Note 1: In the following instructions, a car or locomotive is considered “unattended” when no crew member is close enough to the equipment to take safe and effective action to control its movement.

Note 2: Reference to hand brakes on locomotives includes electric parking brakes on SD90MAC locomotives.

Note 3: Crew members are responsible to inquire and confirm with each other that equipment is left in accordance with these instructions.

1.1 Leaving Railway Equipment Unattended

The following instructions apply:

a) A single car must ALWAYS be left with the hand brake applied.

b) More than two cars ALWAYS require at least TWO hand brakes.

c) Never leave a car with a defective hand brake by itself. It must be coupled to another car with an effective hand brake.

d) Individual blocks of cars must be secured with hand brakes on each block.

e) Hand brakes must be applied on the cars, which are at the low end of a downward sloping track.

f) When leaving equipment in a track equipped with a derail, it should be left as close as practical to the derail (about 100 feet). This does not include cars, which have been spotted for loading/unloading, or cars being handled while switching. Operating Rules, which govern proximity to public crossings at grade, still apply.

g) When leaving railway equipment, the minimum number of hand brakes must be applied as indicated in the following chart. Additional hand brakes may be required. Factors which must be considered are:

· Total number of cars

· Cars loaded or empty

· Track grade

· Hand brake force applied

Caution

This chart indicates the MINIMUM
number of hand brakes to be applied

1-2 cars	1 hand brakes
3-9 cars	2 hand brakes
10-19 cars	3 hand brakes
20-29 cars	4 hand brakes
30-39 cars	5 hand brakes
40-49 cars	6 hand brakes
50-59 cars	7 hand brakes
60-69 cars	8 hand brakes
70-79 cars	9 hand brakes
80-89 cars	10 hand brakes
90-99 cars	11 hand brakes
100-109 cars	12 hand brakes
110-119 cars	13 hand brakes
120-129 cars	14 hand brakes
130-139 cars	15 hand brakes
140-149 cars	16 hand brakes

h) In reference to the minimum number of hand brakes in the preceding chart, it is acceptable to include the hand brakes applied on locomotives.

i) On multi-platform cars, each platform is to be considered one car. However, if a multi-platform car has only 1 or 2 hand brakes for
3 to 5 platforms, it may be considered that the minimum requirement is met for that car.

j) There may be situations where all hand brakes should be applied.

k) It will be acceptable to apply less than the minimum number of hand brakes when so specified in special instructions.

l) At all yard locations, a 1 hand brake minimum is required on drafts of 1 or 2 cars and a 2 hand break minimum is required on drafts of 3 or more cars. Taylor Yard must comply with the minimum hand brake chart.

Testing hand brakes effectiveness is required to determine if a sufficient number of hand brakes have been set.

1.2 Test Hand Brake Effectiveness

To ensure an adequate number of hand brakes are applied, release all air brakes and allow or cause the slack to adjust. It must be apparent when slack runs in or out, that the hand brakes are sufficient to prevent that cut of cars from moving. This must be done before uncoupling or before leaving equipment unattended.

1.3 Switching and Handling Equipment

a) While switching, when a car or block of cars is left standing without air brakes applied, always apply at least one hand brake. Increase the number of hand brakes as required until it is apparent that the number of hand brakes applied are sufficient to prevent that cut of cars from moving.

a) During switching, emergency air brake applications must not be relied upon to hold equipment stationary for short periods of time unless:

1) There are at least 10 cars which are sufficiently charged with air and

2) A crew member is in close enough proximity to safely apply hand brakes if unintended movement occurs. This instruction is an exception to Section
14.0 b) in the Transportation/Field Operations Safety Rules and Work Procedures manual.

c) After being coupled to, no car or cut of cars may be pushed or shoved until it is known that a proper coupling has been made. The slack must be taken or be seen to run out on all cars to be moved.

d) When it is required to remove cars from the low end of a downward sloping track, ensure that any cars to be left standing are properly secured.

e) After switching has been completed, and the cars are being left, comply with Rule 1.1 and 1.2 above.

f) When a car movement is to be controlled by hand brakes(s), the hand brakes(s) must be tested and determined to be in good order before car(s) are cut off.

g) When cutting off in motion (flat switching):

Do not uncouple or allow car(s) to move under their own momentum onto standing cars unless it is positively known that the number of hand brakes applied on the standing cars are sufficient to prevent movement of all cars. To determine the minimum number of hand brakes required, add the total number of standing cars with the number of cars to be cut-off in motion.

Example:

There are 9 cars standing (with 2 hand brakes applied)
It is intended to cut-off in motion 4 additional cars
So that the total number of cars being left equals 13
According to the chart in item 1.1, 13 cars require 3 hand brakes.

· The 3^rd hand brake must be applied before the additional cars are cut-off in motion.

1.4 Hand Brake Application Procedures

a) Apply a hand brake with air brake released or brake cylinder bled off. Do not attempt to bleed a car off with SERVICE brake applications in effect as this can trigger an undesired release of all other cars.

b) It is not always practicable to apply hand brakes with the air brakes released (e.g., heavy grades with heavy cars or when providing 3 point protection). When an air brake application is required, it must be as light an application as possible to prevent movement while hand brakes are being applied.

c) When applying a hand brake, it must be applied fully.

d) Under winter conditions ensure braking surfaces are free of ice and snow.

1.5 Wreck Damaged Equipment

When hand brakes have been damaged due to derailment or mishap, it may be necessary to secure equipment with wheel chocks or chains. These devices are designed for this purpose and will be placed by Mechanical Services personnel if available.

1.6 Releasing Hand Brakes

a) Hand brakes have the ability to provide far more brake shoe force than the air brakes. To avoid damage to wheels, hand brakes must be FULLY RELEASED before moving car(s).

b) When releasing a hand brake, it may be determined that it is properly released by ensuring that the bell crank has dropped and that the vertical rod and chain are slack.

Note: Do not depend on brake shoes being clear of the wheels as on many cars the hand brake applies on the “B” end only.

c) Hand brakes must not be released from cars or trains left standing on a grade until the train air brake system has obtained its fully charged state, unless movement can be prevented with locomotive brakes.

2.0 Leaving a Portion of a Train Standing with Emergency Air Brakes Applied

2.1 Procedure

The following procedure will apply when the locomotive is removed from the train and the train air brakes are placed in emergency. Example: Stopping a train en route to pick-up or set-out or switch.

a) Before closing the angle cock on the portion to be moved:

1) Make a service application sufficient to prevent train movement.

2) The service exhaust must stop blowing at the automatic brake.

3) Advise the crew member when it is OK to close the angle cock on the portion to be moved.

4) On trains equipped with TIBS:

A. The crew member must advise the locomotive engineer when the angle cock has been closed, and then

B. The locomotive engineer must activate the TIBS emergency braking feature.

b) The standing portion must be left in EMERGENCY with angle cock FULLY OPEN.

NOTE: Crew members are responsible to inquire and confirm with each other that the standing portion has emergency brakes applied. The FULLY OPEN angle cock may be subsequently closed only when:

· The angle cock is FULLY OPEN in opposite end of the cars, OR

· A locomotive is coupled on opposite end of the equipment.

· The equipment has been secured with hand brakes in accordance with the hand brake rules.

c) The following precautions against unintended movement must be taken because brake cylinder pressure might leak off:

IMMEDIATE - If the standing portion is LESS THAN 10 CARS, secure with hand brakes immediately.

ONE HOUR - On grades 1.5 percent OR LESS, if the standing portion is 10 CARS OR MORE, begin to secure with hand brakes or re-couple the locomotive within 1 hour.

1/2 HOUR - On grades GREATER THAN
1.5 percent, if the standing portion is 10 CARS OR MORE, begin to secure with hand brakes or re-couple the locomotive within
1/2 hour.

NOTE - Refer to Section 6, Rule 1.4 to identify locations where grades are greater than 1.5 percent.

CAUTION - Whenever it is possible that the portion left standing cannot be secured within the applicable time limit, hand brakes must be applied immediately.

EXAMPLE: A train has stalled on an ascending grade and must “double the hill.” It is doubtful that the portion left standing could be secured within the required time limit. This means it must be secured immediately.

d) In the application of this instruction, hand brakes may be applied near the head-end of a train, regardless of low end or high end of a particular grade.

e) If it is not possible to test hand brake effectiveness because of a broken drawbar and if it is possible that the portion of a train left standing on a grade cannot be secured in 1 HOUR on grades of 1.5 percent or less; or

The cars cannot be secure within ½ HOUR on grades greater than 1.5 percent;

Hand brakes must be applied immediately as follows:

On heavy grades listed in Section 6 Rule 1.4 of the Air Brake and Train Handling Rules;

· If the grade is 1.3% to 1.8%, apply hand brakes on at least 50% of the cars.

· If the grade is 0.8% to 1.29%, apply hand brakes on at least 25% of the cars.

On all other locations, apply hand brakes as per the minimum number of hand brakes chart in Section 7, Rule 1.1.

Note: In all cases, if less than 10 cars will be left standing on a grade, secure with hand brakes immediately.

2.2 Locomotives with Vented Brake Pipe Angle Cock

Note 1: Many leased and foreign locomotives are equipped with a “vented brake pipe angle cock”. When closed, the vent will drain brake pipe pressure in the brake pipe hose. This can cause problems when uncoupling, because if brake pipe has already been vented to 0 psi, then the standing portion cannot be placed in emergency.

In the application of Rule 2.1 a) above (e.g., leaving a portion of a train standing in emergency):

THEN

There is a leased or foreign locomotive in the consist, and;

You are uncoupling immediately next to that foreign or leased locomotive;

BEFORE instructing the crew member on the ground that it is OK to close the angle cock on the portion to be moved place the entire movement in emergency using the automatic brake valve.

This instruction applies on switching movements on trains; it applies if you are hanging on to the foreign or leased locomotive or uncoupling from it.

Note 2: This instruction also applies to all SOO locomotives.

2.3 Cold Weather Instructions

In the application of ABTHR Section 7,
Rule 2.1, b), where in it states, that “the standing portion of a train must be left in EMERGENCY with the angle cock FULLY OPEN”, the following COLD WEATHER instruction is implemented.

1. Authority must be obtained from the responsible manager (Yard or Road), to proceed with this instruction. Where manager is not available, crew must notify dispatcher they are going to use this instruction.

2. Temperature must be below 10 degrees Fahrenheit.

3. Does not apply to trains with PTEX series cars.

4. The train or standing portion must be secured in accordance with ABTHR, Section 7, Rule 1.0.

Note: Local Handbrake Special Instructions apply.

5. In the application of this instruction, ABTHR Section 7, Rule 2.1, c) does not apply.

6. Once the train or portion thereof is secured with sufficient handbrakes, test their EFFECTIVENESS.

7. Prior to leaving the standing portion unattended, the brake pipe shall be reduced to “ZERO” at a rate that is no less than a service rate reduction, this is accomplished by placing the brake handle into the Handle Off position and waiting for the air to deplete from the train line. The SBU must be observed to ensure “ZERO Pressure”.

8. TIBS emergency braking feature should not be tripped.

9. Once the air is depleted and there is “ZERO” pressure at the SBU, the standing portion must be left with the angle cock open.

Note: This instruction is implemented with the intent that the standing portion of the train will be left for no more than two (2) hours, for the purposes of fueling locomotive(s), setting out or adding cars etc.

Caution: When it is anticipated that the equipment will be left longer than two (2) hours, secure the train (cars) and place the train into emergency as per ABTHR Section 7,
Rule 2.1, b).

3.0 Leaving a Train Unattended

3.1 Locomotives Attached and Running

The following will apply when a train is left unattended and locomotive(s) attached and the engine(s) running.

In reference to Rule 1.1 e) of the hand brake rule (apply hand brakes on the low end of a downward sloping track), trains left unattended with locomotive(s) attached may be left as follows:

a) On an ascending grade, train must be stopped with slack stretched. On other than ascending grade, stop with slack in or out.

b) LOCOMOTIVES must be ATTACHED with brake pipe coupled and angle cocks open.

c) Apply hand brakes on the headend of the train referencing the minimum hand brake chart. In reference to the chart, it is acceptable to include the hand brakes applied on locomotives.

d) Test the effectiveness of hand brakes.

e) On the controlling locomotive, the control stand must be left as follows:

· Independent brake cut-in and fully applied.

· Automatic brake cut-in and reduce brake pipe to 45 psi.

· Generator Field Off

· Engine Run On

· Control/Fuel Pump On.

· Reverser handle removed.

· Isolation switch to Isolate

Note: Take the reverser handle from the cab and place Isolation switch to Isolate on all locomotives in consist except as specified by Section 5, Rule 10.3. Place Isolation switch to Run when required to increase RPM during winter operations.

f) Turn off all unnecessary lights and close all doors and windows.

Caution: It is imperative that all steps in this procedure be followed. Otherwise, apply hand brakes on the cars, which are at the low end of a downward sloping track.

When required to leave a train in this manner, the information relative to hand brakes applied and inspection performed must be documented on the Crew to Crew Information Form as required by Section 9.

4.0 Leaving a Locomotive

4.1 Changing Off with Another Locomotive Engineer

When changing off with another locomotive engineer, coupled with or without a train or cars

a) Complete Crew to Crew Information Form.

b) Take the reverser handle from the cab of all locomotives.

4.2 Leaving a Locomotive Unattended

This instruction applies to locomotives running or dead without cars attached.

a) A hand brake must be fully applied on each locomotive.

Exception: Apply at least one hand brake when leaving locomotives on engine servicing tracks protected by derails.

b) Test the effectiveness of the hand brakes as per Rule 1.2 of this section. Examine the hand brake system to ensure that the chain is in tension to the point of application.

c) On the controlling locomotive, the control stand must be left as follows:

· Independent brake cut-in and fully applied.

· Automatic brake cut-in and make a
20 psi reduction.

Exception: EAB Failure (Electronic Air Brake)

It is not possible to cut-IN the automatic and independent brake on a locomotive on which the electronic air brake (EAB) system has failed. With a failed EAB system, the locomotive air brake backup mode defaults to trailing locomotive status only. This means the air brakes will eventually leak off. When setting off or leaving a locomotive on which the EAB system has failed, it is especially important that the hand brake effectiveness is tested.

· Generator Field OFF

· Engine Run ON

· Control/Fuel Pump ON.

· Reverser handle removed.

· Isolation switch to Isolate

Note: Take the reverser handle from the cab of all locomotives in consist except as specified by Section 5 – Rule 10.3. Place Isolation switch to Run when required to increase RPM during winter operations.

d) Turn off all unnecessary lights and close all doors and windows.

e) Where applicable, the Automatic Reporting Unit (ARU) must be connected for monitoring of locomotive.

f) Complete a Crew to Crew Information Form.

5.0 Locomotive Consist Separation

5.1 Procedure

The following will apply when a locomotive consist is to be separated for any reason for any period of time:

a) On locomotive(s) to be left standing apply hand brakes fully on all locomotive(s) and test their effectiveness. Release all air brakes and allow or cause the slack to adjust.

b) It must be apparent when slack runs in or out, that the hand brakes are sufficient to prevent the locomotive from moving. Examine the hand brake system to ensure that the chain is in tension to the point of application. This must be done before uncoupling.

c) On the controlling locomotive, apply the independent brake FULLY.

d) Close the cocks on all air hoses between the locomotives to be separated.

e) On at least one of the locomotives to be left standing, the control stand must be set up as follows:

· Independent brake cut-in and fully applied.

· Automatic brake cut-in and make a 20 psi reduction.

EXCEPTION: EAB FAILURE (Electronic Air Brake)

· Generator Field OFF

· Engine Run ON

· Control/Fuel Pump ON.

· Reverser handle removed.

· Isolation switch to Isolate

· Remove the jumper cable(s) and disconnect walkway safety chains.

· Uncouple the locomotives and separate.

· Secure all hoses in the receptacles dummy couplings (if provided).

IMPORTANT: It is imperative that steps a) through e) in this procedure be followed. Otherwise the air brakes can quickly leak off of the locomotive(s) to be left standing.