c. Train Line Air Brake Test, Initial Terminal. After the locomotive has been coupled
to the cars to be moved and the brake line connected, the train line must be charged. Charging
will take approximately 5 minutes for every 10 cars. When charging a train, the main reservoir
pressure shall be maintained at 100 pounds or more. To obtain this condition, it may be necessary
to place the generator field switch to the off position, place the reverser in neutral, and advance
the throttle beyond idle position. This test can be started when the brake pipe air pressure in the
locomotive has exceeded 65 psi for 5 minutes.
Make a 15 pound service reduction with the automatic brake valve and wait for
the exhaust to cease.
Move the brake valve out valve to the "out" position.
Wait one minute.
Check to see that brake pipe leakage does not exceed 5 psi per minute by
observing the brake pipe pressure indicator gauge for one minute.
Inspection of the train shall be made to determine that angle cocks are properly
positioned, that the brakes are applied on each car, brake rigging does not bind or
foul and all parts of the brake equipment are properly secured.
After all the brakes have been inspected for application, they shall be released and
the entire train checked again to confirm that all the brakes have released.
d. Train Line Air Brake Test, Road or Intermediate Test.
Whenever cars are added to a cut of cars, a set and release brake test shall be made
Make a 15 pound service reduction. Confirm that the brakes are set on the last
Check for brake pipe leakage per Section 3.4.c.
Release the brakes and confirm that the brakes have released on the last car.
5. Train Handling.
Proper freight train handling allows for a safe operation and the prevention of damage to track
structure, equipment, and lading. Although the presence of slack is required in order to start a
train one car at a time, severe slack action is the cause of much serious and avoidable damage.
Even though slack action cannot be eliminated, it can be controlled so as to avoid damage and
prevent personal injury to train crew members.
Locomotives have maximum continuous amperage limits beyond which damage to the traction
contain these amperage limits. In some cases, they are on the face of the amp meters. When
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