TC 55-88-1 Rail Handbook for Air Brake and Train Handling Rules

TC 55-88-1Rail HandbookforAir Brake and Train HandlingRulesMARCH 2008DISTRIBUTION RESTRICTION: Approved forpublic release; distribution is unlimited.HEADQUARTERSDEPARTMENT OF THE ARMY

This publication is available atArmy Knowledge Online (AKO)(www.us.army.mil)and the Reimer Digital Library (RDL) at(www.adtdl.army.mil)

TC 55-88-1Training CircularNo. 55-88-1HEADQUARTERSDEPARTMENT OF THE ARMYWashington, D.C., 26 March 2008Rail HandbookforAir Brake and Train HandlingRulesCONTENTSPREFACE ..................................................................xiiPageCHAPTER 1. RULES FOR INSPECTION,TESTING, AND MOVEMENTOF LOCOMOTIVES .......................1-1Rule 1-1. Taking Charge ofLocomotive .......................1-1Rule 1-2. Standing LocomotiveAir Test .............................1-6Rule 1-3. Light LocomotiveRunning Air Test...............1-11DISTRIBUTION RESTRICTION: Approved for publicrelease; distribution is unlimited.i

TC 55-88-1PageRule 1-4. Locomotive DailyInspectionRequirements ....................1-13Rule 1-5. Non-ComplyingTagging Requirements ......1-21Rule 1-6. Non-ComplyingCondition En Route...........1-22Rule 1-7. Movement ofLocomotive WithinLocomotive ServicingTrack Area ........................1-23Rule 1-8. Leaving LocomotiveUnattended ........................1-26Rule 1-9Locomotive ShutdownProcedure ..........................1-29Rule 1-10. Picking UpLocomotive Units..............1-31Rule 1-11. RearrangingLocomotive Consist ..........1-31Rule 1-12. Operating From OtherThan LeadingLocomotive Unit ...............1-33Rule 1-13. Changing ControllingEnds ..................................1-33Rule 1-14. Locomotive UnitReplacement......................1-35ii 26 March 2008

TC 55-88-1PageRule 1-15. Isolating Locomotives.......1-36Rule 1-16 Dead Engine Set UpRequirements ....................1-36Rule 1-17. Locomotive Flat Spots ......1-37Rule 1-18. Locomotive Amperage......1-38Rule 1-19. Reverse Lever ...................1-39Rule 1-20. Ground Relay....................1-40Rule 1-21. Overheated TractionMotors...............................1-41Rule 1-22. Wheel Slip/PinionSlip Light ..........................1-43Rule 1-23. Diesel EngineOverspeed .........................1-43Rule 1-24. EMD GovernorLow/Hot Oil ResetPlunger ..............................1-44Rule 1-25. Low Water ResetButton................................1-45Rule 1-26. Crankcase OverpressureDetector.............................1-46Rule 1-27. Safety Control Devices .....1-46Rule 1-28. Dynamic BrakeWarning Light...................1-48Rule 1-29. Diesel Engine Cooling ......1-48Rule 1-30. Event Recorders ................1-5226 March 2008 iii

TC 55-88-1PageCHAPTER 2.RULES FOR AIR BRAKETESTS AND INSPECTIONS.......2-1Rule 2-1. Responsibility forTrain Inspection andTest................................2-1Rule 2-2. Inspection of FreightCars................................2-1Rule 2-3. Coupling to Trainand Charging .................2-3Rule 2-4. Calibrated TelemetrySystem ...........................2-5Rule 2-5. Leakage TestProcedure.......................2-5Rule 2-6. Initial TerminalAir Test..........................2-7Rule 2-7. Transfer Train andYard TrainMovement Air Test .......2-11Rule 2-8. Application andReleaseAir Test .............2-11Rule 2-9. DetachingLocomotive orSeparating Train. ...........2-13Rule 2-10. RecouplingLocomotive or Cars .......2-13Rule 2-11. Picking Up CarsEn Route........................2-14iv 26 March 2008

TC 55-88-1PageRule 2-12. Running anAir Test..........................2-16Rule 2-13. Air Flow Method(AFM) Brake Test .........2-16CHAPTER 3.CHAPTER 4.RULES FOR TRAINEQUIPMENT ANDSECUREMENT.............................3-1Rule 3-1. Angle Cocks...............3-1Rule 3-2.Rule 3-3.Air Hose Height.........3-1SecuringEquipment AgainstUndesiredMovement ..................3-2RULES FOR TRAINOPERATION.................................4-1Rule 4-1. Trains Operatingon Grades...................4-1Rule 4-2. Snow and IceConsiderations ...........4-8Rule 4-3. Penalty BrakeApplication(PBA).........................4-826 March 2008 v

TC 55-88-1PageRule 4-4.Rule 4-5.Rule 4-6.Rule 4-7.Rule 4-8.Rule 4-9.Rule 4-10.Rule 4-11.Rule 4-12.Brake PipePressure ReductionFrom UnknownSource ........................4-10Maximum DynamicBrake Axles................4-11Use of DynamicBrake to ControlTrain...........................4-11Dynamic BrakeCutout Switch andControl CircuitBreaker.......................4-11Use of IsolationSwitch DuringDynamic Braking.......4-12Shoving Cars..............4-12Crew ChangeProcedures..................4-13Initiating TrainMovement ..................4-14High Winds andSevere Weather..........4-15vi 26 March 2008

TC 55-88-1PageRule 4-13. Applying BrakesFrom Rear Endof Train ......................4-15Rule 4-14. Overheating ofSliding Wheels...........4-15Rule 4-15. Sticking AirBrakes ........................4-16Rule 4-16. Cutting Out CarAir Brakes..................4-16Rule 4-17. Setout of BadOrder Car ...................4-18Rule 4-18. Regulating Valve .......4-18Rule 4-19. EqualizingReservoirLeakage......................4-18Rule 4-20. Defective PressureMaintainingFeature .......................4-19Rule 4-21. EmergencyApplication ofAir Brakes..................4-19Rule 4-22. BrakeMalfunction................4-21Rule 4-23. Brake AppliedWhile Stopped............4-2126 March 2008 vii

TC 55-88-1PageRule 4-24.Rule 4-25.Rule 4-26.Brake PipeContinuity Check .......4-21Independent BrakeApplication ................4-22Speed ControlDuring SwitchingMovements ................4-22CHAPTER 5.RULES AND INSTRUCTIONFOR PROPER TRAINHANDLING...................................5-1Rule 5-1. Starting Trains............5-2Rule 5-2.Rule 5-3.Stopping Trains..........5-8Slowing orControllingSpeed..........................5-16Rule 5-4. CurvatureConsiderations ...........5-22Rule 5-5. Running Releaseof Air Brakes..............5-24Rule 5-6. Proper Use ofDynamic Brake ..........5-25Rule 5-7. Surprise Stops ............5-25viii 26 March 2008

TC 55-88-1PageCHAPTER 6.RULES FOR FUNCTION ANDOPERATION OF AIR BRAKEAND LOCOMOTIVEEQUIPMENT ................................6-1Rule 6-1. Standard AirPressures ....................6-1Rule 6-2. Air Compressor..........6-2Rule 6-3. Independent BrakeValve..........................6-3Rule 6-4. 26-C AutomaticBrakeValve ................6-4Rule 6-5. 30A-CDW BrakeValve..........................6-7Rule 6-6. Automatic BrakeValve CutoffValve..........................6-9Rule 6-7. Self-LappingFeature .......................6-10Rule 6-8. EqualizingReservoir....................6-11Rule 6-9. Relay Valve................6-1126 March 2008 ix

TC 55-88-1PageRule 6-10. 24-RL Air BrakeEquipment..................6-12Rule 6-11. Multiple-Unit(MU) Hoses ...............6-15Rule 6-12. Dynamic Brake ..........6-17Rule 6-13. A-1 ReductionRelay Valve................6-17CHAPTER 7.RULES FOR AIR FLOWMETHOD (AFM)INDICATOR DEVICE .................7-1Rule 7-1. Primary Purposeof the AFMIndicator Device.........7-1Rule 7-2. Secondary Purposeof the AFMIndicator Device.........7-2x 26 March 2008

TC 55-88-1PageCHAPTER 8.RULES FOR CAR ANDLOCOMOTIVELOCATIONDESIGNATION ............................8-1Rule 8-1. A and B Endof Cars........................8-1Rule 8-2. Numbering ofWheels .......................8-1Rule 8-3. Front ofLocomotive andWheelNumbering .................8-1GLOSSARY ....................................................Glossary-1REFERENCES............................................ References-126 March 2008 xi

TC 55-88-1PREFACEThis handbook provides rules on air brake and train handling(ABTH) for train crew members conducting rail operations oncontinental 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 DAForm 2028 (Recommended Changes to Publications andBlank Forms) directly to: Department of the Army, TrainingDirectorate, Move Division, ATTN: ATCL-TDM,401 First Street, Fort Lee, VA 23801-1511.xii 26 March 2008

TC 55-88-1CHAPTER 1RULES FOR INSPECTION, TESTING, ANDMOVEMENT OF LOCOMOTIVESRule 1-1. TAKING CHARGE OF LOCOMOTIVE.Inspectors are jointly responsible with engineers for thecondition of air brake equipment on the locomotive to theextent that it is possible to detect defective equipment byrequired inspections and tests. When an engineer takes chargeof a locomotive someplace other than a crew change location,the below must be known before each trip or day’s work andbefore the locomotive is moved:• Brakes are in safe and suitablecondition of service.• Air hoses are properly connected.• Jumper cables are properly positioned.• Safety chains and walkway platformsare properly placed.• Doors and windows on trailinglocomotive units are closed.• Brake valves and electrical switches onall locomotive units are properlypositioned for multiple unit operation(see Chart 1-A and Chart 1-B, page 1-4and page 1-5).26 March 2008 1-1

TC 55-88-1• Air gauges are registering correctly andthe main reservoir pressure gaugesindicates a minimum pressure for eachof the following:• 120 psi for freight.• 125 psi for passenger service.• The cooling system and the enginegovernor sight glasses indicate properfluid levels.• Speed indicator and alerter (if equipped)are working and sealed.• Headlights, bell, and horn are inworking order.• Condensation has been drained from theair brake system and automatic drainvalves are functioning properly.• A Standing Locomotive Air Test(see Rule 1-2) must be performed whenmechanical forces are not on duty, anengineer takes charge of a locomotive atthe beginning of a workday, or when alocomotive has been shut down.1-2 26 March 2008

TC 55-88-1• Hand brakes are released on alllocomotive units in the consist.• If a locomotive is dispatched with anon-functioning dynamic brake, awritten notice must be placed on theengineer’s control stand in thecontrolling cab stating the dynamicbrake is cut out on the unit(s) involved.Dynamic brake cutout switches must beproperly tagged.Locomotive units which are required to be shut down atoutside locations where there are no mechanicalemployees available will be started by the engineer. Anengine that has been shut down for more than eight hoursmust be pre-lubed before turnover. If the engine isequipped with flash cock “T” handles, the flash cocksmust be opened. The engine must also be turned over atleast one revolution and the flash cock closed prior tostarting. In cases of rain, severe snow conditions, orwhen ambient temperature is below 32 degreesFahrenheit and the engine has been shut down for at least4 hours, the engineer will conduct the same operation asdescribed above.26 March 2008 1-3

TC 55-88-1Chart 1-A. Multiple Unit OperationControl Levers Switches and BreakersLocationofUnit inServiceControllingUnitThrottlePositionSelectorororDynamicDynamicBrakeLeverPositionIdle OffReverserPositionCenteruntilreadyEngineRunSwitchGeneratorFieldSwitchControlandFuelPumpDynamicBrakeCutout (ifequipped)DynamicBrakeControlCircuitBreaker (ifequipped)WarningDeviceCircuitBreakerOn OffOn On On OnMannedControllingUnitIdle OffCenteruntilreadyOn OffOn On On OnTrailingUnit Idle OffCenteruntilreadyOn/Off Off On/Off On/Off On/OffOff1-4 26 March 2008

TC 55-88-1Chart 1-B. Multiple UnitsLocationof UnitinServiceControllingUnitMannedControllingUnitiflocomotivelocatedinpositionotherthanheadendTrailingUnitAutomatic Brake Valve Independent Brake ValveBrake ValveHandle Position24RL26C30A - CDWRunningReleaseBrake ValveCutout CockPositionCut InBrake ValveHandle PositionApplied orReleasedBrake ValveCutoutCock PositionCut In24RLRunning26C30A - CDWReleaseCutOutApplied orReleasedCut InRemoved (ifremovable)CutOutReleasedCutOut26 March 2008 1-5

TC 55-88-1Rule 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 locomotiveunit are set out.• The locomotive unit is picked up.• The locomotive is to be operatedbeyond the terminal.• Work has been performed on thelocomotive air brake equipment.• The locomotive consist is rearranged.• Locomotives are placed in multiple-unit(MU) operation.a. Standing Locomotive Air Test. When atest is required, perform the following tasks:(1) Sufficient hand brakes must beapplied if necessary to prevent movement with the air brakesreleased.(2) An employee must be positionedon the ground near the locomotive to signal the employeeperforming the test when the brakes apply and release on eachlocomotive unit.1-6 26 March 2008

TC 55-88-1(3) Brakes apply and release using theindependent brake.(4) Brakes apply from an automaticbrake pipe reduction.(5) Depress the independent brakevalve handle and see that brakes release.(6) Cut out the automatic brake valveand check the brake pipe leakage for 1 minute. Leakage mustnot exceed 5 psi.(7) With Generator Field switch inOFF position and reverser in NEUTRAL, advance throttle to3. Initiate EMERGENCY application and observe thefollowing:• Pneumatic Control Switch(PCS) light illuminates.• Brake cylinder pressure rises.• Brake pipe pressure falls to 0psi.26 March 2008 1-7

TC 55-88-1• Engine reduces to idle.• After 45 to 60 seconds, placeautomatic brake handle inrelease and recover.b. Locomotive Apply and Release Test.When a locomotive consist is made up, locomotives are addedor removed from an existing consist, or when changing ends,an application and release test of the locomotive brakes mustbe made in the following order.(1) Ensure brake pipe is set to theprescribed pressure.(2) Apply independent brake fully andobserve brakes apply on each locomotive.(3) Release independent brake andobserve brakes release on each locomotive.(4) With equipment fully charged,make a 10 psi brake pipe reduction and observe brakes applyon each locomotive.(5) Actuate and observe brakes releaseon each locomotive.1-8 26 March 2008

TC 55-88-1(6) Reduce brake pipe pressure anadditional 10 psi and observe brakes apply on eachlocomotive.(7) Release automatic brake andobserve brakes release on each locomotive.c. Hybrid Locomotive Air Brake Test(GG20B – Green Goat). The GG20B (Green Goat) does notemploy a standard engine that rotates a generator as itsstandard power for the traction motors and does not have anengine to idle and unload. Therefore the following operationwill be undertaken to test the air brake system.(1) Sufficient hand brakes must beapplied if necessary to prevent movement with the air brakesreleased.(2) An employee must be positionedon the ground near the locomotive to signal the employeeperforming the test when the brakes apply and release on eachlocomotive 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 showsPENALTY and PCS. Wait 60seconds.• Place automatic brake valve inCONTINUOUS. Bell shouldstop.• Computer screen should readDRIVE INACTIVATED.• Press and hold EMERGENCYSTOP RESET.• Move reverser to center andthrottle to IDLE.• Observe computer to readCENTER.1-10 26 March 2008

TC 55-88-1Rule 1-3. LIGHT LOCOMOTIVE RUNNINGAIR TEST. The engineer must perform this air test when thefollowing takes place:• Taking charge of the locomotive consistoriginally made up and tested byanyone other than the assignedengineer.• The controlling ends have beenchanged.EXCEPTION: A Standing Locomotive Air Test(see Rule 1-2), if performed by the assigned engineer, may bemade instead of a running air test.Perform the following tasks when a test is required:• Release the independent brake and openthe throttle sufficiently to cause thelocomotive to move.• Close the throttle. The locomotiveshould roll freely. If it does not, checkfor the cause and correct it.• Apply and release the independentbrake while the speed is slow. A speedreduction indicates that the brakes havebeen applied.26 March 2008 1-11

TC 55-88-1• With the independent brake released,make a light automatic brake pipepressure reduction. A speed reductionindicates that brakes have been applied.• Depress and hold the independent brakevalve in RELEASE position. Ensurethe brake cylinder pressure reduces tozero. The locomotive should roll freely.If it does not, check for crossed or openactuating hose.When defects or malfunctions are noted or when the consisthas been improperly made up, the engineer must report thecondition to the following:• The mechanical personnel.• The supervisor.• On FRA Form 6180-49A (LocomotiveInspection and Repair Record).1-12 26 March 2008

TC 55-88-1Rule 1-4. LOCOMOTIVE DAILY INSPECTIONREQUIREMENTS.a. Supply of Forms. Engineers must keep onhand a supply of DD Form 862 (Daily Inspection Worksheetfor Diesel-Electric Locomotives and Locomotive Cranes).b. When Inspection is Required. Eachlocomotive in service must be inspected daily. Determinewhether the locomotive needs to be inspected by checkingFRA Form 6180-49A located in the cab of the locomotiveunit.c. Record of Previous Inspection. If theDD Form 862 indicates that the locomotive unit was inspectedthe previous day, complete the current day inspection prior to11:59 PM to allow the unit to remain in service, using thefollowing criteria:26 March 2008 1-13

TC 55-88-1• If your tour of duty will go beyond11:59 PM, you must perform theinspection prior to 11:59 PM.• Contact the train dispatcher,yardmaster, or other proper authority todetermine the location for completingthe daily inspection.d. No Record of Previous Inspection. If therecord card indicates that the locomotive was not inspected theprevious calendar day or there is no record on a locomotiveunit, inspect the locomotive unit(s) before placing it in serviceon the current day.e. Locomotive Unit Picked Up On Line.When picking up a locomotive unit on line, the engineer mustdetermine if a daily inspection is needed. After making thepick up, if working trailing units have an earlier date than thelead unit, tag the lead unit “Trailing units due inspection by11:59 PM (current date).”1-14 26 March 2008

TC 55-88-1f. Inspection Requirements – ControlCompartment. The following conditions must exist on thecontrolling locomotive unit:• Each air gauge registers correctly andwithin 3 psi of required pressure.• The main reservoir pressure is between130 to 140 psi.• The brake pipe pressure is: Freight – 90psi.• The independent brake cylinderpressure is that specified on the badgeplate; or, if there is no badge plate, it is30 psi or greater when the independentbrake is fully applied.• Headlight functions properly. Aminimum of one headlight beam mustbe on each end of the locomotive unit.• Horn functions properly.• Bell functions properly.• Gauge lights and overhead cab lightsfunction properly.• Speed indicator functions properly.• Alerter, if equipped, functions properly.• Windows provide a clear view.26 March 2008 1-15

TC 55-88-1g. Inspection Requirements – Cab,Walkway, and Engine Compartment. The followingconditions 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 compartmentsare clear of debris, tools, andaccumulated oil or grease.• Handrails, handholds, steps, ladders,safety chains, and guards are securedand ready for service. Inspect forbroken, bent, damaged, or looseequipment. Safety chains should beconnected high enough for safe passage.• All electrical and rotating equipmentguards are in place.• The hand brake is operational.• Walkway and engine compartmentlights are working.1-16 26 March 2008

TC 55-88-1h. Inspection Requirements – Ground Level.Set the hand brake, if necessary, inspect the exposed areas forapparent defects (but do not crawl under or betweenlocomotives to make the visual inspection) and walk aroundboth sides of the locomotive to ensure the following:• Sand has been deposited on the rail inthe proper location.• No fuel leak exists.• No defects (such as cracks and brokenor missing parts) exist on locomotivetrucks, wheels, gear cases, or draftgears.• The brake cylinder piston travel isadjusted as follows:• Minimum – Sufficient to providebrake shoe clearance when thebrakes are released.• Maximum – 1 ½ inches less thanthe travel entered onFRA Form 6180-49A.26 March 2008 1-17

TC 55-88-1• The foundation brake rigging issecured.• The brake shoes are secured andapproximately in line with the tread ofthe wheel. Make sure there are noobvious lips or overhangs on the shoe.• No part of the electrical cable is lyingon the coupler.• Electrical cables that are not being usedare stowed or the disconnected ends areplaced into a dummy receptacle or amulti-unit cable holder.• The air hoses are usable.• Manually drain oil and water from mainreservoirs that are not equipped withautomatic drains. If equipped withautomatic drains, ensure the valvehandles are then turned fully “counterclockwise”to the AUTOMATICposition, with the stem extendingbeyond the valve handle.1-18 26 March 2008

TC 55-88-1i. Completing DD Form 862. If the defect orproblem is not a non-complying condition, the engineer mustreport the defects or problems of all locomotive units on asingle DD Form 862. Leave the completed form with thelocomotive unless otherwise instructed. A DD Form 862 mustbe completed with the following inspections information(as a minimum):• Date.• Location.• Time.• Complying or non-complying (checkappropriate box).• Inspector’s legible signature.The engineer must verbally report any of the followingconditions to the train dispatcher, yardmaster, or other properauthority:• Defects or problems.• Any non-complying condition(s).Complete the Inspection Report Card on each locomotive unit.26 March 2008 1-19

TC 55-88-1j. Non-Complying Conditions. During thelocomotive daily inspection, if the employee finds one or morenon-complying conditions, the employee must determine if thelocomotive is safe to move. If safe to move, the nonfunctioningalerter or the speed indicator may remain intrailing unit. If other conditions exist and the locomotive issafe to move, it may be moved only under one of thefollowing conditions:• As a single unit under power, notattached to cars.• In a consist, not attached to cars.• Isolated or shut down when attached tocars.A non-complying locomotive unit required to be isolated orshut down in consist may not continue as the controlling orlead unit of a locomotive consist.1-20 26 March 2008

TC 55-88-1Rule 1-5. NON-COMPLYING TAGGINGREQUIREMENTS.a. If Safe to Move. A non-complyinglocomotive tag must be completed and attached to theIsolation switch of the non-complying locomotive unit. Thetag must include the following information:• The words “Non-ComplyingLocomotive” 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 theinspection.Secure a copy of the tag on the control console of thecontrolling locomotive unit. The engineer in charge of thelocomotive unit must receive written notification of the noncomplyinglocomotive unit. A copy of a non-complyinglocomotive tag meets this requirement. The engineer mustinform all other crew members of the non-complyinglocomotive unit and of any restrictions.26 March 2008 1-21

TC 55-88-1b. If Not Safe to Move. If the employeedetermines the locomotive unit is not safe to move, notify thetrain dispatcher, yardmaster, or other proper authority. Alsocomplete a non-complying tag and attach it to the Isolationswitch of the non-complying locomotive unit. The tag mustinclude:• The words “Non-ComplyingLocomotive” on the tag.• Locomotive unit initials and number.• Name of the inspecting railroad.• Nature of the defect.• Signature of the employee making theinspection.Rule 1-6. NON-COMPLYING CONDITIONEN ROUTE. A locomotive unit that develops a noncomplyingcondition en route may continue operating if theengineer or other qualified employee determines it is safe tomove and completes the requirements outlined in Rule 1-5.The locomotive unit may then be operated until the next dailyinspection is required or until it reaches the nearest pointwhere repairs can be made, whichever occurs first. Theengineer must do the following:1-22 26 March 2008

TC 55-88-1• Report any non-complying conditionson FRA Form 6180-49A.• Leave the completed FRA Form6180-49A with the non-complyinglocomotive unit unless otherwiseinstructed.• Report non-complying conditions to thetrain dispatcher, yardmaster, orsupervisor as soon as possible.• Notify, when possible, the relievingengineer of any non-complyingconditions.Rule 1-7. MOVEMENT OF LOCOMOTIVEWITHIN LOCOMOTIVE SERVICING TRACK AREA.Before moving locomotive units on servicing tracks,inspection must be made to determine that all personnel are ina safe position and clear for movement. It must be known thatall service hoses, cables, and other devices are disconnectedfrom the locomotive units and clear of the track beforemoving.a. Air Brakes Operate. The employee incharge of the locomotive consist must know that air brakesoperate properly before moving the locomotive. Thefollowing must be known:26 March 2008 1-23

TC 55-88-1• Brakes on each locomotive unit of amultiple unit consist can be applied andreleased with both the independent andautomatic brake valves in the controlcab.• Brake cylinder pistons and shoes moveproperly. The brake cylinder air gaugemay indicate air pressure changes eventhough the brake is disabled by thecutout cock located at the truck.b. Coupling. When coupling locomotiveunits, check to see that brakes are applied and/or hand brake isapplied before coupling is made. After coupling, stretch totest the coupling on each locomotive unit as it is added to seethat the knuckle is in the LOCKED position.c. Uncoupling. When uncoupling from otherlocomotive units, sufficient hand brakes must be applied onunits left standing.d. Wheel Blocking. Where chocks, chains, orskates are used, see that they are removed before moving.1-24 26 March 2008

TC 55-88-1e. Dead Engine. Within the shop area, deadlocomotive units may be moved under the direction of themechanical foreman without cutting in the dead enginefeature. However, there must be an employee at the handbrake and the brake is applied until the coupling is made andtested. The hand brake must be applied before the deadlocomotive unit is uncoupled.f. Safety Stop Within the Shop. Whenmoving locomotive units into the diesel shop, a stop must bemade before entering and shop doors must be opened andproperly secured. An engineer must sound a properwhistle/bell signal before entering the diesel shop. Movementmay proceed if the shop track is clear and personnel are in asafe position. A safety stop must be made approximately15 feet before reaching the end of the stall. Complete themove to the end of the stall at a speed of not more than 1MPH. The locomotive unit must be secured by the handbrake.g. Operation Beyond the Terminal.Locomotive units that will operate beyond the terminal musthave a brake pipe and MU air hoses properly connectedbetween all units of the consist and cutout cocks. Angle cocksmust be opened as required. A Standing Locomotive Air Test(see Rule 1-2) must be performed.26 March 2008 1-25

TC 55-88-1h. Operation Within the Terminal.Locomotive units that will operate within a terminal, butbeyond the service tracks or shop area, must have a brake pipeproperly connected between all units of the locomotiveconsist. Cab controls must be properly positioned formovement. An application and release of the air brakes mustbe made using the automatic brake valve on the controllinglocomotive unit. An inspection must be made to see thatbrakes on all locomotive units apply and release properly.Rule 1-8. LEAVING LOCOMOTIVEUNATTENDED. Before a locomotive is left unattended, theengineer must know all of the following tasks have beenperformed.a. Leaving the Controlling Locomotive Unit.Before leaving the controlling unit, the controls must bepositioned to ensure securement as follows:• Center the reverse level and remove thehandle and place it in the proper holder,if any.• The Control and Fuel Pump switch andthe Engine Run switch should be turnedON if the unit will remain running.1-26 26 March 2008

TC 55-88-1• The Generator Field switch should beOFF.• Fully apply the independent brake.• The Isolation switch should be in theSTART/STOP/ISOLATE position.b. Securement – When Locomotive isRunning or Shut Down.• After the hand brakes are applied, theindependent brake and the automaticbrake must be released to ensurelocomotive unit(s) will not move. Theindependent brake must then be fullyapplied and the automatic brake must bereleased if the locomotive is notcoupled to cars. When the locomotiveis coupled to cars with the air brakesystem charged, a sufficient automaticbrake pipe pressure reduction must bemade.• The lead truck of the lead locomotiveunit in descending direction must bechocked with suitable blockingmaterial.• Cab doors and windows must be lockedon the controlling locomotive unit.26 March 2008 1-27

TC 55-88-1c. Mechanical Employees Not On Duty.When a locomotive is to be left at a location where themechanical personnel service employees are not on duty, inaddition to tasks listed in Rule 1-8 a and b, the following tasksmust be performed:• Apply hand brake on each locomotiveunit.• Cab doors and windows must be locked,if possible, on each locomotive unit.• It must be protected from anuncontrolled movement entering themain track in a descending direction byone of the following:• Placed on a track with derailprotection and as near as possibleto the derail in the descendingdirection.• Placed on a track with a FacingPoint switch lined and locked toprevent movement to the maintrack.• Placed on a track which has anascending grade sufficient toprevent entry to the main track.1-28 26 March 2008

TC 55-88-1If unable to place a locomotive on a protected track, it mustnot be left unattended unless specifically authorized by asupervisor. When so authorized, or when hand brakes will nothold the locomotive, one of the following must be done:• The locomotive must be coupled to asufficient number of cars on whichsufficient hand brakes are applied toprevent an uncontrolled movement.• A wheel of the lead locomotive unit indescending direction must be placed ona rail skate.• Any electrical cable is properly stowedor the disconnected end is placed into adummy receptacle or multi-unit cableholder.Rule 1-9. LOCOMOTIVE SHUTDOWNPROCEDURE. When a locomotive is to be left unattendedfor over 1 hour, all locomotive units are to be shut downexcept under the following conditions:• When ambient temperature is below orexpected to drop below 32 degreesFahrenheit.• During rain or snow conditions.• When tagged for bad batteries26 March 2008 1-29

TC 55-88-1• When a locomotive is left coupled to atrain or is left on a grade of over onepercent, the controlling locomotive unitmust be left idling to maintain mainreservoir and train line pressure.• When local instructions specifyotherwise.When required to shut down the engine, the controllinglocomotive unit is not to be shut down until it is known thatthe locomotive will not move with only the hand brakeapplied.a. At a locomotive service facility, the inboundengineer is to contact a mechanical personnel service trackemployee to determine if the locomotive is to be inspectedwithin 1 hour. If the inspection is not to be made within 1hour or the engineer is unable to contact the mechanicalemployee, the locomotive is to be shut down.b. To conserve battery life when thelocomotive is shut down, turn off all lights, heaters, and the airconditioner. On an electro-motive diesel (EMD) locomotive,units equipped with a turbocharger, do not open the Batteryswitch, 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 theBattery Knife switch opened.1-30 26 March 2008

TC 55-88-1c. If the lead locomotive of the consist has lessthan 200 gallons of fuel remaining, notify the train dispatcheror yardmaster of this fact before leaving the locomotiveunattended. If the lead locomotive is not running, leave onetrailing locomotive running when necessary to maintain an airsupply on the train.Rule 1-10. PICKING UP LOCOMOTIVE UNITS.Before picking up locomotive unit(s), ensure that they areproperly 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 anglecocks.• Position end platforms and connectsafety chains.• Position cab controls and air brakes forintended service.• Perform a Standing Locomotive AirTest (see Rule 1-2).• Remove any wheel blocking materialand release the hand brakes.Rule 1-11. REARRANGING LOCOMOTIVECONSIST. Before cutting away from a locomotive unit thatis being switched or rearranged in the consist, perform thefollowing tasks shown in Table 1-1.26 March 2008 1-31

TC 55-88-1Table 1-1. Separating Locomotive Engines in ConsistTask1 Cut in Control Switches2 Fully apply independent brake3 Close end and angle cocks4 Secure safety chains and end platforms5 Secure control cable or remove, if removable6 Apply sufficient hand brakes before cutting awayEngineRunningEngineDeadIf the locomotive is to be set out and left unattended,comply with Rule 1-9.NOTE: Before proceeding, comply with the applicable locomotiveair test (see Rule 1-2 and Rule 1-3).1-32 26 March 2008

TC 55-88-1Rule 1-12. OPERATING FROM OTHER THANLEADING LOCOMOTIVE UNIT. A light locomotiveconsist must be operated from the leading controls in thedirection of movement, unless movement is less than one mile.NOTE: A locomotive being controlled from other than thelead locomotive unit in the direction of movement must notexceed 20 MPH.Rule 1-13. CHANGING CONTROLLING ENDS.When changing ends on a locomotive consist, the followingsteps must be performed, in proper sequence, without delay:a. Cutting Out.• Move independent brake handle toFULL APPLICATION position.• Make a 20 psi brake pipe reduction.• Cut out automatic brake valve cutoutvalve.• Move automatic brake valve tocontinuous service.• Move MU2A valve or double portedcutout cock to “TRAIL” or “OUT”position.• Move the independent brake valve tothe RELEASE position.• Center the reverser lever and removethe handle, placing it in the properholder.26 March 2008 1-33

TC 55-88-1• Position the Control and Fuel Pumpswitch, the Generator Field switch, andthe Engine Run switch to their properposition (see Chart 1-A).• Position the Headlight Control switch tothe proper trailing position.NOTE: Proceed without delay to the other end of thelocomotive consist.b. Cutting In.• Position the Control and Fuel Pumpswitch, the Generator Field switch, andthe Engine Run switch to their properposition (see Chart 1-A).• Place the independent brake valvehandle in the FULL APPLICATIONposition.• Position the MU-2A valve or doubleported cutout cock to “LEAD” or “IN”position.• Move the automatic brake valve handleto the RELEASE position.1-34 26 March 2008

TC 55-88-1• After the equalizing reservoir pressureis above brake pipe pressure, positionthe automatic brake valve cutout valvein the “FREIGHT” position.• Insert the reverse lever.• Position the Headlight Control switch tothe proper position for controlling theunit operation.• Comply with the applicable locomotiveair tests (see Rule 1-2).Rule 1-14. LOCOMOTIVE UNITREPLACEMENT. Locomotive units equipped withalignment control couplers being handled dead-in-train (DIT)must be coupled behind the road locomotive. Locomotiveunits without alignment control couplers being handled DITmust 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 thesame train, they must be separated by placing them not lessthan five cars between each unit. All locomotive units beinghandled DIT must be set up as prescribed in Rule 1-16.26 March 2008 1-35

TC 55-88-1Rule 1-15. ISOLATING LOCOMOTIVES. TheIsolation switch must be in the RUN position on alllocomotive units in the consist, except when it is necessary toisolate unit(s) due to mechanical failure. When a locomotiveunit has been isolated for any reason, it must be watchedclosely and not permitted to remain in the locomotive consistunless it has been determined that all of its wheels rotatefreely.Rule 1-16. DEAD ENGINE SET UPREQUIREMENTS. When the dead locomotive units cannotbe handled in the working locomotive consist, they must behandled DIT and controls must be positioned as follows:• Automatic brake valve cut out.• Independent brake valve cut out and thehandle in the RELEASE position.• Main reservoir drained.• Dead engine feature cut in.• End cocks of the actuating pipe and theapplication and release pipe must beopen.• Transition lever (if equipped) inOFF position.• Reverse lever centered and handleremoved.• Generator Field switch in OFF position.• Isolation switch inSTART/STOP/ISOLATE position.1-36 26 March 2008

TC 55-88-1• All other switches must be turned OFFand the main Battery Knife switch mustbe opened.• Locomotive units without alignmentcontrol couplers being handled DITmust be placed not less than five cars,nor more than 15 cars, from the rear ofthe train. If two such locomotive unitsare handled in the same train, they mustbe separated by placing not less thanfive cars between each locomotive unit.• Locomotive units with alignmentcontrol couplers being handled DITmust be coupled behind the roadlocomotive.Rule 1-17. LOCOMOTIVE FLAT SPOTS.Locomotive units having one or more flats spots that are2 ½ inches in length or adjoining flat spots or more than2 inches, must be set out at the first available point. Speedmust not exceed 10 MPH to the set out point.26 March 2008 1-37

TC 55-88-1Rule 1-18. LOCOMOTIVE AMPERAGE. Theloadmeter on the control console gives the following twoindications.• Traction motor current in the No. 2traction motor, or an average of thecurrent in all traction motors in a singleunit (depending on the model year),when in power.• Dynamic brake grid current when in thedynamic brake (if so equipped).In the event the loadmeter becomes inoperative, the minimumcontinuous speed rating of the locomotive that should bemaintained is approximately 10 MPH for all units whenoperating at full throttle. Short time rating is a term used todescribe the length of time a locomotive may be operated atvarious high amperage levels before traction motor damageoccurs. The locomotive is designed to withstand overloadoperation if the condition does not exceed the limits indicatedon the loadmeter dial or on the load limit plate adjacent to theloadmeter. The greater the overload, the further the pointerswings over into the overload area, and the less time thelocomotive can operate without the traction motorsoverheating. Overheating will damage the insulation and eventhough no failure may occur at the time, the resultingdeterioration will cause subsequent failure. A plate near theloadmeter, called the short time rating plate, gives the timelimits for operating locomotives at various levels of current.Do not operate a locomotive at a level of current longer thanthe plate indicates. Do not run the locomotive at more than1-38 26 March 2008

TC 55-88-1one consecutive short time rate for the maximum time at eachrate.• For example, do not run the locomotiveat the ¼ hour rating for ¼ hour then the½ hour rating for ½ hour, then the1 hour rating for 1 hour.• If the loadmeter reading exceeds theshort time ratings indicated on the plate,then reduce the tonnage or double thetrain.Short time ratings are not cumulative. When you addoperations of less than 20 minutes in short time ratingstogether, their sum must not exceed the limit of the mostrestrictive zone reached by the loadmeter pointer. Operationsin short time ratings 20 minutes or more apart are consideredseparate operations. Otherwise, the tonnage must be reduced,the train doubled or help must be obtained.Rule 1-19. REVERSE LEVER. During normaloperations, locomotive must be brought to a complete stopbefore moving the reverse lever.26 March 2008 1-39

TC 55-88-1Rule 1-20. GROUND RELAY. A protective devicethat functions to prevent operation of a locomotive in theevent of a short circuit or ground in the electrical equipment.This is done to ensure the safety of the crew on the locomotiveand to prevent damaging the locomotive itself.a. Manual Ground Relay Reset. Locomotiveunits equipped with manual ground relay reset may be reset bypressing the reset button on the lead unit. A ground relay tripresults in the following:• Ground Relay Light will illuminate onthe affected unit.• Diesel engine will reduce to idle on theaffected unit.• Alarm bell will ring throughout thelocomotive consist.b. Maximum Resets Allowed. Locomotiveunits equipped with a Traction Motor Cutout switch may bereset three times after which the Traction Motor Cutout switchmust be used to attempt to isolate the problem traction motor.One additional reset may be attempted for each traction motorcutout position. After which, contact mechanical personnel.c. Automatic Ground Relay Reset.Locomotive units equipped with an automatic ground relayreset will attempt an automatic reset after a six to ten seconddelay following a ground relay trip. If the ground relay tripsfour times within a 12-minute interval, the reset will notoperate the fourth time and the unit must be isolated. If the1-40 26 March 2008

TC 55-88-1ground relay does not trip within the 12-minute interval, thedevice will start a new cycle. Repeated ground relay tripping,accompanied by unusual noises such as thumping orsquealing, may indicate serious traction motor trouble andmust be investigated at once.d. Railroad Crossings. Reducing the throttlewhen passing over rail crossings at a grade allows tractionmotor amperage to decay to a safe level before the mechanicalshock that occurs at rail crossings is transmitted to the motorbrushes.NOTE: To prevent traction motor flashover or ground relayaction when operating over a rail crossing at a grade, reducethe throttle to the No. 4 position or lower it until alllocomotive units have passed over the crossing.e. Reporting Ground Relay Action. Allground relay action must be reported on FRA Form 6180-49A.In addition, any unit isolated because of ground relay actionmust be reported to the train dispatcher, yardmaster orsupervisor.Rule 1-21. OVERHEATED TRACTION MOTORS.Serious damage to electrical equipment will occur if thelocomotive is allowed to stand with the throttle open. Thispractice is prohibited. Overheating or seizing of tractionmotor armature or support bearing may result in slidingwheels. Any indication of overheated bearings should beinvestigated at once to determine whether the heating is the26 March 2008 1-41

TC 55-88-1result of electrical difficulty in the traction motor ormechanical trouble in the bearings (see Figure 1-1).Figure 1-1. Traction MotorExamination must include inspection of:• Wheel hubs.• Journals.• Support bearings.• Armature bearings.• Pinion bearings.• Gear case.• Discoloration of gear case or areaaround the bearings. These areindications of excessive heat.1-42 26 March 2008

TC 55-88-1Wheels may overheat or slide due to brakes sticking, brakerigging binding, damaged traction motor bearings, or brokenpinion or bull gear teeth. A unit with an overheated tractionmotor 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 oncontinuously, it indicates difficulty or sliding wheels. Reducethrottle or add sand to locomotive to reduce wheel slip.Rule 1-23. DIESEL ENGINE OVERSPEED. Dieselengine overspeed protection is provided on all locomotiveunits. Protection is provided by sounding an alarm bell andshutting down the diesel engine, should the diesel enginespeed becomes excessive. To reset the diesel engineoverspeed:• ON the EMD unit, move the reset lever(located near the engine governor)counter clockwise until it latches.• On the General Electric (GE) unit, pushthe reset button near the governor orpull and hold the lay shaft for 3seconds.26 March 2008 1-43

TC 55-88-1Rule 1-24. EMD GOVERNOR LOW/HOT OILRESET PLUNGER. The governor low/hot oil reset plungerwill trip under either the following conditions:• When the lubrication oil pressure dropsto a dangerously low level.• When the lubrication oil becomesexcessively hot.The diesel engine will shut down and the governor shutdownalarm light will come on at the engine control panel when thegovernor reset plunger trips. When the fault occurs:• Isolate the unit.• Check the air compressor lubrication oillevel if the air compressor alarm light ison.• Reset the governor reset plunger.• Start the diesel engine and inspect thelubrication oil level and pressure (whichshould be between 15 and 40 psi idle).1-44 26 March 2008

TC 55-88-1The governor plunger also trips in conjunction with thetripping 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 amaximum of three times. One additional reset may beattempted for each trip that results from the action of otherprotective devices.Rule 1-25. LOW WATER RESET BUTTON. Thelow water protective device shuts down the diesel enginewhen cooling water pressure is severely low. When it trips, italso causes the engine governor reset plunger to trip. Whenfault occurs:• Isolate the locomotive unit.• Check the cooling water level and forany 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 theproper water level, obvious leaks, and proper cooling fanand/or shutter operation.26 March 2008 1-45

TC 55-88-1NOTE: The low water reset button may be reset a maximumof three times. The low water reset button is located on theengineer’s side in the engine compartment near the layshaft.Rule 1-26. CRANKCASE OVERPRESSUREDETECTOR. The crankcase overpressure detector deviceshuts down the diesel engine when gases produce a positivepressure in the crankcase, thus avoiding a possible crankcaseexplosion. The mechanical personnel must inspect the dieselengine and release it for service if it has shut down due tocrankcase overpressure detector action.NOTE: Do not attempt to restart a diesel engine that has beenshut down due to crankcase overpressure detector action.Rule 1-27. SAFETY CONTROL DEVICES. Safetycontrol devices must be operative and cutout cocks or switchesrelated to such devices must be cut in and sealed duringoperation of a locomotive. If one of these devices listed in thisrule malfunctions, the device must be repaired or cutout by amechanical personnel employee only, or the locomotive unitmust 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 thepurpose of a properly functioning safety control device isprohibited.1-46 26 March 2008

TC 55-88-1a. Locomotive Overspeed. The purpose ofthe locomotive overspeed control is to prevent serious damageto traction motor armature due to centrifugal force of therotating armature resulting from high speeds. The gear ratiobetween the traction motor and the wheel governs themaximum speed at which various classes of locomotives maybe operated. If the locomotive overspeed trips, a penaltybrake application will occur and the PCS will open.b. Safety Alerter. The alerter light and hornassembly is sealed. If the seal is found broken, a report mustbe made to the mechanical personnel before leaving theterminal. If the engineer is not actively engaged in controllingthe locomotive after an elapsed time between 30 and 120seconds, a horn and warning lights will come on withincreasing intensity for 10 seconds. If the engineer does nottake action during this time, a penalty brake application willoccur and the PCS will open. To prevent a penalty brakeapplication, one of the following actions must be taken beforethe warning period expires:• Change the throttle position aboveNo. 2.• Depress the independent brake valvehandle.• Change the level of dynamic braking.• Sound the locomotive whistle.• Vary the power reduction rheostat morethan 50 amperes.26 March 2008 1-47

TC 55-88-1• If standing, apply the locomotive brakewith at least 25 psi.• Press the alerter manual reset button.The alerter will not function if the automatic brake valve is cutout. If the alerter is tripped, it can be reset by recovering froma penalty brake application.Rule 1-28. DYNAMIC BRAKE WARNING LIGHT.A brake warning light is located on the control console. Thislight will come on whenever a dynamic brake overloadcondition exists on any unit in the locomotive consist. Whenlit, the engineer must reduce the dynamic brake currentimmediately to prevent possible damage to the motors and theresistor grid assembly to stay on. If the desired speed cannotbe maintained with the dynamic brake alone, the automatic airbrakes must be applied in conjunction with the dynamic brake.The independent air brake must be kept released to avoidsliding of the wheels. Unless otherwise provided, thelocomotive must not be operated with the dynamic brakewarning light lit.Rule 1-29.DIESEL ENGINE COOLING.WARNING: YOU MAY BE SERIOUSLY BURNEDWHILE ADDING COOLING WATER TO A DIESELENGINE IF YOU ARE NOT CAREFUL OR IF YOUFAIL TO READ THE WATER SIGHT GLASSCORRECTLY.1-48 26 March 2008

TC 55-88-1a. EMD Locomotive Units. The coolingwater is constantly circulated through the radiators.Therefore, the holding tank and radiators are always full ofwater. Cooling is controlled by the cooling fans running, ornot running. Air conditioning contactors are controlled byengine temperature switches which turn on cooling fans andcontrol air-actuated shutters on unit so equipped.(1) The water level sight glass usuallyhas two scales. The top scale measures the water level on adead engine. The lower scale measures the water level on arunning engine.(2) Water is pumped to the aircompressor for cooling and through the temperature switchmanifold. Temperature sensors in the manifold respond towater temperature changes to operate the cooling fans andshutters. These fans blow fresh air through the radiators tocool the water from the diesel engine.(3) If normal operating temperature isexceeded, a high engine temperature sensor (ETS) causes arelay to be energized which reduces the engine load andrevolutions per minute, and the hot engine light will come onin the affected unit and an alarm bell will ring throughout thelocomotive consist. When the engine temperature is reducedto a safe level, full power is automatically restored. On unitswithout ETS, the hot engine light will come on in the affectedunit and alarm bell will ring throughout the locomotiveconsist. If the engine temperature becomes high enough to26 March 2008 1-49

TC 55-88-1turn the water to steam, water pump cavitations can occur andthe engine will shut down by the low water button.(4) Engine temperature is indicated bya 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 aredivided into segments. As engine temperature changes, theseradiator segments are filled, or emptied, to increase ordecrease cooling. As the water temperature decreases, the hotwater in some of the radiator segments flushes back into thewater holding tank.WARNING: IF YOU REMOVE THE WATERPRESSURE CAP ON A UNIT THAT IS HOT, YOUEXPOSE YOURSELF TO THE POSSIBILITY THATWHEN YOU ADD COLD WATER, THE RADIATORSWILL FLUSH VERY HOT WATER BACK INTO THEHOLDING TANK AND OUT THROUGH THE FILLSPOUT. THIS ACTION IS EXTREMELYDANGEROUS TO ANYONE STANDING NEAR THEOPEN FILL SPOUT.(1) There are two water level sightglasses: one for the deep side of the tank and one for theshallow side. The FULL AT IDLE and the LOW AT IDLEmarks are on the sign glass located on the shallow tank. Whenthe engine is hot, look at the deep tank sight glass. The badge1-50 26 March 2008

TC 55-88-1plate will indicate whether additional cooling water isrequired.(2) Because of the filling and purgingof many radiators segments, if the engine is running hot, allthe radiator segments will be full of cooling water, leaving thetank 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 10minutes before adding water. When you add cold water,the hot water in the radiator segments will rush back downinto the holding tank. PROTECT YOURSELF FROMBURNS.c. All Locomotives.• Make accurate sight glass readings.• When so equipped, use the water fillhose nozzle.• If you remove the pressure cap on thecooling water tank, USE EXTREMECAUTION. Pressure relief valve mustbe used prior to removal of the cap.• If you need to add cooling water,KNOW YOUR SYSTEM.• When filling a GE locomotive, let theengine idle for 10 minutes beforeadding water. When using the water fillspout on the engineer’s side of the26 March 2008 1-51

TC 55-88-1locomotive, be particularly careful andstand well clear of the filling spout.CAUTION: Do not add water to a hot engine when wateris not visible in the water sight glass.Rule 1-30. EVENT RECORDERS. The use of anymethod to alter, lessen or defeat the purpose of an eventrecorder is prohibited.1-52 26 March 2008

TC 55-88-1CHAPTER 2RULES FOR AIR BRAKE TESTS AND INSPECTIONSRule 2-1. RESPONSIBILITY FOR TRAININSPECTION AND TEST. Operations supervisors arejointly responsible with inspectors, enginemen and trainmenfor the condition of air brake equipment on locomotives andcars to the extent that it is possible to detect defectiveequipment by the required inspections and tests. While airbrake tests are being made, trains are under the jurisdiction ofemployees making such tests. Trains must not be moved untilauthorized to do so. It must be determined all employees aresafely positioned before authority to move is granted. Duringair brake tests, brakes must not be applied or released untilproper signal is given. Employee in charge of the air test isresponsible for giving the signal to apply brakes. Whennecessary to work under cars in trains where accidentalmovement of the car being worked on could occur, sufficienthand brakes must be applied adjacent tot eh car to preventsuch movement.Rule 2-2. INSPECTION OF FREIGHT CARS.Each car placed in a train must receive the following safetyinspection. Any car found with a defect that makes it unsafefor movement must be corrected or set out of train. Cars mustbe 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 placardedhazardous material car.• Insecure coupling device.• Overheated wheel or journal.• Broken or extensively cracked wheel.• Brake that fails to release.• Any other apparent safety hazard likelyto cause an accident or casualty beforethe train arrives at its destination.• Retaining valve set to the(EX) EXHAUST position.a. Open top loads, including trailers andcontainers on flat cars must be safely loaded.b. Where width or height appear close toclearance lines, check that the movement has been clearedwith proper authority.c. Freight cars carrying bad order tags that are“safe for movement” may be taken in train to the nearest pointwhere repairs can be made.2-2 26 March 2008

TC 55-88-1d. Inspection of placarded cars must include avisual inspection to see that trucks and journal boxes are inproper condition for service. Friction journal boxes must havea minimum level of one inch visible oil.e. Before loaded placarded cars are acceptedfor movement in a train beyond a required inspection point,which includes interchanges with other railroads, aninspection must be made to ensure the cars are in a safecondition for movement. Unsafe shipments must be rejected.Rule 2-3. COUPLING TO TRAIN ANDCHARGING. After the locomotive has been coupled to thetrain, the couplers between the locomotive and the train (andwhere possible the entire train) must be stretched to see that allcouplings are made. When this is known, the engineer mustfully apply the locomotive brake. Before air hoses betweenthe locomotive and the train are couple, condensation shouldbe blown from them by slightly opening each angle cock.After coupling the brake pipe hose, the angle cock on thelocomotive must be opened slowly. The angle cock handlesmust be locked in the OPEN position. When charging thetrain, if the main reservoir pressure drops below 105 psi, turnoff the Generator Field switch, center the reverser handle, andadvance the throttle as needed, but not higher than the No. 4position. The main reservoir pressure must be closelyobserved and when the gauge indicates 120 psi, the throttlemust be reduced to idle. Fuel conservation must be aconsideration during this procedure. When the main reservoirair is used to charge the auxiliary or work train equipmentsuch as derricks, plows, spreaders, pneumatic side dump or26 March 2008 2-3

TC 55-88-1bottom dump cars, sound judgment should be exercised inmaintaining the main reservoir pressure. When standing, thedynamic braking position of the engine controls must not beused to increase the engine speed for the purpose of chargingthe air brake system. Over charged air brake equipment onlocomotives can be corrected by one of the followingmethods:• Make two or more 20 psi brake pipepressure reductions and releases.• Make one emergency brake applicationand release.For Train Line Over-Charge, use the following procedures:• Adjust regulating valve to desiredpressure.• Place automatic brake in Emergency for1 minute.• Place automatic brake valve inRELEASE position until brake pipepressure reaches 20 psi.• Place automatic brake valve incontinuous service for 1 minute.• Place automatic brake valve inRELEASE position.2-4 26 March 2008

TC 55-88-1Rule 2-4. CALIBRATED TELEMETRY SYSTEM.A calibrated telemetry system may be used to assist in themaking of an air test. At a location where the telemetrysystem is initially installed, a calibration check must beperformed. To perform a calibration check, the pressureindicated on the end of train telemetry device must becompared with the pressure displayed on the head end device.If the difference between the two readings does not exceed3 psi, the telemetry system maybe used to make an air braketest. When making an air brake test, a calibrated telemetrysystem may be used to determine the following:• Air pressure at the rear of the train.• Brakes on the rear car of the train havebeen applied and released after thetelemetry system has indicated a brakepipe pressure reduction of at least 5 psifollowed by a pressure increase of atleast 5 psi.Rule 2-5. LEAKAGE TEST PROCEDURE. Duringa brake pipe leakage test, when the controlling locomotive oryard air brake testing device is equipped with a maintainingfeature, this feature must be cut out during train air brakeleakage tests after required brake pipe reduction has beenmade. When a leakage test is required, performing thefollowing tasks in the sequence shown:26 March 2008 2-5

TC 55-88-1• Make a 20 psi brake pip pressurereduction.• Wait at least 60 seconds after the brakepipe air has stopped exhausting at theautomatic brake valve.• Cut out the pressure maintaining featureby moving the automatic brake valve tothe OUT position.• Wait at least 60 seconds for the brakepipe pressure to stabilize.• Determine the brake pipe leakage for1 minute, making sure it does notexceed 5 psi per minute. If leakageexceeds 5 psi per minute, notify thosewho are inspecting the train thatexcessive leakage exists. Train must beinspected for leaks and leakagecorrected. After leakage is corrected,leakage tests must be repeated.• If leakage is within the allowable limits,and after receiving a proper releasesignal, place the automatic brake valvehandle in the RELEASE or RUNNINGposition.2-6 26 March 2008

TC 55-88-1• Cut in the pressure maintaining featureby placing the brake valve cutoff valvein the FRT and PASS position, asappropriate for the service to beperformed.• Notify those who are inspecting thetrain that the brakes have been released.Rule 2-6. INITIAL TERMINAL AIR TEST. Thistest must be performed under any one of the followingconditions (see also Table 2-1):• When the train is originally made up.• When the train consist is changed otherthan by adding or removing solid blocksof cars and car air brake reservoirsremain charged.• When the train is received in theinterchange and the train consist ischanged (other than by one or acombination of the following) and thecar air brake reservoirs remain charged:• Removing or adding solid blocks ofcars.• Changing locomotive.• Changing or removing caboose.26 March 2008 2-7

TC 55-88-1When the test is required, perform the following tests:INSPECTION AND TEST FOR REQUIRED AIRPRESSURE. Charge the air brake system to within 15 poundsof the locomotive regulating valve setting, as indicated by agauge or device connected to the brake pipe at the rear of thetrain. During the test, do not apply or release the brakesunless 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 thebrake application to determine that:• The angle cocks are positioned properlyas should retaining valves. Check forleakage.• Brakes are applied on each car. Any carfound with inoperative brakes musthave the condition corrected or the carmust be set out before the train departsthe initial terminal.• The piston travel is correct. The freightcar air brake piston travel must beadjusted to nominally 7 inches if thetravel is less than 7 inches or more than9 inches on body-mounted brakecylinders. Minimum brake cylinder2-8 26 March 2008

TC 55-88-1piston travel of truck mounted brakecylinders must be sufficient to provideproper brake shoe clearance when thebrakes are released. Maximum pistontravel must not exceed 9 inches on thistype of equipment.• The piston travel of the brake cylinderson the freight cars equipped with another than standard single capacitybrake, must be adjusted as indicated onthe badge plate or the stenciling on thecar.• The brake rigging does not bind orfoul.• All parts of the brake equipmentare properly secured.• When 1) the piston travel of the bodymounted brake cylinders exceeds10 ½ inches, 2) the piston travel of thetruck mounted brake cylinder exceeds6 inches, or 3) the piston travel of thebrake cylinder (of other than a standardsingle capacity brake) exceeds thespecification on the badge plate orspecification stenciled on the car, thenthe air brakes must be considered asbeing inoperative.26 March 2008 2-9

TC 55-88-1• Any car found with inoperative airbrakes must have the conditioncorrected or the car must not be movedin the train.• Inspection and test completion. Whenthe test and inspection of the air brakeapplication is complete and the propernotification has been received, releasethe brakes and:• Notify those inspecting the trainthat the brakes have been released.• Inspect each brake to make surethat the brakes have all beenreleased. This inspection may bemade by a roll by.NOTIFICATION OF ENGINEER. A qualified person whoparticipated in the test and inspection or who knows that thetest was completed must notify the engineer that the InitialTerminal Air Test (see Rule 2-6) was performed satisfactorily.2-10 26 March 2008

TC 55-88-1Rule 2-7. TRANSFER TRAIN AND YARD TRAINMOVEMENT AIR TEST. Transfer train and yard trainmovements that exceed 20 miles must have an Initial TerminalAir Test (see Rule 2-6). On transfer train and yard trainmovements which exceed one mile but not more than 20miles, perform the following tasks:• Charge the air brake system to at least60 psi. The engineer can determine thebrake pipe pressure by cutting out theautomatic brake valve and noting whatpressure the brake pipe pressurestabilizes (as indicated by the brakepipe pressure gauge).• Make a 20 psi brake pipe pressurereduction.• Visually see that the brakes apply oneach car.Rule 2-8. APPLICATION AND RELEASE AIRTEST. This test must be performed under any one of thefollowing instructions:• Cars are set out.• When required by Rule 2-11(Picking Up Cars En Route).• Locomotive and/or caboose arechanged.26 March 2008 2-11

TC 55-88-1• Controlling locomotive unit is changed.• Locomotive units are picked up or setout.When this test is required, perform the following tasks:• Charge the air brake system to within 15 psi ofthe locomotive regulating valve setting, asindicated by a gauge at the rear of the train orcalibrated telemetry system.• Receive proper notification to apply the brakes.• Make a 20 psi brake pipe pressure reduction.• Determine that the brakes apply and release onthe rear car by one of the following methods;• Observe on a calibrated telemetry system a brakepipe reduction of at least 5 psi followed by apressure increase of at least 5 psi.• Visually observe the brakes on the rear car.• Observing that the brake pipe pressure is beingrestored at the rear of the train.2-12 26 March 2008

TC 55-88-1Rule 2-9. DETACHING LOCOMOTIVE ORSEPARATING TRAIN. Complete the following tasks whendetaching a locomotive or separating a train or cars that arebeing handled with air brakes:• Make at least 20 psi brake pipe pressurereduction.• The engineer must notify a crewmember when the air has stoppedexhausting at the automatic brake valve.• Close the angle cock on the locomotiveunit or on the rear car that will remainwith the locomotive.• Make sure that the angle cock on thedetached portion of the train of cars leftstanding is open to allow an emergencybrake application on the detachedportion.Rule 2-10.CARS.RECOUPLING LOCOMOTIVE ORa. Separated More Than Two Hours. Ifrecoupling to cars that have been separated from thelocomotive for more than 2 hours, conduct an Initial TerminalAir Test (see Rule 2-6).26 March 2008 2-13

TC 55-88-1b. Separated for Two Hours or Less. Afterrecoupling a locomotive to cars that are being handled with airbrakes and have not been separated from the locomotive formore than 2 hours, perform the following tasks:• Open the angle cocks.• Determine that the brake pipe pressureis being restored at the rear of the trainby a gauge or a calibrated telemetrysystem.In the absence of a gauge or calibrated telemetry system,visually observe that the brakes apply and release on the rearcar.Rule 2-11.PICKING UP CARS EN ROUTE.a. Not Previously Tested. When picking upcars that have not been previously air tested or cars, in whichthe air in the brake pipe has been depleted for over 2 hours,perform the following tasks:• Charge the air brake system to 75 psi, asindicated by a gauge at the rear of thetrain or a calibrated telemetry system.• Receive the proper notification to applythe brakes.• Perform a Leakage Test (see Rule 2-5).2-14 26 March 2008

TC 55-88-1• Determine that the brakes apply andrelease on all cars picked up.• Determine that the brakes apply andrelease on the rear car by one of thefollowing methods:• Observe (on a calibrated telemetrysystem) a brake pipe reduction of atleast 5 psi followed by a pressureincrease of at least 5 psi.• Visually observe the brakes on therear car.• Observing that the brake pipe pressureis being restored at the rear of the train.b. Previously Tested. When picking up carsthat have been previously air tested and the air in the brakepipe on these cars has not been depleted over 2 hours, performan Application and Release Air Test (see Rule 2-8). Caradded to a train must be given an Initial Terminal Air Test(see Rule 2-6) at the next terminal where facilities areavailable for such inspection.26 March 2008 2-15

TC 55-88-1Rule 2-12. RUNNING AIR TEST. Before cresting agrade in anticipation of an extended descent where the airbrakes may be necessary to control the speed of the train, theengineer must determine that the brake pipe pressure is beingmaintained at the rear of the train. If the pressure cannot bedetermined, the engineer must apply the train brakes withsufficient force to determine that the brakes are operatingproperly, the train must be stopped, and the cause of thefailure must be determined and corrected.Rule 2-13. AIR FLOW METHOD (AFM) BRAKETEST. When testing the train air brake system using theAFM, the AFM may be performed only if the controllinglocomotive of the train is equipped with the followingoperating 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 within15 pounds of the regulating valvesetting as indicated by an accurategauge at the rear of the train.• Observe the brake pipe flow indicatorand note that the indicator pointer is ator to the left of the 60 CFM calibrationmark.2-16 26 March 2008

TC 55-88-1• After receiving the proper signal, makea 20 psi brake pipe reduction.However, do not cut out brake valvecutout cock. Employees assisting in thetest will observe the car(s) of the trainfor the application of brakes as requiredby the type of test being performed.After the proper signal, the engineerwill release the brakes and the releasewill be observed as shown in Rule 2-5.The train may proceed upon indicationthat the brakes on the rear car havereleased and that the AFM indicatorpointer is returning toward the left.If at any time the AFM indicator becomes inoperative,engineer will revert to a brake pipe leakage test as prescribedby the Air Brake and Train Handling Rules and Instructions(see Rule 2-5). During train operation, if the AFM indicator’smovable pointer does not return to the limits established in theInitial Terminal Air Test (60 CFM or less) within a reasonabletime or the 15 pound brake pipe gradient cannot bemaintained, the train crew must notify the train dispatcher/yardmaster. The train dispatcher/yardmaster will arrange tohave the train inspected and repaired if any leaks are found.26 March 2008 2-17

TC 55-88-1Table 2-1. Air Test Quick ReferenceNOTE: This chart is meant as a quick reference only and isbased on freight trains using a 90 psi regulating valve settingon the controlling locomotive unit. You are advised to refer tothe appropriate Rules for detailed information andrequirements of each test.Air TestInitial TerminalTransfer Train andYardApplication andReleaseIntermediateInspectionPicking Up CarsEn RouteIn-Bound BrakeInspectionRecouple Locomotiveor CarsABTH Rule2-62-72-82-102-112-122-13RequiredPressure75 psi60 psi75 psiNon-Specified75 psiN/ANon-SpecifiedRequired BrakePipe PressureReduction20 psi20 psi20 psi20 psi20 psi60 psi20 psiLeakage TestRequiredYESNONOYESYESNONO2-18 26 March 2008

TC 55-88-1CHAPTER 3RULES FOR TRAIN EQUIPMENT ANDSECUREMENTRule 3-1. ANGLE COCKS. Angle cocks mustNEVER 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 orcommunicate by radio that the brakevalve exhaust has ceased.• Gradually open the angle cock to theFULL OPEN position.When cutting in the air with the brake pipe charged, open theangle cock slowly to prevent an emergency brake application.Rule 3-2. AIR HOSE HEIGHT. When air hoses arecoupled, ensure the brake pipe hose support is adjusted so theglad hands are 4 to 5 inches above the top of the rail.26 March 2008 3-1

TC 55-88-1Rule 3-3. SECURING EQUIPMENT AGAINSTUNDESIRED MOVEMENT. Crew members areresponsible for securing standing equipment with hand brakesto prevent undesired movement. The air brake system mustnot be depended upon to prevent an undesired movement.Determining the number of hand brakes to be applied dependson:• Grade and adhesion.• Number of loaded and empty cars.• Weather conditions (wind andtemperature).When setting out cars on a grade with slack bunched, applythe hand brakes on the low end of the cut of cars. Whensetting out cars on a grade with slack stretched, apply the handbrakes 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 slackas applies.• Ensure all movement has stopped.• Request 3 step protection.• Set hand brakes in accordance withRule 3-3b.3-2 26 March 2008

TC 55-88-1• Test brakes by releasing theindependent and automatic air brakes.• If movement occurs, repeat all steps.(1) Securing Equipment WhenDetaching Locomotives. When any part of a train is leftstanding and train brake inspection is not required, do notdepend on the air brake system to secure the cars. Whendetaching locomotives or locomotives and cars:• Secure equipment againstundesired movement asoutlined above.• Release air brakes to ensurehand brakes will preventmovement.• Make a 20 psi brake pipereduction.• Close angle cock on rearlocomotive or last car to bedetached from portion leftstanding. Leave angle cockopen on portion left standing.• Allow brakes on any standingportion to apply in emergency.When available, use the endof-traintelemetry device tomake sure that brake pipepressure drops to 0 psi.26 March 2008 3-3

TC 55-88-1• Do not bottle air or maintainair pressure in the brake pipewhen locomotives are detachedor yard air is uncoupled.However, after the brake pipepressure has completelyexhausted, the angle cock onthe standing portion of thetrain may be closed to allow alocomotive to switch the carsfrom the opposite end.(2) Securing an Unattended Train orPortion of Train with Locomotive Attached. To secure a trainor a portion of a train with the locomotive consist attached,perform the steps below:• Make a 20 psi brake pipereduction.• Secure equipment againstundesired movement asoutlined above.• Release air brakes to ensurehand brakes preventmovement.• Secure the locomotives asoutlined above.3-4 26 March 2008

TC 55-88-1b. Hand Brake Matrix.(1) Cars. The following is theminimum number of fully applied hand brakes or blocking toapply to hold cars on the grades indicated.Grade Empties LoadsLevel 1% of cars 2% of cars.5% 7% of cars 14% of cars1.0% 15% of cars 29% of cars1.5% 23% of cars 45% of cars2.0% 30% of cars 60% of cars2.5% 38% of cars 75% of cars3.0% 45% of cars 90% of cars3.5% 53% of cars 100% of cars4.0% and over 100% of cars 100% of cars26 March 2008 3-5

TC 55-88-1(2) Locomotives. When the grade isover 1.5 percent, you must apply all locomotive hand brakesin addition the wheels must be securely blocked.GradeLevel to .2%Over .2% to .5%Over .5% to 1%Over 1% to 1.5%Over 1.5%Minimum Number of AppliedHand BrakesOne of every 5 locomotivesOne of every 4 locomotivesOne of every 3 locomotivesOne of every 2 locomotivesAll Locomotives3-6 26 March 2008

TC 55-88-1CHAPTER 4RULES FOR TRAIN OPERATIONRule 4-1. TRAINS OPERATING ON GRADES.Great care must be exercised by engineers and conductorswhen handling the train or cars on grades. Before proceeding,they must know that full protection against uncontrolledmovement is provided by setting sufficient hand brakes oncars until the air brake system is fully charged and tested, anduntil required adjustments are made and retainers set (ifrequired).a. Starting from Summit of Grade. A trainmust not be allowed to start from the summit of a grade orfollowing a stop on a descending grade until the train brakesystem is sufficiently charged to a safe level.CAUTION: When approaching a descending grade of1.8 percent or greater, the speed must be at least 5 MPHbelow the maximum authorized speed as the train creststhe summit of the grade.b. Maximum Brake Pipe Reduction. Table4-1 shows maximum brake pipe reductions that must not beexceeded (to balance the grade).26 March 2008 4-1

TC 55-88-1Table 4-1. Maximum Brake Pipe ReductionsMaximum Brake PipeReductionMaximum SpeedAllowed13 psi Above 25 MPH18 psi 25 MPH or lessIf the train speed cannot be controlled with an 18 psi brakepipe pressure reduction, the train must be stopped and securedby setting the hand brakes. The train must not proceed until acomplete inspection of the train has been performed todetermine the cause. The supervisor must be notified beforeproceeding.c. Restoring Air Pressure. If necessary torestore the air brake pressure to a safe level before proceedingand if the independent brake may not hold the train, sufficienthand brakes must be set before the air brakes are released andbefore the system is recharged. After the brake pipe pressureis properly charged to a safe level, a sufficient brake pipepressure reduction must be made to hold the train while thehand brakes are being released.4-2 26 March 2008

TC 55-88-1d. Use of Retainers. When retainer valves areused, the following will govern:• Cars with an actual weight of 50 tons orless must have a retainer valve set to theLOW PRESSURE position(if equipped), or SLOW DIRECTposition (if not equipped).• Cars with an actual weight over50 tons must have the retainer valve setto HIGH PRESSURE position.(1) The short cycle method of brakingmust be used. This method consists of making frequentautomatic brake applications and short holds of theapplication. If the brake pipe pressure is gradually reducingand cannot be restored at a slower train speed, and the brakepipe reduction reaches 18 psi, the TRAIN MUST BESTOPPED and the air brake system recharged.(2) Trains which experience dynamicbrake failure, and trains which cannot be controlled at theallowed speed with the use of a full dynamic brake and an18 psi brake pipe pressure reduction 1) must STOP and 2)must have sufficient hand brakes applied to preventmovement. The train must not proceed until additionaldynamic braking is obtained, tonnage is reduced, or theretainer 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 55-88-13 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 brakecylinder pressure exhaust to the atmosphere is unrestricted.When the retainer is not being used, the retainer valve handlemust be in the EX position (pointing downward, parallel to thepipe).HP Position – HP is the HIGH-PRESSURE position. When aretainer is in the HP position, the flow of brake cylinderpressure exhaust to the atmosphere is controlled. When in theHP position, the handle points downward at a 45 degree angle.SD Position – SD is the SLOW DIRECT-EXHAUSTposition. When a retainer is in the SD position, the flow ofbrake cylinder pressure exhaust to the atmosphere iscompletely vented. When in the SD position, the handlepoints upward at a 45 degree angle.4-4 26 March 2008

TC 55-88-1Figure 4-1. 3 Position Retaining Valve26 March 2008 4-5

TC 55-88-14 Position Retainer Valve (see also Figure 4-2)EX Position – Same as 3 Position Retainer System.HP Position – Same as 3 Position Retainer SystemLP Position – LP is the LOW-PRESSURE position. When aretainer is in the LP position, the flow of brake cylinderpressure exhaust to the atmosphere is controlled.SD Position – Same as 3 Position Retainer System.4-6 26 March 2008

TC 55-88-1Figure 4-2. 4 Position Retaining Valve26 March 2008 4-7

TC 55-88-1Rule 4-2. SNOW AND ICE CONSIDERATIONS.When weather conditions are such that the depth of snow isnear or above the top of the rail, or such that icing conditionsmay exist, the train and engine crews must be on the alert forthe possibility of snow or ice building up on the brake shoes.Where conditions are favorable, a running application of thetrain brakes may be made to determine that the proper brakepower is available. When approaching descending grades,precautions must be taken to ensure that the brake shoes arefree of ice and snow.Rule 4-3.(PBA).PENALTY BRAKE APPLICATIONa. Pending PBA. A warning whistle willsound for approximately 4 to 6 seconds to alert the engineer toa pending penalty brake application. To prevent a PBAoccurrence, the engineer must depress the alerter button,actuate, change the throttle position, blow the whistle, ring thebell or move either of the brake valve handles.4-8 26 March 2008

TC 55-88-1b. PBA Occurrence. When a penalty brakeapplication occurs, a full service automatic brake applicationwill occur and the PCS will open. To recover from a penaltybrake application, perform the following tasks:• Place the automatic brake valve handlein the following position and leave itthere until the train stops:• SUPPRESSION position (26-C or30A-CDW).• LAP position (24-RL).• Place the throttle in the IDLE positionor place the dynamic brake lever in theOFF position.• After the train is stopped and the PCS isreset, the automatic brake valve handlemay be placed in the RELEASEposition when it is safe to do so.26 March 2008 4-9

TC 55-88-1Rule 4-4. BRAKE PIPE PRESSURE REDUCTIONFROM UNKNOWN SOURCE.a. Brakes Apply on Train. If the train brakesare applied at a service rate from an unknown source, theengineer must stop the train:• Leave the automatic brake valve handlein the RELEASE position.• Keep the locomotive brakes released.• Reduce the throttle gradually as thetrain slows down.• Sand the rails, if necessary.• As the train comes to a stop, fully applythe independent brake.b. Brakes Do Not Apply on Train. Whenevera brake pipe pressure reduction of 5 psi or more is observed onthe head end telemetry device due to an unknown cause andthe brakes do not apply, the engineer must ascertain the brakepipe continuity by making a brake pipe pressure reduction,observing a reduction in pressure on the head end telemetrydevice. If the head end telemetry device does not indicate abrake pipe pressure reduction, the train must be stopped andan inspection must be made to determine that the train is intactand that the brakes apply and release on the rear car.4-10 26 March 2008

TC 55-88-1Rule 4-5. MAXIMUM DYNAMIC BRAKEAXLES. Maximum operative dynamic brake for anylocomotive consist is 24 axles. When computing the numberof axles of the operative dynamic brake, locomotive unitsidentified as having high-capacity dynamic brake (electronicfront hitch [EFH] or electronic transfer hitch [ETH]) must beconsidered as having the following equivalent:• 4 axle unit = 6 axles• 6 axle unit = 8 axlesRule 4-6. USE OF DYNAMIC BRAKE TOCONTROL TRAIN. Consistent with good train handlingtechniques, the dynamic brake must be used as the primarymeans of reducing and controlling speed movements at speedsabove 18 MPH. Low speed yard and transfer movements onlevel or near level grades are examples of movements thatwould not “require” the use of dynamic braking.Rule 4-7. DYNAMIC BRAKE CUTOUT SWITCHAND CONTROL CIRCUIT BREAKER. Locomotive unitsare equipped with a dynamic brake control circuit on thecontrol console. On the controlling unit, this breaker must beturned ON for dynamic brakes to operate properly. Theposition of this breaker in trailing units has no effect on thedynamic brake. If it is necessary to cut out the dynamic brake,it must be known that all wheels of the unit continue to rotatefreely and the engine is tagged and a defect tag is placed onthe lead locomotive. A locomotive unit with traction motorscut out will not have an operative dynamic brake. If thedynamic break fails, immediate action must be taken to26 March 2008 4-11

TC 55-88-1control speed and prevent harsh slack action(stopping the rain, if required).Rule 4-8. USE OF ISOLATION SWITCHDURING DYNAMIC BRAKING. Locomotive units MUSTNOT be isolated while the dynamic brake is in operation.Isolating the unit, while using the dynamic brake, causes theelectrical load to be removed suddenly. This will result inserious damage to the electrical equipment.Rule 4-9. SHOVING CARS. During backup orshoving movements with cars, do not use more power thanneeded to start the movement smoothly. Always use thelowest possible throttle position when shoving through sharpcurves and turnouts or across bridges. During backup orshoving movements, the following maximum throttle positionapplies:Number of PoweredAxlesMaximum ThrottlePosition12 or less 814 616 518 420 maximum axles 3When a backup movement is necessary and a locomotive iscoupled at the rear, transfer control of the air brakes to the rearlocomotive before starting the movement.4-12 26 March 2008

TC 55-88-1Rule 4-10. CREW CHANGE PROCEDURES.When crews are changed, the inbound and outbound crewmembers must confer on the condition of the following:• Locomotive units.• Train.• Air brakes.• Telemetry system (where equipped).• Equipment discrepancies.• Dynamic brake. Dynamic brake cutoutswitches properly positioned to providemaximum allowable dynamic brake, notto exceed 24 operative axles.• Previous block signal indication, whenapplicable.• Status of daily inspection on locomotiveunits.The engineer and conductor must leave written notification ifthey are unable to confer with the outbound crew members.The outbound conductor and engineer must review thisinformation and discuss any discrepancies. The inboundengineer must notify the outbound engineer when the train hasexperienced an undesired emergency brake application.26 March 2008 4-13

TC 55-88-1Rule 4-11. INITIATING TRAIN MOVEMENT. Atpoints where a train is originally made up, or where consist ischanged, as soon as it is practicable and before enteringtrackage controlled by the train dispatcher/yardmaster, a crewmember must communicate the following information to thetrain dispatcher/yardmaster:• Loads, empties, tons and total trainlength, including locomotive.• Total locomotive units.• Maximum permissible speed.• Any locomotive unit defects.• Whether the train does or does notcontain high/wide loads.Any change to the above information which occurs en routemust be communicated to the train dispatcher/yardmaster atonce.4-14 26 March 2008

TC 55-88-1Rule 4-12. HIGH WINDS AND SEVEREWEATHER. When a train (other than a unit train handlingbulk commodities) experiences severe weather and/or highwinds that suddenly reduces the train speed by 5 MPH ormore, the train must stop and not proceed until the severewind conditions have subsided. When the traindispatcher/yardmaster/manager receives notification of highwind conditions, he/she will contact all effected trains,advising maximum speed permitted within the affected area.Rule 4-13. APPLYING BRAKES FROM REAREND OF TRAIN. When moving forward, brakes must not beapplied from the rear of the train, except in the case of anemergency or when a stop signal cannot be given to theengineer by radio, hand or lamp signal.Rule 4-14. OVERHEATING OF SLIDINGWHEELS. Crewmembers must watch trains closely for signsof overheating or sliding wheels while the train is in motion,particularly for wheels sliding at a low speed and whileretainers are in use. Should excessive overheating of wheelsoccur while retainers are in use, the trainman must turn theretainer valve handler on such car(s) to the RELEASE positionuntil the wheels have had sufficient time to cool. Thetrainman must closely inspect the wheels (that experienceexcessive heat) for flat spots, tread build up, cracked flanges,and plates. If defective wheels are found, the brake on suchcar must be cut out and the car must be set out at the firstopportunity.26 March 2008 4-15

TC 55-88-1Rule 4-15. STICKING AIR BRAKES. Brakes canremain 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 brakevalve (such as attempting to release a train brake applicationbefore the brake pipe exhaust closes) is a common cause ofsticking brakes. If the cause for the sticking brakes is fromimproper handling of the automatic brake valve, usually anadditional set and release (properly made) will correct thecondition. When it is found that brakes are sticking on acar(s), the engineer must be notified at once. If the air brakeon any car cannot be released normally from the locomotive,the train must be stopped and the brake on that car must be cutout (unless an inspection reveals that the brake was applieddue to a retainer valve being in another position other thanexhaust or that the hand brake was applied).Rule 4-16. CUTTING OUT CAR AIR BRAKES. Tocut out the brake, close the branch pip cutout cock and drainall the air pressure from the reservoirs and cylinders by use ofthe release valve. When the condition will permit, and it issafe to do so, the car may be handled to the next available4-16 26 March 2008

TC 55-88-1repair point. If the brakes are cut out, the following must benotified:• Engineer.• Train dispatcher/controller/yardmaster.• Relieving crew.• Mechanical personnel (must beinformed of the car number(s) involvedon arrival at the terminal).Control valves on articulated cars are located on platformshaving air reservoirs and auxiliary air reduction valves(located on platforms not having air reservoirs).NOTE: The proportion of air brakes in operation must neverbe less than 85 percent of all the brakes in the train. Not morethan two consecutive freight car brakes may be cut out in atrain. The cutting out of more than two consecutive brakesmay result in loss of emergency application reliability andresult in high in-train forces. The rear car of the train musthave an operating air brake. Articulated cars will beconsidered to have operating brakes when all control valvesare cut in. When a control valve is cut out, the number ofoperative brakes is reduced by one for each control valve thatis cut out. If more than one control valve and one auxiliary airreduction valve (in series) must be cut out, the articulated carmust be set out. If necessary to cut out the brakes on alocomotive unit, the brake on any truck can be cut out byclosing the cutout cock in the brake cylinder pipe leading tothat truck. This will permit the brake on the other truck tocontinue to operate.26 March 2008 4-17

TC 55-88-1Rule 4-17. SETOUT OF BAD ORDER CAR. Whenit is necessary to set out a bad order car, a prompt report mustbe made to the train dispatcher/yardmaster/manager stating thenature of the defect. Providing the following applicableinformation:• 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, specifyjournal number, size, and location bynumeric system.Rule 4-18. REGULATING VALVE. The regulatingvalve is used to reduce main reservoir pressure to the pressuredesired in the brake pipe. The pressure shall be determined bythe reading of the equalizing reservoir gauge with theautomatic brake valve handle in the RELEASE position.NOTE: Use of the regulating valve to apply and release thetrain brakes is prohibited.Rule 4-19. EQUALIZING RESERVOIRLEAKAGE. In the event a freight train has an equalizingreservoir leak in the territory where pressure maintainingbraking is being used, stop train, notify the supervisor andawait instructions.4-18 26 March 2008

TC 55-88-1Rule 4-20. DEFECTIVE PRESSUREMAINTAINING FEATURE. A locomotive unit having adefective pressure maintaining feature must not be used as thecontrolling unit of a train, but may remain in the locomotiveconsist.Rule 4-21.AIR BRAKES.EMERGENCY APPLICATION OFa. Crew Initiated. An emergency brakeapplication must not be used to stop a train except when life orproperty is in danger. When such an emergency demands theshortest possible stop, move the automatic brake valve handleto the EMERGENCY position, or pull the emergency brakehandle, and leave it there until the train has stopped. Noattempt should be made to release an emergency brakeapplication until the train has stopped.b. Response to Any Emergency BrakeApplication. When the train brakes apply at an emergencyrate from any cause, the locomotive brake cylinder pressuremust be exhausted by actuating the independent brake valve toprevent harsh slack action, excessive buff forces, and/orsliding of the wheels. No attempt should be made to releasean emergency brake application until the train stops.(1) When the train stops on a grade andthe independent brake MIGHT NOT hold the train, the trainmust be secured with sufficient hand brakes before the airbrakes are released and recharged. To assist trainmen infinding a break in the train line, and after properly securing the26 March 2008 4-19

TC 55-88-1train with sufficient hand brakes, the engineer may recover thePCS and place the automatic brake valve in the RELEASEposition to allow air into the brake pipe.(2) After an emergency brakeapplication, do not attempt to start a train until it is known thatthe brake pipe pressure has been restored to a safe level.When the brakes apply at an emergency rate on a train with ahelper locomotive cut in train or on rear, the helper engineermust immediately close the throttle and control the locomotivebrake cylinder pressure to prevent harsh slack action andsliding of the wheels.(3) If the speed of the locomotiveincreases considerably immediately following an emergencybrake application, it may be due to the train parting near thehead end. The locomotive brakes should be held released bydepressing the independent brake valve handles as long asthere is danger of the rear portion of the train colliding withthe front portion.(4) When the train is stopped by anemergency brake application, the engineer must not move thetrain until the proper proceed signal is received. Whennecessary to replace a knuckle or to perform any work underor between separated portions of the train, angle cocks onBOTH portions must be left open until the work is completedand the train is ready to be recoupled. The hand brakes mustbe applied on both portions to the extent necessary to preventmovement or run out of the slack when standing on a grade.4-20 26 March 2008

TC 55-88-1Rule 4-22. BRAKE MALFUNCTION. If the airbrakes do not respond properly when the automatic brakevalve, or emergency valve, is used on the head end of thetrain, place the train brakes in emergency by use of the end oftrain telemetry device (if equipped). When operating alocomotive in an extreme case of emergency (such as loss ofmain reservoir air pressure, brake equipment failure, loss ofdynamic brake, or any other failure which prevents controllingthe locomotive and/or train in the usual manner), any means ofstopping must be used.Rule 4-23. BRAKE APPLIED WHILE STOPPED.When safety permits, trains stopped on the main track orsiding must have automatic brakes applied and the automaticbrakes must remain applied until the train departs.Rule 4-24. BRAKE PIPE CONTINUITY CHECK.After stopping, and when ready to proceed, trains equippedwith a functioning telemetry system must check the brake pipecontinuity by observing a change in the pressure on the headend device.NOTE: If a functioning telemetry system does not indicate apressure change, the train must be inspected to ensure that theangle cocks are open, and it must be known that the brakesapply and release on the rear car. If the brakes do not applyand release on the rear car, the cause must be determined andthe condition corrected before proceeding. When conditionsdo not permit or require a release of brake pipe reduction, abrake pipe pressure change (with a functioning telemetrysystem) is not required.26 March 2008 4-21

TC 55-88-1Rule 4-25. INDEPENDENT BRAKEAPPLICATION. The independent brake must be cut in at alltimes and operated to avoid sliding of the wheels, overheatingof the wheels and brake shoes, or harsh slack action. Whenstopped, the independent brake must be fully applied. Whenmoving, the independent application must be controlled toprevent sliding of the wheels. Blocking the independent brakevalve handle in the BAIL position is prohibited. When thedynamic brake is not effective at very low speeds, theindependent brake may be used to control slack and trainspeed. At no time may the independent brake be used tosupplement the dynamic brake. The independent brake mustnot be used to control speed over 10 MPH on a moving train.Rule 4-26. SPEED CONTROL DURINGSWITCHING MOVEMENTS. When relying entirely on thelocomotive brakes to control speed during switchingmovements, 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

TC 55-88-1Cars must not be handled without the air brake system beingcharged unless it is known that they can be handled safely andcan be stopped within the required distance. When thelocomotive brake may not be sufficient to control themovement, the crew must couple the brake pipe hoses, openthe angle cocks and ascertain that the brakes are operative on asufficient number of cars to allow the engineer to safelycontrol the movement at all times.26 March 2008 4-23

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TC 55-88-1CHAPTER 5RULES AND INSTRUCTION FOR PROPER TRAINHANDLINGNOTE: Before reading the following section coveringrecommended methods of operating freight trains, it isessential that one understand the limitations of theseinstruction. It must be remembered that an instruction is notmeant to be a statement of the only method by which a train isto be operated. A train is a very complex system of machinerythat can react in many different ways to a given situation. Thetype of reactions are dependent on many factors including thearrangement of cars within a train, the train make-up, thelength of the train, the curvature of the track, grades, weatherconditions, whether or not a car is loaded or empty, the speedof the train, and characteristics of the locomotive consist. It issafe to say that for one reason or another, no two trains are thesame. While rules must be adhered to, instructions must beadjusted to fit each situation consistent with good trainhandling instructions.26 March 2008 5-1

TC 55-88-1Rule 5-1. STARTING TRAINS. The method used tostart a train requires the engineer to take into considerationmany important factors such as:• The throttle response characteristics ofthe locomotive.• The amount and condition of the slackin the train (stretched or bunched).• Rail conditions.• Tractive effort of the locomotiveconsist.• Tonnage.• Train length.• Terrain.a. Level Track (see Figure 5-1).• After the brakes have released on theentire train, release the independentbrake and move throttle to RUN 1.• If train does not start, move throttle toRUN 2 or higher (but not above RUN4) until the train is moving.• After train is moving, when amperagebegins to decrease, the throttle may bemoved to the next higher position.5-2 26 March 2008

TC 55-88-1• If throttle position 1 starts the headend moving too rapidly, theindependent brake may be used tocontrol the surge in throttleposition 1.• If the train does not move inRUN 4, return the throttle to IDLEand determine the cause of the trainnot moving.Figure 5-1. Direction of Train Travel on a Level Trackb. Ascending Grade (see Figure 5-2).• Advance the throttle to RUN 1 andreduce the independent brake.• Place the automatic brake valve in theRELEASE position.26 March 2008 5-3

TC 55-88-1• Advance the throttle to RUN 2 or higherattempting to start the train moving asthe brakes release toward the rear of thetrain.• It is important to keep the slackstretched, therefore heavier trainswill require higher throttlepositions before reducing theindependent brake in step 1, toprevent the locomotive from rollingback into the train.• Do not allow the throttle to remainin an OPEN position any longerthan necessary attempting to startthe train as it will cause stall burnsin the traction motors.• If the train does not start in RUN 5,apply the independent brake,reduce the throttle to IDLE (applyautomatic brakes if necessary tohold the train on the grade) anddetermine the reason for the trainnot starting.• Consideration must be given todoubling, getting helpers or takingslack to prevent possible trainseparation due to the high tractiveeffort developed by the locomotivewhen starting.5-4 26 March 2008

TC 55-88-1CAUTION: Due to short brake release times, taking slackcan easily result in break-in-two because the brakes willrelease on the entire train and the rear portion will beginrolling backward before the entire train started. Takingslack is not a recommended method for heavy tonnage orheavy grade starting.Figure 5-2. Direction of Train Travel on anAscending Grade Trackc. Descending Grade (see Figure 5-3).• With the independent brake fullyapplied, place the automatic brake valvein the RELEASE position.• Reduce the independent brake only tothe point that will allow the train togradually begin moving.• Once the entire train is moving theindependent brake must be graduallyreduced to avoid a run-out of slack.26 March 2008 5-5

TC 55-88-1NOTE: The dynamic brake may be used at any point andindependent brake reduced when dynamic becomes effective.Figure 5-3. Direction of Train Travel on aDescending Grade Trackd. Back-Up Movement (Level orAscending Grade) (see Figure 5-4).• Place the automatic brake valve in theRELEASE position. Allow sufficienttime for the train brakes to release andslack to adjust before applying power.• Apply only enough power to start thelocomotive and train moving and reducethe independent brake.• Observe loadmeter for any unusualchanges in amperage indicating possibletrain buckling.5-6 26 March 2008

TC 55-88-1NOTE: Consideration must be given to the high buff forcesconcentrated at the head end of the train, resulting in trainjackknifing.Figure 5-4. Direction of Train Travel in a Back-UpMovement on a Level or Ascending Grade Tracke. Back-Up Movement (Descending Grade)(see Figure 5-5).• Place the automatic brake valve in theRELEASE position, allow sufficienttime for the train brakes to release andslack to adjust.• Gradually reduce independent brakeand allow the train to start moving. Ifthe train will not roll on its own, useonly enough power to start thelocomotive moving.• If available, use dynamic brake tomaintain slack stretched condition andcontrol train speed.NOTE: Maintain a slack stretched condition.26 March 2008 5-7

TC 55-88-1Figure 5-5. Direction of Train Travel in a Back-UpMovement on a Descending Grade TrackRule 5-2. STOPPING TRAINS. The method used tostop a train requires the engineer to take into considerationmany important factors such as:• Throttle response characteristics of thelocomotive.• Type of dynamic brake.• Weight, length and load/emptydistribution 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 methodwhich minimizes in-train forces andslack action.5-8 26 March 2008

TC 55-88-1a. Slack Bunched Method – Dynamic BrakeAvailable (Preferred Method for Level, Light, Heavy, andMountain Descending Grades) (see Figure 5-6).• If in power, gradually reduce thethrottle to IDLE.• Pause 10 seconds, activate dynamicbrake, gradually bunch the slack andincrease to the desired braking level.• At a sufficient distance from the stop,make a minimum brake pipe reductionand actuate.• If needed, make further splitreduction(s) and actuate.• Below 10 MPH, supplement the fadingdynamic brake with independent brake.• Approximately 200 feet from the stop,make a final brake pipe reduction withbrake pipe air exhausting on stopkeeping the slack bunched with theindependent brake.26 March 2008 5-9

TC 55-88-1Figure 5-6. Direction of Train Travel in a Slack BunchedMethod (Dynamic Brake Available)b. Slack Bunched Method – Dynamic BrakeNot Available (Preferred Method for Level, Light, Heavy,and Mountain Descending Grades) (see Figure 5-7).• Gradually reduce throttle to IDLE andallow the slack to adjust.• At a sufficient distance from stop, makea minimum brake pipe reduction andactuate.• If needed, make further splitreduction(s) and actuate.• Approximately 200 feet from stop,make a final brake pipe reduction withair brake pipe exhausting on stop andallow the locomotive brakes to apply.5-10 26 March 2008

TC 55-88-1Figure 5-7. Direction of Train Travel in a Slack BunchedMethod (Dynamic Brake Not Available)c. Modified Slack Bunched Method – Below15 MPH (Preferred Method for Level, Light, Heavy, andMountain Descending Grades) (see Figure 5-8).• Gradually reduce throttle to IDLE andallow slack to adjust.• Further bunch slack with theindependent brake.• At a sufficient distance from the stop,make a minimum brake pipe reductionand deep the slack bunched with thelocomotive brake.• Approximately 200 feet from the stop,make a minimum brake pipe reductionand keep the slack bunched with thelocomotive brake.26 March 2008 5-11

TC 55-88-1NOTE: The dynamic brake may be used if available, to bunchslack, but must be supplemented below 10 MPH with thelocomotive brake.Figure 5-8. Direction of Train Travel in a Modified SlackBunched Method (Below 15 MPH)d. Throttle Reduction Method (PreferredMethod for Light, Heavy, and Mountain AscendingGrades) (see Figure 5-9).• Gradually reduce the throttle one notchat a time maintaining a slack stretchedcondition, allowing the grade to slowthe train• After the grade stalls the train, place theindependent brake in FULLAPPLICATION position and allow theindependent application to becomeeffective before reducing the throttle toIDLE, to prevent the locomotives fromrolling back into the train.5-12 26 March 2008

TC 55-88-1NOTE: The automatic brakes may be required to hold thetrain on the grade. Therefore, brake application must be madein advance of stall to prevent rolling back after stop.Figure 5-9. Direction of Train Travel in aThrottle Reduction Methode. Back-Up Movement Ascending Grade(Bunched) (see Figure 5-10).• Use only enough power to maintain aslack bunched condition.• At a sufficient distance from stop makea minimum brake pipe reduction andactuate.• If needed, make further splitreduction(s) and actuate.26 March 2008 5-13

TC 55-88-1NOTE: Avoid high buff forces by frequently observingamperage and reducing throttle as necessary.• As the train comes to a stop, apply theindependent brake fully and allowsufficient time for the brakes to becomeeffective to prevent the locomotivesfrom running out, and move the throttleto IDLE.Figure 5-10. Direction of Train Travel in a Back-UpMovement Ascending Grade (Bunched)5-14 26 March 2008

TC 55-88-1f. Back-Up Movement Level or DescendingGrade (Stretched) (see Figure 5-11).• Gradually reduce throttle to IDLE andallow slack to adjust.• Pause 10 seconds and activate dynamicbrake to stretch the slack.• At a sufficient distance, make aminimum brake pipe reduction andactuate.• If needed, make further splitreduction(s) and actuate.• Below 10 MPH, supplement the fadingdynamic brake with independent brakeuntil train stops.NOTE: If dynamic brake is unavailable or ineffective, theindependent brake must be use to maintain a slack stretchedcondition.Figure 5-11. Direction of Train Travel in a Back-UpMovement Level or Descending Grade (Stretched)26 March 2008 5-15

TC 55-88-1Rule 5-3. SLOWING OR CONTROLLINGSPEED. The method used to slow or control train speedrequires the engineer to take into consideration manyimportant factors such as:• Throttle response characteristics of thelocomotive.• Type of dynamic brake.• Weight, length and load/emptydistribution 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 methodwhich minimizes in-train forces andslack action.a. Slack Bunched Method – Dynamic BrakeAvailable (Preferred Method for Level, Light, Heavy, andMountain Descending Grades) (see Figure 5-12).• If in power, gradually reduce thethrottle to IDLE.• Pause 10 seconds, activate dynamicbrake, gradually bunch the slack andincrease to the desired level ofretardation.5-16 26 March 2008

TC 55-88-1• At a sufficient distance from therestriction, make a minimum brake pipereduction and actuate.• If needed, make further splitreduction(s) and actuate.• When speed control has been achievedand brake valve handle moved toRELEASE position, maintain sufficientdynamic braking to keep slack buncheduntil brakes release throughout the train.NOTE: If the dynamic brake alone will provide sufficientretardation to slow or control speed, use of the train brake isunnecessary.Figure 5-12. Direction of Train Travel in a Slack BunchedMethod (Dynamic Brake Available)26 March 2008 5-17

TC 55-88-1b. Slack Bunched Method – Dynamic BrakeNot Available (Preferred Method for Level, Light, Heavy,and Mountain Descending Grades) (see Figure 5-13).• Gradually reduce throttle to IDLE andallow the slack to adjust.• At a sufficient distance from therestriction, make a minimum brake pipereduction and actuate.• If needed, make further splitreduction(s) and actuate.• When speed control has been achievedand brake valve handle moved toRELEASE position, keep thelocomotive brakes released unlessrequired to avoid severe slack changes.NOTE: Keep locomotive brakes released unless needed toavoid severe slack changes as the brakes release.Figure 5-13. Direction of Train Travel in a Slack BunchedMethod (Dynamic Brake Not Available)5-18 26 March 2008

TC 55-88-1c. Throttle Reduction Method (PreferredMethod for Light, Heavy, and Mountain AscendingGrades) (see Figure 5-14).NOTE: Gradually reduce the throttle one notch at a timemaintaining a slack stretched condition, allowing the grade toslow the trainFigure 5-14. Direction of Train Travel in aThrottle Reduction Methodd. Throttle Modulation Method (Sag)(Preferred Method for Controlling Speed)(see Figure 5-15).• Reduce throttle approaching sag toreduce train speed as necessary.• Reduce throttle further as head portionof the train begins descending.26 March 2008 5-19

TC 55-88-1• Just before the head portion of the trainreaches ascending grade, increasethrottle.• Continue to increase throttle until therear portion of the train approaches theascending grade.• Reduce throttle as the rear portion of thetrain reaches the ascending grade.Figure 5-15. Direction of Train Travel in aThrottle Modulation Method (Sag)e. Slack Stretched Method (PreferredMethod for Slowing Trains With a Concentration ofEmpty Cars at the Rear) (see Figure 5-16).• Adjust throttle using only enough powerto maintain a slack stretched condition.• At a sufficient distance from therestriction, make a minimum brake pipereduction and actuate.5-20 26 March 2008

TC 55-88-1• Reduce throttle, maintaining a slackstretched condition.• If needed, make further splitreduction(s) and actuate.• When speed control has been achievedand the automatic brake valve handlemoved to RELEASE position, reducethe throttle to a lower position until thebrakes have released throughout thetrain.Figure 5-16. Direction of Train Travel in aSlack Stretched Methodf. Cresting Grade. When handling heavytrains with 15,000 horsepower or more at speeds below15 MPH, gradually reduce throttle before the locomotivecrests the grade to a position that will prevent speed increaseuntil at least one-half the train has crested the grade(see Figure 5-17).26 March 2008 5-21

TC 55-88-1Figure 5-17. Direction of Train Travel on a Cresting GradeNOTE: Using this method will reduce the additional draftforce created by the weight of the locomotive and cars as theycrest the grade.Rule 5-4. CURVATURE CONSIDERATIONS.Special care must be observed in negotiating curves in excessof two degrees, especially curves of four degrees or more inorder to avoid generating excessive lateral forces since theseexcessive forces can cause wheel climb or rail turnover. Thelateral forces which can cause this situation come from thedynamic forces produced by the following:• Run-ins of slack.• Having long cars coupled to short carsunder certain conditions.• Having long, light cars precedingblocks of heavily loaded cars.5-22 26 March 2008

TC 55-88-1• Having the slack run-in against thelocomotive.• Coupler or truck characteristics; or 6)high steady state buff or draft forces.a. Starting. Extreme care must be takenwhenever a train is started in curve territory. When powermust be used to start a train, use the minimum throttle positionrequired in order to start the train. Any advances of thethrottle must be made one notch at a time since abruptincreases of draft forces in a curve may generate excessiveinward lateral forces which can result in string-lining of thecurve. This effect can be severe enough to shift the track, turna rail over, or otherwise result in a derailment.b. Negotiating. Whenever possible, thethrottle, the dynamic or the air brake changes should not bemade near the beginning, within, or near the end of any curvein excess of two degrees. Changes in the power output orchanges in retardation effort in curve should be madecautiously to avoid undesirable forces.c. Slowing and Stopping. Particular caremust be taken in curve territory because various combinationsof curvature, dynamic or air brakes, and train make-up willalways generate lateral forces during deceleration. In order tokeep in-train forces at an acceptable level whenever thedynamic brake is in use, it is recommended that the dynamicbrake be supplemented with an automatic brake application.The dynamic brake should be reduced proportionately to thedegree of curvature and the number of operative axles in the26 March 2008 5-23

TC 55-88-1locomotive consist. Total braking effort from the dynamicbrake and the air brakes should be kept at the lowest practicallevel in curve territory. Heavy braking should be avoidedwhen trains are being slowed in curves since the track mustabsorb forces created by braking action as well as the forces ofmoving the train around the curve. When handling heavytrains at speeds below 15 MPH, gradually reduce the throttlebefore the locomotive crests the grade to a position that willprevent speed increase until at least one-half of the train hascrested the grade. This will reduce the tractive effortsufficiently to compensate for the additional draft forcecreated by the weight of the locomotive and the head end carsas they crest the grade. Do not advance the throttle until thetrain speed increases in the reduced throttle position.Rule 5-5. RUNNING RELEASE OF AIRBRAKES. When the brakes are set with a light application,before releasing, make an additional reduction sufficient toensure a release throughout the train. The total brake pipereduction should be at least 10 psi.EXCEPTIONS:• Grade territories where grade brakingconditions prevail.• Locations where the brakes have to bereapplied or a stop made.Do not attempt a running release if the speed is not highenough to maintain enough momentum to ensure all the brakeswill release before the train comes to a stop.5-24 26 March 2008

TC 55-88-1Rule 5-6. PROPER USE OF DYNAMIC BRAKE.The effect of the dynamic brake on the train is similar to thelocomotive independent air brake in that the braking effort isapplied to only the locomotive. The engineer must exercisegood judgment in applying and regulating the dynamic brake.This is particularly true when slowing in order to avoidexcessive buff forces that could result in damage to track orcars in the train. Care must be exercised to prevent harshslack action.Rule 5-7. SURPRISE STOPS. For the shortest stopwithout using the emergency:a. Slack Stretched.• Make a 6 to 8 psi automatic brake pipepressure reduction. While brake pipe isexhausting, gradually reduce throttle toIDLE.• When the exhaust becomes weak, makean additional 10 psi reduction andincrease the reduction to full service.(1) If the dynamic brake is operativeand the throttle has been in IDLE for 10 seconds, set up fordynamic braking and gradually increase to full braking effort.26 March 2008 5-25

TC 55-88-1(2) If the dynamic brake is notoperative, allow the locomotive brakes to apply with the finalautomatic brake application. At a low speed, apply sand andsufficient independent brake to complete the stop withoutsliding the wheels.b. Slack Bunched. With the dynamic brake inoperation, gradually increase the full braking effort.• Make a 6 to 8 psi automatic brake pipereduction.• When the exhaust becomes weak, makean additional 20 psi reduction.• As the exhaust becomes weak, increasethe reduction to full service.5-26 26 March 2008

TC 55-88-1CHAPTER 6RULES FOR FUNCTION AND OPERATION OFAIR BRAKE ANDLOCOMOTIVE EQUIPMENTRule 6-1. STANDARD AIR PRESSURES. Airpressure regulating devices on locomotives and cars must beadjusted for the following standard pressures:a. Main Reservoir – Freight and Switch.• Minimum - 130 psi• Maximum - 140 psib. Main Reservoir – Passenger.• Minimum - 130 psi• Maximum - 140 psic. Brake Pipe.• Yard Service - 80 psi• Standard - 90 psi• Mountain Grade 100 ton or more peroperative brake - 100 psi26 March 2008 6-1

TC 55-88-1Helper service in train or on rear of train and locomotiveswitching trains from the rear, must adjust regulating valve to10 psi less than the brake pipe setting for the train beinghandled.d. Independent Brake Cylinder Pressure.(1) Freight Locomotives.• With Cast Iron BrakeShoes - 45 psi• With Composition BrakeShoes - 72 psi(2) Switch Locomotives.• With 9” Brake Cylinders - 45psi• With 10” or 11” BrakeCylinders - 35 psie. Foreign line locomotives may carry differentmain reservoir and independent brake cylinder pressures.Those different pressures are permissible, however, crewsmust be aware of their presence and limit locomotive brakecylinder pressure accordingly.Rule 6-2. AIR COMPRESSOR. A three-cylinder,two stage, oil lubricated, water or air cooled compressor isused to compress air for the brake system and air operateddevices on the locomotive units and trains. An unloading6-2 26 March 2008

TC 55-88-1valve regulates the pressure in the main reservoir. There aretwo main reservoirs used to cool and store compressed air andto trap moisture and dirt. Compressed air from the mainreservoir is piped to the automatic brake valve and to other airoperated devices.Rule 6-3.INDEPENDENT BRAKE VALVE.a. Operation of Independent Brake Valve.The independent brake valve operates the locomotive brakesby directing main reservoir through a reducing valve and to aJ-relay valve to control the main reservoir air to and from thebrake cylinders on the locomotive. The independent brakevalve has two positions:• RELEASE position.• APPLICATION ZONE position.The further the independent brake valve handle is movedtoward the APPLICATION ZONE position, the greater theapplication pressure. To release the locomotive brakes and toallow the train brakes to remain applied after an automaticbrake application, depress the independent brake valve handlein the RELEASE position. This is known as actuating andmust be done 4 seconds per locomotive. If the independentbrake valve handle is depressed while in the application one,the brake cylinder pressure will correspond to the position ofthe handle.26 March 2008 6-3

TC 55-88-1b. Independent Brake Cutout Valve. Theindependent brake cutout valve is used to cut in or cutout outthe independent brake. It has two positions:• IN position. This position is used to cutin the independent brake.• OUT position. This position is used tocut out the independent brake (refer toChart 1-B).Rule 6-4. 26-C AUTOMATIC BRAKE VALVE.The automatic brake valve quadrant (see Figure 6-1) has sixpositions. The name and function for each position is:• RELEASE position. It is located to theextreme left of the quadrant and is usedfor charging the air brake system and torelease an automatic brake application.• MINIMUM REDUCTION position.It is located against the first raisedportion to the right of the RELEASEposition and is used to obtain a servicebrake pipe reduction to 6 to 8 psi.6-4 26 March 2008

TC 55-88-1• SERVICE position. It extends to theright of the MINIMUM REDUCTIONposition on the quadrant to just short ofthe second raised portion. The fartherthe handle is moved into the servicezone, the greater will be the brake pipepressure reduction (which is controlledby the equalizing reservoir).• SUPPRESSION position. It is locatedagainst the second raised portion and isused to recover a penalty brakeapplication.• CONTINUOUS SERVICE position.It is located under the opening whichpermits removal of the handle. In thisposition, the brake pipe pressure will bereduced to zero at a service rate.• EMERGENCY position. It is locatedat the extreme right of the quadrant andis used for making an emergency brakeapplication whether the brake valve iscut in or cut out.26 March 2008 6-5

TC 55-88-1Figure 6-1. 26-C Automatic Brake Valve Quadrant6-6 26 March 2008

TC 55-88-1Rule 6-5. 30A-CDW BRAKE VALVE. This brakevalve assembly (see Figure 6-2) is found on locomotive unitshaving the North American Cab desk top control console. Theautomatic brake valve is located on the left side of theassembly. The independent brake valve is located on the rightside of the assembly.Figure 6-2. 30A-CDW Brake Valve Assembly26 March 2008 6-7

TC 55-88-1The automatic brake valve quadrant has six positions. Thename and function for each position is:• RELEASE position. It is located at theextreme back of the quadrant and isused for charging the air brake systemand to release an automatic brakeapplication.• MINIMUM REDUCTION position.It is located at the first notch positionforward of the RELEASE position andis used to obtain a service brake pipereduction to 6 to 8 psi.• SERVICE position. It extends forwardof the MINIMUM REDUCTIONposition on the quadrant just short of thesecond notch position. The farther thehandle is moved into the service zone(away from the engineer), the greaterwill be the brake pipe pressurereduction (which is controlled by theequalizing reservoir). FULL SERVICE(FS) position is indicated by the secondnotched position on the quadrant.6-8 26 March 2008

TC 55-88-1• SUPPRESSION position. It is locatedat the NOTCH position and is used tosuppress, or recover from, a penaltybrake application.• CONTINUOUS SERVICE position.It is located at the opening and itpermits the removal of the handle at thefourth notch position. In this position,the brake pipe pressure will be reducedto zero at a service rate.• EMERGENCY position. It is locatedat the extreme forward position on thequadrant and is used for making anemergency brake application whetherthe brake valve is cut in or cut out.Rule 6-6. AUTOMATIC BRAKE VALVECUTOFF VALVE. The cutoff valve has three positions.The handle of this valve must be depressed before changing toone of the three positions. The name and function for eachposition is:• OUT position. In this position,communication between the brake valveand the brake pipe is cut. This positionis used to check brake pipe leakage.• FRT position. This position is usedwhen the locomotive is assigned tofreight service.26 March 2008 6-9

TC 55-88-1• PASS position. This position is usedwhen the locomotive is assigned topassenger service or when an equalizingreservoir leak develops when operatingin freight service(see Rule 2-5).WARNING: THE AUTOMATIC BRAKE VALVECUTOFF VALVE MUST NOT BE CHANGED UNLESSTHE BRAKE VALVE HANDLE IS IN THE RELEASEPOSITION. WHEN AN AUTOMATIC BRAKEAPPLICATION HAS BEEN MADE, AND IF THECUTOFF VALVE IS IN THE PASS POSITION, ANYMOVEMENT OF THE BRAKE VALVE HANDLETOWARD THE RELEASE POSITION WILL RESULTIN AN UNDESIRED RELEASE OF THE BRAKES ON AFREIGHT TRAIN.Rule 6-7. SELF-LAPPING FEATURE. The selflappingfeature automatically maintains equalizing reservoirpressure with the automatic brake valve cutoff valve in theFRT positioned and the brake valve handle in the RELEASEposition. With the automatic brake valve cutoff valve in thePASS position, the equalizing reservoir pressure is maintained(corresponding to the position of the automatic brake valvehandle) whether it is in the RELEASE position or in theservice zone.6-10 26 March 2008

TC 55-88-1Rule 6-8. EQUALIZING RESERVOIR. Theequalizing reservoir is a small reservoir which acts as areference volume between the position of the automatic brakevalve handle and the brake pipe pressure. This relationship isestablished through a relay valve diaphragm. The reservoirand the diaphragm are part of the automatic brake valve andare cut in on the controlling locomotive unit of a multiple-unitlocomotive consist. During brake pipe charging (with theautomatic brake valve handle in the RELEASE position), thehigher pressure in the equalizing reservoir forces thediaphragm piston assembly to the right and open a supplyvalve which allows the main reservoir air to flow into thebrake pipe. The brake pipe pressure is then raised to the levelof the equalizing reservoir at which time the relay valvediaphragm and the piston assembly are moved to the left,closing off the supply of the main reservoir air to the brakepipe. An application of the automatic brake is made bymoving the automatic brake valve handle away from theRELEASE position. Equalizing reservoir pressure is reduceda corresponding amount. As equalizing reservoir pressure isreducing, the relay valve allows the brake pipe air to exhaustto the level of the equalizing reservoir.Rule 6-9. RELAY VALVE. The relay valve is anintegral part of the 26-C and the 30A-CDW automatic brakevalve and operates whenever the brake pipe pressure fallsbelow the pressure in the equalizing reservoir. When theautomatic brake valve cutoff valve is in the FRT or PASSposition, brake pipe pressure is maintained against leakage.This action by the relay valve is known as the maintainingfeature.26 March 2008 6-11

TC 55-88-1Rule 6-10. 24-RL AIR BRAKE EQUIPMENT. Theautomatic brake valve quadrant has six handle positions(see Figure 6-3). The name and function for each position is:• RELEASE position. In this positionfeed valve air is supplied to brake pipeand will charge the brake pipe to thesetting of the feed valve. TheRELEASE position charges the brakepipe at the same rate as the RUNNINGposition.• RUNNING position. In this position,the feed valve air is supplied to thebrake pipe and will charge the brakepipe to the setting of the feed valve.The RUNNING position charges thebrake pipe and is used for releasing theengine and train brakes. When theautomatic brake is not being used, placethe brake valve handle in this position.• PRESSURE MAINTAININGposition. The position is for pressuremaintaining only. The service brakereduction is made in the SERVICEposition and then the brake valve handlemust be moved to the PRESSUREMAINTAINING position while the airis exhausting from the service exhaustport. Do not pause in the LAP position.The brake valve handle must not be6-12 26 March 2008

TC 55-88-1moved from the PRESSUREMAINTAINING position to theRUNNING position or the LAPposition then back to the PRESSUREMAINTAINING position. More thanone service application can be made bymoving the brake valve handle from thePRESSURE MAINTAINING positionto the SERVICE position and thenreturned directly to the PRESSUREMAINTAINING position.• LAP position. Brake pipe pressure willnot be maintained against leakage whenthe brake valve handle is in thisposition. All operating ports are closedwhen in this position and the resultingbrake pipe leakage will cause the engineand the train brakes to apply. Thisposition is used primarily for:• Recovery from penalty brakeapplication.• Testing the amount of leakage inthe brake pipe.• SERVICE position. This positionallows the feed valve air supply to thebrake pipe to be cut off. The equalizingreservoirs is exhausted to theatmosphere through the preliminaryexhaust port, actuating the equalizing26 March 2008 6-13

TC 55-88-1discharge valve to the exhaust brakepipe air with a corresponding amount(through the discharge valve and therotary valve exhaust), at a service rate.• EMERGENCY position. This positionallows passages to be connected toprovide a large, direct exhaust passagefrom the brake pipe to the atmospherewhich produces an emergency rate ofbrake pipe reduction.Figure 6-3. 24 RL Automatic Brake Valve Quadrant6-14 26 March 2008

TC 55-88-1Rule 6-11. MULTIPLE-UNIT (MU) HOSES.Locomotive units designed for multiple-unit operation areequipped 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

TC 55-88-1• MU HOSE No. 1. Main Reservoir.This hose connects all main reservoirsin the locomotive consist. Normally itcontains air pressure of 130 to 140 psi.• MU HOSE No.2. Actuating. Directsair from the controlling locomotiveunit’s independent brake valve to theQuick Release portion of each unit’srespective control valve causing arelease of the locomotive brakes that areapplied as a result of an automatic brakeapplication. Normally it contains 0 psiwhen the independent brake valvehandle is not depressed. When thehandle is depressed, the pipe is chargedto the main reservoir pressure (130 to140 psi).• MU HOSE No. 3. Application andRelease Brake Cylinder Equalizing.Direct air from the controllinglocomotive unit’s independent brakevalve to the J-Relay valve on each unitto control the locomotive brake cylinderpressure. Normally it contains 0 (zero)psi when the independent brake valvehandle is in the FULL APPLICATIONposition, the pipe is normally charged to45 psi.6-16 26 March 2008

TC 55-88-1• MU HOSE No. 4. Turn on Sanders.Older model locomotive units areequipped for this hose connection. Ifequipped, this hose contains 0 (zero) psiwhen the sanders are not turned on.With sanders on, this hose is charged tothe main reservoir pressure (130 to 140 psi).Rule 6-12. DYNAMIC BRAKE. Dynamic braking isan electrical arrangement used to change energy developed bythe 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 Reductionrelay valve (see Figure 6-5) to assist in the propagation of aservice or an emergency brake pipe reduction to compensatefor the added brake pipe length. The A-1 Reduction Relay is acompletely separate function of the control valve. If the ventvalve should fail to reset after an emergency brake applicationcausing a continuous blow at the exhaust port, the valve maybe plugged by removing the vent protector and screwing in thethreaded plug.26 March 2008 6-17

TC 55-88-1Figure 6-5. A-1 Reduction Relay Valve6-18 26 March 2008

TC 55-88-1CHAPTER 7RULES FOR AIR FLOW METHOD (AFM) INDICATORDEVICERule 7-1. PRIMARY PURPOSE OF THE AFMINDICATOR DEVICE. The primary purpose of theAFM indicator device (see Figure 7-1) is to indicate the rate atwhich air is flowing into the train brake system. TheAFM indicator provides the following information:• During initial charging of the trainbrake system, the air flow pointer willmove to the higher numbers, indicatinga high flow into the brake pipe.• As the brake system becomes charged,the air flow pointer will then moveslowly back to the lower numbers,indicating a lesser flow of air into thebrake pipe.• Once the brake system becomescharged, the pointer will stabilize,indicating the normal flow of air intothe brake pipe to maintain leakage. Atthis point, the reference pointer can beadjusted to the same as the flow pointerand the engineer will have a referencemark to indicate fluctuations in thebrake pipe.26 March 2008 7-1

TC 55-88-1Figure 7-1. AFM Indicator DeviceRule 7-2. SECONDARY PURPOSE OF THE AFMINDICATOR DEVICE. The AFM indicator also providesuseful information about conditions affecting the train brakesystem:• After a brake application and releasehas been made, an indication of highflow will be observed, as the brakesystem becomes recharged the brakepipe slow will decrease until the airflow pointer reaches the referencepointer, indicating the brake system ischarged.• A brake pipe flow less than thereference pointer may be an indicationof a closed angle cock.7-2 26 March 2008

TC 55-88-1• A brake pipe flow greater than thereference pointer may be an indicationof increased leakage to the brakesystem.• With a brake application in effect, adecrease in flow may be an indicationof an unintentional brake releaseoccurring.26 March 2008 7-3

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TC 55-88-1CHAPTER 8RULES FOR CAR AND LOCOMOTIVE LOCATIONDESIGNATIONRule 8-1. A AND B END OF CARS. On cars withone 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 twohand brakes, the letters “A” and “B” are stenciled on theappropriate ends (see Figure 8-1).Rule 8-2. NUMBERING OF WHEELS. To numberthe wheels, face the “B” end of the car. The wheels on the leftside are designated with the letter “L”. The wheels on theright side are designated with the letter “R”. Wheels arenumbered 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 ANDWHEEL NUMBERING. The front of the locomotive isdesignated by the letter “F” on each side of the locomotive.Wheels, journals, and traction motors are numberedconsecutively starting with “1” at the front of the locomotiveas shown in Figure 8-2.26 March 2008 8-1

TC 55-88-1Figure 8-1. A and B End of Cars8-2 26 March 2008

TC 55-88-1Figure 8-2. Front of Locomotive and Wheel Numbering26 March 2008 8-3

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TC 55-88-1GLOSSARYSection I. Abbreviations and AcronymsABTHAFMATTNCFMD.C.DADBIDDDITEFHEMDAir Brake and Train HandlingAir Flow Methodattentioncubic feet per minuteDistrict of ColumbiaDepartment of the ArmyDynamic Brake InterlockDepartment of Defensedead-in-trainelectronic front hitchelectro-motive diesel26 March 2008 Glossary-1

TC 55-88-1ETHETSFRAFSGEHQIPSMPHMUNo.PBAPCSPMpsielectronic transfer hitchengine temperature sensorFederal Railroad AdministrationFull ServiceGeneral ElectricHeadquartersIndependent Pressure Switchmiles per hourmultiple-unitnumberPenalty Brake ApplicationPneumatic Control Switchpost méridien (after noon)pounds per square inchGlossary-2 26 March 2008

TC 55-88-1TCUDEUSATRADOCVAtraining circularUndesired EmergencyUnited States Army Training andDoctrine CommandVirginiaSection II. TermsAccelerated Emergency Release – A release feature for thecontrol valve that allows brake cylinder and auxiliary reservoirair to flow into brake pipe during releases after an emergencybrake application.Accelerated Service Release – A feature of freight car controlvalves (except type AB) that allows emergency reservoir air toflow into the brake pipe for a faster service release.Accelerometer – An indicator that displays in MPH perminute, the rate of increase or decrease of speed.Actuating – Depressing the independent brake valve handlecharges the actuating pipe from the main reservoir andreleases the automatic brakes on each locomotive unit in theconsist. Sometimes referred to as bailing off.26 March 2008 Glossary-3

TC 55-88-1Adhesion – The coefficient of friction between the wheel andrail during acceleration and retardation. It is a direct indicatorfor the amount of traction achieved.Adverse Dynamic Behavior – Any motion which isunfavorable 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 afterit has been heated by compression.Air Brake – A system of compressed air devices, controlledmanually or pneumatically, that makes the car or locomotiveslow down or stop.Air Brake Hose – All of the devices for operating air brakesto control the speed of and stop a locomotive or train. Thesystem includes the operating devices, pipes, hoses, fittingsand foundation brake gear.Air Compressor – A locomotive device, powered by thediesel locomotive or an electric motor, which compresses airfor operating the air brakes and all other air-operated deviceson locomotive units and cars.Glossary-4 26 March 2008

TC 55-88-1Air Compressor Control Switch – A device that loads andunloads the air compressor at the proper main reservoirpressures and includes a latch or cutout cock to manuallyunload the air compressor.Air Flow Method (AFM) Indicator – An instrument thatindicates the speed of the air flowing through the automaticbrake valve into the brake pipe. An AFM indicator iscommonly called a flow meter.Air Gauge – A duplex or single-pointer gauge which indicatesair pressure in pounds per square inch.Alerter – A safety control system that senses the movementsof an engineer. As the engineer goes about normal activities,any such changes will reset the control and start a timingcircuit. If, during the timing period, no additional motion isdetected, an audible and/or visual signal calls attention to thislack of motion. If motion still does not occur for anotherperiod, nominally 6 seconds, a relay contact opens, applies thepenalty brake and cuts off power and dynamic brake.Alignment Control Couplers – Couplers on mostlocomotives which allow only limited lateral movement whenin buff, reducing the possibility of rail turnover or jack knifingof the equipment.Ampere (Amperage, Amps) – The standard unit formeasuring electric current.26 March 2008 Glossary-5

TC 55-88-1Angle Cock – A hand operated valve that has an angularshape and is closed when the handle is at right angles to thepipe and usually employed on brake pipe at each end oflocomotive units and cars.Articulated Car – A car created by the uniting of two or morerailcar segments or units to form a single unit whose joints arecreated by a permanent connection included between thesegments or units. Articulated cars share a common truckunder the articulated connection.Automatic Air Brake – An arrangement of air brakeswhereby air is stored in reservoirs on cars and locomotiveunits. An operating valve such as a control valve that causesthe brakes to apply and release by changes in the brake pipepressure, whatever the cause. A reduction in brake pipepressure results in a brake application; an increase in brakepipe pressure results in a brake release.Automatic Brake Cutoff Valve – A device on locomotiveunits that can cut out the charging and service functions of theautomatic brake valve. This valve also properly positions thebrake valve for passengers or freight operation.Automatic Brake Valve – A manually operated device usedby the engineer to control the flow of compressed air into andout of the brake pipe.Automatic Drain Valve – A device which automaticallydrains condensation from main reservoirs.Glossary-6 26 March 2008

TC 55-88-1Automatic Slack Adjuster – A device that automaticallymaintains brake cylinder piston travel at predetermined length.Auxiliary Reservoir – A storage volume, charged from thebrake pipe, to receive and store air to apply brakes on a car orlocomotive unit. In freight car equipment, the auxiliaryreservoir and emergency reservoir are combined in onestructure.“B” End (of Car) – The end of the car where the hand brakeis located.Back-Up Valve – A device, either portable or permanentlyconnected to the brake pipe, for the purpose of controlling airbrakes from the car that it is attached to.Balanced Speed – The speed at which the drawbar forceexerted 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 ofindividual cars by using the release valve.Brake Application – A reduction of brake pipe pressure, nomatter how made, sufficient to cause the control valve to moveto 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 its26 March 2008 Glossary-7

TC 55-88-1normal position by a release spring coiled around the pistonrod inside the cylinder.Brake Pipe – The section of air brake piping of a car orlocomotive unit that supplies the reservoirs. It also connectsthe piping to allow the locomotive engineer to control thebrakes. The pipe is 1 ¼ inches in diameter and extends fromone end of the car to the other. At the ends, flexible hosesconnect the cars. When a train is made up and all brake pipeson the cars are joined together, the entire pipe line is called thebrake pipe.Brake Pipe Gradient – The difference in brake pipe pressurebetween the locomotive (or source of supply) and the rear carof the train. Brake pipe gradients may be:• Normal Gradient – The gradient that existswhen the system is fully charged.• False Gradient – The temporary gradient thatexists when the system is less that fully charged(for example, the exaggerated differencebetween the head end and rear end after arelease).• Inverse Gradient – The temporary conditionwhen the brake pipe pressure is higher at the rearend 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 persquare inch (psi), in the brake pipe (commonly expressed inpounds).Glossary-8 26 March 2008

TC 55-88-1Brake Pipe Vent Valve – An appliance to ensure propagationof an emergency application of air brakes.Branch Pipe – The connecting pipe between the brake pipeand the control valve.Branch Pipe Cutout Cock – A device used to cut out thecontrol 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 onthe trucks, while allowing the trucks to turn freely. On afreight car, the male center plate is attached to, or cast in, thecar body and the female center plate is attached to, or cast as,part of the truck.Center Sill – The central longitudinal member of theunderframe of a freight car which forms the “backbone” of theunderframe.Check Valve – A valve that permits a free flow of air in onedirection while preventing the air from flowing in the oppositedirection.Clasp Brake – A braking arrangement in which two brakeshoes are used on each wheel, opposite to each other.26 March 2008 Glossary-9

TC 55-88-1Control Valve – A device on locomotive units or cars thatcharges the reservoirs and applies or releases brake cylinderpressure when the brake pipe pressure reduces or increases.Cutout Cock – A hand operated valve provided in a pipe forthe purpose of direction for preventing the flow of compressedair. Generally, when handle of cock is parallel to the pipe,cock is closed; when handle is at right angles to the pipe, cockis open.Cycle Braking – A method of applying and releasing the trainbrakes to control speed without a complete recharge of thetrain brake system.Dead Engine Feature – A device near the locomotive unitcontrol valve that is used when the unit is handled DIT. Whenthe dead locomotive cutout cock is opened the main reservoirsare charged from the brake pipe to operate the locomotivebrakes.Draft – A term to describe tension coupler forces.Draft Gear – The connection between the coupler rigging andthe center sill. This connection receives and cushions theshocks associated with in-train forces or coupling.Drawbar Forces (In-Train Forces) – lengthwise forces at thecouplers between cars and/or locomotive units that may beeither draft (stretched) or buff (compressed), depending ontrain operation.Glossary-10 26 March 2008

TC 55-88-1Dummy Coupling – A device used to secure and protectunused air hoses and jumper cables.Dynamic Brake – An electrical device that converts some ofthe energy developed by a moving locomotive unit into aneffective slowing force.Dynamic Brake Interlock (DBI) – A device installed onsome locomotive units that will automatically keep thelocomotive brakes from applying when automatic brakes areapplied during periods of dynamic brake use.Emergency Application – A rapid reduction of brake pipepressure that causes the control valves to move to theEMERGENCY position and the vent valve to open, whichequalizes auxiliary reservoir, emergency reservoir, and brakecylinder pressure.Emergency Brake Valve – A manually operated device onequipment that initiates an emergency brake application.Emergency Reservoir – A storage volume for compressed airon each car, charged by the brake pipe, to provide air pressurefor use in emergency applications and certain rechargefeatures.Emergency Stop – A stop which necessitates stopping in theshortest possible distance.26 March 2008 Glossary-11

TC 55-88-1Empty-Load Feature – A system installed on various carswhich will adjust the braking force to a lower level to preventwheels from sliding when the car is empty or lightly loaded.Equalization – A term used to describe the condition thatexists when brake cylinder pressure and auxiliary reservoirpressure become equal.Equalizing Reservoir – A small reservoir which acts as areference volume between the position of the automatic brakevalve handle and the brake pipe pressure.Foundation Brake Gear – The levers, rods, brake beams, andso forth, that connects the brake cylinder piston rod to thebrake shoes so that air pressure forces the piston out and brakeshoes are forced against the wheels.Full Service Application – An automatic air brake that isapplied until the auxiliary reservoir and brake cylinderpressures equalize. Any further reduction in the brake pipepressure, except an emergency application, will not effect theamount of pressure in the brake cylinder. Therefore air isbeing wasted from the brake pipe (over reduction).Gear Ratio – The relation between the number of teeth on theaxle ring (bull) gear to those of a pinion gear with which itmeshes.Glossary-12 26 March 2008

TC 55-88-1Glad Hand – The metal fitting attached to the free end of anair hose used for connection of the hose.Grade (of Track) – Grade is other than level track and isusually expressed as a percentage. The percentage is thenumber of feet the track rises or falls in a lengthwise distanceof 100 feet. For example, a one percent ascending grademeans that the track rises one foot in elevation for every 100feet the equipment travels on the track.Hand Brake – A brake operated manually to force brakeshoes against the wheel to prevent of slow the movement ofcars or locomotive units.Harmonic Rocking – Excessive lateral rocking of cars and/orlocomotives, usually at speeds between 13 and 21 MPH.Helper Locomotive(s) – One or more locomotives added to atrain to assist movement.Independent Brake Valve – A device used to apply andrelease the independent (locomotive) brake.Independent Brake Valve Cutout Cock – A device to cut inor cut out the independent brake.26 March 2008 Glossary-13

TC 55-88-1Independent Pressure Switch (IPS) – A device on alocomotive unit that cancels the extended range portion ofdynamic braking when sufficient brake cylinder pressureoccurs.Interchange – A location where railroads exchange rollingequipment.Intercooler – An arrangement of pipes used for coolingcompressed air between stages of compression.Isolation Switch – In the RUN position, the locomotive unitresponds to control and develops power. In theISOLATE/STOP/START position, the locomotive unit willnot respond to control or develop power.Jack Knife – A term used to describe an extremely adversecondition existing between two cars whereby excessive sharpangularity occurs at the couplers or drawbars between the twocars, resulting in severe center sill misalignment of theconnection and derailment. Jackknifing is caused byexcessively high buff forces in a train.L/V Ratio – The ratio of the lateral force to the vertical forceof a wheel on a rail.Glossary-14 26 March 2008

TC 55-88-1Loadmeter – A meter that indicates the rate of flow ofamperes through one or more traction motors on a singlelocomotive unit.Locomotive – A unit propelled by any form of energy or morethan one of these units operated from a single control.Locomotives are used in train or yard service. Rules thatapply to locomotives also apply to cab control cars.Locomotive Servicing Track Area – One or more trackswithin an area in which testing, servicing, repair, inspection,or rebuilding of locomotive unit and is under the exclusivecontrol of mechanical personnel.Main Reservoir – An air reservoir on the locomotive unit forstoring and cooling compressed air.Minimum Continuous Speed – The minimum speed at whicha locomotive unit can operate continuously without damage totraction motors. This speed is based on the maximumamperage the traction motor can accept without overheating.Minimum Reduction – An initial brake pipe reduction of 6 to8 psi which causes a minimum brake application.Overcharge – Brake equipment charged to a higher pressurethan the regulating valve is adjusted or can maintain. In sucha condition, brakes on a portion of the train may not release.26 March 2008 Glossary-15

TC 55-88-1Over Reduction – A reduction of brake pipe pressure inexcess of full service.WARNING: EXCESSIVE OVER REDUCTION CANRESULT IN LOSS OF ABILITY TO OBTAIN ANEMERGENCY 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 conditionaffecting movement which allows sufficient time and distanceto slow, control, or stop a train in the safest and most efficientmanner for the conditions.Pneumatic Control Switch (PCS) – An electrical device thatwill automatically reduce the locomotive to idle. Pneumaticcontrol can be initiated by an emergency, safety control orlocomotive OVERSPEED (MPH). Automatic sanding willoccur when the PCS is actuated.Power Braking – The application of the automatic brakeswhile the locomotive is working in throttle position 5 orhigher.Pressure Maintaining – A feature of the automatic brakevalve which maintains brake pipe pressure against brake pipeleakage.Glossary-16 26 March 2008

TC 55-88-1Pressure Maintaining Braking – Controlling train speed bymaking enough of a brake pipe reduction to stabilize speed ona grade, then allowing the automatic brake valve pressuremaintaining feature to hold the brake application constant.Propagation of Air – The serial action of transmitting a brakeapplication from car to car through a train.Quick Service – The local venting of brake pipe air at eachcar which occurs any time the control valve moves from arelease to applied position.Reduction Relay Valve (A-1) – A quick service valve and anemergency vent valve mounted on a common bracketdesigned for application on long freight cars. The purpose isto offset the effect of increased volume and brake pipe lengthby promoting quick service activity and ensuring propagationof an emergency brake application through long cars in a train.Regulating Valve – The valve that reduces air pressure fromthe locomotive unit’s main reservoir to the desired pressure inthe rake pipe. The regulating valve will automaticallymaintain that pressure when the automatic brake valve is inthe RELEASE position.26 March 2008 Glossary-17

TC 55-88-1Relay Valve – A valve that receives a controlling pressurefrom a source and operated to deliver and maintain acorresponding pressure. Through differential diaphragms ofdifferent sizes a lesser or greater pressure may be delivered.Release Valve – A device on the control valve that permits airon an individual car to bleed to atmosphere from the brakecylinder, auxiliary and emergency reservoirs, individually ortogether.Retainer – A valve through which brake cylinder air can becompletely exhausted, or the rate of exhaust can be reduced toa slower rate, or predetermined brake cylinder pressure can beretained.Service Application – A reduction of brake pipe pressure at acontrolled rate to cause an application of brakes. It mayconsist of one or more service reductions.Service Lap Position – The condition obtained when twodifferent volumes of air become equalized and a connectionbetween them is closed.Service Rate Reduction – A rate of reduction that will causethe brakes to apply with a service application.Glossary-18 26 March 2008

TC 55-88-1Slack – The free movement of the coupling devices before acar or locomotive begins to move. There are two kinds ofslack:• Free slack is the accumulation of clearances andwear in the associated parts of the couplers.• Spring slack results from the cushioning actionof the draft gears.Solid Block (of Cars) – One or more charged cars coupledtogether and tested. The air brake system on a solid blockremains charged if it is disconnected from its air supply forless than 2 hours.Split Service Reduction – The preferred method of applyingtrain brakes gradually thus reducing in-train forces. A splitreduction is accomplished by making an initial 5 to 7 psi brakepipe reduction, followed by subsequent reductions in 2 to 3 psiincrements spaced at intervals 30 seconds apart.Stringlining – The result of excessive draft forces in a trainwhile negotiating a curve which causes wheel climb, trackdamage, and derailment..Surprise Stop – The shortest stop possible without using anemergency application.26 March 2008 Glossary-19

TC 55-88-1Telemetry System –• Head End Device: A radio device on thecontrolling locomotive unit capable of receivingand displaying data from an End of TrainDevice. Some devices are equipped with aswitch to initiate an emergency brake applicationfrom the rear of the train.• End of Train Device: A radio device at the rearof a train that transmits brake pipe pressure andother information to the Head End Device.Some devices are capable of initiating anemergency brake application. A highly visiblemarking device is incorporated into this device.Thermal Cracks (in Wheels) – Cracks in a railroad wheel,normally caused by excessive heat generated on the tread andflange of the wheel.Throttle Modulation – Minor adjustments of the throttle forthe purpose of controlling train speed.Tons Per Axle Dynamic Brake – The total actual trailingtonnage of the train divided by the total equivalent axles ofoperative dynamic brake.Tons Per Operative Brake – The actual trailing tonnage ofthe train divided by the total number of operative brakes.Glossary-20 26 March 2008

TC 55-88-1Track-Train Dynamics – A general term used to describe theinteraction of locomotive and cars with the track structureduring the movement of a train. Track-Train Dynamics areaffected 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 thatresults in an unintentional emergency application. Alsoreferred to as a dynamiter.26 March 2008 Glossary-21

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TC 55-88-1REFERENCESDepartment of the Army FormsDA forms are available from the APD website athttps://myforms.us.army.mil/wps/myportalDA Form 2028Recommended Changes toPublications and Blank FormsDepartment of Defense FormsDD forms are available from the OSD website athttp://www.dtic.mil/whs/directives/infomgt/forms/formsprogram.htmDD Form 862Daily Inspection Worksheet forDiesel-Electric Locomotives andLocomotive CranesFederal Railroad Administration FormsFRA forms are available from the FRA website athttp://safetydata.fra.dot.gov/OfficeofSafety/Forms/Default.aspFRA Form 6180-49A Locomotive Inspection andRepair Record26 March 2008 References-1

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TC 55-88-126 March 2008By Order of the Secretary of the Army:GEORGE W. CASEY, JR.General, United States ArmyChief of StaffOfficial:JOYCE E. MORROWAdministrative Assistant to theSecretary of the Army0806514DISTRIBUTION:Active Army, Army National Guard, and United States ArmyReserve: To be distributed in accordance with the initialdistribution number 121730, requirements for TC 55-88-1.

PIN: 084714-000