Railroad Rail Handbook for Air Brake and Train Handling Rules
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Description
PREFACE
This handbook provides rules on air brake and train handling
(ABTH) for train crew members conducting rail operations on
continental United States (CONUS) Department of Defense
(DOD) installations.
The proponent of this publication is Headquarters (HQ),
United States Army Training and Doctrine Command
(TRADOC).
CHAPTER 1
RULES FOR INSPECTION, TESTING, AND
MOVEMENT OF LOCOMOTIVES
Rule 1-1. TAKING CHARGE OF LOCOMOTIVE.
Inspectors are jointly responsible with engineers for the
condition of air brake equipment on the locomotive to the
extent that it is possible to detect defective equipment by
required inspections and tests. When an engineer takes charge
of a locomotive someplace other than a crew change location,
the below must be known before each trip or day’s work and
before the locomotive is moved:
• Brakes are in safe and suitable
condition of service.
• Air hoses are properly connected.
• Jumper cables are properly positioned.
• Safety chains and walkway platforms
are properly placed.
• Doors and windows on trailing
locomotive units are closed.
• Brake valves and electrical switches on
all locomotive units are properly
positioned for multiple unit operation
Air gauges are registering correctly and
the main reservoir pressure gauges
indicates a minimum pressure for each
of the following:
120 psi for freight.
125 psi for passenger service.
• The cooling system and the engine
governor sight glasses indicate proper
fluid levels.
• Speed indicator and alerter (if equipped)
are working and sealed.
• Headlights, bell, and horn are in
working order.
• Condensation has been drained from the
air brake system and automatic drain
valves are functioning properly.
• A Standing Locomotive Air Test
(see Rule 1-2) must be performed when
mechanical forces are not on duty, an
engineer takes charge of a locomotive at
the beginning of a workday, or when a
locomotive has been shut down.
• Hand brakes are released on all
locomotive units in the consist.
• If a locomotive is dispatched with a
non-functioning dynamic brake, a
written notice must be placed on the
engineer’s control stand in the
controlling cab stating the dynamic
brake is cut out on the unit(s) involved.
Dynamic brake cutout switches must be
properly tagged.
Locomotive units which are required to be shut down at
outside locations where there are no mechanical
employees available will be started by the engineer. An
engine that has been shut down for more than eight hours
must be pre-lubed before turnover. If the engine is
equipped with flash cock “T†handles, the flash cocks
must be opened. The engine must also be turned over at
least one revolution and the flash cock closed prior to
starting. In cases of rain, severe snow conditions, or
when ambient temperature is below 32 degrees
Fahrenheit and the engine has been shut down for at least
4 hours, the engineer will conduct the same operation as
described above.
This handbook provides rules on air brake and train handling
(ABTH) for train crew members conducting rail operations on
continental United States (CONUS) Department of Defense
(DOD) installations.
The proponent of this publication is Headquarters (HQ),
United States Army Training and Doctrine Command
(TRADOC).
CHAPTER 1
RULES FOR INSPECTION, TESTING, AND
MOVEMENT OF LOCOMOTIVES
Rule 1-1. TAKING CHARGE OF LOCOMOTIVE.
Inspectors are jointly responsible with engineers for the
condition of air brake equipment on the locomotive to the
extent that it is possible to detect defective equipment by
required inspections and tests. When an engineer takes charge
of a locomotive someplace other than a crew change location,
the below must be known before each trip or day’s work and
before the locomotive is moved:
• Brakes are in safe and suitable
condition of service.
• Air hoses are properly connected.
• Jumper cables are properly positioned.
• Safety chains and walkway platforms
are properly placed.
• Doors and windows on trailing
locomotive units are closed.
• Brake valves and electrical switches on
all locomotive units are properly
positioned for multiple unit operation
Air gauges are registering correctly and
the main reservoir pressure gauges
indicates a minimum pressure for each
of the following:
120 psi for freight.
125 psi for passenger service.
• The cooling system and the engine
governor sight glasses indicate proper
fluid levels.
• Speed indicator and alerter (if equipped)
are working and sealed.
• Headlights, bell, and horn are in
working order.
• Condensation has been drained from the
air brake system and automatic drain
valves are functioning properly.
• A Standing Locomotive Air Test
(see Rule 1-2) must be performed when
mechanical forces are not on duty, an
engineer takes charge of a locomotive at
the beginning of a workday, or when a
locomotive has been shut down.
• Hand brakes are released on all
locomotive units in the consist.
• If a locomotive is dispatched with a
non-functioning dynamic brake, a
written notice must be placed on the
engineer’s control stand in the
controlling cab stating the dynamic
brake is cut out on the unit(s) involved.
Dynamic brake cutout switches must be
properly tagged.
Locomotive units which are required to be shut down at
outside locations where there are no mechanical
employees available will be started by the engineer. An
engine that has been shut down for more than eight hours
must be pre-lubed before turnover. If the engine is
equipped with flash cock “T†handles, the flash cocks
must be opened. The engine must also be turned over at
least one revolution and the flash cock closed prior to
starting. In cases of rain, severe snow conditions, or
when ambient temperature is below 32 degrees
Fahrenheit and the engine has been shut down for at least
4 hours, the engineer will conduct the same operation as
described above.
