the air brakes must be considered as
being inoperative.

26 March 2008 2-9

TC 55-88-1

• Any car found with inoperative air

brakes must have the condition
corrected or the car must not be moved
in the train.
• Inspection and test completion. When
the test and inspection of the air brake
application is complete and the proper
notification has been received, release
the brakes and:

ƒ Notify those inspecting the train

that the brakes have been released.
ƒ Inspect each brake to make sure
that the brakes have all been
released. This inspection may be
made by a roll by.

NOTIFICATION OF ENGINEER. A qualified person who

participated in the test and inspection or who knows that the
test was completed must notify the engineer that the Initial
Terminal Air Test (see Rule 2-6) was performed satisfactorily.

2-10 26 March 2008

TC 55-88-1

Rule 2-7. TRANSFER TRAIN AND YARD TRAIN

MOVEMENT AIR TEST. Transfer train and yard train
movements that exceed 20 miles must have an Initial Terminal
Air Test (see Rule 2-6). On transfer train and yard train
movements which exceed one mile but not more than 20
miles, perform the following tasks:

• Charge the air brake system to at least

60 psi. The engineer can determine the
brake pipe pressure by cutting out the
automatic brake valve and noting what
pressure the brake pipe pressure
stabilizes (as indicated by the brake
pipe pressure gauge).
• Make a 20 psi brake pipe pressure
reduction.
• Visually see that the brakes apply on
each car.

Rule 2-8. APPLICATION AND RELEASE AIR

TEST. This test must be performed under any one of the
following instructions:

• Cars are set out.

• When required by Rule 2-11
(Picking Up Cars En Route).
• Locomotive and/or caboose are
changed.

26 March 2008 2-11

TC 55-88-1

• Controlling locomotive unit is changed.

• Locomotive units are picked up or set
out.

When this test is required, perform the following tasks:

• Charge the air brake system to within 15 psi of

the locomotive regulating valve setting, as
indicated by a gauge at the rear of the train or
calibrated telemetry system.
• Receive proper notification to apply the brakes.
• Make a 20 psi brake pipe pressure reduction.
• Determine that the brakes apply and release on
the rear car by one of the following methods;
• Observe on a calibrated telemetry system a brake
pipe reduction of at least 5 psi followed by a
pressure increase of at least 5 psi.
• Visually observe the brakes on the rear car.
• Observing that the brake pipe pressure is being
restored at the rear of the train.

2-12 26 March 2008

TC 55-88-1

Rule 2-9. DETACHING LOCOMOTIVE OR

SEPARATING TRAIN. Complete the following tasks when
detaching a locomotive or separating a train or cars that are
being handled with air brakes:

• Make at least 20 psi brake pipe pressure

reduction.
• The engineer must notify a crew
member when the air has stopped
exhausting at the automatic brake valve.
• Close the angle cock on the locomotive
unit or on the rear car that will remain
with the locomotive.
• Make sure that the angle cock on the
detached portion of the train of cars left
standing is open to allow an emergency
brake application on the detached
portion.

Rule 2-10. RECOUPLING LOCOMOTIVE OR

CARS.

a. Separated More Than Two Hours. If

recoupling to cars that have been separated from the
locomotive for more than 2 hours, conduct an Initial Terminal
Air Test (see Rule 2-6).

26 March 2008 2-13

TC 55-88-1

b. Separated for Two Hours or Less. After

recoupling a locomotive to cars that are being handled with air
brakes and have not been separated from the locomotive for
more than 2 hours, perform the following tasks:

• Open the angle cocks.

• Determine that the brake pipe pressure
is being restored at the rear of the train
by a gauge or a calibrated telemetry
system.

In the absence of a gauge or calibrated telemetry system,

visually observe that the brakes apply and release on the rear
car.

Rule 2-11. PICKING UP CARS EN ROUTE.

a. Not Previously Tested. When picking up

cars that have not been previously air tested or cars, in which
the air in the brake pipe has been depleted for over 2 hours,
perform the following tasks:

• Charge the air brake system to 75 psi, as

indicated by a gauge at the rear of the
train or a calibrated telemetry system.
• Receive the proper notification to apply
the brakes.
• Perform a Leakage Test (see Rule 2-5).

2-14 26 March 2008

TC 55-88-1

• Determine that the brakes apply and

release on all cars picked up.
• Determine that the brakes apply and
release on the rear car by one of the
following methods:

ƒ Observe (on a calibrated telemetry

system) a brake pipe reduction of at
least 5 psi followed by a pressure
increase of at least 5 psi.
ƒ Visually observe the brakes on the
rear car.

• Observing that the brake pipe pressure

is being restored at the rear of the train.

b. Previously Tested. When picking up cars

that have been previously air tested and the air in the brake
pipe on these cars has not been depleted over 2 hours, perform
an Application and Release Air Test (see Rule 2-8). Car
added to a train must be given an Initial Terminal Air Test
(see Rule 2-6) at the next terminal where facilities are
available for such inspection.

26 March 2008 2-15

TC 55-88-1

Rule 2-12. RUNNING AIR TEST. Before cresting a

grade in anticipation of an extended descent where the air
brakes may be necessary to control the speed of the train, the
engineer must determine that the brake pipe pressure is being
maintained at the rear of the train. If the pressure cannot be
determined, the engineer must apply the train brakes with
sufficient force to determine that the brakes are operating
properly, the train must be stopped, and the cause of the
failure must be determined and corrected.

Rule 2-13. AIR FLOW METHOD (AFM) BRAKE

TEST. When testing the train air brake system using the
AFM, the AFM may be performed only if the controlling
locomotive of the train is equipped with the following
operating equipment:

• 26L brake equipment.

• Calibrated air flow meter.
• End of train device.

When this test is required, perform the following tasks:

• Charge the brake pipe system to within

15 pounds of the regulating valve
setting as indicated by an accurate
gauge at the rear of the train.
• Observe the brake pipe flow indicator
and note that the indicator pointer is at
or to the left of the 60 CFM calibration
mark.

2-16 26 March 2008

TC 55-88-1

• After receiving the proper signal, make

a 20 psi brake pipe reduction.
However, do not cut out brake valve
cutout cock. Employees assisting in the
test will observe the car(s) of the train
for the application of brakes as required
by the type of test being performed.
After the proper signal, the engineer
will release the brakes and the release
will be observed as shown in Rule 2-5.
The train may proceed upon indication
that the brakes on the rear car have
released and that the AFM indicator
pointer is returning toward the left.

If at any time the AFM indicator becomes inoperative,

engineer will revert to a brake pipe leakage test as prescribed
by the Air Brake and Train Handling Rules and Instructions
(see Rule 2-5). During train operation, if the AFM indicator’s
movable pointer does not return to the limits established in the
Initial Terminal Air Test (60 CFM or less) within a reasonable
time or the 15 pound brake pipe gradient cannot be
maintained, the train crew must notify the train dispatcher/
yardmaster. The train dispatcher/yardmaster will arrange to
have the train inspected and repaired if any leaks are found.

26 March 2008 2-17

2-18
TC 55-88-1

Required Required Brake

Leakage Test
Air Test ABTH Rule Pressure Pipe Pressure
Required
Reduction

Initial Terminal 2-6 75 psi 20 psi YES

Transfer Train and 2-7 60 psi 20 psi NO

requirements of each test.

Yard

Application and 2-8 75 psi 20 psi NO

Release

Intermediate 20 psi YES

2-10 Non-Specified
Inspection

Picking Up Cars 2-11 75 psi 20 psi YES

En Route

In-Bound Brake 2-12 N/A 60 psi NO

Inspection

Recouple Locomotive
the appropriate Rules for detailed information and

2-13 Non-Specified 20 psi NO

Table 2-1. Air Test Quick Reference

or Cars
based on freight trains using a 90 psi regulating valve setting
NOTE: This chart is meant as a quick reference only and is

26 March 2008
on the controlling locomotive unit. You are advised to refer to
TC 55-88-1

CHAPTER 3

RULES FOR TRAIN EQUIPMENT AND

SECUREMENT

Rule 3-1. ANGLE COCKS. Angle cocks must

NEVER be left in a PARTIALLY OPEN/CLOSED position.
When coupling or recoupling cars and/or locomotive:

• Make a 20 psi brake pipe reduction.

• Signal with one sound of the horn or
communicate by radio that the brake
valve exhaust has ceased.
• Gradually open the angle cock to the
FULL OPEN position.

When cutting in the air with the brake pipe charged, open the
angle cock slowly to prevent an emergency brake application.

Rule 3-2. AIR HOSE HEIGHT. When air hoses are

coupled, ensure the brake pipe hose support is adjusted so the
glad hands are 4 to 5 inches above the top of the rail.

26 March 2008 3-1

TC 55-88-1

Rule 3-3. SECURING EQUIPMENT AGAINST

UNDESIRED MOVEMENT. Crew members are
responsible for securing standing equipment with hand brakes
to prevent undesired movement. The air brake system must
not be depended upon to prevent an undesired movement.
Determining the number of hand brakes to be applied depends
on:

• Grade and adhesion.

• Number of loaded and empty cars.
• Weather conditions (wind and
temperature).

When setting out cars on a grade with slack bunched, apply

the hand brakes on the low end of the cut of cars. When
setting out cars on a grade with slack stretched, apply the hand
brakes on the high end of the cut of cars.

NOTE: All retainer valves must be in EXHAUST position.

a. Steps to Secure Equipment.

• Stop the cars and stretch or bunch slack

as applies.
• Ensure all movement has stopped.
• Request 3 step protection.
• Set hand brakes in accordance with
Rule 3-3b.

3-2 26 March 2008

TC 55-88-1

• Test brakes by releasing the

independent and automatic air brakes.
• If movement occurs, repeat all steps.

(1) Securing Equipment When

Detaching Locomotives. When any part of a train is left
standing and train brake inspection is not required, do not
depend on the air brake system to secure the cars. When
detaching locomotives or locomotives and cars:

• Secure equipment against

undesired movement as
outlined above.
• Release air brakes to ensure
hand brakes will prevent
movement.
• Make a 20 psi brake pipe
reduction.
• Close angle cock on rear
locomotive or last car to be
detached from portion left
standing. Leave angle cock
open on portion left standing.
• Allow brakes on any standing
portion to apply in emergency.
When available, use the end-
of-train telemetry device to
make sure that brake pipe
pressure drops to 0 psi.

26 March 2008 3-3

TC 55-88-1

• Do not bottle air or maintain

air pressure in the brake pipe
when locomotives are detached
or yard air is uncoupled.
However, after the brake pipe
pressure has completely
exhausted, the angle cock on
the standing portion of the
train may be closed to allow a
locomotive to switch the cars
from the opposite end.

(2) Securing an Unattended Train or

Portion of Train with Locomotive Attached. To secure a train
or a portion of a train with the locomotive consist attached,
perform the steps below:

• Make a 20 psi brake pipe

reduction.
• Secure equipment against
undesired movement as
outlined above.
• Release air brakes to ensure
hand brakes prevent
movement.
• Secure the locomotives as
outlined above.

3-4 26 March 2008

TC 55-88-1

b. Hand Brake Matrix.

(1) Cars. The following is the

minimum number of fully applied hand brakes or blocking to
apply to hold cars on the grades indicated.

Grade Empties Loads

Level 1% of cars 2% of cars

.5% 7% of cars 14% of cars
1.0% 15% of cars 29% of cars
1.5% 23% of cars 45% of cars
2.0% 30% of cars 60% of cars
2.5% 38% of cars 75% of cars
3.0% 45% of cars 90% of cars
3.5% 53% of cars 100% of cars
4.0% and over 100% of cars 100% of cars

26 March 2008 3-5

TC 55-88-1

(2) Locomotives. When the grade is

over 1.5 percent, you must apply all locomotive hand brakes
in addition the wheels must be securely blocked.

Minimum Number of Applied

Grade
Hand Brakes
Level to .2% One of every 5 locomotives
Over .2% to .5% One of every 4 locomotives
Over .5% to 1% One of every 3 locomotives
Over 1% to 1.5% One of every 2 locomotives
Over 1.5% All Locomotives

3-6 26 March 2008

TC 55-88-1

CHAPTER 4

RULES FOR TRAIN OPERATION

Rule 4-1. TRAINS OPERATING ON GRADES.

Great care must be exercised by engineers and conductors
when handling the train or cars on grades. Before proceeding,
they must know that full protection against uncontrolled
movement is provided by setting sufficient hand brakes on
cars until the air brake system is fully charged and tested, and
until required adjustments are made and retainers set (if
required).

a. Starting from Summit of Grade. A train

must not be allowed to start from the summit of a grade or
following a stop on a descending grade until the train brake
system is sufficiently charged to a safe level.

CAUTION: When approaching a descending grade of

1.8 percent or greater, the speed must be at least 5 MPH
below the maximum authorized speed as the train crests
the summit of the grade.

b. Maximum Brake Pipe Reduction. Table

4-1 shows maximum brake pipe reductions that must not be
exceeded (to balance the grade).

26 March 2008 4-1

TC 55-88-1

Table 4-1. Maximum Brake Pipe Reductions

Maximum Brake Pipe Maximum Speed
Reduction Allowed

13 psi Above 25 MPH

18 psi 25 MPH or less

If the train speed cannot be controlled with an 18 psi brake

pipe pressure reduction, the train must be stopped and secured
by setting the hand brakes. The train must not proceed until a
complete inspection of the train has been performed to
determine the cause. The supervisor must be notified before
proceeding.

c. Restoring Air Pressure. If necessary to

restore the air brake pressure to a safe level before proceeding
and if the independent brake may not hold the train, sufficient
hand brakes must be set before the air brakes are released and
before the system is recharged. After the brake pipe pressure
is properly charged to a safe level, a sufficient brake pipe
pressure reduction must be made to hold the train while the
hand brakes are being released.

4-2 26 March 2008

TC 55-88-1

d. Use of Retainers. When retainer valves are

used, the following will govern:

• Cars with an actual weight of 50 tons or

less must have a retainer valve set to the
LOW PRESSURE position
(if equipped), or SLOW DIRECT
position (if not equipped).
• Cars with an actual weight over
50 tons must have the retainer valve set
to HIGH PRESSURE position.

(1) The short cycle method of braking

must be used. This method consists of making frequent
automatic brake applications and short holds of the
application. If the brake pipe pressure is gradually reducing
and cannot be restored at a slower train speed, and the brake
pipe reduction reaches 18 psi, the TRAIN MUST BE
STOPPED and the air brake system recharged.

(2) Trains which experience dynamic

brake failure, and trains which cannot be controlled at the
allowed speed with the use of a full dynamic brake and an
18 psi brake pipe pressure reduction 1) must STOP and 2)
must have sufficient hand brakes applied to prevent
movement. The train must not proceed until additional
dynamic braking is obtained, tonnage is reduced, or the
retainer valves on all cars are placed in the operative position.
The train must not proceed until instructed by the supervisor.

NOTE: Trains using retainers must not exceed 15 MPH.

26 March 2008 4-3

TC 55-88-1

3 Position Retainer Valve (see also Figure 4-1)

EX Position – EX is the DIRECT-EXHAUST position.

When a retainer is in the EX position, the flow of brake
cylinder pressure exhaust to the atmosphere is unrestricted.
When the retainer is not being used, the retainer valve handle
must be in the EX position (pointing downward, parallel to the
pipe).

HP Position – HP is the HIGH-PRESSURE position. When a

retainer is in the HP position, the flow of brake cylinder
pressure exhaust to the atmosphere is controlled. When in the
HP position, the handle points downward at a 45 degree angle.

SD Position – SD is the SLOW DIRECT-EXHAUST

position. When a retainer is in the SD position, the flow of
brake cylinder pressure exhaust to the atmosphere is
completely vented. When in the SD position, the handle
points upward at a 45 degree angle.

4-4 26 March 2008

TC 55-88-1

Figure 4-1. 3 Position Retaining Valve

26 March 2008 4-5

TC 55-88-1

4 Position Retainer Valve (see also Figure 4-2)

EX Position – Same as 3 Position Retainer System.

HP Position – Same as 3 Position Retainer System

LP Position – LP is the LOW-PRESSURE position. When a

retainer is in the LP position, the flow of brake cylinder
pressure exhaust to the atmosphere is controlled.

SD Position – Same as 3 Position Retainer System.

4-6 26 March 2008

TC 55-88-1

Figure 4-2. 4 Position Retaining Valve

26 March 2008 4-7

TC 55-88-1

Rule 4-2. SNOW AND ICE CONSIDERATIONS.

When weather conditions are such that the depth of snow is
near or above the top of the rail, or such that icing conditions
may exist, the train and engine crews must be on the alert for
the possibility of snow or ice building up on the brake shoes.
Where conditions are favorable, a running application of the
train brakes may be made to determine that the proper brake
power is available. When approaching descending grades,
precautions must be taken to ensure that the brake shoes are
free of ice and snow.

Rule 4-3. PENALTY BRAKE APPLICATION

(PBA).

a. Pending PBA. A warning whistle will

sound for approximately 4 to 6 seconds to alert the engineer to
a pending penalty brake application. To prevent a PBA
occurrence, the engineer must depress the alerter button,
actuate, change the throttle position, blow the whistle, ring the
bell or move either of the brake valve handles.

4-8 26 March 2008

TC 55-88-1

b. PBA Occurrence. When a penalty brake

application occurs, a full service automatic brake application
will occur and the PCS will open. To recover from a penalty
brake application, perform the following tasks:

• Place the automatic brake valve handle

in the following position and leave it
there until the train stops:

ƒ SUPPRESSION position (26-C or

30A-CDW).
ƒ LAP position (24-RL).

• Place the throttle in the IDLE position

or place the dynamic brake lever in the
OFF position.
• After the train is stopped and the PCS is
reset, the automatic brake valve handle
may be placed in the RELEASE
position when it is safe to do so.

26 March 2008 4-9

TC 55-88-1

Rule 4-4. BRAKE PIPE PRESSURE REDUCTION

FROM UNKNOWN SOURCE.

a. Brakes Apply on Train. If the train brakes

are applied at a service rate from an unknown source, the
engineer must stop the train:

• Leave the automatic brake valve handle

in the RELEASE position.
• Keep the locomotive brakes released.
• Reduce the throttle gradually as the
train slows down.
• Sand the rails, if necessary.
• As the train comes to a stop, fully apply
the independent brake.

b. Brakes Do Not Apply on Train. Whenever

a brake pipe pressure reduction of 5 psi or more is observed on
the head end telemetry device due to an unknown cause and
the brakes do not apply, the engineer must ascertain the brake
pipe continuity by making a brake pipe pressure reduction,
observing a reduction in pressure on the head end telemetry
device. If the head end telemetry device does not indicate a
brake pipe pressure reduction, the train must be stopped and
an inspection must be made to determine that the train is intact
and that the brakes apply and release on the rear car.

4-10 26 March 2008

TC 55-88-1

Rule 4-5. MAXIMUM DYNAMIC BRAKE

AXLES. Maximum operative dynamic brake for any
locomotive consist is 24 axles. When computing the number
of axles of the operative dynamic brake, locomotive units
identified as having high-capacity dynamic brake (electronic
front hitch [EFH] or electronic transfer hitch [ETH]) must be
considered as having the following equivalent:

• 4 axle unit = 6 axles

• 6 axle unit = 8 axles

Rule 4-6. USE OF DYNAMIC BRAKE TO

CONTROL TRAIN. Consistent with good train handling
techniques, the dynamic brake must be used as the primary
means of reducing and controlling speed movements at speeds
above 18 MPH. Low speed yard and transfer movements on
level or near level grades are examples of movements that
would not “require” the use of dynamic braking.

Rule 4-7. DYNAMIC BRAKE CUTOUT SWITCH

AND CONTROL CIRCUIT BREAKER. Locomotive units
are equipped with a dynamic brake control circuit on the
control console. On the controlling unit, this breaker must be
turned ON for dynamic brakes to operate properly. The
position of this breaker in trailing units has no effect on the
dynamic brake. If it is necessary to cut out the dynamic brake,
it must be known that all wheels of the unit continue to rotate
freely and the engine is tagged and a defect tag is placed on
the lead locomotive. A locomotive unit with traction motors
cut out will not have an operative dynamic brake. If the
dynamic break fails, immediate action must be taken to

26 March 2008 4-11

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control speed and prevent harsh slack action

(stopping the rain, if required).

Rule 4-8. USE OF ISOLATION SWITCH

DURING DYNAMIC BRAKING. Locomotive units MUST
NOT be isolated while the dynamic brake is in operation.
Isolating the unit, while using the dynamic brake, causes the
electrical load to be removed suddenly. This will result in
serious damage to the electrical equipment.

Rule 4-9. SHOVING CARS. During backup or

shoving movements with cars, do not use more power than
needed to start the movement smoothly. Always use the
lowest possible throttle position when shoving through sharp
curves and turnouts or across bridges. During backup or
shoving movements, the following maximum throttle position
applies:

Number of Powered Maximum Throttle

Axles Position
12 or less 8
14 6
16 5
18 4
20 maximum axles 3

When a backup movement is necessary and a locomotive is

coupled at the rear, transfer control of the air brakes to the rear
locomotive before starting the movement.

4-12 26 March 2008

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Rule 4-10. CREW CHANGE PROCEDURES.

When crews are changed, the inbound and outbound crew
members must confer on the condition of the following:

• Locomotive units.
• Train.
• Air brakes.
• Telemetry system (where equipped).
• Equipment discrepancies.
• Dynamic brake. Dynamic brake cutout
switches properly positioned to provide
maximum allowable dynamic brake, not
to exceed 24 operative axles.
• Previous block signal indication, when
applicable.
• Status of daily inspection on locomotive
units.

The engineer and conductor must leave written notification if

they are unable to confer with the outbound crew members.
The outbound conductor and engineer must review this
information and discuss any discrepancies. The inbound
engineer must notify the outbound engineer when the train has
experienced an undesired emergency brake application.

26 March 2008 4-13

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Rule 4-11. INITIATING TRAIN MOVEMENT. At

points where a train is originally made up, or where consist is
changed, as soon as it is practicable and before entering
trackage controlled by the train dispatcher/yardmaster, a crew
member must communicate the following information to the
train dispatcher/yardmaster:

• Loads, empties, tons and total train

length, including locomotive.
• Total locomotive units.
• Maximum permissible speed.
• Any locomotive unit defects.
• Whether the train does or does not
contain high/wide loads.

Any change to the above information which occurs en route

must be communicated to the train dispatcher/yardmaster at
once.

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Rule 4-12. HIGH WINDS AND SEVERE

WEATHER. When a train (other than a unit train handling
bulk commodities) experiences severe weather and/or high
winds that suddenly reduces the train speed by 5 MPH or
more, the train must stop and not proceed until the severe
wind conditions have subsided. When the train
dispatcher/yardmaster/manager receives notification of high
wind conditions, he/she will contact all effected trains,
advising maximum speed permitted within the affected area.

Rule 4-13. APPLYING BRAKES FROM REAR

END OF TRAIN. When moving forward, brakes must not be
applied from the rear of the train, except in the case of an
emergency or when a stop signal cannot be given to the
engineer by radio, hand or lamp signal.

Rule 4-14. OVERHEATING OF SLIDING

WHEELS. Crewmembers must watch trains closely for signs
of overheating or sliding wheels while the train is in motion,
particularly for wheels sliding at a low speed and while
retainers are in use. Should excessive overheating of wheels
occur while retainers are in use, the trainman must turn the
retainer valve handler on such car(s) to the RELEASE position
until the wheels have had sufficient time to cool. The
trainman must closely inspect the wheels (that experience
excessive heat) for flat spots, tread build up, cracked flanges,
and plates. If defective wheels are found, the brake on such
car must be cut out and the car must be set out at the first
opportunity.

26 March 2008 4-15

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Rule 4-15. STICKING AIR BRAKES. Brakes can

remain applied from any of the following causes:

• Automatic brake application.

• Hand brake.
• Retainer valve.
• Excessive brake pipe leakage.
• Overcharge brake system.
• Brake rigging that binds or fouls.
• Defective control valve.

Improper handling by the engineer of the automatic brake

valve (such as attempting to release a train brake application
before the brake pipe exhaust closes) is a common cause of
sticking brakes. If the cause for the sticking brakes is from
improper handling of the automatic brake valve, usually an
additional set and release (properly made) will correct the
condition. When it is found that brakes are sticking on a
car(s), the engineer must be notified at once. If the air brake
on any car cannot be released normally from the locomotive,
the train must be stopped and the brake on that car must be cut
out (unless an inspection reveals that the brake was applied
due to a retainer valve being in another position other than
exhaust or that the hand brake was applied).

Rule 4-16. CUTTING OUT CAR AIR BRAKES. To

cut out the brake, close the branch pip cutout cock and drain
all the air pressure from the reservoirs and cylinders by use of
the release valve. When the condition will permit, and it is
safe to do so, the car may be handled to the next available

4-16 26 March 2008

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repair point. If the brakes are cut out, the following must be
notified:

• Engineer.
• Train dispatcher/controller/yardmaster.
• Relieving crew.
• Mechanical personnel (must be
informed of the car number(s) involved
on arrival at the terminal).

Control valves on articulated cars are located on platforms

having air reservoirs and auxiliary air reduction valves
(located on platforms not having air reservoirs).

NOTE: The proportion of air brakes in operation must never

be less than 85 percent of all the brakes in the train. Not more
than two consecutive freight car brakes may be cut out in a
train. The cutting out of more than two consecutive brakes
may result in loss of emergency application reliability and
result in high in-train forces. The rear car of the train must
have an operating air brake. Articulated cars will be
considered to have operating brakes when all control valves
are cut in. When a control valve is cut out, the number of
operative brakes is reduced by one for each control valve that
is cut out. If more than one control valve and one auxiliary air
reduction valve (in series) must be cut out, the articulated car
must be set out. If necessary to cut out the brakes on a
locomotive unit, the brake on any truck can be cut out by
closing the cutout cock in the brake cylinder pipe leading to
that truck. This will permit the brake on the other truck to
continue to operate.

26 March 2008 4-17

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Rule 4-17. SETOUT OF BAD ORDER CAR. When

it is necessary to set out a bad order car, a prompt report must
be made to the train dispatcher/yardmaster/manager stating the
nature of the defect. Providing the following applicable
information:

• Car initial and number.

• If loaded, give contents and destination.
• If coupler is damaged, specify whether
“A” or “B” end is involved.
• If wheel or journal is involved, specify
journal number, size, and location by
numeric system.

Rule 4-18. REGULATING VALVE. The regulating

valve is used to reduce main reservoir pressure to the pressure
desired in the brake pipe. The pressure shall be determined by
the reading of the equalizing reservoir gauge with the
automatic brake valve handle in the RELEASE position.

NOTE: Use of the regulating valve to apply and release the

train brakes is prohibited.

Rule 4-19. EQUALIZING RESERVOIR

LEAKAGE. In the event a freight train has an equalizing
reservoir leak in the territory where pressure maintaining
braking is being used, stop train, notify the supervisor and
await instructions.

4-18 26 March 2008

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Rule 4-20. DEFECTIVE PRESSURE

MAINTAINING FEATURE. A locomotive unit having a
defective pressure maintaining feature must not be used as the
controlling unit of a train, but may remain in the locomotive
consist.

Rule 4-21. EMERGENCY APPLICATION OF

AIR BRAKES.

a. Crew Initiated. An emergency brake

application must not be used to stop a train except when life or
property is in danger. When such an emergency demands the
shortest possible stop, move the automatic brake valve handle
to the EMERGENCY position, or pull the emergency brake
handle, and leave it there until the train has stopped. No
attempt should be made to release an emergency brake
application until the train has stopped.

b. Response to Any Emergency Brake

Application. When the train brakes apply at an emergency
rate from any cause, the locomotive brake cylinder pressure
must be exhausted by actuating the independent brake valve to
prevent harsh slack action, excessive buff forces, and/or
sliding of the wheels. No attempt should be made to release
an emergency brake application until the train stops.

(1) When the train stops on a grade and

the independent brake MIGHT NOT hold the train, the train
must be secured with sufficient hand brakes before the air
brakes are released and recharged. To assist trainmen in
finding a break in the train line, and after properly securing the

26 March 2008 4-19

TC 55-88-1

train with sufficient hand brakes, the engineer may recover the
PCS and place the automatic brake valve in the RELEASE
position to allow air into the brake pipe.

(2) After an emergency brake

application, do not attempt to start a train until it is known that
the brake pipe pressure has been restored to a safe level.
When the brakes apply at an emergency rate on a train with a
helper locomotive cut in train or on rear, the helper engineer
must immediately close the throttle and control the locomotive
brake cylinder pressure to prevent harsh slack action and
sliding of the wheels.

(3) If the speed of the locomotive

increases considerably immediately following an emergency
brake application, it may be due to the train parting near the
head end. The locomotive brakes should be held released by
depressing the independent brake valve handles as long as
there is danger of the rear portion of the train colliding with
the front portion.

(4) When the train is stopped by an

emergency brake application, the engineer must not move the
train until the proper proceed signal is received. When
necessary to replace a knuckle or to perform any work under
or between separated portions of the train, angle cocks on
BOTH portions must be left open until the work is completed
and the train is ready to be recoupled. The hand brakes must
be applied on both portions to the extent necessary to prevent
movement or run out of the slack when standing on a grade.

4-20 26 March 2008

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Rule 4-22. BRAKE MALFUNCTION. If the air

brakes do not respond properly when the automatic brake
valve, or emergency valve, is used on the head end of the
train, place the train brakes in emergency by use of the end of
train telemetry device (if equipped). When operating a
locomotive in an extreme case of emergency (such as loss of
main reservoir air pressure, brake equipment failure, loss of
dynamic brake, or any other failure which prevents controlling
the locomotive and/or train in the usual manner), any means of
stopping must be used.

Rule 4-23. BRAKE APPLIED WHILE STOPPED.

When safety permits, trains stopped on the main track or
siding must have automatic brakes applied and the automatic
brakes must remain applied until the train departs.

Rule 4-24. BRAKE PIPE CONTINUITY CHECK.

After stopping, and when ready to proceed, trains equipped
with a functioning telemetry system must check the brake pipe
continuity by observing a change in the pressure on the head
end device.

NOTE: If a functioning telemetry system does not indicate a

pressure change, the train must be inspected to ensure that the
angle cocks are open, and it must be known that the brakes
apply and release on the rear car. If the brakes do not apply
and release on the rear car, the cause must be determined and
the condition corrected before proceeding. When conditions
do not permit or require a release of brake pipe reduction, a
brake pipe pressure change (with a functioning telemetry
system) is not required.

26 March 2008 4-21

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Rule 4-25. INDEPENDENT BRAKE

APPLICATION. The independent brake must be cut in at all
times and operated to avoid sliding of the wheels, overheating
of the wheels and brake shoes, or harsh slack action. When
stopped, the independent brake must be fully applied. When
moving, the independent application must be controlled to
prevent sliding of the wheels. Blocking the independent brake
valve handle in the BAIL position is prohibited. When the
dynamic brake is not effective at very low speeds, the
independent brake may be used to control slack and train
speed. At no time may the independent brake be used to
supplement the dynamic brake. The independent brake must
not be used to control speed over 10 MPH on a moving train.

Rule 4-26. SPEED CONTROL DURING

SWITCHING MOVEMENTS. When relying entirely on the
locomotive brakes to control speed during switching
movements, consideration must be given to:

• Rail condition.
• Weight of cars.
• Distance required for stopping.
• Number and type of locomotive units.

4-22 26 March 2008

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Cars must not be handled without the air brake system being
charged unless it is known that they can be handled safely and
can be stopped within the required distance. When the
locomotive brake may not be sufficient to control the
movement, the crew must couple the brake pipe hoses, open
the angle cocks and ascertain that the brakes are operative on a
sufficient number of cars to allow the engineer to safely
control the movement at all times.

26 March 2008 4-23

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TC 55-88-1

CHAPTER 5

RULES AND INSTRUCTION FOR PROPER TRAIN

HANDLING

NOTE: Before reading the following section covering

recommended methods of operating freight trains, it is
essential that one understand the limitations of these
instruction. It must be remembered that an instruction is not
meant to be a statement of the only method by which a train is
to be operated. A train is a very complex system of machinery
that can react in many different ways to a given situation. The
type of reactions are dependent on many factors including the
arrangement of cars within a train, the train make-up, the
length of the train, the curvature of the track, grades, weather
conditions, whether or not a car is loaded or empty, the speed
of the train, and characteristics of the locomotive consist. It is
safe to say that for one reason or another, no two trains are the
same. While rules must be adhered to, instructions must be
adjusted to fit each situation consistent with good train
handling instructions.

26 March 2008 5-1

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Rule 5-1. STARTING TRAINS. The method used to

start a train requires the engineer to take into consideration
many important factors such as:

• The throttle response characteristics of

the locomotive.
• The amount and condition of the slack
in the train (stretched or bunched).
• Rail conditions.
• Tractive effort of the locomotive
consist.
• Tonnage.
• Train length.
• Terrain.

a. Level Track (see Figure 5-1).

• After the brakes have released on the

entire train, release the independent
brake and move throttle to RUN 1.
• If train does not start, move throttle to
RUN 2 or higher (but not above RUN
4) until the train is moving.
• After train is moving, when amperage
begins to decrease, the throttle may be
moved to the next higher position.

5-2 26 March 2008

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ƒ If throttle position 1 starts the head

end moving too rapidly, the
independent brake may be used to
control the surge in throttle
position 1.
ƒ If the train does not move in
RUN 4, return the throttle to IDLE
and determine the cause of the train
not moving.

Figure 5-1. Direction of Train Travel on a Level Track

b. Ascending Grade (see Figure 5-2).

• Advance the throttle to RUN 1 and

reduce the independent brake.
• Place the automatic brake valve in the
RELEASE position.

26 March 2008 5-3

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• Advance the throttle to RUN 2 or higher

attempting to start the train moving as
the brakes release toward the rear of the
train.

ƒ It is important to keep the slack

stretched, therefore heavier trains
will require higher throttle
positions before reducing the
independent brake in step 1, to
prevent the locomotive from rolling
back into the train.
ƒ Do not allow the throttle to remain
in an OPEN position any longer
than necessary attempting to start
the train as it will cause stall burns
in the traction motors.
ƒ If the train does not start in RUN 5,
apply the independent brake,
reduce the throttle to IDLE (apply
automatic brakes if necessary to
hold the train on the grade) and
determine the reason for the train
not starting.
ƒ Consideration must be given to
doubling, getting helpers or taking
slack to prevent possible train
separation due to the high tractive
effort developed by the locomotive
when starting.

5-4 26 March 2008

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CAUTION: Due to short brake release times, taking slack

can easily result in break-in-two because the brakes will
release on the entire train and the rear portion will begin
rolling backward before the entire train started. Taking
slack is not a recommended method for heavy tonnage or
heavy grade starting.

Figure 5-2. Direction of Train Travel on an

Ascending Grade Track

c. Descending Grade (see Figure 5-3).

• With the independent brake fully

applied, place the automatic brake valve
in the RELEASE position.
• Reduce the independent brake only to
the point that will allow the train to
gradually begin moving.
• Once the entire train is moving the
independent brake must be gradually
reduced to avoid a run-out of slack.

26 March 2008 5-5

TC 55-88-1

NOTE: The dynamic brake may be used at any point and

independent brake reduced when dynamic becomes effective.

Figure 5-3. Direction of Train Travel on a

Descending Grade Track

d. Back-Up Movement (Level or

Ascending Grade) (see Figure 5-4).

• Place the automatic brake valve in the

RELEASE position. Allow sufficient
time for the train brakes to release and
slack to adjust before applying power.
• Apply only enough power to start the
locomotive and train moving and reduce
the independent brake.
• Observe loadmeter for any unusual
changes in amperage indicating possible
train buckling.

5-6 26 March 2008

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NOTE: Consideration must be given to the high buff forces

concentrated at the head end of the train, resulting in train
jackknifing.

Figure 5-4. Direction of Train Travel in a Back-Up

Movement on a Level or Ascending Grade Track

e. Back-Up Movement (Descending Grade)

(see Figure 5-5).
• Place the automatic brake valve in the
RELEASE position, allow sufficient
time for the train brakes to release and
slack to adjust.
• Gradually reduce independent brake
and allow the train to start moving. If
the train will not roll on its own, use
only enough power to start the
locomotive moving.
• If available, use dynamic brake to
maintain slack stretched condition and
control train speed.
NOTE: Maintain a slack stretched condition.

26 March 2008 5-7

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Figure 5-5. Direction of Train Travel in a Back-Up

Movement on a Descending Grade Track

Rule 5-2. STOPPING TRAINS. The method used to

stop a train requires the engineer to take into consideration
many important factors such as:

• Throttle response characteristics of the

locomotive.
• Type of dynamic brake.
• Weight, length and load/empty
distribution of the train.
• Block signal spacing.
• Tons per operative brake.
• Amount of slack in the train.
• Weather and rail conditions.
• Knowledge of the territory.
• Choosing the train handling method
which minimizes in-train forces and
slack action.

5-8 26 March 2008

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a. Slack Bunched Method – Dynamic Brake

Available (Preferred Method for Level, Light, Heavy, and
Mountain Descending Grades) (see Figure 5-6).

• If in power, gradually reduce the

throttle to IDLE.
• Pause 10 seconds, activate dynamic
brake, gradually bunch the slack and
increase to the desired braking level.
• At a sufficient distance from the stop,
make a minimum brake pipe reduction
and actuate.
• If needed, make further split
reduction(s) and actuate.
• Below 10 MPH, supplement the fading
dynamic brake with independent brake.
• Approximately 200 feet from the stop,
make a final brake pipe reduction with
brake pipe air exhausting on stop
keeping the slack bunched with the
independent brake.

26 March 2008 5-9

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Figure 5-6. Direction of Train Travel in a Slack Bunched

Method (Dynamic Brake Available)

b. Slack Bunched Method – Dynamic Brake

Not Available (Preferred Method for Level, Light, Heavy,
and Mountain Descending Grades) (see Figure 5-7).

• Gradually reduce throttle to IDLE and

allow the slack to adjust.
• At a sufficient distance from stop, make
a minimum brake pipe reduction and
actuate.
• If needed, make further split
reduction(s) and actuate.
• Approximately 200 feet from stop,
make a final brake pipe reduction with
air brake pipe exhausting on stop and
allow the locomotive brakes to apply.

5-10 26 March 2008

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Figure 5-7. Direction of Train Travel in a Slack Bunched

Method (Dynamic Brake Not Available)

c. Modified Slack Bunched Method – Below

15 MPH (Preferred Method for Level, Light, Heavy, and
Mountain Descending Grades) (see Figure 5-8).

• Gradually reduce throttle to IDLE and

allow slack to adjust.
• Further bunch slack with the
independent brake.
• At a sufficient distance from the stop,
make a minimum brake pipe reduction
and deep the slack bunched with the
locomotive brake.
• Approximately 200 feet from the stop,
make a minimum brake pipe reduction
and keep the slack bunched with the
locomotive brake.

26 March 2008 5-11

TC 55-88-1

NOTE: The dynamic brake may be used if available, to bunch

slack, but must be supplemented below 10 MPH with the
locomotive brake.

Figure 5-8. Direction of Train Travel in a Modified Slack

Bunched Method (Below 15 MPH)

d. Throttle Reduction Method (Preferred

Method for Light, Heavy, and Mountain Ascending
Grades) (see Figure 5-9).

• Gradually reduce the throttle one notch

at a time maintaining a slack stretched
condition, allowing the grade to slow
the train
• After the grade stalls the train, place the
independent brake in FULL
APPLICATION position and allow the
independent application to become
effective before reducing the throttle to
IDLE, to prevent the locomotives from
rolling back into the train.

5-12 26 March 2008

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NOTE: The automatic brakes may be required to hold the

train on the grade. Therefore, brake application must be made
in advance of stall to prevent rolling back after stop.

Figure 5-9. Direction of Train Travel in a

Throttle Reduction Method

e. Back-Up Movement Ascending Grade

(Bunched) (see Figure 5-10).

• Use only enough power to maintain a

slack bunched condition.
• At a sufficient distance from stop make
a minimum brake pipe reduction and
actuate.
• If needed, make further split
reduction(s) and actuate.

26 March 2008 5-13

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NOTE: Avoid high buff forces by frequently observing

amperage and reducing throttle as necessary.

• As the train comes to a stop, apply the

independent brake fully and allow
sufficient time for the brakes to become
effective to prevent the locomotives
from running out, and move the throttle
to IDLE.

Figure 5-10. Direction of Train Travel in a Back-Up

Movement Ascending Grade (Bunched)

5-14 26 March 2008

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f. Back-Up Movement Level or Descending

Grade (Stretched) (see Figure 5-11).

• Gradually reduce throttle to IDLE and

allow slack to adjust.
• Pause 10 seconds and activate dynamic
brake to stretch the slack.
• At a sufficient distance, make a
minimum brake pipe reduction and
actuate.
• If needed, make further split
reduction(s) and actuate.
• Below 10 MPH, supplement the fading
dynamic brake with independent brake
until train stops.

NOTE: If dynamic brake is unavailable or ineffective, the

independent brake must be use to maintain a slack stretched
condition.

Figure 5-11. Direction of Train Travel in a Back-Up

Movement Level or Descending Grade (Stretched)

26 March 2008 5-15

TC 55-88-1

Rule 5-3. SLOWING OR CONTROLLING

SPEED. The method used to slow or control train speed
requires the engineer to take into consideration many
important factors such as:

• Throttle response characteristics of the

locomotive.
• Type of dynamic brake.
• Weight, length and load/empty
distribution of the train.
• Block signal spacing.
• Tons per operative brake.
• Amount of slack in the train.
• Weather and rail conditions.
• Knowledge of the territory.
• Choosing the train handling method
which minimizes in-train forces and
slack action.

a. Slack Bunched Method – Dynamic Brake

Available (Preferred Method for Level, Light, Heavy, and
Mountain Descending Grades) (see Figure 5-12).

• If in power, gradually reduce the

throttle to IDLE.
• Pause 10 seconds, activate dynamic
brake, gradually bunch the slack and
increase to the desired level of
retardation.

5-16 26 March 2008

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• At a sufficient distance from the

restriction, make a minimum brake pipe
reduction and actuate.
• If needed, make further split
reduction(s) and actuate.
• When speed control has been achieved
and brake valve handle moved to
RELEASE position, maintain sufficient
dynamic braking to keep slack bunched
until brakes release throughout the train.

NOTE: If the dynamic brake alone will provide sufficient

retardation to slow or control speed, use of the train brake is
unnecessary.

Figure 5-12. Direction of Train Travel in a Slack Bunched

Method (Dynamic Brake Available)

26 March 2008 5-17

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b. Slack Bunched Method – Dynamic Brake

Not Available (Preferred Method for Level, Light, Heavy,
and Mountain Descending Grades) (see Figure 5-13).

• Gradually reduce throttle to IDLE and

allow the slack to adjust.
• At a sufficient distance from the
restriction, make a minimum brake pipe
reduction and actuate.
• If needed, make further split
reduction(s) and actuate.
• When speed control has been achieved
and brake valve handle moved to
RELEASE position, keep the
locomotive brakes released unless
required to avoid severe slack changes.

NOTE: Keep locomotive brakes released unless needed to

avoid severe slack changes as the brakes release.

Figure 5-13. Direction of Train Travel in a Slack Bunched

Method (Dynamic Brake Not Available)

5-18 26 March 2008

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c. Throttle Reduction Method (Preferred

Method for Light, Heavy, and Mountain Ascending
Grades) (see Figure 5-14).

NOTE: Gradually reduce the throttle one notch at a time

maintaining a slack stretched condition, allowing the grade to
slow the train

Figure 5-14. Direction of Train Travel in a

Throttle Reduction Method

d. Throttle Modulation Method (Sag)

(Preferred Method for Controlling Speed)
(see Figure 5-15).

• Reduce throttle approaching sag to

reduce train speed as necessary.
• Reduce throttle further as head portion
of the train begins descending.

26 March 2008 5-19

TC 55-88-1

• Just before the head portion of the train

reaches ascending grade, increase
throttle.
• Continue to increase throttle until the
rear portion of the train approaches the
ascending grade.
• Reduce throttle as the rear portion of the
train reaches the ascending grade.

Figure 5-15. Direction of Train Travel in a

Throttle Modulation Method (Sag)

e. Slack Stretched Method (Preferred

Method for Slowing Trains With a Concentration of
Empty Cars at the Rear) (see Figure 5-16).

• Adjust throttle using only enough power

to maintain a slack stretched condition.
• At a sufficient distance from the
restriction, make a minimum brake pipe
reduction and actuate.

5-20 26 March 2008

TC 55-88-1

• Reduce throttle, maintaining a slack

stretched condition.
• If needed, make further split
reduction(s) and actuate.
• When speed control has been achieved
and the automatic brake valve handle
moved to RELEASE position, reduce
the throttle to a lower position until the
brakes have released throughout the
train.

Figure 5-16. Direction of Train Travel in a

Slack Stretched Method

f. Cresting Grade. When handling heavy

trains with 15,000 horsepower or more at speeds below
15 MPH, gradually reduce throttle before the locomotive
crests the grade to a position that will prevent speed increase
until at least one-half the train has crested the grade
(see Figure 5-17).

26 March 2008 5-21

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Figure 5-17. Direction of Train Travel on a Cresting Grade

NOTE: Using this method will reduce the additional draft

force created by the weight of the locomotive and cars as they
crest the grade.

Rule 5-4. CURVATURE CONSIDERATIONS.

Special care must be observed in negotiating curves in excess
of two degrees, especially curves of four degrees or more in
order to avoid generating excessive lateral forces since these
excessive forces can cause wheel climb or rail turnover. The
lateral forces which can cause this situation come from the
dynamic forces produced by the following:

• Run-ins of slack.
• Having long cars coupled to short cars
under certain conditions.
• Having long, light cars preceding
blocks of heavily loaded cars.

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• Having the slack run-in against the

locomotive.
• Coupler or truck characteristics; or 6)
high steady state buff or draft forces.

a. Starting. Extreme care must be taken

whenever a train is started in curve territory. When power
must be used to start a train, use the minimum throttle position
required in order to start the train. Any advances of the
throttle must be made one notch at a time since abrupt
increases of draft forces in a curve may generate excessive
inward lateral forces which can result in string-lining of the
curve. This effect can be severe enough to shift the track, turn
a rail over, or otherwise result in a derailment.

b. Negotiating. Whenever possible, the

throttle, the dynamic or the air brake changes should not be
made near the beginning, within, or near the end of any curve
in excess of two degrees. Changes in the power output or
changes in retardation effort in curve should be made
cautiously to avoid undesirable forces.

c. Slowing and Stopping. Particular care

must be taken in curve territory because various combinations
of curvature, dynamic or air brakes, and train make-up will
always generate lateral forces during deceleration. In order to
keep in-train forces at an acceptable level whenever the
dynamic brake is in use, it is recommended that the dynamic
brake be supplemented with an automatic brake application.
The dynamic brake should be reduced proportionately to the
degree of curvature and the number of operative axles in the

26 March 2008 5-23

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locomotive consist. Total braking effort from the dynamic

brake and the air brakes should be kept at the lowest practical
level in curve territory. Heavy braking should be avoided
when trains are being slowed in curves since the track must
absorb forces created by braking action as well as the forces of
moving the train around the curve. When handling heavy
trains at speeds below 15 MPH, gradually reduce the throttle
before the locomotive crests the grade to a position that will
prevent speed increase until at least one-half of the train has
crested the grade. This will reduce the tractive effort
sufficiently to compensate for the additional draft force
created by the weight of the locomotive and the head end cars
as they crest the grade. Do not advance the throttle until the
train speed increases in the reduced throttle position.

Rule 5-5. RUNNING RELEASE OF AIR

BRAKES. When the brakes are set with a light application,
before releasing, make an additional reduction sufficient to
ensure a release throughout the train. The total brake pipe
reduction should be at least 10 psi.

EXCEPTIONS:

• Grade territories where grade braking

conditions prevail.
• Locations where the brakes have to be
reapplied or a stop made.

Do not attempt a running release if the speed is not high

enough to maintain enough momentum to ensure all the brakes
will release before the train comes to a stop.

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Rule 5-6. PROPER USE OF DYNAMIC BRAKE.

The effect of the dynamic brake on the train is similar to the
locomotive independent air brake in that the braking effort is
applied to only the locomotive. The engineer must exercise
good judgment in applying and regulating the dynamic brake.
This is particularly true when slowing in order to avoid
excessive buff forces that could result in damage to track or
cars in the train. Care must be exercised to prevent harsh
slack action.

Rule 5-7. SURPRISE STOPS. For the shortest stop

without using the emergency:

a. Slack Stretched.

• Make a 6 to 8 psi automatic brake pipe

pressure reduction. While brake pipe is
exhausting, gradually reduce throttle to
IDLE.
• When the exhaust becomes weak, make
an additional 10 psi reduction and
increase the reduction to full service.

(1) If the dynamic brake is operative

and the throttle has been in IDLE for 10 seconds, set up for
dynamic braking and gradually increase to full braking effort.

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(2) If the dynamic brake is not

operative, allow the locomotive brakes to apply with the final
automatic brake application. At a low speed, apply sand and
sufficient independent brake to complete the stop without
sliding the wheels.

b. Slack Bunched. With the dynamic brake in

operation, gradually increase the full braking effort.

• Make a 6 to 8 psi automatic brake pipe

reduction.
• When the exhaust becomes weak, make
an additional 20 psi reduction.
• As the exhaust becomes weak, increase
the reduction to full service.

5-26 26 March 2008

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CHAPTER 6

RULES FOR FUNCTION AND OPERATION OF

AIR BRAKE AND
LOCOMOTIVE EQUIPMENT

Rule 6-1. STANDARD AIR PRESSURES. Air

pressure regulating devices on locomotives and cars must be
adjusted for the following standard pressures:

a. Main Reservoir – Freight and Switch.

• Minimum - 130 psi

• Maximum - 140 psi

b. Main Reservoir – Passenger.

• Minimum - 130 psi

• Maximum - 140 psi

c. Brake Pipe.

• Yard Service - 80 psi

• Standard - 90 psi
• Mountain Grade 100 ton or more per
operative brake - 100 psi

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Helper service in train or on rear of train and locomotive

switching trains from the rear, must adjust regulating valve to
10 psi less than the brake pipe setting for the train being
handled.

d. Independent Brake Cylinder Pressure.

(1) Freight Locomotives.

• With Cast Iron Brake

Shoes - 45 psi
• With Composition Brake
Shoes - 72 psi

(2) Switch Locomotives.

• With 9” Brake Cylinders - 45

psi
• With 10” or 11” Brake
Cylinders - 35 psi

e. Foreign line locomotives may carry different

main reservoir and independent brake cylinder pressures.
Those different pressures are permissible, however, crews
must be aware of their presence and limit locomotive brake
cylinder pressure accordingly.

Rule 6-2. AIR COMPRESSOR. A three-cylinder,

two stage, oil lubricated, water or air cooled compressor is
used to compress air for the brake system and air operated
devices on the locomotive units and trains. An unloading

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valve regulates the pressure in the main reservoir. There are

two main reservoirs used to cool and store compressed air and
to trap moisture and dirt. Compressed air from the main
reservoir is piped to the automatic brake valve and to other air
operated devices.

Rule 6-3. INDEPENDENT BRAKE VALVE.

a. Operation of Independent Brake Valve.

The independent brake valve operates the locomotive brakes
by directing main reservoir through a reducing valve and to a
J-relay valve to control the main reservoir air to and from the
brake cylinders on the locomotive. The independent brake
valve has two positions:

• RELEASE position.
• APPLICATION ZONE position.

The further the independent brake valve handle is moved

toward the APPLICATION ZONE position, the greater the
application pressure. To release the locomotive brakes and to
allow the train brakes to remain applied after an automatic
brake application, depress the independent brake valve handle
in the RELEASE position. This is known as actuating and
must be done 4 seconds per locomotive. If the independent
brake valve handle is depressed while in the application one,
the brake cylinder pressure will correspond to the position of
the handle.

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b. Independent Brake Cutout Valve. The

independent brake cutout valve is used to cut in or cutout out
the independent brake. It has two positions:

• IN position. This position is used to cut

in the independent brake.
• OUT position. This position is used to
cut out the independent brake (refer to
Chart 1-B).

Rule 6-4. 26-C AUTOMATIC BRAKE VALVE.

The automatic brake valve quadrant (see Figure 6-1) has six
positions. The name and function for each position is:

• RELEASE position. It is located to the

extreme left of the quadrant and is used
for charging the air brake system and to
release an automatic brake application.
• MINIMUM REDUCTION position.
It is located against the first raised
portion to the right of the RELEASE
position and is used to obtain a service
brake pipe reduction to 6 to 8 psi.

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• SERVICE position. It extends to the

right of the MINIMUM REDUCTION
position on the quadrant to just short of
the second raised portion. The farther
the handle is moved into the service
zone, the greater will be the brake pipe
pressure reduction (which is controlled
by the equalizing reservoir).
• SUPPRESSION position. It is located
against the second raised portion and is
used to recover a penalty brake
application.
• CONTINUOUS SERVICE position.
It is located under the opening which
permits removal of the handle. In this
position, the brake pipe pressure will be
reduced to zero at a service rate.
• EMERGENCY position. It is located
at the extreme right of the quadrant and
is used for making an emergency brake
application whether the brake valve is
cut in or cut out.

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Figure 6-1. 26-C Automatic Brake Valve Quadrant

6-6 26 March 2008

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Rule 6-5. 30A-CDW BRAKE VALVE. This brake

valve assembly (see Figure 6-2) is found on locomotive units
having the North American Cab desk top control console. The
automatic brake valve is located on the left side of the
assembly. The independent brake valve is located on the right
side of the assembly.

Figure 6-2. 30A-CDW Brake Valve Assembly

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The automatic brake valve quadrant has six positions. The

name and function for each position is:

• RELEASE position. It is located at the

extreme back of the quadrant and is
used for charging the air brake system
and to release an automatic brake
application.
• MINIMUM REDUCTION position.
It is located at the first notch position
forward of the RELEASE position and
is used to obtain a service brake pipe
reduction to 6 to 8 psi.
• SERVICE position. It extends forward
of the MINIMUM REDUCTION
position on the quadrant just short of the
second notch position. The farther the
handle is moved into the service zone
(away from the engineer), the greater
will be the brake pipe pressure
reduction (which is controlled by the
equalizing reservoir). FULL SERVICE
(FS) position is indicated by the second
notched position on the quadrant.

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• SUPPRESSION position. It is located

at the NOTCH position and is used to
suppress, or recover from, a penalty
brake application.
• CONTINUOUS SERVICE position.
It is located at the opening and it
permits the removal of the handle at the
fourth notch position. In this position,
the brake pipe pressure will be reduced
to zero at a service rate.
• EMERGENCY position. It is located
at the extreme forward position on the
quadrant and is used for making an
emergency brake application whether
the brake valve is cut in or cut out.

Rule 6-6. AUTOMATIC BRAKE VALVE

CUTOFF VALVE. The cutoff valve has three positions.
The handle of this valve must be depressed before changing to
one of the three positions. The name and function for each
position is:

• OUT position. In this position,

communication between the brake valve
and the brake pipe is cut. This position
is used to check brake pipe leakage.
• FRT position. This position is used
when the locomotive is assigned to
freight service.

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• PASS position. This position is used

when the locomotive is assigned to
passenger service or when an equalizing
reservoir leak develops when operating
in freight service
(see Rule 2-5).

WARNING: THE AUTOMATIC BRAKE VALVE

CUTOFF VALVE MUST NOT BE CHANGED UNLESS
THE BRAKE VALVE HANDLE IS IN THE RELEASE
POSITION. WHEN AN AUTOMATIC BRAKE
APPLICATION HAS BEEN MADE, AND IF THE
CUTOFF VALVE IS IN THE PASS POSITION, ANY
MOVEMENT OF THE BRAKE VALVE HANDLE
TOWARD THE RELEASE POSITION WILL RESULT
IN AN UNDESIRED RELEASE OF THE BRAKES ON A
FREIGHT TRAIN.

Rule 6-7. SELF-LAPPING FEATURE. The self-

lapping feature automatically maintains equalizing reservoir
pressure with the automatic brake valve cutoff valve in the
FRT positioned and the brake valve handle in the RELEASE
position. With the automatic brake valve cutoff valve in the
PASS position, the equalizing reservoir pressure is maintained
(corresponding to the position of the automatic brake valve
handle) whether it is in the RELEASE position or in the
service zone.

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Rule 6-8. EQUALIZING RESERVOIR. The

equalizing reservoir is a small reservoir which acts as a
reference volume between the position of the automatic brake
valve handle and the brake pipe pressure. This relationship is
established through a relay valve diaphragm. The reservoir
and the diaphragm are part of the automatic brake valve and
are cut in on the controlling locomotive unit of a multiple-unit
locomotive consist. During brake pipe charging (with the
automatic brake valve handle in the RELEASE position), the
higher pressure in the equalizing reservoir forces the
diaphragm piston assembly to the right and open a supply
valve which allows the main reservoir air to flow into the
brake pipe. The brake pipe pressure is then raised to the level
of the equalizing reservoir at which time the relay valve
diaphragm and the piston assembly are moved to the left,
closing off the supply of the main reservoir air to the brake
pipe. An application of the automatic brake is made by
moving the automatic brake valve handle away from the
RELEASE position. Equalizing reservoir pressure is reduced
a corresponding amount. As equalizing reservoir pressure is
reducing, the relay valve allows the brake pipe air to exhaust
to the level of the equalizing reservoir.

Rule 6-9. RELAY VALVE. The relay valve is an

integral part of the 26-C and the 30A-CDW automatic brake
valve and operates whenever the brake pipe pressure falls
below the pressure in the equalizing reservoir. When the
automatic brake valve cutoff valve is in the FRT or PASS
position, brake pipe pressure is maintained against leakage.
This action by the relay valve is known as the maintaining
feature.

26 March 2008 6-11

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Rule 6-10. 24-RL AIR BRAKE EQUIPMENT. The

automatic brake valve quadrant has six handle positions
(see Figure 6-3). The name and function for each position is:

• RELEASE position. In this position

feed valve air is supplied to brake pipe
and will charge the brake pipe to the
setting of the feed valve. The
RELEASE position charges the brake
pipe at the same rate as the RUNNING
position.
• RUNNING position. In this position,
the feed valve air is supplied to the
brake pipe and will charge the brake
pipe to the setting of the feed valve.
The RUNNING position charges the
brake pipe and is used for releasing the
engine and train brakes. When the
automatic brake is not being used, place
the brake valve handle in this position.
• PRESSURE MAINTAINING
position. The position is for pressure
maintaining only. The service brake
reduction is made in the SERVICE
position and then the brake valve handle
must be moved to the PRESSURE
MAINTAINING position while the air
is exhausting from the service exhaust
port. Do not pause in the LAP position.
The brake valve handle must not be

6-12 26 March 2008

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moved from the PRESSURE

MAINTAINING position to the
RUNNING position or the LAP
position then back to the PRESSURE
MAINTAINING position. More than
one service application can be made by
moving the brake valve handle from the
PRESSURE MAINTAINING position
to the SERVICE position and then
returned directly to the PRESSURE
MAINTAINING position.
• LAP position. Brake pipe pressure will
not be maintained against leakage when
the brake valve handle is in this
position. All operating ports are closed
when in this position and the resulting
brake pipe leakage will cause the engine
and the train brakes to apply. This
position is used primarily for:

ƒ Recovery from penalty brake

application.
ƒ Testing the amount of leakage in
the brake pipe.

• SERVICE position. This position

allows the feed valve air supply to the
brake pipe to be cut off. The equalizing
reservoirs is exhausted to the
atmosphere through the preliminary
exhaust port, actuating the equalizing

26 March 2008 6-13

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discharge valve to the exhaust brake

pipe air with a corresponding amount
(through the discharge valve and the
rotary valve exhaust), at a service rate.
• EMERGENCY position. This position
allows passages to be connected to
provide a large, direct exhaust passage
from the brake pipe to the atmosphere
which produces an emergency rate of
brake pipe reduction.

Figure 6-3. 24 RL Automatic Brake Valve Quadrant

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Rule 6-11. MULTIPLE-UNIT (MU) HOSES.

Locomotive units designed for multiple-unit operation are
equipped with MU hoses at each end. Identification, function,
and normal pressure for these hoses are shown in Figure 6-4.

Figure 6-4. Two-Unit Locomotive Consist (with MU Hoses)

26 March 2008 6-15

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• MU HOSE No. 1. Main Reservoir.

This hose connects all main reservoirs
in the locomotive consist. Normally it
contains air pressure of 130 to 140 psi.
• MU HOSE No.2. Actuating. Directs
air from the controlling locomotive
unit’s independent brake valve to the
Quick Release portion of each unit’s
respective control valve causing a
release of the locomotive brakes that are
applied as a result of an automatic brake
application. Normally it contains 0 psi
when the independent brake valve
handle is not depressed. When the
handle is depressed, the pipe is charged
to the main reservoir pressure (130 to
140 psi).
• MU HOSE No. 3. Application and
Release Brake Cylinder Equalizing.
Direct air from the controlling
locomotive unit’s independent brake
valve to the J-Relay valve on each unit
to control the locomotive brake cylinder
pressure. Normally it contains 0 (zero)
psi when the independent brake valve
handle is in the FULL APPLICATION
position, the pipe is normally charged to
45 psi.

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• MU HOSE No. 4. Turn on Sanders.

Older model locomotive units are
equipped for this hose connection. If
equipped, this hose contains 0 (zero) psi
when the sanders are not turned on.
With sanders on, this hose is charged to
the main reservoir pressure (130 to 140 psi).

Rule 6-12. DYNAMIC BRAKE. Dynamic braking is

an electrical arrangement used to change energy developed by
the momentum of a moving train into effective retarding force.

Rule 6-13. A-1 REDUCTION RELAY VALVE.

Certain long freight cars are equipped with an A-1 Reduction
relay valve (see Figure 6-5) to assist in the propagation of a
service or an emergency brake pipe reduction to compensate
for the added brake pipe length. The A-1 Reduction Relay is a
completely separate function of the control valve. If the vent
valve should fail to reset after an emergency brake application
causing a continuous blow at the exhaust port, the valve may
be plugged by removing the vent protector and screwing in the
threaded plug.

26 March 2008 6-17

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Figure 6-5. A-1 Reduction Relay Valve

6-18 26 March 2008

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CHAPTER 7

RULES FOR AIR FLOW METHOD (AFM) INDICATOR

DEVICE

Rule 7-1. PRIMARY PURPOSE OF THE AFM

INDICATOR DEVICE. The primary purpose of the
AFM indicator device (see Figure 7-1) is to indicate the rate at
which air is flowing into the train brake system. The
AFM indicator provides the following information:

• During initial charging of the train

brake system, the air flow pointer will
move to the higher numbers, indicating
a high flow into the brake pipe.
• As the brake system becomes charged,
the air flow pointer will then move
slowly back to the lower numbers,
indicating a lesser flow of air into the
brake pipe.
• Once the brake system becomes
charged, the pointer will stabilize,
indicating the normal flow of air into
the brake pipe to maintain leakage. At
this point, the reference pointer can be
adjusted to the same as the flow pointer
and the engineer will have a reference
mark to indicate fluctuations in the
brake pipe.

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Figure 7-1. AFM Indicator Device

Rule 7-2. SECONDARY PURPOSE OF THE AFM

INDICATOR DEVICE. The AFM indicator also provides
useful information about conditions affecting the train brake
system:

• After a brake application and release

has been made, an indication of high
flow will be observed, as the brake
system becomes recharged the brake
pipe slow will decrease until the air
flow pointer reaches the reference
pointer, indicating the brake system is
charged.
• A brake pipe flow less than the
reference pointer may be an indication
of a closed angle cock.

7-2 26 March 2008

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• A brake pipe flow greater than the

reference pointer may be an indication
of increased leakage to the brake
system.
• With a brake application in effect, a
decrease in flow may be an indication
of an unintentional brake release
occurring.

26 March 2008 7-3

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CHAPTER 8

RULES FOR CAR AND LOCOMOTIVE LOCATION

DESIGNATION

Rule 8-1. A AND B END OF CARS. On cars with

one hand brake, the end of the car with the hand brake is the
“B” end. The other end is the “A” end. On cars with two
hand brakes, the letters “A” and “B” are stenciled on the
appropriate ends (see Figure 8-1).

Rule 8-2. NUMBERING OF WHEELS. To number

the wheels, face the “B” end of the car. The wheels on the left
side are designated with the letter “L”. The wheels on the
right side are designated with the letter “R”. Wheels are
numbered up from “1” on either side, with “1” closest to you:
“R1”, “R2”, “R3”, “R4” and “L1”, “L2”, “L3”, and “L4”.

Rule 8-3. FRONT OF LOCOMOTIVE AND

WHEEL NUMBERING. The front of the locomotive is
designated by the letter “F” on each side of the locomotive.
Wheels, journals, and traction motors are numbered
consecutively starting with “1” at the front of the locomotive
as shown in Figure 8-2.

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Figure 8-1. A and B End of Cars

8-2 26 March 2008

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Figure 8-2. Front of Locomotive and Wheel Numbering

26 March 2008 8-3

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GLOSSARY

Section I. Abbreviations and Acronyms

ABTH Air Brake and Train Handling

AFM Air Flow Method

ATTN attention

CFM cubic feet per minute

D.C. District of Columbia

DA Department of the Army

DBI Dynamic Brake Interlock

DD Department of Defense

DIT dead-in-train

EFH electronic front hitch

EMD electro-motive diesel

26 March 2008 Glossary-1

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ETH electronic transfer hitch

ETS engine temperature sensor

FRA Federal Railroad Administration

FS Full Service

GE General Electric

HQ Headquarters

IPS Independent Pressure Switch

MPH miles per hour

MU multiple-unit

No. number

PBA Penalty Brake Application

PCS Pneumatic Control Switch

PM post méridien (after noon)

psi pounds per square inch

Glossary-2 26 March 2008

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TC training circular

UDE Undesired Emergency

USATRADOC United States Army Training and

Doctrine Command

VA Virginia

Section II. Terms

Accelerated Emergency Release – A release feature for the

control valve that allows brake cylinder and auxiliary reservoir
air to flow into brake pipe during releases after an emergency
brake application.

Accelerated Service Release – A feature of freight car control

valves (except type AB) that allows emergency reservoir air to
flow into the brake pipe for a faster service release.

Accelerometer – An indicator that displays in MPH per

minute, the rate of increase or decrease of speed.

Actuating – Depressing the independent brake valve handle

charges the actuating pipe from the main reservoir and
releases the automatic brakes on each locomotive unit in the
consist. Sometimes referred to as bailing off.

26 March 2008 Glossary-3

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Adhesion – The coefficient of friction between the wheel and

rail during acceleration and retardation. It is a direct indicator
for the amount of traction achieved.

Adverse Dynamic Behavior – Any motion which is

unfavorable to the movement of trains or individual cars,
including rock-and-roll, truck hunting and vertical bounce.
Extreme cases of these dynamics can cause derailment.

Aftercooler – A radiator unit for cooling compressed air after

it has been heated by compression.

Air Brake – A system of compressed air devices, controlled

manually or pneumatically, that makes the car or locomotive
slow down or stop.

Air Brake Hose – All of the devices for operating air brakes
to control the speed of and stop a locomotive or train. The
system includes the operating devices, pipes, hoses, fittings
and foundation brake gear.

Air Compressor – A locomotive device, powered by the

diesel locomotive or an electric motor, which compresses air
for operating the air brakes and all other air-operated devices
on locomotive units and cars.

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Air Compressor Control Switch – A device that loads and

unloads the air compressor at the proper main reservoir
pressures and includes a latch or cutout cock to manually
unload the air compressor.

Air Flow Method (AFM) Indicator – An instrument that

indicates the speed of the air flowing through the automatic
brake valve into the brake pipe. An AFM indicator is
commonly called a flow meter.

Air Gauge – A duplex or single-pointer gauge which indicates

air pressure in pounds per square inch.

Alerter – A safety control system that senses the movements

of an engineer. As the engineer goes about normal activities,
any such changes will reset the control and start a timing
circuit. If, during the timing period, no additional motion is
detected, an audible and/or visual signal calls attention to this
lack of motion. If motion still does not occur for another
period, nominally 6 seconds, a relay contact opens, applies the
penalty brake and cuts off power and dynamic brake.

Alignment Control Couplers – Couplers on most

locomotives which allow only limited lateral movement when
in buff, reducing the possibility of rail turnover or jack knifing
of the equipment.

Ampere (Amperage, Amps) – The standard unit for

measuring electric current.

26 March 2008 Glossary-5

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Angle Cock – A hand operated valve that has an angular

shape and is closed when the handle is at right angles to the
pipe and usually employed on brake pipe at each end of
locomotive units and cars.

Articulated Car – A car created by the uniting of two or more

railcar segments or units to form a single unit whose joints are
created by a permanent connection included between the
segments or units. Articulated cars share a common truck
under the articulated connection.

Automatic Air Brake – An arrangement of air brakes

whereby air is stored in reservoirs on cars and locomotive
units. An operating valve such as a control valve that causes
the brakes to apply and release by changes in the brake pipe
pressure, whatever the cause. A reduction in brake pipe
pressure results in a brake application; an increase in brake
pipe pressure results in a brake release.

Automatic Brake Cutoff Valve – A device on locomotive

units that can cut out the charging and service functions of the
automatic brake valve. This valve also properly positions the
brake valve for passengers or freight operation.

Automatic Brake Valve – A manually operated device used

by the engineer to control the flow of compressed air into and
out of the brake pipe.

Automatic Drain Valve – A device which automatically

drains condensation from main reservoirs.

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Automatic Slack Adjuster – A device that automatically

maintains brake cylinder piston travel at predetermined length.

Auxiliary Reservoir – A storage volume, charged from the

brake pipe, to receive and store air to apply brakes on a car or
locomotive unit. In freight car equipment, the auxiliary
reservoir and emergency reservoir are combined in one
structure.

“B” End (of Car) – The end of the car where the hand brake
is located.

Back-Up Valve – A device, either portable or permanently

connected to the brake pipe, for the purpose of controlling air
brakes from the car that it is attached to.

Balanced Speed – The speed at which the drawbar force

exerted by the locomotive is equal to the train resistance,
resulting in a constant speed.

Bleed or Bleed Off – Venting air pressure to the atmosphere,

such as venting air pressure from the brake cylinder of
individual cars by using the release valve.

Brake Application – A reduction of brake pipe pressure, no

matter how made, sufficient to cause the control valve to move
to SERVICE or EMERGENCY position.

Brake Cylinder – A cylinder containing a piston.

Compressed air forces the piston outward to apply the brakes.
When the air pressure is released, the piston returns to its

26 March 2008 Glossary-7

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normal position by a release spring coiled around the piston

rod inside the cylinder.

Brake Pipe – The section of air brake piping of a car or

locomotive unit that supplies the reservoirs. It also connects
the piping to allow the locomotive engineer to control the
brakes. The pipe is 1 ¼ inches in diameter and extends from
one end of the car to the other. At the ends, flexible hoses
connect the cars. When a train is made up and all brake pipes
on the cars are joined together, the entire pipe line is called the
brake pipe.

Brake Pipe Gradient – The difference in brake pipe pressure

between the locomotive (or source of supply) and the rear car
of the train. Brake pipe gradients may be:

• Normal Gradient – The gradient that exists

when the system is fully charged.
• False Gradient – The temporary gradient that
exists when the system is less that fully charged
(for example, the exaggerated difference
between the head end and rear end after a
release).
• Inverse Gradient – The temporary condition
when the brake pipe pressure is higher at the rear
end of the train than at the head end of the train
(for example, during a service brake application).

Brake Pipe Pressure – The amount of pressure, in pounds per

square inch (psi), in the brake pipe (commonly expressed in
pounds).

Glossary-8 26 March 2008

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Brake Pipe Vent Valve – An appliance to ensure propagation

of an emergency application of air brakes.

Branch Pipe – The connecting pipe between the brake pipe

and the control valve.

Branch Pipe Cutout Cock – A device used to cut out the

control valve on a car.

Buff – A term to describe compressive coupler forces.

Center Plate – One of a pair of plates, male and female,

which fit into each other and which support the car body on
the trucks, while allowing the trucks to turn freely. On a
freight car, the male center plate is attached to, or cast in, the
car body and the female center plate is attached to, or cast as,
part of the truck.

Center Sill – The central longitudinal member of the

underframe of a freight car which forms the “backbone” of the
underframe.

Check Valve – A valve that permits a free flow of air in one

direction while preventing the air from flowing in the opposite
direction.

Clasp Brake – A braking arrangement in which two brake

shoes are used on each wheel, opposite to each other.

26 March 2008 Glossary-9

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Control Valve – A device on locomotive units or cars that

charges the reservoirs and applies or releases brake cylinder
pressure when the brake pipe pressure reduces or increases.

Cutout Cock – A hand operated valve provided in a pipe for

the purpose of direction for preventing the flow of compressed
air. Generally, when handle of cock is parallel to the pipe,
cock is closed; when handle is at right angles to the pipe, cock
is open.

Cycle Braking – A method of applying and releasing the train

brakes to control speed without a complete recharge of the
train brake system.

Dead Engine Feature – A device near the locomotive unit

control valve that is used when the unit is handled DIT. When
the dead locomotive cutout cock is opened the main reservoirs
are charged from the brake pipe to operate the locomotive
brakes.

Draft – A term to describe tension coupler forces.

Draft Gear – The connection between the coupler rigging and

the center sill. This connection receives and cushions the
shocks associated with in-train forces or coupling.

Drawbar Forces (In-Train Forces) – lengthwise forces at the

couplers between cars and/or locomotive units that may be
either draft (stretched) or buff (compressed), depending on
train operation.

Glossary-10 26 March 2008

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Dummy Coupling – A device used to secure and protect

unused air hoses and jumper cables.

Dynamic Brake – An electrical device that converts some of

the energy developed by a moving locomotive unit into an
effective slowing force.

Dynamic Brake Interlock (DBI) – A device installed on

some locomotive units that will automatically keep the
locomotive brakes from applying when automatic brakes are
applied during periods of dynamic brake use.

Emergency Application – A rapid reduction of brake pipe

pressure that causes the control valves to move to the
EMERGENCY position and the vent valve to open, which
equalizes auxiliary reservoir, emergency reservoir, and brake
cylinder pressure.

Emergency Brake Valve – A manually operated device on

equipment that initiates an emergency brake application.

Emergency Reservoir – A storage volume for compressed air

on each car, charged by the brake pipe, to provide air pressure
for use in emergency applications and certain recharge
features.

Emergency Stop – A stop which necessitates stopping in the

shortest possible distance.

26 March 2008 Glossary-11

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Empty-Load Feature – A system installed on various cars

which will adjust the braking force to a lower level to prevent
wheels from sliding when the car is empty or lightly loaded.

Equalization – A term used to describe the condition that

exists when brake cylinder pressure and auxiliary reservoir
pressure become equal.

Equalizing Reservoir – A small reservoir which acts as a

reference volume between the position of the automatic brake
valve handle and the brake pipe pressure.

Foundation Brake Gear – The levers, rods, brake beams, and

so forth, that connects the brake cylinder piston rod to the
brake shoes so that air pressure forces the piston out and brake
shoes are forced against the wheels.

Full Service Application – An automatic air brake that is

applied until the auxiliary reservoir and brake cylinder
pressures equalize. Any further reduction in the brake pipe
pressure, except an emergency application, will not effect the
amount of pressure in the brake cylinder. Therefore air is
being wasted from the brake pipe (over reduction).

Gear Ratio – The relation between the number of teeth on the

axle ring (bull) gear to those of a pinion gear with which it
meshes.

Glossary-12 26 March 2008

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Glad Hand – The metal fitting attached to the free end of an

air hose used for connection of the hose.

Grade (of Track) – Grade is other than level track and is

usually expressed as a percentage. The percentage is the
number of feet the track rises or falls in a lengthwise distance
of 100 feet. For example, a one percent ascending grade
means that the track rises one foot in elevation for every 100
feet the equipment travels on the track.

Hand Brake – A brake operated manually to force brake

shoes against the wheel to prevent of slow the movement of
cars or locomotive units.

Harmonic Rocking – Excessive lateral rocking of cars and/or

locomotives, usually at speeds between 13 and 21 MPH.

Helper Locomotive(s) – One or more locomotives added to a

train to assist movement.

Independent Brake Valve – A device used to apply and

release the independent (locomotive) brake.

Independent Brake Valve Cutout Cock – A device to cut in

or cut out the independent brake.

26 March 2008 Glossary-13

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Independent Pressure Switch (IPS) – A device on a

locomotive unit that cancels the extended range portion of
dynamic braking when sufficient brake cylinder pressure
occurs.

Interchange – A location where railroads exchange rolling

equipment.

Intercooler – An arrangement of pipes used for cooling

compressed air between stages of compression.

Isolation Switch – In the RUN position, the locomotive unit

responds to control and develops power. In the
ISOLATE/STOP/START position, the locomotive unit will
not respond to control or develop power.

Jack Knife – A term used to describe an extremely adverse

condition existing between two cars whereby excessive sharp
angularity occurs at the couplers or drawbars between the two
cars, resulting in severe center sill misalignment of the
connection and derailment. Jackknifing is caused by
excessively high buff forces in a train.

L/V Ratio – The ratio of the lateral force to the vertical force
of a wheel on a rail.

Glossary-14 26 March 2008

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Loadmeter – A meter that indicates the rate of flow of

amperes through one or more traction motors on a single
locomotive unit.

Locomotive – A unit propelled by any form of energy or more

than one of these units operated from a single control.
Locomotives are used in train or yard service. Rules that
apply to locomotives also apply to cab control cars.

Locomotive Servicing Track Area – One or more tracks

within an area in which testing, servicing, repair, inspection,
or rebuilding of locomotive unit and is under the exclusive
control of mechanical personnel.

Main Reservoir – An air reservoir on the locomotive unit for

storing and cooling compressed air.

Minimum Continuous Speed – The minimum speed at which

a locomotive unit can operate continuously without damage to
traction motors. This speed is based on the maximum
amperage the traction motor can accept without overheating.

Minimum Reduction – An initial brake pipe reduction of 6 to

8 psi which causes a minimum brake application.

Overcharge – Brake equipment charged to a higher pressure

than the regulating valve is adjusted or can maintain. In such
a condition, brakes on a portion of the train may not release.

26 March 2008 Glossary-15

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Over Reduction – A reduction of brake pipe pressure in

excess of full service.

WARNING: EXCESSIVE OVER REDUCTION CAN

RESULT IN LOSS OF ABILITY TO OBTAIN AN
EMERGENCY BRAKE APPLICATION.

Penalty Brake Application – An automatic brake application,

at a service rate, caused by actuating various devices.

Planned Braking – Having prior knowledge of a condition

affecting movement which allows sufficient time and distance
to slow, control, or stop a train in the safest and most efficient
manner for the conditions.

Pneumatic Control Switch (PCS) – An electrical device that

will automatically reduce the locomotive to idle. Pneumatic
control can be initiated by an emergency, safety control or
locomotive OVERSPEED (MPH). Automatic sanding will
occur when the PCS is actuated.

Power Braking – The application of the automatic brakes

while the locomotive is working in throttle position 5 or
higher.

Pressure Maintaining – A feature of the automatic brake

valve which maintains brake pipe pressure against brake pipe
leakage.

Glossary-16 26 March 2008

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Pressure Maintaining Braking – Controlling train speed by

making enough of a brake pipe reduction to stabilize speed on
a grade, then allowing the automatic brake valve pressure
maintaining feature to hold the brake application constant.

Propagation of Air – The serial action of transmitting a brake

application from car to car through a train.

Quick Service – The local venting of brake pipe air at each

car which occurs any time the control valve moves from a
release to applied position.

Reduction Relay Valve (A-1) – A quick service valve and an

emergency vent valve mounted on a common bracket
designed for application on long freight cars. The purpose is
to offset the effect of increased volume and brake pipe length
by promoting quick service activity and ensuring propagation
of an emergency brake application through long cars in a train.

Regulating Valve – The valve that reduces air pressure from

the locomotive unit’s main reservoir to the desired pressure in
the rake pipe. The regulating valve will automatically
maintain that pressure when the automatic brake valve is in
the RELEASE position.

26 March 2008 Glossary-17

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Relay Valve – A valve that receives a controlling pressure

from a source and operated to deliver and maintain a
corresponding pressure. Through differential diaphragms of
different sizes a lesser or greater pressure may be delivered.

Release Valve – A device on the control valve that permits air

on an individual car to bleed to atmosphere from the brake
cylinder, auxiliary and emergency reservoirs, individually or
together.

Retainer – A valve through which brake cylinder air can be

completely exhausted, or the rate of exhaust can be reduced to
a slower rate, or predetermined brake cylinder pressure can be
retained.

Service Application – A reduction of brake pipe pressure at a

controlled rate to cause an application of brakes. It may
consist of one or more service reductions.

Service Lap Position – The condition obtained when two

different volumes of air become equalized and a connection
between them is closed.

Service Rate Reduction – A rate of reduction that will cause

the brakes to apply with a service application.

Glossary-18 26 March 2008

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Slack – The free movement of the coupling devices before a

car or locomotive begins to move. There are two kinds of
slack:

• Free slack is the accumulation of clearances and

wear in the associated parts of the couplers.
• Spring slack results from the cushioning action
of the draft gears.

Solid Block (of Cars) – One or more charged cars coupled

together and tested. The air brake system on a solid block
remains charged if it is disconnected from its air supply for
less than 2 hours.

Split Service Reduction – The preferred method of applying

train brakes gradually thus reducing in-train forces. A split
reduction is accomplished by making an initial 5 to 7 psi brake
pipe reduction, followed by subsequent reductions in 2 to 3 psi
increments spaced at intervals 30 seconds apart.

Stringlining – The result of excessive draft forces in a train

while negotiating a curve which causes wheel climb, track
damage, and derailment..

Surprise Stop – The shortest stop possible without using an

emergency application.

26 March 2008 Glossary-19

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Telemetry System –

• Head End Device: A radio device on the

controlling locomotive unit capable of receiving
and displaying data from an End of Train
Device. Some devices are equipped with a
switch to initiate an emergency brake application
from the rear of the train.
• End of Train Device: A radio device at the rear
of a train that transmits brake pipe pressure and
other information to the Head End Device.
Some devices are capable of initiating an
emergency brake application. A highly visible
marking device is incorporated into this device.

Thermal Cracks (in Wheels) – Cracks in a railroad wheel,

normally caused by excessive heat generated on the tread and
flange of the wheel.

Throttle Modulation – Minor adjustments of the throttle for

the purpose of controlling train speed.

Tons Per Axle Dynamic Brake – The total actual trailing

tonnage of the train divided by the total equivalent axles of
operative dynamic brake.

Tons Per Operative Brake – The actual trailing tonnage of

the train divided by the total number of operative brakes.

Glossary-20 26 March 2008

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Track-Train Dynamics – A general term used to describe the

interaction of locomotive and cars with the track structure
during the movement of a train. Track-Train Dynamics are
affected by variables such as weather, speed, train make-up,
train handling, condition of track and equipment, grade,
curvature, and operating policies.

Tractive Effort – The force exerted by a locomotive unit,

measured in pounds.

Undesired Emergency (UDE) – A service application that

results in an unintentional emergency application. Also
referred to as a dynamiter.

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REFERENCES

Department of the Army Forms

DA forms are available from the APD website at

https://myforms.us.army.mil/wps/myportal

DA Form 2028 Recommended Changes to

Publications and Blank Forms

Department of Defense Forms

DD forms are available from the OSD website at

http://www.dtic.mil/whs/directives/infomgt/forms/formsprogr
am.htm

DD Form 862 Daily Inspection Worksheet for

Diesel-Electric Locomotives and
Locomotive Cranes

Federal Railroad Administration Forms

FRA forms are available from the FRA website at

http://safetydata.fra.dot.gov/OfficeofSafety/Forms/Default.asp

FRA Form 6180-49A Locomotive Inspection and

Repair Record

26 March 2008 References-1

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26 March 2008

By Order of the Secretary of the Army:

GEORGE W. CASEY, JR.

General, United States Army
Chief of Staff

Official:

JOYCE E. MORROW
Administrative Assistant to the
Secretary of the Army
0806514

DISTRIBUTION:

Active Army, Army National Guard, and United States Army

Reserve: To be distributed in accordance with the initial
distribution number 121730, requirements for TC 55-88-1.
PIN: 084714-000