Transportation

Air Brake Train Handling

&
Equipment Handling
Rule Book

Effective April 1, 2010

 Air Brake
Train Handling
Rules

Effective April 1, 2010

 Air Brake Train Handling
Rules

Notice

The rules presented in this book:

• Are effective April 1, 2010
• Are effective on properties owned and/or operated by CSX.
• Govern the operation, testing, and inspection of various aspects of
railroad rolling equipment.
• Are written primarily for the guidance of conductors, engineers,
trainmen, and hostlers, but may apply to other employees as well.

Employees whose duties are prescribed by these rules must:

• Be conversant with them.
• Have a copy of this book accessible to them while on duty.

Conditions not covered by these rules and instructions demand sound

judgment for the application of correct principles of safety, efficiency, and
economy.

Copyright © 2007 by CSX. All rights reserved.

No part of this book may be used or reproduced in any
manner without written permission of CSX.
 Table of Contents

Section 1
5000 Air Brakes – General………………………………………………………..…………1 of 5
5001 Preventing Air Line Contamination…………………………………….... ………….1 of 5
5002 Maintaining the Required Minimum Percentage of Operating Brakes. ………….1 of 5
5003 Working On Brake Equipment………………………………………………………..2 of 5
5004 Standard Brake Pipe Pressure………………………………………….. …………..2 of 5
5005 Avoiding an Overcharge Condition……………………………………….………….3 of 5
5006 Reducing an Overcharge Condition……………………………………..……….….3 of 5
5007 Adjusting Air Brake Controls………………………………………………………….3 of 5
5050 Locomotive Air Brake Equipment……………………………..…………………….3 of 5
5051 Applying Train Brakes……………………………………………………….……….. 3 of 5
5052 Monitoring Locomotive Air Gauges…………………………………………… …….3 of 5
5053 Adjusting Equalizing Reservoir Pressure……………………………….. ………….4 of 5
5054 Cutting In the Automatic Brake……………………………………………………….4 of 5
5055 Reporting Excessive Locomotive Brake Cylinder Piston Travel……....………….4 of 5
5056 Ensuring Proper Brake Cylinder Pressure……………………………....………….4 of 5
5057 Blocking Independent Brake………………………………………………….………4 of 5
5058 Positioning 3-Position Automatic Brake Cut-out Valves………………. ………….4 of 5
5059 Verifying Type of Brake Valve on Controlling Locomotive…………….…………..4 of 5
5060 Managing Main Reservoir Air Pressure………………………………….………….4 of 5

Section 2
5100 Air Brake Tests – General Requirements…………………………………….…. 1 of 13
5101 Complying with FRA Regulations…………………………………….... ………….1 of 13
5102 Employee Responsibility…………………………………………………………….1 of 13
5103 Operating Air Brake Controls………………………………………….....…………1 of 13
5104 Determining Rear Car Air Pressure……………………………………. ………….1 of 13
5105 Determining Application and Release of Rear Car's Air Brake………………….1 of 13
5106 Restoring Brake Pipe Pressure……………………………………….... ………….1 of 13
5150 Making Locomotive Air Brake Tests………………………………….. ………….1 of 13
5151 Making a Locomotive Consist Air Brake Test………………………….………….1 of 13
5152 Making a Standing Locomotive Air Brake Test……………………….. ………….2 of 13
5153 Making a Running Locomotive Air Brake Test…………………………...……….3 of 13
5200 Making Train Air Brake Inspections and Tests………………………………….4 of 13
5201 Meeting Pre-Test Requirements……………………………………….. ………….4 of 13
5202 Testing Brake Pipe Leakage…………………………………………….. …………4 of 13
5203 Making a Class I Brake Test……………………………………………. ………….5 of 13
5204 Making a Class II Brake Test…………………………………………....………….7 of 13
5205 Making a Class III Brake Test…………………………………………...………….8 of 13
5206 Making a Transfer Train Air Brake Test……………………………….. ………….8 of 13
5207 Making a Helper Service Air Brake Test………………………………. ………….9 of 13
5208 Making a Class IA Air Brake Test……………………………………… ………….9 of 13
5209 Making a Back-up Hose/Back-up Valve Air Brake Test…………….. …………10 of 13
5210 Making a Passenger Train Running Air Brake Test ……………………………11 of 13
5211 Retesting Air Brakes ………………………………………………………………12 of 13
5212 Documenting the Air Brake Test………………………………………. …………12 of 13
Section 3
5300 Locomotives……………………………………………………………................... 1 of 22
5301 Ensuring Locomotives are Inspected…………………………………………….. 1 of 22
5302 Determining if Inspection is Required…………………………………………….. 1 of 22
5303 Securing Authorization to Perform Calendar Day Inspection…………………... 1 of 22
5304 Tagging Locomotives due an Inspection at a Different Time………………….. 2 of 22
5305 Performing a Calendar Day Inspection ………….………………………………..2 of 22
5306 Making a Report of the Calendar Day Inspection ………….…………………….4 of 22
5307 Reporting Non-Complying Conditions …………………….………………………4 of 22
5308 Moving Locomotives with Non-Complying Conditions ………….……………….5 of 22
5309 Locomotive Work Reports ………………………………………………………….6 of 22
5310 Reporting Locomotive Defects …………………………………………………….6 of 22
5350 Locomotive Conditioning ………………………………………………………….7 of 22
5351 Starting Diesel Engines……………. ……………………………………………….7 of 22
5352 Shutting Down Diesel Engines……………. ……………………………………….8 of 22
5353 Coupling Locomotives ………………………………………………………………9 of 22
5354 Uncoupling Locomotives. ………….………………………………………………..9 of 22
5355 Changing Ends...……………………………………………………………………10 of 22
5356 Securing the Locomotive Consist. ………………………………………………..10 of 22
5357 Leaving Locomotives Unattended..……………………………………………….15 of 22
5400 Locomotive Operation……………. ……………………………………………….15 of 22
5401 Conserving Fuel ……………..……………………………………………………..15 of 22
5402 Safety Control Devices …………………………………………………………….17 of 22
5403 Speed Indicators………………………………………………………………….. 17 of 22
5404 Complying with Short-Time Ratings …………………….……………………….18 of 22
5405 Caring for Equipment ……………………….……………………………………..20 of 22
5406 Protecting the Diesel Engine from Freezing ……………………………………20 of 22
5407 Inspecting to Make Certain Locomotive Wheels are Turning …………….......20 of 22
5408 Reporting a Hot Traction Motor Support Bearing ………….…………………...21 of 22
5409 Protecting Traction Motors from Water Damage ………………….……………21 of 22
5410 Adding Cooling Water to a Diesel Engine …………….…………………………21 of 22
5411 Ditch Lights ………………………………….……………………………………...22 of 22

Section 4
5500 Fundamentals of Train Handling…………........................................................1 of 25
5501 General..…………………..…………………………………………………………..1 of 25
5502 Tractive Effort. ………………..………………………………………………………1 of 25
5503 Sanding .………………………………………………………………………………3 of 25
5504 Throttle Handling ……………………..………..……………………………………3 of 25
5505 Train Braking ……………………………...…………………….……………………4 of 25
5550 Conventional Train Handling …………………………………………………...8 of 25
5551 Starting Trains .………………………………………….……………………………8 of 25
5552 Controlling Speed………………………………………………………………….. 8 of 25
5553 Braking Trains .…………..…………………………………………………………...8 of 25
5554 Releasing Train Brakes .……………………………………..…………………......9 of 25
5555 Stopping…………………………………………………………………………….. 10 of 25
5556 Conditioning Brakes...…………………..………………………………………….11 of 25
5557 Switching ..…………..………………………………………………………………12 of 25
5558 Operating Through an Area with a Temporary Speed Restriction…………….12 of 25
5559 Steep Grade (1% or more) Train Handling……………...……………………….12 of 25
5600 Helper Service ………………………………….…….………………………..……20 of 25
5601 Responsibilities…………………………………………………………………… 20 of 25
5602 Restrictions ……………………….………………………………………………..20 of 25
5603 Adding Helper ……………………………….……………………………………..21 of 25
5604 Operating a Helper Equipped Train ……………….…………………………….21 of 25
5605 Detaching Helper ………………………………..…………………………………21 of 25
5650 Special Train Handling Procedures ………………………….…………………22 of 25
5651 Gathering Slack and Starting Trains on Grades………….. ……………………22 of 25
5652 Loss of Dynamic Brakes ……………………..……………………………………22 of 25
5653 Emergency Brake Applications ..……………….…………………………………22 of 25
5654 Service Applications from Unknown Cause …………..…………………………24 of 25
5655 Inclement Weather Train Braking .……………………….……………………….24 of 25
5656 Reporting Train Separations or Stalls...…………..……………………………..25 of 25

Section 5
5700 Telemetry - Equipping Trains .………………………………………………………1 of 5
5701 Freight Train Exceptions .………….………………………………………………….1 of 5
5702 Passenger Train Exceptions .…………..…………………………………………….1 of 5
5703 Inspection Train Exceptions ...………………………………………………………..2 of 5
5750 Telemetry Qualifications ……………..………………………………………………2 of 5
5751 Qualifying Telemetry for Air Brake Tests ………………….……………………….2 of 5
5752 Qualifying Telemetry for Two-Way Operation ……………………..……………….2 of 5
5753 Coupling Helper Locomotive to Head End …………………………..……………..2 of 5
5800 Arming Telemetry for Two-Way Capability …………….…………………………3 of 5
5850 Testing Two-Way Telemetry Emergency Capability……………………..……... 3 of 5
5851 Bench Testing .…………………………………………………….…………………..3 of 5
5852 Performing Test ..………………………………………………………………………3 of 5
5900 Disarming Emergency Capability ………………………………………………….3 of 5
5950 En Route Failures and Defects ………………….………………………………….4 of 5
5951 Failures .………………………………..……………………………………………….4 of 5
5952 Restricting Train Movement due to an En Route Failure ………………...……….4 of 5
5953 Making Necessary Substitution for Telemetry with En Route Failure………….. 4 of 5
5954 Reporting Telemetry Device Defects ……………………………….……………….5 of 5

Appendix A
Setting up Locomotive Air Brakes

Appendix B
Illustrations of Brake Valve Handle Positions

Appendix C
Locomotive Data Guide

Glossary of Terms
 Section 1
Air Brakes - General, Locomotive Air Brake Equipment
1 of 5
5000 Air Brakes - General
5001 Preventing Air Line Contamination
Any employee coupling a yard line or locomotive to a train must first
slightly open the shut off valve or angle cock to blow condensation, debris,
and other contaminants from the yard line or brake pipe.

5002 Maintaining the Required Minimum Percentage of Operating Brakes

A. Considering Air Brakes Inoperative while En Route

The air brake on a car must be considered inoperative when it has a
brake cylinder piston travel in excess of 10.5 inches.

B. Exempting Scale Test Cars

Scale test cars not equipped with air brakes are exempt from the
requirements of this rule.

C. Operating while En Route

While en route, each train must have:
• Operative air brakes on at least 85% of the cars in the train.
(See the following table.)
• An operative air brake on the rear car, except as provided by
Rule 4203 (Ensuring Safe Movement when the Last Car in
the Train has its Air Brake Cut Out).

Number of Air Brakes that can be Cut Out in a Train While Still
Maintaining the Required 85% Operating
Inoperative
Cars in Inoperative Brakes
Brakes Cars in Train
Train Permitted
Permitted
7 to 13 1 106 to 112 16
14 to 19 2 113 to 119 17
20 to 26 3 120 to 125 18
27 to 33 4 126 to 132 19
34 to 39 5 133 to 139 20
40 to 46 6 140 to 145 21
47 to 53 7 146 to 152 22
54 to 59 8 153 to 159 23
60 to 66 9 160 to 165 24
67 to 73 10 166 to 172 25
74 to 79 11 173 to 179 26
80 to 86 12 180 to 185 27
87 to 93 13 186 to 192 28
94 to 99 14 193 to 199 29
100 to 105 15 200 to 206 30

When calculating the number of operative air brakes, count each:

• Locomotive as a car.
• Control valve on articulated equipment as a car.
 Section 1
Air Brakes - General, Locomotive Air Brake Equipment
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D. Limiting the Number of Consecutive Control Valves Cut Out
Comply with the following, in addition to the above requirements.

1. Non-Articulated Cars
Verify that a non-articulated car with its air brake cut out is not
coupled immediately next to:
• More than one other non-articulated car with air brakes cut
out.
• An articulated car with one control valve when that control
valve is cut out.
• The same end of an articulated car that has an end control
valve cut out.

2. Articulated Cars
Make certain that an articulated car:
• That has more than one control valve, does not have two (2)
consecutive control valves cut out. When there are two
consecutive control valves cut out, set the car out.
• With a control valve cut out on one of its ends, does not
have the end with the control valve cut out coupled
immediately to:
- A non-articulated cars with its air brake cut out,
- An articulated car with one control valve when that
control valve is cut out, or
- The same end of another articulated car that has an end
control valve cut out.

5003 Working On Brake Equipment

Cut out the air brake on a car before repairing or adjusting brake
equipment on that car in accordance with Rule 4200 (Cutting Out Air
Brakes).

5004 Standard Brake Pipe Pressure

Adjust brake pipe pressure as follows:

Standard Brake Pipe Pressure

Type of Service or Train Pressure
Passenger, including Amtrak’s “Auto
110 PSI
Trains”
Road Freight 90 PSI
Trains with freight and passenger
cars, excluding Amtrak’s “Auto 90 PSI
Trains”
Yard or Transfer 90 PSI
 Section 1
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5005 Avoiding an Overcharge Condition
A. Doubling Cars or Coupling Cars to a Train
When doubling cars or coupling cars to a train, make a full service
brake pipe reduction after the coupling is made and before the angle
cock is opened.

B. Charging Train From Other Than Head End

When charging a train from other than the head end, adjust the brake
pipe pressure to 15 PSI below the standard pressure for that train.

C. Attaching Cars to the Rear of a Train

When handling cars that will be attached to the rear of a train:
1. Before cutting air into cars, adjust the brake pipe pressure to 15
PSI below the standard pressure for the train being coupled to,
and
2. Make a full service brake pipe reduction after coupling to but
before the angle cock is opened to the main body of the train.

5006 Reducing an Overcharge Condition

To reduce an overcharged air brake system, follow the steps below:

Reducing an Overcharged Air Brake System

Step Action
1 Charge the brake pipe to the standard pressure for at least three (3)
minutes.
2 Place the automatic brake in the EMERGENCY position
3 Wait 90 seconds and place the automatic brake in the RELEASE
position
4 When 20 PSI of brake pipe pressure develops, place the automatic
brake in the HANDLE OFF position for 90 seconds
5 Place the automatic brake in the RELEASE position

5007 Adjusting Air Brake Controls

While the train or engine is moving, do not:

• Adjust the regulating valve on the controlling locomotive.

• Cut out a brake valve on the controlling locomotive.

5050 Locomotive Air Brake Equipment

5051 Applying Train Brakes
When applying train brakes, monitor equalizing reservoir pressure
because the brake pipe pressure will reduce at a slower rate.

5052 Monitoring Locomotive Air Gauges

Monitor all air pressure indications to detect changes that may affect the
operation of the locomotive or train.
 Section 1
Air Brakes - General, Locomotive Air Brake Equipment
4 of 5
5053 Adjusting Equalizing Reservoir Pressure
To ensure accuracy, make adjustments to equalizing reservoir pressure
with the automatic brake in the RELEASE position and cut OUT.

5054 Cutting In the Automatic Brake

Make certain that the automatic brake is in the RELEASE position and
equalizing reservoir pressure is not increasing before placing the
automatic brake cut-out valve to the IN position.

5055 Reporting Excessive Locomotive Brake Cylinder Piston Travel

Block 10 of Form FRA-F6180-49A (blue cab form) shows the maximum
piston travel. When the actual piston travel is within 2 inches of the
maximum piston travel shown in block 10, report the condition on the
Locomotive Work Report, and to the train dispatcher, yardmaster, or
mechanical desk.

5056 Ensuring Proper Brake Cylinder Pressure

The amount of locomotive brake cylinder pressure that should develop
when the independent brake is fully applied is posted inside the
locomotive cab by a stencil, badge plate, or decal.

If the pressure reading differs from the posted pressure by 3 PSI or more,
report the condition on the Locomotive Work Report. Do not alter the
locomotive brake cylinder pressure adjustment.

5057 Blocking Independent Brake

Do not block the independent brake so that it actuates the air brakes
continuously.

5058 Positioning 3-Position Automatic Brake Cut-out Valves

Do not use the “PASS” position of a 3-position automatic brake cut-out
valve in freight service.

The “PASS” position of a 3-position brake cut-out valve may only be used
when:
• In passenger service, and
• Each car’s control valve is set for graduated release.

5059 Verifying Type of Brake Valve on Controlling Locomotive

Except for yard operations and passenger trains, the controlling locomotive
must be equipped with 26/30 or electronic air brake valves.

5060 Managing Main Reservoir Air Pressure

Main reservoir air pressure should be between 130 and 145 PSI and must
be at least 15 PSI more than brake pipe pressure for the air brake to work
properly.
 Section 1
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5 of 5
A. Monitoring
Monitor the main reservoir air pressure and:
• If the locomotive is stopped, do not move the locomotive when
the pressure is within 15 PSI of brake pipe pressure.
• If the locomotive is moving and the main reservoir pressure falls
to within 10 PSI of the setting of the regulating valve:
1. Stop the movement. Comply with Rule 5555 (Stopping) if
cars are attached to the locomotive.
2. Secure the equipment in accordance with Operating Rules.
3. Report the condition and the circumstances to the train
dispatcher.
• Note on the Locomotive Work Report instances when main
reservoir pressure is outside the 130- to 145-PSI range for
extended periods of time.

B. Increasing Air Compressor Output

Do not increase air compressor output unless main reservoir pressure
is within 15 PSI of the regulating valve setting.

To increase the air compressor output on a locomotive consist that

contains at least one electrically-driven air compressor, center the
reverse lever and place the throttle in position #1.

Locomotive models having electrically driven air compressors are:

GE models: Dash 8, Dash 9, CW44AC, CW44AH, CW60AC
ES44DC, and ES44AC
EMD models: SD70M units 4575, 4576, and 4577, SD80MAC

To increase air compressor output with a locomotive consist that does

not contain an electrically driven air compressor:
• Center the reverse lever and use only sufficient throttle to
maintain a 15-PSI differential between main reservoir pressure
and the regulating valve setting.
• Do not leave the throttle in any position that causes excessive
vibration.
• Do not place the throttle in any position higher than #4.

C. Supplying Air to Main Reservoirs on Dead Locomotives

1. Dead-in-Tow
When handling dead-in-tow locomotives, make certain that the
dead engine feature has been cut in to provide main reservoir air
pressure. Only Mechanical Department personnel should operate
the dead engine feature.

2. Dead-in-Consist
When handling dead-in-consist locomotives, condition the
locomotives in accordance with Rule 5353 (Coupling
Locomotives).
 Section 2
Air Brake Tests, Locomotive Air Brake Tests, Train Air Brake Inspections and Tests
1 of 13
5100 Air Brake Tests – General Requirements
5101 Complying with FRA Regulations
Air brake equipment on locomotives and cars must be inspected and
tested in accordance with the rules of this section, which are based on
Federal Railroad Administration (FRA) regulations.

5102 Employee Responsibility

Supervisors are jointly responsible with inspectors, engineers, hostlers,
and trainmen for the condition of air brake and air signal equipment on
locomotives and cars to the extent it is possible to detect defective
equipment by the required air brake tests.

5103 Operating Air Brake Controls

Do not operate the air brake controls on a locomotive for the purpose of
performing train air brake tests unless you have been instructed and
qualified.

5104 Determining Rear Car Air Pressure

During air brake tests, use the most efficient of the following methods to
determine the air pressure at the rear of the train or cut of cars:
• Telemetry that has been qualified in accordance with Rule 5751
(Qualifying Telemetry for Air Brake Tests).
• Air gauge on a locomotive coupled to the rear of train or cut of cars.
• Air gauge in the EOT or marker unit.
• Accurate hand-held air gauge.

5105 Determining Application and Release of Rear Car's Air Brake

When making air brake tests, determine that the air brakes at the rear of
the train have applied and released by:
• Telemetry that has been qualified as accurate through Rule 5751
(Qualifying Telemetry for Air Brake Tests),
- A 5-PSI brake pipe reduction indicates application.
- A 5-PSI brake pipe increase after an application is made
indicates release.
• Observing that the brake cylinder piston properly responds to air
brake operation.
• Observing that a brake pipe gauge at the rear of the train responds to
air brake operation.

5106 Restoring Brake Pipe Pressure

After an air brake test, make certain that brake pipe pressure is being restored
at the rear of the train before proceeding.

5150 Making Locomotive Air Brake Tests

5151 Making a Locomotive Consist Air Brake Test
The requirements of this rule are in addition to Rule 5152 (Standing
Locomotive Air Brake Test) and Rule 5153 (Running Locomotive Air Brake
Test).
 Section 2
Air Brake Tests, Locomotive Air Brake Tests, Train Air Brake Inspections and Tests
2 of 13
A. When Required
Perform this air brake test when a locomotive consist is made up or
added to.

B. Procedure
To make a Locomotive Consist Air Brake Test, follow the steps below:

Making a Locomotive Consist Air Brake Test

Step Action
1 Secure locomotive consist against movement
Testing Independent Brake
2 Place independent and automatic brakes in RELEASE position.
3 Confirm that the air brakes are released on all locomotives.
4 Place independent brake in FULL APPLICATION position.
5 Confirm that the air brakes are applied on all locomotives.
6 Place independent brake in RELEASE position.
Testing Automatic Brake
7 Confirm that the air brakes are released on all locomotives.
Make certain air brake application and acceptable brake pipe leakage by:
1. Making a 10-PSI brake pipe reduction.
8 2. After brake pipe exhaust stops, cut out the automatic brake.
3. Measure brake pipe leakage to make certain that it does not exceed
5 PSI per minute.
Testing Air Brake Actuation
9 Confirm that the air brakes are applied on all locomotives.
10 Actuate brake cylinder pressure.
11 Confirm that the air brakes are released on all locomotives.
12 Properly position air brake controls as required.

C. Re-testing the Locomotive Consist

If the air brakes do not respond properly, or if brake pipe leakage is
more than 5 PSI per minute, stop the test and make corrections. After
making corrections, re-test the locomotive consist.

D. Documenting the Locomotive Brake Test

Review or record pertinent information in Section 1 of the brake test
certificate to verify that a qualified employee has performed a brake test
on the locomotive consist that is to be 1) added to a train consist, or 2) a
main track light locomotive(s) movement.

5152 Making a Standing Locomotive Air Brake Test

A. When Required
Make a Standing Locomotive Air Brake Test:
• When initially taking charge of a light locomotive, or
• After changing ends or controlling units on a light locomotive
consist, or
• Before making an initial movement with a light locomotive when
cutting away from a train.
 Section 2
Air Brake Tests, Locomotive Air Brake Tests, Train Air Brake Inspections and Tests
3 of 13
B. Conducting A Standing Locomotive Air Brake Test
Make certain that the locomotive remains stationary with the:
1. Independent brake in the FULL APPLICATION position,
2. Reverse lever in the FORWARD or REVERSE position,
3. Generator field switch in the ON position, and
4. Throttle in position #1.

C. Failure of Air Brakes During Test

If the locomotive moves and the test reveals holding power ineffective:
1. Place throttle in the IDLE position.
2. If necessary, movement must be stopped by:
a) Using hand brake (if conditions permit), or
b) Placing the reverse lever in the position opposite the
direction of movement and placing the throttle in position #1.

5153 Making a Running Locomotive Air Brake Test

A. When Required
Make a Running Locomotive Air Brake Test as soon as operating
conditions permit when:
• Making initial movement of a light locomotive, or
• Making any change to a locomotive consist, or
• Changing ends.

B. Testing Procedure
To make a Running Locomotive Air Brake Test, follow the steps below:

Making a Running Locomotive Air Brake Test

Step Action
1 Begin moving the locomotive consist.
Place the independent brake to a point in the application zone that
2
creates a retarding effect.
3 Verify brake cylinder pressure and retarding of the locomotive.
4 Place the independent brake in the RELEASE position.
Make certain that the brake cylinder pressure reduces to zero and the
5
retarding effect is eliminated.
6 Make a 15-PSI brake pipe reduction.
7 Verify brake cylinder pressure and retarding of the locomotive.
8 Actuate the brake cylinder pressure
Make certain that the brake cylinder pressure reduces to zero, and the
9
retarding effect is eliminated.
If at this point a heavy retarding effect develops, stop movement and
make sure MU connections are made properly.
10
If a retarding effect is not developed, test is complete. Position air brake
controls as required.
 Section 2
Air Brake Tests, Locomotive Air Brake Tests, Train Air Brake Inspections and Tests
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5200 Making Train Air Brake Inspections and Tests
5201 Meeting Pre-Test Requirements
Before beginning a brake test, make certain that:
• Air hoses are properly coupled and in a serviceable condition.
• Angle cocks, end cocks, and cutout cocks are properly positioned.
• Brake circuit cables are properly connected (if the train is equipped
with cables and will be operated with electro-pneumatic brakes).
• The regulating valve is adjusted to the standard pressure for the train
being tested.

5202 Testing Brake Pipe Leakage

When these rules require a test of brake pipe leakage, comply with the
following.

A. Air Flow Method (AFM)

Use the AFM when the train’s controlling locomotive is equipped with
26/30 or electronic air brake equipment and an air flow indicator.

1. Procedure
To make an Air Flow Method Test, following the steps below.

Step Action
1 Charge the brake pipe pressure at the rear car to 75 PSI for freight
trains and 95 PSI for passenger trains.
2 Verify that the airflow indicator shows 60 CFM or less. (Air flow
indicators must measure air flow in CFM)
At this point the leakage test is complete.
To test air brake operation, continue with Step 3.
3 Obtain the required signal to begin the test.
4 Make a 20-PSI brake pipe reduction and allow brake pipe exhaust
to stop.
5 Receive the required signal before releasing the air brakes.

B. Brake Pipe Leakage Method

If your train is not equipped to permit an Air Flow Method Test, make a
Brake Pipe Leakage Test by following the steps below:

Step Action
Charge the brake pipe pressure at the rear car to 75 PSI for freight
1
trains and 95 PSI for passenger trains.
2 Obtain the required signal to begin the test.
Make a 20-PSI brake pipe reduction and allow brake pipe exhaust to
3
stop.
4 Cut out the automatic brake.
5 Wait one minute and note brake pipe pressure
6 Measure brake pipe leakage for one minute.
If brake pipe leakage exceeds 5 PSI per minute, notify the employee
7
inspecting the cars.
8 Receive the required signal before releasing the air brakes.
 Section 2
Air Brake Tests, Locomotive Air Brake Tests, Train Air Brake Inspections and Tests
5 of 13
C. Addressing Excessive Leakage
If the leakage test reveals air flow greater than 60 CFM or more that 5
PSI leakage, examine the brake pipe for leaks and make the repairs
necessary to reduce leakage to the required minimum.

D. Documenting Brake Pipe Leakage

Verify or enter information on the brake test certificate regarding brake
pipe leakage. Information should be recorded as “AFM” when the
airflow has been determined to be 60 CFM or less, or recorded as the
amount of leakage per minute when the brake pipe leakage method has
been used.

5203 Making a Class I Brake Test

A. When Required
Make a Class I Brake Test where:
• The train is originally made up.
• The train’s consist is changed, unless the only change is either
one or both of the following:
- A car or a solid block of cars is added or removed.
- Removing one or more defective cars from the train.
• The train has been off air for more than four hours.
• A cycle train has traveled 3,000 miles since its last Class I brake
test and will be designated in special instructions.
• The train is received in interchange and the train’s consist is
changed.
• Cars are being picked up (added) at an intermediate location,
unless special instructions designate otherwise.
• The train is an extended haul train having traveled 1,500 miles as
designated by special instructions. A qualified mechanical
inspector will perform an inbound brake inspection at destination.

NOTE: A Class I Brake test is not required when:

• The train consist is changed by any combination 1, 2, 3, or 4
below:
1. Removing a car or a solid block of cars from the train.
2. Adding a previously tested car or solid block of cars to
the train
3. Changing motive power.
4. Removing or changing the caboose.

• Changes other than those contained in 1, 2, 3, or 4 above

are made to the train consist received in interchange where
the train will move 20 miles or less. In this case, perform a
Transfer Train Brake Test on cars added to the train.
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B. Procedure

1. Trains not Previously Tested

Test brake pipe leakage in accordance with Rule 5202 (Testing
Brake Pipe Leakage).

A) Inspecting Components during Test

While the air brakes are being tested on the train or cut of
cars, make certain that:
• Brakes apply on each car. If a car’s air brake is not
applied when examined, comply with Rule 5211
(Retesting Air Brakes).
• Air brake cylinder piston travel is correct when
determined to be:
- 7 to 9 inches on body-mounted brakes,
- a maximum of 6 inches on truck-mounted brakes,
or
- as specified by the badge plate on the car).
• Brake rigging does not bind or foul.
• Brake equipment is properly secured.
• Retaining valves are in the EXHAUST position.
• Retaining valve pipes are in serviceable condition.
• Both sides of the car must be examined sometime
during the inspection process to observe the functioning
of all moving parts of the brake system.

B) Inspection of the Train to Ensure Proper Release

Inspect each car to make sure that its air brake has
released. If both sides of train have received a visual
inspection before the signal is given to release the brakes, a
roll-by inspection may be made past a qualified employee
where train’s speed does not exceed 10 MPH. The
locomotive engineer must be notified of the results of the
roll-by inspection.

2. Testing Trains that have been Previously Tested

A) When Test has been Made Using the Outbound

Locomotive
Trains tested using the outbound locomotive need no further
testing.
 Section 2
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B) When Test has been Made Using an Air Source other than
the Outbound Locomotive
Trains tested using an air source other than the outbound
locomotive and kept on charge must be given an additional
test after the outbound locomotive is attached, as follows:
Step Action
Charge the brake pipe pressure at the rear car to 75 PSI for
1
freight trains and 95 PSI for passenger trains.
2 Obtain the required signal to begin the test.
3 Make a 20-PSI brake pipe reduction.
4 Make certain that the air brake applies on the rear car.
5 Receive the required signal before releasing the air brakes.
6 Place the automatic brake in the RELEASE position.
7 Make certain that the air brake releases on the rear car.

5204 Making a Class II Brake Test

A. When Required
Make a Class II Brake Test only when directed by special instructions or
verbal instructions to do so. Once instructed, make a Class II Brake
Test when the following equipment is added to a train at a location other
than the train’s initial terminal:
• A car or solid block of cars that has:
- not received a Class I Brake Test.
- been off air for more than four (4) hours.
• Inoperative air brakes and cars are tagged with defective
equipment tags (Form 1113EC) on each car side.

B. Procedure for Making a Class II Brake Test

When making a Class II Brake Test, follow the steps below:
Step Action
Test brake pipe leakage in accordance with Rule 5202 (Testing Brake
1
Pipe Leakage) on the entire train.
Make certain that the air brake on each car picked up and the rear car of
the train applies and remains applied until released. If the car’s air brake
is not applied when examined, comply with Rule 5211 (Retesting Air
2
Brakes). If car’s air brake fails to apply or remain applied for 3 minutes
during the retest, comply with instructions for reporting, tagging, and
moving the car with inoperative air brake, if required.
Make certain that the air brake on each car picked up and the rear car of
the train releases. Inspection may be performed as the train “rolls by”,
3
provided the train’s speed does not exceed 10 MPH. The engineer must
be notified of the results of the roll-by inspection.

C. Procedure for Additional Testing Following a Class II Brake Test

• Cars given a Class II Brake Test must receive a Class I Brake
Test at the next forward location where facilities are available to
perform a Class I Brake Test.
• In addition, note the location where the Class I brake test will be
required on the brake test certificate.
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5205 Making a Class III Brake Test
A. When Required
Perform a Class III Brake Test when:
• The train has been separated and recoupled without any change
to the train’s consist.
• A locomotive or caboose is changed.
• A car or solid block of cars is removed from the train.
• Any one of the following changes are made to the train at a
location other than the train’s initial terminal:
- A car or solid block of cars that has been previously given a
Class I Brake Test and has not been off air for more than
four hours is added to a train and the car or solid block of
cars has not been added to or switched, except to remove
defective cars, since it was set off. (Note: It is permissible to
pick up the cars from more than one track, providing the cars
were picked up in the same order as they were set off.).
- Car or solid block of cars is added to a train that has
received a Class I or Class II Brake Test and has not been
off air for more than 4 hours.

B. Procedure for Making a Class III Brake Test

1. Class III – Trainline Continuity

If the reason for performing this test is because the train has been
separated and recoupled without any changes to the train’s consist,
make certain that the brake pipe pressure at the rear car is being
restored. When you cannot determine that the brake pipe pressure is
being restored through Rule 5104 (Determining Rear Car Air
Pressure), determine the rear car’s air brake applies and releases
through Rule 5105 (Determining Application and Release of Rear
Car’s Air Brake).

2. Class III – Train Consist Change

When making a Class III Brake Test for reasons other than what is
listed in B -1 above, follow the steps below:

Step Action
Charge the brake pipe pressure at the rear car to 75 PSI for freight
1
trains and 95 PSI for passenger trains.
2 Make a 20-PSI brake pipe reduction.
3 Make certain that the air brake on the rear car of the train applies.
4 Place the automatic brake in the RELEASE position.
5 Make certain that the air brake on the rear car releases.

5206 Making a Transfer Train Air Brake Test

A. When Required
Make a Transfer Train Air Brake Test before making a transfer train
movement not to exceed 20 miles, unless the cars have been previously
tested.
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B. Procedure
To make a Transfer Train Air Brake Test, follow the steps below:

Step Action
1 Charge the brake pipe pressure at the rear car to 75 PSI.
2 Make a 20-PSI brake pipe reduction.
3 Make certain that the air brake applies on each car.
A car brake that fails to apply or remain applied may be retested per
4
Rule 5211 (Retesting Car Air Brakes).
5 Defective equipment may be moved to the nearest location where
repairs can be made if the defective car has been properly tagged.

5207 Making a Helper Service Air Brake Test

A. When Required
Make a Helper Service Air Brake Test anytime a helper locomotive is
added to a train.

B. Procedure
To make a Helper Service Brake Test, follow the steps below:

Step Action
Receive confirmation from the engineer of the helper locomotive that the
1
helper locomotive is properly coupled to the train.
If the train brake is applied, make an additional 10-PSI brake pipe
2 reduction, or If the train brake is released, make a 20-PSI brake pipe
reduction at the controlling locomotive.
3 Make sure the brake pipe exhaust stops.
Make certain the air brakes on the rear of the train apply. Make a visual
inspection of each helper locomotive brake system to determine the
4
brake system operates from a 20-PSI reduction initiated from the
controlling locomotive.
Place the automatic brake handle to RELEASE position on the
5
controlling locomotive.
6 Make certain the air brakes on the rear of the train releases.
A helper locomotive with inoperative or ineffective brakes shall be
7
repaired prior to use or removed from the train.

5208 Making a Class IA Air Brake Test

A. When Required
Make a Class IA Air Brake Test at points designated in Special
Instructions.
 Section 2
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B. Procedure
To make a Class IA Air Brake Test, follow the steps below:

Step Action
Charge the brake pipe pressure at the rear car to 75 PSI for freight
1
trains and 95 PSI for passenger trains.
Test brake pipe leakage in accordance with Rule 5202 (Testing Brake
2
Pipe Leakage).
3 Make a 20-PSI brake pipe reduction.
Make certain that:
• An inspection of both sides of the car is done sometime during the
inspection process
4
• the air brake applies on each car.
• Brake rigging on each car is properly secured and does not bind
or foul
A car whose brake that fails to apply can be retested per Rule 5211
(Retesting Air Brakes). The car failing a retest may be moved to the
5
nearest location where repairs can be made after being properly
tagged.

5209 Making a Back-up Hose / Back-up Valve Air Brake Test

A. When Required
Make a Back-up Hose / Back-up Valve Air Brake Test when:
1. A back-up hose or back-up valve will be used to control
movement.
2. The consist of a train using a back-up hose or back-up valve is
changed.

B. Procedure
To make a Back-up Hose / Back-up Valve Air Brake Test, follow the
steps below:

Step Who Does It Action

Verifies that the air hoses are coupled from the
1 Trainman
locomotive to the back-up valve.
Informs the engineer that a brake test will be made from
2 Trainman
the back-up valve.
3 Engineer Charges the air brake system.
4 Engineer Cuts out the automatic brake.
Opens the back-up valve to exhaust air pressure at a
5 Trainman
service rate.
Observes brake pipe and brake cylinder gauges to make
certain that the:
6 Engineer
• Brake pipe pressure reduces, and
• Air brake applies on the locomotive.
7 Engineer Communicates the results of the test to the trainman.
8 Trainman Closes the back-up valve.
Restores air brake equipment to normal operating
9 Engineer
position.
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C. Back-up Running Air Brake Test for Passenger Train Equipment
In addition to the requirements of Paragraph B, above, make the
following test, as conditions require.

Step Who Does It Action

1 Engineer Begins movement and authorizes test.
Opens the back-up valve to reduce brake pipe pressure
2 Trainman at a service rate and verifies that air pressure is
exhausting freely.
3 Crew Verifies that a retarding effect is created.

5210 Making a Passenger Train Running Air Brake Test

A. When Required
Make a Passenger Train Running Air Brake Test when:
• Departing the train’s initial terminal.
• Locomotive, engine crew, or train crew has been changed.
• A brake pipe angle cock has been turned, except for cutting cars
from the rear of the train.
• Electro-pneumatic brake circuit cables between power units and/or
cars are disconnected.
• The train has struck debris on the track.
• In accordance with Rule 5953 (Making Necessary Substitution for
Telemetry with an En Route Failure).

B. Procedure
To make a Passenger Train Running Air Brake Test, follow the steps
below:

Step Action
Begin the test as soon as the train speed is high enough to prevent stalling.
1 Keep the locomotive brake released during the test.
While using enough power to keep the train stretched, apply the train air
2
brakes with sufficient force to make sure they are operating properly.
If the train brakes create a noticeable retarding force, release the brakes
3
and proceed.
If the train brakes do not create a noticeable retarding force:
1. Stop the train.
4 2. Inspect the brakes.
3. Correct the problem.
4. Perform this procedure again.
 Section 2
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5211 Retesting Air Brakes
If you discover an air brake that has not applied or does not remain applied,
retest the air brake as follows:

Step Action
Charge the brake pipe pressure at the rear car to 75 PSI for freight trains
1
and 95 PSI for passenger trains.
2 Make a 20-PSI brake pipe reduction.
3 Measure the time the air brake is applied.
If the air brake remains applied for three (3) minutes, consider the air
brake as operating.
4
If the air brake does not remain applied for at least three (3) minutes,
consider the air brake as non-operating.
When freight car fails the retest:
• At the train’s originating location, set the car out.
5
• At an intermediate location, once tagged, may be moved to the
nearest repair location.

5212 Documenting the Air Brake Test

Engineer Notification of Class I or IA Brake Test

A. Required Notification
The engineer must be notified that the air brake test has been
satisfactorily performed. This notification must include the:
• Date and time the inspection was made.
• Number of freight cars inspected.
• Name of the qualified person performing the test or ID
number if Class I or IA test.
• Location where the test was performed.

If the notification is provided verbally, the engineer must record

the required information on the brake test certificate.
Review brake test certificate information when taking charge of
locomotive(s) and/or train. The engineer may review one or
more sections for documentation of power brake law items:
• Section 1 – Locomotive Brake Test
• Section 2 – Head End Train Device Test
• Section 3 – Dynamic Brake Status, Total Dynamic Brake
Axles, and the number of Locomotives Tagged Defective
• Section 4 – Train Brake Test
• Section 5 - Rear End Train Device Test
• Section 6 - Train Air Brake Test Information including
number of cars with air brakes inoperative or cut out,
repair location for these cars, and position of such cars in
the train.
• Section 7 - Power Brake Related Problem(s) Explanation.

List information relating to occurrences of Power Brake related

problems.
 Section 2
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Example 1: A locomotive that has developed an inoperative
dynamic brake en route and not previously reported.
Example 2: A freight car that has had the air brake cut out due
to brakes sticking.

B. Transferring Notification
Leave any brake test written documentation on the engineer’s
control stand of the controlling locomotive for the relieving
engineer. This form, unless recreated, or updated, must
remain on the controlling locomotive to the train’s destination.
The engineer must record pertinent information, as necessary,
to keep the air brake certificate up-to-date.
The locomotive engineer who changes or adds motive power
to a previously Class I brake tested train will see that the brake
test certificate information is placed in the controlling
locomotive’s operating cab.
The conductor, when updating train documentation, will note
pertinent information relating to Class I, IA, II, or transfer brake
tests given to the train or any car or block of cars added to the
train.

C. Notification of Air Brake Test relating to Cars being Set Out.

Leave written documentation in the knuckle with the car or
block of cars, or verbally notify the yardmaster or train
dispatcher when cars have received a previous test and have
been kept charged. This information is critical to avoiding
further unnecessary testing on such cars. Information must
include:
• Date, time, the inspection was made.
• Number of freight cars inspected.
• Name of qualified employee (or ID number of qualified
employee if test is Class I or IA) that performed the air
brake test of car(s) being set out of the train.

D. Replacing Air Brake Test Certificate Information

The originating Class I air brake test information must remain
with the train to destination. If information is not found, contact
the yardmaster or train dispatcher to report the absence of the
air brake test certificate relating to your train. The originating
Class I brake test information may be retrieved from the CSX
mechanical department. Be governed by instructions from the
yardmaster or train dispatcher for replacing the air brake test
certificate.
 Section 3
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5300 Locomotives
5301 Ensuring Locomotives are Inspected
Each locomotive in use must be inspected once each calendar day.

A. Engineer Responsibility
The engineer must make sure that the locomotive consist in his/her
charge has received the required calendar day inspection.

B. Inspection Made by Mechanical Department

The engineer must accept the results of any inspection performed by
the Mechanical Department.

5302 Determining if Inspection is Required

A. When the Locomotive will not be Used in Service
Do not inspect a locomotive that will not be used in service. If the
locomotive is due a calendar day inspection, comply with Rule 5307A
(Completing and Placing Non-Compliance Tag).

B. When the Locomotive will be Used in Service

Review the Calendar Day Inspection Report upon taking charge of a
locomotive. When taking charge of run through power, check the lead
locomotive's Calendar Day Inspection Report and look for Calendar Day
Inspection Tags placed in accordance with Rule 5304 (Tagging a
Locomotive due an Inspection at a Different Time). Be governed as
follows:

1. When a Calendar Day Inspection is not Required

When the previous calendar day inspection was made on the
current day, do not make another inspection.

2. Making a Calendar Day Inspection Before Using the Locomotive

Make a Calendar Day Inspection before using the locomotive if:
• The Calendar Day Inspection Report can not be found.
• The last calendar day inspection was not made on either the
current day or on the previous day.

3. Making a Calendar Day Inspection Before 2359 Hours on the

Current Day
If the last calendar day inspection was made on the previous day,
the inspection must be made on the current day before 2359 hours.

5303 Securing Authorization to Perform Calendar Day Inspection

When a locomotive requires a calendar day inspection in accordance with
Paragraph B3 above, secure authority to make the inspection in accordance
with the following.
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A. When Your Tour-of-Duty Began at 1200 Hours or Later
When a calendar day inspection will be required on the current day,
secure instructions regarding where the calendar day inspection should
be conducted.

Under no circumstances can a locomotive requiring a calendar day

inspection be operated past 2359 hours.

B. When Your Tour-of-Duty Began before 1200 Hours

When a calendar day inspection will be required on the current day,
make the inspection before leaving the train, unless:
• Doing so would cause a violation of the Hours-of-Service Act.
• Instructed by a proper authority that another employee will make
the inspection before 2359 hours.

C. When Setting Out a Locomotive En Route

When a locomotive being set out en route requires a calendar day
inspection on the current day, make the inspection unless instructed by
a proper authority that another employee will make the inspection
before 2359 hours.

5304 Tagging Locomotives due an Inspection at a Different Time

When any locomotive in the consist is due a calendar day inspection before
the lead locomotive is due its inspection, complete a Calendar Day
Inspection Tag and attach it to the isolation switch of the lead locomotive.

5305 Performing a Calendar Day Inspection

When a calendar day inspection is required, inspect the locomotive for “non-
complying conditions”.

The locomotive must be considered as having a non-complying condition

when any of the conditions listed below are not met, and the locomotive
must be handled in accordance with Rule 5308 (Moving Locomotives with
Non-Complying Conditions).
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A. Inspecting the Operating Cab
• Floors and passageways must be free of slip and/or trip hazards.
• Fusees and torpedoes must be in the container provided.
• Cab seats must be secure.
• Traction motors on DC-powered locomotives must be cut in.
• Windows on the lead locomotive must permit a clear view.
• The following must be operational on, or from, the lead locomotive:
- Front headlight (at least one bulb in the headlight to the front of
the locomotive consist)
- Rear headlight (at least one bulb in the headlight to the rear of
the locomotive consist when the locomotive is used in yard
service or in road service and is regularly required to run
backward for any portion of its trip other than to pick up a portion
of its train or to make terminal movements)
- Horn
- Crossing bell
- Gauge lights (must permit accurate readings of gauges)
- Engineer’s cab light (must provide sufficient illumination for
reading necessary documents)

B. Inspecting the Walkway and Engine Compartment

• Walkways must be free of slip and/or trip hazards.
• Handrails, hand holds, steps, ladders, and guards must be secured
and ready for service.
• Guards for electrical and rotating equipment must be in place.
• Safety chains must:
- Provide a continuous barrier between locomotives.
- Provide a continuous barrier across the front and the rear of the
locomotive consist.
- Be connected high enough to permit safe passage.

C. Making a Ground Inspection

• Sanders must deposit sand on the rails in front of the consist’s lead
wheels (in the direction of movement) and the consist’s rear wheels.
• Fuel tank must not have any leaks.
• Brake cylinder piston travel must be at a:
- Minimum - sufficient to permit the brake shoes to clear the
wheels when the brakes are released.
- Maximum – not more than the total piston travel displayed in
Block 10 of Form F6180-49A minus 1 1/2 inches.
• Brake shoes must be secured and aligned with the wheel.
• Brake rigging must not bind or foul.
• There must be no cracks, or broken or missing parts on any:
- Locomotive truck
- Wheel
- Gear case
- Draft gear
- Coupler or coupler carrier
 Section 3
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• Jumper cables must:
- Not be frayed or damaged.
- Be stowed if unused.
- Have each end connected to a working receptacle or a dummy
receptacle.

5306 Making a Report of the Calendar Day Inspection

Complete a Calendar Day Inspection Report and leave it on the locomotive
inspected.

5307 Reporting Non-Complying Conditions

When a non-complying condition exists on a locomotive, the engineer must
comply with the requirements of this rule.

A. Completing and Placing a Non-Compliance Tag

When a non-complying condition exists on a locomotive, complete a
Non-Compliance Tag indicating the non-complying condition(s). Attach
the appropriate part of the tag to the isolation switch of the non-
complying locomotive and the other part to the isolation switch of the
controlling locomotive. The Non-Compliance Tag must remain on the
affected locomotive to provide notification for the next engineer.

Complete and attach a non-compliance tag as required by Rule 5302A

(Locomotive that will not be Used in Service) even though the
locomotive has no defect (s).

Both copies of the Non-Compliance Tag must be placed on the non-

complying locomotive if it is set off.

B. Discovering the Condition during a Calendar Day Inspection

In addition to Paragraph A of this rule, record the details of the non-
complying condition on the Calendar Day Inspection Report when the
condition is discovered during the performance of a calendar day
inspection.

C. Discovering the Condition While En Route

In addition to Paragraph A of this rule, record the details of the non-
complying condition on the Locomotive Work Report when the condition
is discovered en route.

D. Reporting a Non-Complying Condition

When a non-complying condition is discovered, promptly report the
details of the condition, including any restrictions placed on the
locomotive, to:
• Train dispatcher or yardmaster
• Mechanical Desk
• All other crew members
 Section 3
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5308 Moving Locomotives with Non-Complying Conditions
Comply with the requirements of this rule when a condition described in
one of the following rules exist:
• Rule 5305 (Performing a Calendar Day Inspection)
• Rule 5411 (Ditch Lights)
• Rule 4153 (Flat Spots Meeting a Non-complying Condition for a
Locomotive)

A. Discovering the Condition during a Calendar Day Inspection

1. If possible, bring the locomotive into compliance by switching the
consist or correcting the condition.

2. If the locomotive can not be brought into compliance through 1,

above, the engineer or other qualified employee must determine
whether the locomotive is safe to move.

A) Handling a Non-Complying Locomotive that is Safe to Move

If the non-complying locomotive is safe to move, it may only be
moved either:
• Lite or dead within a yard, not exceeding 10 MPH, or
• In a locomotive consist not attached to cars, or
• Isolated or shut down (temperature permitting) when
attached to cars.

B) Reporting a Non-Complying Locomotive that is not Safe to

Move
If the locomotive is not safe to move, notify the train dispatcher or
yardmaster.

B. Discovering the Condition While En Route

1. If possible, bring the locomotive into compliance by switching the
consist or correcting the condition.

2. If the locomotive cannot be brought into compliance through 1,

above, the engineer or other qualified employee must determine
whether the locomotive is safe to move.

A) Handling a Non-Complying Locomotive that is Safe to Move

If the locomotive is safe to move, it may only be operated until the
earlier of:
1) The performance of the next Calendar Day Inspection, or
2) Reaching the next forward point where the necessary repairs
can be made.

B) Reporting a Non-Complying Locomotive that is not Safe to

Move
If the locomotive is not safe to move, notify the train dispatcher or
yardmaster.
 Section 3
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C) Positioning of a Non-Complying Locomotive
When a locomotive is isolated or shutdown en route due to a
non-complying condition, do not permit the locomotive to remain
in the controlling or lead position after the performance of the
next calendar day inspection.

5309 Locomotive Work Reports

A. Completing a Locomotive Work Report
Complete a Locomotive Work Report for the locomotive consist, for
each trip or tour-of-duty, detailing:
• The locomotive(s) initials and numbers
• The information required lines 1 through 4 of the report
• Problems
• Unusual occurrences
• Defects
• Non-complying conditions discovered en route

The Locomotive Work Report may be used by more than one

engineer, if space permits.

These reporting requirements pertain to foreign railroad

locomotives as well as CSXT locomotives.

B. Completing a Locomotive Work Report when Setting Out a

Locomotive
When setting out a locomotive, complete a Locomotive Work Report
detailing the information required in Paragraph A of this rule, and leave
it on board the set-off locomotive.

5310 Reporting Locomotive Defects

Promptly report defects discovered en route to:
• The train dispatcher or yardmaster
• The Mechanical Desk
• All other crew members

When reporting locomotive defects to the train dispatcher, yardmaster, or

Mechanical Desk, use the three-letter code with the accompanying color
code, as listed on the cover of the Locomotive Work Report tablet.

Telephone numbers for the Mechanical Desk are RNX system 8-388-5540
or 8-388-5555 and Bell system 1-800-624-8385.
 Section 3
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5350 Locomotive Conditioning
5351 Starting Diesel Engines

A. When Starting a Diesel Engine is Prohibited

Do not attempt to start a diesel engine when any of the following
conditions exist:
• Hot engine and low lube oil indications are displayed at the same
time.
• Crankcase over pressure device is tripped.
• An indication of a governor shutdown (low lube oil) occurs two
consecutive times.

B. Starting a Diesel Engine

To start a diesel engine, follow the steps below. When the instructions
below conflict with the decal posted inside the cab of a SD70AC,
SD80AC, or SD90AC locomotive, comply with the instructions on the
decal.

Starting a Diesel Engine

Step Action
Locomotive Cab
1 Place the isolation switch in the START position.
2 Make certain that the battery knife switch is closed.
Reset any tripped circuit breakers and place the control/fuel pump
3
switch to the ON position.
4 Make certain that the fuses are properly positioned.
Make certain that the throttle or the MU shutdown button is not in the
5
STOP position.
Engine Room
Reset engine protective devices that are tripped, except do not reset a
6
crankcase over pressure device.
Check the engine lube oil, cooling water, and air compressor lube oil
levels.
7 • If any of the levels is at or below the LOW level, do not start the
engine and contact the Mechanical Desk.
• If all of the levels are above the LOW level, start the engine.
Starting Engine
Prime the fuel system.
Note: The following conditions indicate the fuel system is primed:
8 • Sight glass is full of fuel,
• Pressure gauge (if equipped) indicates at least 30 PSI, or
• System has been primed continuously for 30 seconds.
Crank the diesel engine until it starts, but not longer than 30 seconds.
Notes:
• Hold the layshaft lever (on diesel engines so equipped) at 1/3
travel
9 • There may be a delay of up to 15 seconds before a GE diesel
engine begins to crank
• If the diesel engine fails to start, repeat this procedure. If it does
not start after a second attempt, contact the Mechanical
Department.
 Section 3
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5352 Shutting Down Diesel Engines
A. Performing an Emergency Shutdown
Shut down the diesel engine as soon as possible in an emergency
situation, as follows.

1. Shutting Down the Entire Consist

Shut down all diesel engines on-line by either:
• Placing the throttle in the STOP position on upright control stands,
or
• Depressing the STOP button on the overhead console (on
locomotives with a desk-top control stand).

2. Shutting Down Individual Locomotives

Depressing any emergency fuel cut-off switch will immediately shut
down the diesel engine.

Depressing any emergency fuel cut-off switch on a locomotive will

immediately shut down the locomotive’s diesel engine and shut down or
disable the auxiliary power unit (apu) or (AESS) automatic engine
start/stop system.

B. Performing a Normal Shutdown

Operate the diesel engine at less than throttle position 8 for at least 30
minutes before shutdown.

To shut down a diesel engine, follow the steps below. When the
instructions below conflict with the decal posted inside the cab of a
SD70AC, SD80AC, SD90AC or newer locomotive, comply with the
instructions on the decal.

Shutting Down a Diesel Engine

Step Action
All locomotives except CW60AC
1 Place the isolation switch in the START position.
2 Stop the engine by pressing the engine stop button.
3 Open the radio circuit breaker
4 Open the battery knife switch
CW60AC locomotives
1 Place the isolation switch in the START position.
2 Stop the engine by pressing the engine stop button.
Depress and hold the computer reset off button at least 2 seconds.
• The computer screen will display "Please wait. Computer shutdown
3 in progress."
• After 15 seconds the computer screen will display "No external
video."
4 Open the radio circuit breaker
5 Open the battery knife switch
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5353 Coupling Locomotives
When coupling locomotives, secure 3-Step Protection in accordance with
Rule 2053A (3-Step Protection) before fouling the equipment when the
locomotive engineer is in the cab or if one of the locomotives is being
operated remotely.

When coupling locomotives, make certain that the couplers are locked by
stretching the coupling and complete the following tasks:
• Position the controls, switches, and air brake valves on the controlling
locomotive.
• Position the controls, switches, and air brake valves on the trailing
locomotives. Make certain that the engine run, control/control and fuel
pump, and generator field switches are in the OFF position.
• Position the walkways and safety chains to provide safe movement from
one locomotive to the other.
• Install the jumper cables.
• Make the following air hose connections:
- Brake pipe hose
- Main reservoir equalizing hose
- Actuating hose
- Independent application and release hose
• Open angle cocks and end cocks for the coupled air hoses

5354 Uncoupling Locomotives

When uncoupling locomotives, secure 3-Step Protection in accordance with
Rule 2053A (3-Step Protection) before fouling the equipment when the
locomotive engineer is in the cab or if one of the locomotives is being
operated remotely.

Complete the following tasks when uncoupling locomotives:

• Secure the locomotive(s) to be left standing.
• Disconnect and reposition the safety chains.
• Position the walkways.
• Close the angle cocks and the end cocks where necessary.
• Disconnect and store the jumper cable(s).
• Position the controls, switches and air brake valves on the locomotives
to be left standing.

NOTE: Do not break air hose connections by hand. Allow those connections
to be broken as the locomotives part.
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5355 Changing Ends
When required to operate from a different locomotive in the consist, follow
the steps below to change ends:

Changing Ends
Step Action
Cutting Out
1 Make certain that the independent brake is in the FULL APPLICATION
position.
2 Remove and properly store the reverse lever.
3 Make a full service reduction and make certain that the brake pipe
exhaust stops.
4 Cut out the automatic brake and put it in the HANDLE OFF position.
5 Cut out the independent brake and put it in the RELEASE position.
6 Set the switches and controls for trailing operation.
7 Proceed promptly to the locomotive to be cut in.
Cutting In
1 Place the independent brake in the FULL APPLICATION position and
cut in.
2 Position the switches and controls for lead unit operation.
3 Place the automatic brake in the RELEASE position and adjust the
equalizing reservoir pressure if necessary.
4 Cut in the automatic brake.

5356 Securing the Locomotive Consist

Engineers securing a locomotive consist must apply the number of hand
brakes required by operating rule and make certain that the consist will not
move.

A. Operating a Hand Brake

When applying a hand brake, operate the mechanism until all slack is
removed from the chain and the brake shoes to which the hand brake is
connected are tight against the wheels.

On locomotives with underslung brake cylinders equipped with brake

cylinder release valves, make certain that the brake cylinder between
the L1 and L2 wheels is IN (released).
 Section 3
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B. Operating an Electric Parking Brake
With the exception of this rule an electric parking brake will be
considered the same as a hand brake.

1. EMD SD80 MAC Equipment

a. Applying Electric Parking Brake

To apply an electric parking brake, follow the steps below:

Applying an Electric Parking Brake

Step Action
Make certain that the parking brake circuit breaker is in the ON
1
position.
Rotate the collar of the parking brake switch clockwise to align the
2
indicator mark with the position marked “apply”.
Press and hold the push button until the needle indicator on the
parking brake meter moves to the extreme right position of (and
remains steady in) the applied zone. (This may take 45 to 50
seconds).
Notes:
3 • If the indicator needle does not move after the push button
has been pressed for 30 seconds, the parking brake must be
operated manually.
• Do not hold the push button in for more than 15 seconds after
the indicator needle reaches and remains steady in the
applied zone.
Test the parking brake’s effectiveness in accordance with
4
Paragraph C (Verifying Hand Brake Effectiveness).

b. Applying Electric Parking Brake – Manually

To apply an electric parking brake manually, follow the steps below:

Applying an Electric Parking Brake – Manually

Step Action
1 Place the parking brake circuit breaker to the OFF position.
2 Remove the hand crank from the container adjacent to the
parking brake unit, which is located on the left side of the front
truck.
3 Apply the hand crank to the manual drive shaft of the parking
brake unit and rotate it clockwise until the brake shoes are firmly
against L2 and L3 wheels.
4 Remove and store the hand crank.
5 Place the parking brake circuit breaker to the ON position.
6 Test the parking brake’s effectiveness in accordance with
Paragraph C (Verifying Hand Brake Effectiveness).
 Section 3
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c. Releasing Electric Parking Brake

To release an electric parking brake, follow the steps below:

Releasing Electric Parking Brake

Step Action
Rotate the collar of the parking brake switch counter-clockwise to
1
align the indicator mark with the position marked “Release.”
Press and hold the push button until the indicator needle on the
parking brake meter moves to the extreme left position of (and
remains steady in) the release zone (this may take 45 to 50
seconds).
Notes:
2 • If the indicator needle does not move after the push button
has been pressed for 30 seconds, the parking brake must
be operated manually.
• Do not hold the push button in for more than 15 seconds
after the needle indicator reaches and remains steady in the
release zone.

d. Releasing Electric Hand Brake – Manually

To release an electric hand brake manually, follow the steps below:

Releasing Electric Parking Brake – Manually

Step Action
1 Place the parking brake circuit breaker in the OFF position.
Remove the hand crank from the container adjacent to the
2 parking brake unit, which is located on the left side of the front
truck.
Rotate the hand crank counter-clockwise until the brake shoes for
3 L2 and L3 wheels are away from the wheels when the parking
brake and air brakes are released.
4 Remove and store the hand crank.

2. SafeSet™ Locomotive Parking Brake Equipment

SafeSet parking brake equipment is a ratchet brake type design
retrofitted onto older locomotives. This equipment can be operated
either electrically or manually. The system can be set electrically and
released manually or set manually and released electrically.
 Section 3
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a. Applying a SafeSet™ Parking Brake

Applying a SafeSet™ Parking Brake

Step Action
1 Make certain parking brake circuit breaker is turned on.
2 Press and release the SET (upper) button on the face of the
hand brake housing.
3 Once hand brake is set, the BLUE LED portion of the button will
illuminate for 5 seconds.
NOTE: Manually apply parking brake in accordance with part c.
(Applying a SafeSet™ Parking Brake – Manually) upon
observing one of the following:
• Blue LED flashes continuously – over voltage indication –
operation may be disabled.
• Both blue and green LEDs flash in an alternating pattern –
brake motor problem
• No LED illumination – No power supply and parking brake
circuit breaker is on.
4 Test parking brake effectiveness in accordance with Paragraph
C (Verifying Hand Brake Effectiveness).

b. Releasing a SafeSet™ Parking Brake

Releasing a SafeSet™ Parking Brake

Step Action
1 Make certain parking brake circuit breaker is turned on.
2 Press and release the RELEASE (lower) button on the face of
the hand brake housing.
3 Once hand brake is released, the GREEN LED portion of the
button will illuminate for 5 seconds.
4 NOTE: Manually release parking brake in accordance with part
d. (Releasing a SafeSet™ Parking Brake – Manually) upon
observing one of the following:
• Green LED flashes continuously – under voltage indication
– operation may be disabled.
• Both blue and green LEDs flash in alternating pattern –
motor problem.
• No LED illumination – No power supply and parking brake
circuit breaker is on.

c. Applying a SafeSet™ Parking Brake – Manually

Applying a SafeSet™ Parking Brake – Manually

Step Action
1 Parking brake circuit breaker can be positioned on.
2 Manually operate hand brake ratchet lever until brake is set.
Manual setting will take more strokes than when applying a
traditional ratchet type hand brake.
3 Test parking brake effectiveness in accordance with Paragraph
C (Verifying Hand Brake Effectiveness).
4 Report reason for not being able to electrically apply parking
brake.
 Section 3
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d. Releasing a SafeSet™ Parking Brake - Manually

Releasing a SafeSet™ Parking Brake – Manually

Step Action
1 Parking brake circuit breaker may be positioned on.
2 Manually pull hand brake release lever one time.

C. Verifying Hand Brake Effectiveness

1. Testing a Hand Brake

After applying the hand brake, follow the steps below to make certain
that the locomotive consist will not move:

Testing Hand Brake Effectiveness

Step Action
Place the independent and the automatic brakes in the
1
RELEASE position.
2 Place the throttle in the #1 position under power.
If the locomotive does not move, consider the hand brake
3
effective.
If the locomotives moves, place the throttle in IDLE position and
be governed as follows:
• If the locomotive stops within 10 feet, consider the hand
brake effective.
4 • If the locomotive does not stop within 10 feet, place the
independent brake to the FULL APPLICATION position and
comply with Paragraph 2 (Performing Test when a
Locomotive is not Equipped with a Hand Brake or when the
Hand Brake does not Prevent Movement).

2. Performing Test when a Locomotive is not Equipped with a

Hand Brake or when the Hand Brake does not Prevent Movement

When a locomotive is not equipped with a hand brake or when its

hand brake does not prevent movement, place a chock or chain to the
front and rear of the number R2 wheel and follow the steps below to
make certain that the locomotive consist will not move.

Testing Effectiveness of Chock or Chain

Step Action
Place the independent and the automatic brakes in the
1
RELEASE position.
If the locomotive remains stationary, consider the chock or chain
2
effective.
If the locomotive moves, stop the locomotive and apply additional
3
chock(s) or chain(s) and repeat steps 1, 2; and, if necessary, 3.
 Section 3
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5357 Leaving Locomotives Unattended
When leaving a locomotive consist unattended, comply with Rule 5356
(Securing the Locomotive Consist) and position the controls on the
controlling locomotive (unless otherwise noted) as indicated below:
• Independent brake cut in and in the FULL APPLICATION position.
• Automatic brake cut in and in the:
- FULL SERVICE position, if the locomotive is coupled to a train.
- RELEASE position, if the locomotive is not coupled to a train.
• Throttle in the IDLE position.
• Reverse lever removed and stored.
• Control/fuel pump switch in the
- ON position, if the engine is running.
- OFF position, if the engine is shut down.
• Generator field switch in the OFF position.
• Engine run switch in the OFF position.
• Isolation switch in the ISOLATE position on all locomotives in the
locomotive consist.
• Battery knife switch on all locomotives in the consist is:
⎯ CLOSED - if the engine is to be left running.
⎯ OPENED - after the diesel engine is manually shut down and no
mechanical system restart is planned.

In areas of high vandalism, special instructions on securing locomotive(s)

may differ to allow the removal of removable brake handles.

5400 Locomotive Operation

5401 Conserving Fuel

A. Using Fuel Conservation Methods

Use fuel conservation methods at all times, as follows:

1. Unless instructed otherwise by a train dispatcher, yardmaster, or other

proper authority, shut down a locomotive’s diesel engine when on
locomotives that will be left unattended (and parked) when:

Between 28
Temperature Below 28
Degrees and 32 Above 32 Degrees
is: Degrees
Degrees

Idle and 12 hours or less

Condition Shut Down
AESS and Locomotive
Locomotive APU to Diesel Engine Not
in Use (Note: See Item 2
function below for additional
More than 12 hours instructions.)
 Section 3
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2. When locomotives are in the care of the locomotive operator, the
following will apply.

a. Locomotive Service Centers

Use only one locomotive to permit transporting the locomotive consist
to the train or the first track to be coupled to. Thereafter, use
additional locomotives as necessary.

b. Locomotives En route
After becoming part of a train preparing for departure or on line-of-
road:

• Determine the status of all locomotives in the locomotive consist

and shut down or isolate trailing locomotive(s) not needed to
handle the tonnage or safely control the movement. This
includes train size reductions from setting off cars en route.
• When being temporarily delayed en route, center the reverse
lever to permit any locomotive on-line having an AESS or APU
system to function. Locomotives without a fuel saving system
must be manually shut down or isolated relative to the
temperature chart above.
• Shut down locomotives operating in distributed power remote
mode only in an emergency or when instructed by proper
authority.
• When train is delayed, permit one engine to idle to supply air to
the train’s brake system.
• When work trains, transfer trains, and yard assignments, or
helper locomotive will be delayed more than 30 minutes, all
locomotives will be shut down or isolated after properly securing.

c. Yarding a Train or Leaving Locomotives Unattended

When yarding a train or preparing to leave locomotives unattended,
shut down all but one locomotive to permit moving the locomotive
consist to the location to be left unattended.

• If other personnel, whether transportation or mechanical, are not

available to take charge of the locomotive consist, any remaining
locomotive(s) will be shut down or isolated.
• When train is to be held an extended period of time in a terminal
or yard, permit one locomotive to idle or substitute yard ground
air in lieu of using an idling locomotive to keep the train’s brake
system charged.

d. Locomotives Equipped with Air Starters and AESS

CSXT SD70Ace units CSXT 4831 through 4850 are equipped with air
starters and AESS. Shut down these locomotives only when a
locomotive with an electric start system and an operable air
compressor is coupled to it. Otherwise, isolate the SD70Ace unit and
permit the AESS system to function.
 Section 3
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B. Checking and Reporting Fuel Levels
• When taking charge of locomotive(s), check the fuel levels on them.
• Report fuel levels of less than 1000 gallons promptly to the
Mechanical Desk. You can contact the Mechanical Desk through
mobile radio access or by telephone by:

Company phone at 8-388-5540 or 8-388-5555

Bell system at 1-800-624-8385

5402 Safety Control Devices

A. Prohibiting the Annulment of a Safety Control Device

This rule and federal regulations prohibit unauthorized annulment of a
safety control device. Holding down a pneumatic foot (deadman) pedal
with anything other than your foot will be considered unauthorized
annulment.

B. Getting Authorization to Annul a Safety Control Device

The locomotive engineer must request permission from the train
dispatcher to cut out a safety control device if it becomes defective and
prohibits normal train movement. When a safety control device is cut out,
report doing so on the Locomotive Work Report.

C. Resetting Air Brake Equipment Tripped by a Safety Control Device

To reset air brake equipment after a safety control device operates and
train stops:
1. Place the throttle in the IDLE position or the dynamic brake lever in
the OFF position.
2. Place the automatic brake in the SUPPRESSION position.
3. Make certain that the brake pipe exhaust has stopped for 20
seconds.
4. Place the automatic brake in the RELEASE position.

5403 Speed Indicators

A. Checking the Accuracy of the Speed Indicator

Check the accuracy of the speed indicator on the controlling locomotive at
locations indicated in Special Instructions.

Report the results of a speed indicator accuracy check on the Locomotive

Work Report.

B. Speed Indicator Requirements

1. A locomotive used as a controlling locomotive at speeds above 20

MPH must be equipped with an operative speed indicator, which
must be accurate within:
• 3 MPH at speeds of 10 to 30 MPH, or
• 5 MPH at speeds above 30 MPH.
 Section 3
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2. If a speed indicator on a controlling locomotive fails en route, the
locomotive may continue as a controlling locomotive at normal track
speed to the next repair facility.

Speed Table
Time Speed Time Speed
Min Sec MPH Min Sec MPH
0 44 80 1 30 40
0 48 75 1 43 35
0 51 70 2 00 30
0 55 65 2 24 25
1 00 60 3 00 20
1 05 55 4 00 15
1 12 50 6 00 10
1 20 45 12 00 5

5404 Complying with Short-Time Ratings

The "short-time rating" for a locomotive is established by its manufacturer
and is the maximum time the locomotive can operate at the given output in
throttle 8 without risking heat damage to the traction motors. Short-time
ratings do not apply to SD60, SD70, Dash 8, Dash 9, AC or AH
locomotives.

A. Operating Locomotive Consist Below Minimum Continuous Speed

Avoid continuous operation at speeds lower than the minimum
continuous speed for the locomotive consist.

The minimum continuous speed for the locomotive consist is the highest
minimum continuous speed of any of the on-line locomotives in the
consist.

B. Preventing Excessive Operation in Short-Time Rating Zone

Do not exceed the “available time” in short-time ratings.

Operation outside the short-time rating zone for 20 minutes or more

restores maximum allowable time.
 Section 3
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C. Calculating Available Time in Short-Time Ratings
The most restrictive short-time rating zone reached during operation
dictates the maximum allowable time to operate in short-time ratings.

Calculate available time in short-time ratings by subtracting the total

time operated in short-time ratings from the time permitted by the most
restrictive zone in which the locomotive has operated.

EXAMPLE 1: If a locomotive operates in the one hour zone for 15 minutes and
then operates in the 30 minute zone, available time the locomotive can be
operated in short-time ratings is 15 minutes.

The most restrictive zone reached - 30 minute

minus
The amount of time in short-time ratings - 15 minutes
Available time in short-time ratings - 15 minutes

If the result of the subtraction is zero or less, available time has expired
and short-time ratings have been exceeded.

EXAMPLE 2: If a locomotive operates in the one-hour zone for 15 minutes and

then operates outside the short-time rating zone for less than 20 minutes. The
locomotive returns to the one-hour zone, the available time in the one-hour zone
is 45 minutes.

The most restrictive zone reached - 1 hour

minus
The amount of time in short-time ratings - 15 minutes
Available time in short-time ratings - 45 minutes

Operation outside of the short-time rating zone less than 20 minutes does not
restore maximum allowable time.

D. Cooling Traction Motors

When available time in short-time rating has expired, cool the traction
motors

To cool traction motors, follow the steps below:

Cooling Traction Motors

Step Action
1 Stop Movement.
2 Place the reverse lever in the CENTER position.
3 Place the generator field switch to the OFF position.
Place throttle in position #4 for 20 minutes.

4 Note: If it becomes necessary to cool the traction motors twice

while on the same grade, a 40-minute cooling time will be
required, unless instructed otherwise by the train dispatcher.
 Section 3
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5405 Caring for Equipment
All crew members are equally responsible for the care of the locomotives
being used. Crew members must:
• Not place their feet on any wall, window, or equipment.
• Not write on, mar, or deface any window, wall, or equipment.
• Not damage operating cab equipment.
• Deposit trash in litterbags.
• Keep tools in their proper location.
• Make certain that all doors (engine room, electrical cabinet and
locomotive cab) are closed.
• Make certain that all windows are closed and the cab lights are turned
off on trailing locomotives when not in use.

5406 Protecting the Diesel Engine from Freezing

A. Setting the Controls on a Standing Locomotive
When a locomotive, in your charge, is standing and the temperature is
15 degrees Fahrenheit or less, place the:
1. Reverse lever in the CENTER position,
2. Generator field switch to the OFF position, and
3. Throttle position #3.

B. Setting the Controls when the Ambient Temperature is below 35

degrees Fahrenheit
When the locomotive consist contains more locomotives than can be
used under Rule 5401 (Conserving Fuel), isolate the excess
locomotives with the diesel engine running.

C. Draining the Diesel Engine

When the temperature is at or near freezing and the engine will not
run, drain the diesel engine cooling system on a locomotive not
equipped with an operable auxiliary power unit.

If you have any doubt about how to drain the cooling system, contact
the Mechanical Desk. You can contact the Mechanical Desk through
mobile radio access or by telephone by:
• Company phone at 8-388-5540 or 8-388-5555
• Bell system at 1-800-624-8385

Warning: Always vent the cooling system pressure before opening a drain
valve or removing the pressure cap.

5407 Inspecting to Make Certain Locomotive Wheels are Turning

Make certain that the locomotive wheels turn freely anytime excessive
tripping of the ground protective relay causes a:
• Locomotive to be isolated
• Traction motor to be cut out
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5408 Reporting a Hot Traction Motor Support Bearing
When a traction motor support bearing is suspected of being hot:
1. Stop movement.
2. Report the bearing to the train dispatcher and the Mechanical Desk.
3. Comply with the instructions you receive.

5409 Protecting Traction Motors from Water Damage

Do not operate a locomotive over track submerged by water, unless the
momentum of the train prevents stopping short of the submerged area.

If the train’s momentum prevents stopping short of the submerged area, do

the following before reaching the water, place the:
1. Reverse lever in the CENTER position.
2. Generator field switch to the OFF position.
3. Throttle in position #8.

5410 Adding Cooling Water to a Diesel Engine

When it is necessary to add water to a diesel engine, follow the steps below:

Do not add water when a HOT ENGINE indication is displayed. Consult the
Mechanical Desk for instructions.

Adding Water to a Diesel Engine

Step Action
1 Note the water level in the water sight glass.
If the diesel engine is running, shut it down. If the diesel engine
2
is not running go to step 3.
3 Wait four (4) minutes.
4 Make certain that the water level in sight glass is not rising.
If a water fill nozzle with a water hose adapter is provided, then:
Operate the spring-loaded filler relief valve to vent pressure for
5 one minute (if water is discharging at the end of the one minute
period, do not add water – the system may be overfilled).
If the system is not overfilled, attach the water hose and fill to
6
proper level
If a water hose adapter is not provided, then:
Operate the pressure relief valve for one minute (if water is
5 discharging at the end of the one minute period, do not add
water – the system may be overfilled).
6 If the system is not overfilled, remove the pressure cap.
7 Add water to the proper level.

Make a report on the Locomotive Work Report and notify the Mechanical
Desk anytime that it is necessary to add water to a diesel engine.
 Section 3
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5411 Ditch Lights
When a locomotive is not equipped with ditch lights, do not exceed 20 MPH
while the locomotive operates over a highway crossing at grade.

When a locomotive is equipped with ditch lights, make certain that the ditch
lights are operational before the train leaves its initial terminal.

When a ditch light fails after departing the train’s initial terminal, respond as
follows:
• If one ditch light fails:
- Proceed at normal speed
- Do not proceed beyond the location where the next calendar day
inspection is made unless the ditch light is repaired or the locomotive
is switched to a trailing position.
• If both ditch lights fail:
- Do not exceed 20 MPH while the locomotive operates over a highway
crossing at grade.
- If the locomotive remains in the lead, do not proceed beyond the next
location where the necessary repairs can be made.
- Comply with Rule 5308 (Moving Locomotives with Non-Complying
Conditions)
 Section 4
Fundamentals of Train Handling, Conventional Train Handling, Helper Service,
Special Train Handling Procedures
1 of 25
5500 Fundamentals of Train Handling
5501 General
A. Planning Ahead
Train handling requires proper planning and use of the safest and most
efficient train handling procedures.

B. Controlling Train Slack

Do not make slack changes quickly or harshly.

C. Considering Factors Affecting Train Handling

When planning and executing train handling procedures, consider the
following factors:
• Locomotive consist capabilities
• Train speed, weight, and length
• Number and position of loaded and empty cars
• Amount of brake pipe leakage
• Physical characteristics (grade, curves, turnouts, and location of
fixed signals)
• Authorized speed
• Weather

5502 Tractive Effort

A. Limiting Tractive Effort

To limit draft forces, the maximum trailing tonnage for a train handled
with only head-end power will be restricted as follows:

1. For loaded unit trains (coal, grain, potash, etc.) the maximum
tonnage will not exceed the tonnage determined by the tonnage
rating for two (2) AC4400 and one (1) C40-8 or CW40-8
locomotives.

2. For other trains, (Trains not qualifying as unit trains), the

maximum tonnage will not exceed the tonnage determined by the
tonnage rating for three (3) C40-8 or CW40-8 locomotives.

On grades where this tonnage limitation will be exceeded, trains

will have a rear-end helper or appropriately positioned in-train
helper, or the trailing tonnage must be reduced.
 Section 4
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Special Train Handling Procedures
2 of 25
3. The number of powered axles in use must not exceed:
• 24—for the operating locomotives that are pulling a train or
cut of cars.
• 15—when all operating locomotives are shoving a train or
cut of cars totaling more than 50 cars, and every locomotive
in the consist and within twenty cars of the consist are
equipped with alignment control devices. If any locomotive
in the consist or within twenty cars of consist is not equipped
with alignment control devices, comply with Paragraph B(1)
below.
• 12—on a helper locomotive when the helper locomotive is
shoving a train.

When calculating powered axles, count AC locomotives as 9

axles.

When a reduction of powered axles is necessary, isolate

locomotives from the rear of the consist forward.

4. ABTH rule is modified for Express Train Service only.

ABTH rule is modified for Express Trains Q090 and Q091 only, to
enable the locomotive operator to use 3CW44AC locomotives or
27 powered axles.

B. Making Back Up or Shoving Movements

When making back up or shoving movements:
• Use no more power than is necessary to start the movement
smoothly.
• Use the least power possible when moving through sharp curves
and turnouts, or across bridges.
• Pay close attention to the locomotive load indicator and avoid
excessive loading.
• Reduce throttle as locomotive load increases and speed decreases
when slowing or stopping.

1. Shoving or Backing up with Non-Alignment Control

Locomotives
When any locomotive in the consist or within twenty cars of the
consist is not equipped with alignment control devices, do not
permit more than one locomotive to be on-line. If the locomotive
on-line is an AC locomotive, do not use more than 100,000 pounds
tractive effort while making the movement.
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5503 Sanding
Use sand as provided below:
1. Use sand only when necessary to improve traction, which includes
“sanding the rail.”
2. When conditions require, use sand as the train is stopping to avoid
wheel slipping when starting.
3. Use trainline sanding only when front/lead truck sanding proves
inadequate.

5504 Throttle Handling

A. Making Throttle Position Changes
Make throttle position changes as follows:

1. Increasing Throttle Positions:

When increasing throttle positions:
• Make changes one position at a time allowing sufficient time
to elapse between changes for in-train forces to adjust.
• Make changes gradually to avoid developing excessive
tractive effort.
• Do not make changes to accelerate a train having long cars
in the head one-third of its length while those cars are
passing through sharp curves, crossovers, or turnouts.

2. Reducing Throttle Positions

When operating conditions permit, make throttle reductions one
position at a time to allow sufficient time for in-train forces to adjust.

3. Handling a Locomotive Consist with 20 or More Powered Axles

When handling a locomotive consist with 20 or more powered
axles:
• If possible, avoid throttle position #8 at speeds below 12
MPH.
• Use extreme care when changing throttle positions at
speeds below 20 MPH.

4. For Express Train Service only starting and accelerating a train with
more than 24 powered axles.

• When initiating movement, use only the power necessary to start

the train moving at a slow uniform speed under 2 mph.
• When operating at speeds between 0 and 17 mph, advance the
throttle one position at a time allowing train to accelerate at lease
2 mph before increasing to next throttle position. This will keep
in-train forces at a safe level.
• When reducing to the allowed number of powered axles, isolate
locomotives beginning at the rear of the locomotive consist.
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B. Handling the Throttle at Railroad Crossings at Grade (Diamonds)
and Drawbridges
Comply with the following when your locomotive consist contains one or
more DC-powered locomotives.

At speeds above 25 MPH, adjust the throttle, as indicated below, at least 8

seconds before reaching a railroad crossing at grade (diamond) or the lift
rails of a drawbridge.
• If the throttle is in a position above #4, reduce to position #4.
• If the throttle is in position #4 or lower, reduce to the next lower
position.

The throttle may be advanced after the locomotive consist passes over the
railroad crossing (diamond) or drawbridge.

5505 Train Braking

Use the automatic, independent, and dynamic brakes in accordance with the
rules and procedures in this rule book.

A. Independent Brake - General

The following instructions govern use of the independent brake:
• Any time the locomotive is standing, fully apply the independent
brake to prevent movement.
• When operating locomotive consists that have 20 or more axles:
- Keep brake cylinder pressure below 25 PSI when controlling
speed or stopping.
- Use extreme caution at speeds below 15 MPH.
- Where possible, use the automatic brake in conjunction with
the independent brake to minimize in-train forces.
• Do not use the independent brake when the same results can be
obtained with the dynamic and/or train air brakes.
• Do not use the independent brake and the dynamic brake at the
same time, unless doing so momentarily while transferring from one
form of braking to the other.
• Except as specifically provided in these rules, do not use the
independent brake at speeds above 15 MPH to control or retard the
movement of a locomotive consist with cars attached.
• Avoid prolonged use of locomotive air brakes or excessive brake
cylinder pressures, especially at high speeds. Such actions cause
burned and damaged brake shoes and overheated wheels.

B. Independent Brake – Actuating

• Actuate 4 seconds for each locomotive in the consist to make
sure brakes are released on trailing locomotives.
• When using the dynamic brake and the train brakes at the same
time, actuate frequently.
• When using the automatic brake and locomotive brake cylinder
pressure is desired, actuate while placing the independent brake
in the position that will develop the required locomotive brake
cylinder pressure.
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C. Automatic Brake – General
Comply with the following when using train brakes.

When using train brakes, stop the train if and when you feel the train
brake is not holding or slowing the train’s speed properly. Should it
be necessary, stop the train using an emergency brake application
from the automatic brake and, if equipped, using two-way telemetry.

1. Making the Initial Brake Pipe Reduction

The initial brake pipe reduction must be:
• 6 to 8 pounds when the train brake system is fully charged.
• At least 3 pounds greater than the total previous reduction
when the train brake system is not fully recharged.

NOTE: Indications that the train’s brake system is not fully

charged are:
• Air flow indicator reading higher than what it had been
before the previous air brake application
• Brake pipe pressure on rear car is lower than what it was
before making the previous brake application
• A shorter brake pipe exhaust than when the brake system
was fully charged

2. Intermediate Brake Pipe Reductions

When operating conditions permit, wait at least 20 seconds after
the initial brake pipe reduction before following it with additional
reductions (2 to 3 pounds each).

3. Preventing Excessive Brake Pipe Reduction

Except to put train brakes in EMERGENCY, do not place
automatic brake beyond SUPPRESSION position to apply train
brakes.

4. Final Brake Pipe Reduction

Just prior to stopping, make a sufficient brake pipe reduction that
will result in an exhaust from the brake pipe as stop is completed.

When stopping passenger trains, you may use the graduated

release feature.

5. Equalization of Train Air Brake Pressures

Except for emergency applications or when required by rule,
avoid making brake pipe reductions after brake pipe pressure
reaches the point of equalization. Doing so:
• Provides no additional braking effort.
• Serves only to waste air pressure.
• May eliminate the ability to make an emergency application.
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The following chart shows the point of equalization for certain regulating
valve settings.

Brake Pipe Equalization Chart

Pressure in Brake
Regulating Valve Reduction Required for
Pipe and Brake
Setting Equalization (Full Service)
Cylinder
70 PSI 20 PSI 50 PSI
80 PSI 23 PSI 57 PSI
90 PSI 26 PSI 64 PSI
100 PSI 29 PSI 71 PSI
110 PSI 32 PSI 78 PSI

D. Dynamic Brake Operation - General

1. Positioning Switches and Circuit Breakers

In order for the dynamic brake to operate, the following switches and
circuit breakers must be positioned as indicated:
• Dynamic brake control circuit breaker on the controlling
locomotive must be in the ON position.
• Dynamic brake cut out switch must be in the IN position.
• Brake transfer circuit breaker must be in the ON position.

2. Determining Dynamic Brake Status

The locomotive engineer will be informed of the operational status of
the dynamic brakes on all locomotives in the consist:
• at the initial terminal for a train, and
• at other locations where a locomotive engineer first begins
operation of a train.
If not known, test the dynamic brake at first opportunity and provide
information pertaining to the dynamic brake operation on the brake
test certificate. This information is to include locomotive engine
number, dynamic brake cut-out switch position, total sum of dynamic
brake axles, and the total sum of locomotives with inoperative
dynamic brakes.
Note any problem on the locomotive work report relating to the
dynamic brake.
Discovery of a locomotive having an inoperative dynamic brake
requires attaching a tag labeled Inoperative Dynamic Brake to the
isolation switch. This tag must contain the following:
• Locomotive number
• Name of discovering carrier
• Location and date where condition was discovered
• Signature of the person discovering the condition.

Once tagged, you may continue to use such locomotive for up to 30

calendar days following the discovery of its inoperative dynamic brake
status. Spare tags will be found in the operating cab.
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3. Dynamic Brake Axle Value
As indicated in the following chart, each locomotive class has a
dynamic brake axle value.

Dynamic Braking Axles

Axle Locomotive Axle
Locomotive Class
Value Class Value
SD70AC,
All 4-axle units except B40-8 4 8
SD70M
SD80AC,
CW44AC,
B40-8 5 9
CW44AH,
ES44AC
All 6-axle units except
SD60/M/I, SD70M, C/CW40-8, 6 SD70ACe 10
CW44-9, and ACs
SD60/M/I, C/CW40-8, CW44-9
7 CW60AC 11
ES44DC

a) Maximum Dynamic Brake Axle Value

Do not exceed the maximum dynamic brake axle value for
the locomotive consist. Those maximum values are:
• 24—when all units have alignment control couplers.
• 20—when any unit has coupler limiting blocks.
• Do not use dynamic braking when any locomotive in the
locomotive consist does not have alignment control
couplers or coupler limiting blocks.

NOTE: All CSXT locomotives have alignment control couplers except

those indicated with a “(B)” under Dynamic Brake Type in the
Locomotive Data Guide.

b) Restricting the Dynamic Brake Axle Value

When restricting the dynamic brake axle value, the engineer
must:
• Place the dynamic brake cut-out switch in the OUT
position.
• Leave the dynamic brake on the controlling locomotive
cut in.
• Report status of the dynamic brake cut-out switch
position in Section 3 of the brake test certificate.

4. Using Dynamic Brake Through Turnouts and Crossovers

When the head one-third of the train is passing through turnouts or
crossovers and the dynamic brake axle value exceeds 12, do not
exceed dynamic brake position #4.

5. Dynamic Brake Warning Light

If the dynamic brake warning light comes on, gradually reduce
dynamic brake output until the light goes out.
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5550 Conventional Train Handling
5551 Starting Trains
When starting a train:
1. Allow sufficient time for the train air brakes to release.
2. When possible, endeavor to start movement one car at a time.
3. Keep the locomotive speed steady and do not exceed 2 MPH until the
entire train is moving.
4. Avoid using excessive tractive effort, which could cause a break-in-two
or the stringlining in a curve.

5552 Controlling Speed

Handle the train in a safe and fuel-efficient manner; take full advantage of
throttle adjustments and dynamic braking when conditions permit.

5553 Braking Trains

A. Dynamic Brake
When used by itself, dynamic braking may not be sufficient to slow,
stop, or control train speed. If you doubt that the train speed is being
slowed, stopped, or controlled properly while using dynamic braking,
supplement the dynamic brake with train brakes.

Comply with the following requirements when using the dynamic

brake:

1. Planning
Plan the use of the dynamic brake to avoid maximum braking
through heavy curvature, crossovers, and turnouts.

2. Applying
a) Make certain that the throttle is in the IDLE position for at
least 10 seconds before moving the dynamic brake lever or
selector lever.
b) Allow time for the train's slack to adjust.
c) Apply the dynamic brake gradually to complete train slack
adjustment smoothly.
d) Make necessary adjustments gradually to maintain or
achieve the desired speed.

3. Releasing
a) Release the dynamic brake gradually to allow the train's
slack to adjust.
b) When releasing the dynamic brake and the train brakes,
keep the dynamic brake applied until train brakes fully
release.

4. Stopping
a) When stopping, the dynamic brake becomes less effective.
Gradually apply the independent brake while moving the
dynamic brake lever to the OFF position.
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B. Train Brakes
Unless governed by Rule 5555A (Stopping with Slack Bunched),
begin braking far enough in advance of the objective point to allow a
split service application.

1. Using Train Brakes without Power

When using the train brakes without power being applied, comply
with the following:
a) Reduce the throttle to the IDLE position, and allow the slack
to adjust gradually.

b) If necessary, use the dynamic brake (or the independent

brake if the dynamic brake is not available) to adjust the
slack prior to making the initial brake pipe reduction.

2. Using Train Brakes with Power

When using the train brakes with power being applied, comply
with the following:
a) Advance throttle, if necessary, to adjust train slack.
b) Observe locomotive output when making the initial brake
pipe reduction.
c) Make additional brake pipe reductions as necessary.

Actuate frequently to release locomotive brake cylinder pressure.

Prevent an increase in locomotive output and use only enough

power to control the slack.

5554 Releasing Train Brakes

A. Running Release
After the desired braking has been accomplished, train brakes may
be released, if:
• Brake pipe air is not exhausting.
• You have made at least a 10-PSI brake pipe reduction.
• Brakes on the entire train will be released before the train speed
is reduced to 10 MPH.

B. Releasing When Train Slack is Bunched

When the train slack is bunched, prevent a run out of slack until the
train brakes are fully released.

C. Releasing When Train Slack is Stretched

When the train's slack is stretched, do not permit the locomotive’s
output to increase while the brakes are releasing. If necessary,
reduce the locomotive’s output slightly to prevent a run out of slack
that may have accumulated.
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D. Standing Release of Train Brakes
If operating conditions permit, make a full service brake pipe
reduction and make certain that brake pipe exhaust has stopped for
at least 20 seconds before releasing the train brake.

At locations where locomotive brakes will not hold the train, apply
sufficient handbrakes to secure the train during recharge time.

5555 Stopping
The speed and weight of the train, and the severity of the grade you are
operating on, are the three most important factors affecting stopping
distance.

A. Stopping with Slack Bunched

To make a planned stop with slack bunched, follow the steps below:

Stopping with Slack Bunched

Step Action
Reduce the throttle to the IDLE position, allowing slack to bunch
1
gradually.
Apply the dynamic brake (or the independent brake if the dynamic
2
brake is not available) to complete bunching the slack.
3 Increase the dynamic braking output to the desired level.
Use the train brake, if necessary, to complete the stop. If your train
speed is:
4
• Below 10 MPH, use a continuous service application.
• Above 10 MPH, use a split service application

B. Stopping with Slack Stretched

To make a planned stop with slack stretched, follow the steps below:

Stopping with Slack Stretched

Step Action
1 Advance throttle, if necessary, to stretch the slack.
2 Make an initial reduction and actuate
As the speed decreases:
• Make additional brake pipe reductions as necessary and actuate.
3
• Gradually reduce the throttle to prevent developing excessive
locomotive output.
As the movement stops:
1. Make sure air is exhausting from the brake pipe.
4
2. Place the independent brake to the FULL APPLICATION position.
3. Place the throttle to the IDLE position.
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C. Stopping a Shoving Movement with Slack Bunched
Do not use this rule when gathering slack and starting a train on a
grade. Use Rule 5651 (Gathering Slack and Starting Trains on
Grades), instead.

To make a planned stop of a shoving movement with the slack

bunched, follow the steps below:

Stopping a Shoving Movement with the Slack Bunched

Step Action
1 Advance the throttle, if necessary, to bunch the slack.
2 Make an initial reduction and actuate
As the speed decreases:
• Make additional brake pipe reductions as necessary and actuate.
3
• Carefully control locomotive output, using only sufficient output to
keep the slack bunched.
As the movement stops:
1. Make sure the throttle is in at least position #2.
4 2. Place the independent brake in FULL APPLICATION position
when the movement stops.
3. Place the throttle in the IDLE position.

D. Stopping a Shoving Movement with the Slack Stretched

Do not use this rule when gathering slack and starting a train on a
grade. Use Rule 5651 (Gathering Slack and Starting Trains on
Grades), instead.

To make a planned stop of a shoving movement with the slack

stretched, follow the steps below:

Stopping a Shoving Movement with the Slack Stretched

Step Action
Reduce the throttle to the IDLE position, allowing the slack to stretch
1
gradually.
Apply the dynamic brake (or the independent brake if the dynamic
2
brake is not available) to complete stretching the slack.
3 Increase the dynamic braking output to the desired level.
Use the train brake if it is necessary to complete the stop, comply with
the following:
1. Make an initial reduction.
4
2. Make additional brake pipe reductions of 2 to 3 PSI, as
necessary.
3. Keep the dynamic brake or the independent brake applied.

5556 Conditioning Brakes

A. While Stopped
Maintain a brake pipe reduction of at least 10 PSI, but not more than
full service, until the train is required to move.

B. Leaving Train Unattended

Apply train brakes with a full service application when a train will be
left unattended.
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C. When Detaching Locomotive or Cars
When cutting away from and leaving cars, follow the steps below:

Cutting Away From And Leaving Cars

Step Who Does Action
It
1 Engineer Makes a full service brake pipe reduction**
2 Engineer Verifies that the brake pipe exhaust stops.
3 Engineer Notifies the trainman to uncouple.
Closes the angle cock on the last locomotive or car to
be detached and leaves the angle cock open on the
4 Trainman
first of the cars to be cut away from to prevent bottling
air.
After cutting away, place train in EMERGENCY with two-
5 Engineer way telemetry, if equipped. Verify brake pipe pressure
drops to 0 PSI.
**NOTE: When cutting away from a train that is due an inbound inspection of air
brakes, reduce brake pipe pressure to 20 PSI at a service rate.

After cutting away make sure the equipment is secured as required by

Operating Rules.

5557 Switching
Follow these switching movement rules when switching:
• When starting or stopping movements, adjust slack gradually to limit
buff and draft forces.
• When the locomotive brakes are not sufficient to control movement,
couple the brake pipe air hoses and charge the air brakes on sufficient
cars to control the movement.
• Do not change the position of the reverse lever unless the movement is
stopped.
5558 Operating Through an Area with a Temporary Speed Restriction
If possible, when operating through an area with a temporary speed
restriction:
• Release the train air brakes before entering the restriction.
• Use the lowest possible throttle position for starting or moving the train.
• Do not exceed dynamic brake position #4.
• Minimize changes in train speed or slack condition.
• Limit locomotive brake cylinder pressure.

5559 Steep Grade (1% or more) Train Handling

A. Descending Steep Grades
• Be mindful of the severity of the grade your train is on and take
appropriate action to control train speed.
• Make certain that the air brake system is charged to the required
pressure before starting to descend a steep grade.
• When conditions warrant, apply train brakes and dynamic brakes
before the movement begins.
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• If it becomes necessary to reduce the brake pipe pressure by 18 PSI
or more, do not:
- Pull the train for more than 2 miles
- Exceed 20 MPH.
• Place train in EMERGENCY as soon as it becomes apparent that the
speed of the train can not be maintained at or below maximum
allowable speed
• Apply train brakes with at least a 6 to 8 PSI brake pipe reduction in
conjunction with dynamic braking when:
- Operating in territories where both dynamic braking and pressure
maintaining are required in lieu of retainer valves being set, and
- Train speed is between 20 and 35 MPH
1. Identifying Steep Grade Locations
Average grade locations of 1% for 3 continuous miles, or of 2%
for 2 continuous miles are identified on the following chart.
The average per cent grade of the track segment will define 1)
the minimum number of effective (operable) dynamic brake
axles required, and 2) the maximum speed to enable a specific
type of train (unit vs. manifest or intermodal) with a set amount
of tonnage to descend a specific grade. After determining the
track section’s average grade, use the chart that corresponds
to the per cent grade, train type and train tonnage, in order to
calculate the necessary EDBA .
 Section 4
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Average Grades on CSXT

1% or more for 3 miles, but less than 2%
Division Subdivision Milepost Location Average Grade
Berkshire QB 125.00 to QB137.50 1.33
Albany
Berkshire QB 142.00 to QB 147.80 1.41
Hanover BAS 2.30 to BAS 6.60 1.59
Hanover BAS 33.80 to BAS 37.00 1.13
Hanover BAS 83.40 to BAQS 89.00 1.67
Hanover BAS 93.10 to BAS 99.80 1.46
Keystone BF 239.40 to242.90 1.09
Baltimore
Keystone BF203.10 to 209.80 1.47
Keystone BF 196.20 to BF 200.50 1.31
Keystone BF191.80 to 195.30 1.68
Lurgan BAE 92.50 to BAE 88.00 1.01
Metropolitan BA 33.10 to BA 37.30 1.05
Allegheny CA 305.50 to CA 291.40 1.08
Blue Ridge Z 187.70 to Z 207.50 1.09
CC 00C 148.50 to 00C 152.00 1.31
Coal Run CMP 3.90 to CMP 7.20 1.20
Coal Run CMP 27.70 to CMP 31.00 1.53
Cowen BUC 108.60 to BUC 115.60 1.77
Cowen BUC 97.30 to BUC 105.20 1.36
Cowen BUC 61.30 to BUC 56.90 1.27
Cowen BUC 52.30 to BUC 56.90 1.44
CV 0PC 227.00 to 0PC 23.50 1.37
CV 0SF 212.30 to 0SF 215.70 1.47
CV 0SC 217.60 to 0SC 220.80 1.36
CV 0WH 265.50 to 0WH 271.10 1.32
CV 0CV 253.70 to 0CV 258.50 1.19
E & BV CMO 34.70 to CMO 39.80 1.86
EK 0VB 191.50 to 0VB 194.70 1.00
Huntington Georges Creek BAI 31.50 to BAI 18.70 1.20
KD 00C 217.70 to 00C 223.00 1.05
KP Z 1.00 to Z 5.80 1.21
KP ZF 21.30 to ZF 14.60 1.54
Mountain BA 261.00 to BA 267.00 1.87
Mountain BA 254.50 to BA 258.90 1.99
Mountain BA 251.20 to BA 253.20 1.12
Mountain BA 242.50 to BA 251.20 2.11
Mountain BA 219.00 to BA 224.30 1.39
Mountain BA 207.80 to BA 219.00 2.21
North Mountain CA 192.20 to CA 203.90 1.36
OD 00W 66.30 to 00W 71.00 1.11
Stony River BUA 8.70 to BUA 12.30 1.56
Stony River BUA 0.20 to BUA 8.70 1.48
Thomas BAH 61.80 to BAH 63.10 1.23
Thomas BAH 47.30 to BAH 56.00 1.16
Thomas BAH 29.00 to BAH 35.30 1.5
 Section 4
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Average Grades on CSXT continued.

1% or more for 3 miles, but less than 2%
Division Subdivision Milepost Location Average Grade
Aberdeen S 225.50 to S 228.50 1.01
Hamlet S 293.90 to S 297.20 1.20
Florence Hamlet S 301.10 to S 304.70 1.21
McCormick AK 464.60 to AK 467.60 1.06
Monroe SG 388.50 to SG 392.00 1.10
Cincinnati Term. BD 25.80 to BD 26.90 1.25
Indianapolis BD 26.90 to BD 30.00 1.23
LCL 00T 42.80 to 00T 48.50 1.14
Louisville LCL 00T 97.90 to 00T 102.00 1.13
Main Line 000 34.10 to 000 38.80 1.31
Main Line 000 152.70 to 000 157.20 1.24
Richmond CI 27.60 to CI 31.50 1.07
Chattanooga 00J 94.00 to 00J 90.00 1.91
Nashville
Chattanooga 00J 90.00 to 00J 87.00 1.53

2. Calculating the Effective Dynamic Brake Axles Necessary for a

Train to Descend a Grade

a) Determine the correct number of effective dynamic brake axles

(called EDBA) needed.
The minimum total number of operable dynamic brake axles
(including helper locomotives, if attached) are displayed in the
following tables for the total trailing tonnage and maximum
speed indicated.

Total trailing tonnage will include the weight of any locomotives

not operating in dynamic brake mode (including helper
locomotives).

b) Trains not meeting the minimum effective dynamic brake

requirements must meet one of the following:
• Train must obtain additional locomotives (including helper
locomotives) to meet the EDBA value prior to proceeding.
• Train speed will not exceed 15 MPH as long as automatic
brake pipe reduction does not attain 18-pound or higher
for a distance of 2 miles or more.
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c) Trains having distributed power locomotives (with operable
dynamic brakes) in the train can add the EBDA value of the
distributed power to the EDBA of the lead locomotive consist to
attain the minimum number of EDBA to descend the grade.
When balancing the grade, use dynamic braking in combination
with train braking. Whenever possible, use more dynamic
braking combined with lighter automatic brake pipe reductions.

d) The following four grade charts: 1.0 to 1.5, 1.51 to 1.75, 1.76 to
2.00, and 2.0 and greater, will define the minimum EDBA value
needed for the train type and tonnage to be able to operate at a
particular speed.

• 1.0% to 1.5% Grade Requirements

Total Trailing Maximum Speed for

Maximum Speed for Loaded Unit
Tonnage Intermodal / Manifest Trains
Trains (coal, grain, etc.)
(including (including Empty Unit Trains)
Locomotives 20 MPH 25 MPH 30 MPH 25 MPH 30 MPH 35 MPH
not in
Dynamic Minimum Minimum Minimum Minimum Minimum Minimum
Brake EDBA EDBA EDBA EDBA EDBA EDBA
2000 or less 4 4 4 4 4 4
2001 to 3000 4 6 6 4 4 5
3001 to 4000 5 6 8 5 6 6
4001 to 5000 6 8 8 6 6 7
5001 to 6000 7 8 9 6 8 8
6001 to 7000 8 9 10 7 8 9
7001 to 8000 8 9 11 8 9 10
8001 to 9000 9 10 12 8 9 11
9001 to 10,000 9 10 13 9 10 12
10,001 to
10 11 14 9 11 13
11,000
11,001 to
11 12 15 10 12 14
12,000
12,001 to
11 13 16 11 13 15
13,000
13,001 to
12 14 17 11 14 16
14,000
14,001 to
12 15 18 12 15 17
15,000
15,001 to
13 16 19 12 16 18
16,000

Note: Dashes displayed in a tonnage rating category means the designated train
type containing that tonnage is not permitted to operate at that speed on the
descending grade.
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• 1.51% to 1.75 Grade Requirements

Total Trailing Maximum Speed for

Maximum Speed for Loaded Unit
Tonnage Intermodal / Manifest Trains
Trains (coal, grain, etc.)
(including (including Empty Unit Trains)
Locomotives 20 MPH 25 MPH 30 MPH 25 MPH 30 MPH 35 MPH
not in
Dynamic Minimum Minimum Minimum Minimum Minimum Minimum
Brake EDBA EDBA EDBA EDBA EDBA EDBA
2000 or less 4 4 6 4 4 6
2001 to 3000 4 5 7 4 6 8
3001 to 4000 6 6 8 6 6 9
4001 to 5000 6 7 9 6 7 11
5001 to 6000 7 8 11 8 8 12
6001 to 7000 8 9 12 8 9 13
7001 to 8000 9 11 14 9 10 15
8001 to 9000 10 12 16 10 11 17
9001 to 10,000 11 13 17 11 12 19
10,001 to 11,000 12 14 18 11 13 20
11,001 to 12,000 13 15 20 12 14 22
12,001 to 13,000 14 16 22 12 15 24
13,001 to 14,000 15 17 24 13 16 ---
14,001 to 15,000 16 18 --- 14 17 ---
15,001 to 16,000 17 20 --- 14 18 ---

• 1.76% to 2.0 % Grade Requirements

Total Trailing Maximum Speed for

Maximum Speed for Loaded Unit
Tonnage Intermodal / Manifest Trains
Trains (coal, grain, etc.)
(including (including Empty Unit Trains)
Locomotives not 20 MPH 25 MPH 30 MPH 25 MPH 30 MPH
in Dynamic Minimum Minimum Minimum Minimum Minimum
Brake EDBA EDBA EDBA EDBA EDBA
2000 or less 4 6 6 4 6 ---
2001 to 3000 4 6 8 4 6 ---
3001 to 4000 6 8 10 6 8 ---
4001 to 5000 8 9 12 7 9 ---
5001 to 6000 9 11 14 8 10 ---
6001 to 7000 11 12 16 9 11 ---
7001 to 8000 12 14 18 10 13 ---
8001 to 9000 13 16 20 11 14 ---
9001 to 10,000 14 17 23 12 15 ---
10,001 to 11,000 15 18 24 13 16 ---
11,001 to 12,000 16 19 --- 14 17 ---
12,001 to 13,000 17 20 --- 15 20 ---
13,001 to 14,000 19 21 --- 16 21 ---
14,001 to 15,000 20 22 --- 17 23 ---
15,001 to 16,000 22 24 --- 18 24 ---
 Section 4
Fundamentals of Train Handling, Conventional Train Handling, Helper Service,
Special Train Handling Procedures
18 of 25
• 2.01 % and above Grade Requirements

Maximum Speed for Maximum Speed for

Loaded Unit Trains (coal, Intermodal / Manifest Trains
Total Trailing Tonnage grain, etc.) (including Empty Unit Trains)
(including Locomotives
not in Dynamic Brake 20 MPH 25 MPH 20 MPH 25 MPH
Minimum Minimum Minimum
Minimum EDBA
EDBA EDBA EDBA
2000 or less 4 6 4 4
2001 to 3000 6 8 4 6
3001 to 4000 7 9 5 7
4001 to 5000 9 11 6 8
5001 to 6000 11 13 6 9
6001 to 7000 12 15 7 11
7001 to 8000 14 16 8 12
8001 to 9000 15 18 9 13
9001 to 10,000 17 20 10 14
10,001 to 11,000 18 22 11 15
11,001 to 12,000 20 24 12 16
12,001 to 13,000 22 --- 13 17
13,001 to 14,000 24 --- 14 18

3. Partially or Completely Losing Dynamic Brake While

Descending Grade

a) If the train experiences a partial or complete loss of dynamic

braking resulting in fewer EDBA than those permitted by the
lowest speed for the train type and tonnage displayed in one of
the grade charts in 2 d) above, the train must be stopped
immediately with the train brakes using emergency if
necessary.

1 - Before proceeding, the train must be secured and air brake

system fully recharged per item 6 (Ensuring Train
Remains Stationary During Recharge) below.
2 - Trains may only proceed using one of the following:

• After receiving additional locomotives to regain the

required EDBA for the speed shown in the table, or
• At a maximum speed not exceed 15 MPH and if the train
can be controlled with less than an 18 PSI automatic
brake pipe reduction until the train reaches the bottom of
the grade. If it is anticipated or determined that the train
will require an 18-pound or greater automatic brake pipe
reduction to control speed, all retainers must be set per
item 6 (Ensuring Train Remains Stationary During
Recharge) below.
 Section 4
Fundamentals of Train Handling, Conventional Train Handling, Helper Service,
Special Train Handling Procedures
19 of 25
4. Stopping on a Grade for Any Reason
If a train must be stopped on a grade for any reason using an 18
pound or greater automatic brake pipe reduction, before
proceeding, the train must be secured and air brake system
recharged as described in item 6 (Ensuring Train Remains
Stationary During Recharge) below.

5. Using an 18-Pound or Greater Automatic Brake Pipe Reduction

While Descending Grade
Under any conditions, if a train requires an 18 pound or greater
automatic brake pipe reduction to control speed to balance the
grade:
• train must be stopped immediately with the train brakes using
emergency if necessary.
• Before proceeding, refer to item 6 (Ensuring Train Remains
Stationary During Recharge) below.
• In addition, a 6-pound automatic brake pipe reduction must be
made and each car inspected to determine that brakes are
operating properly.
• All retainers must be set in “high pressure” position before
train continues. All retainers must be placed in “direct
exhaust” position when the train reaches the bottom of the
grade. Trains using retainers may need to be stopped on
grade to allow wheels to cool depending on length of grade.

6. Ensuring Train Remains Stopped During Recharge

When the train is stopped as described in items 3, 4, or 5 above,
before releasing train brakes and recharging, the train must be
secured with sufficient hand brakes to hold the train.
After the train air brake system is recharged and retainers are set, if
needed, make at least a 6-pound automatic brake pipe reduction to
hold the train while the hand brakes are being released.

7. Limiting Speed of a Lite Engine Movement on Heavy Grade

The following speeds apply to lite engine movements with operable
dynamic brakes on each heavy descending grade:
1.50% or lower: 30 MPH for single unit, 35 MPH for multiple
units (when track speed permits).
1.51% to 1.75%: 30 MPH
1.76% to 2.00%: 25 MPH
2.01% and above: 25 MPH

B. Ascending Steep Grades

• When ascending steep grades, take appropriate precautions to prevent
break-in-twos or stringlining.
• When operating a locomotive consist with 8,000 horsepower or more at
speeds below 15 MPH, gradually reduce throttle to at least position #6
just before the locomotive crests the grade. Do not increase the throttle
position until the train speed increases.
 Section 4
Fundamentals of Train Handling, Conventional Train Handling, Helper Service,
Special Train Handling Procedures
20 of 25
5600 Helper Service
Apply these rules when using more than one locomotive consist to move a train.

5601 Responsibilities
A. Engineer
• The engineer of the leading locomotive consist operates the train
brakes.
• Other engineers must comply with the instructions of the lead
engineer.
• All engineers must maintain radio communication with each other at
all times while handling the train.
• The lead engineer must make certain that all other engineers are
informed of planned speed changes, signal indications, and any other
condition, which may affect train movement.

B. Conductor
• The conductor must make sure that the helper locomotive is properly
positioned.
• The conductor must inform engineers of:
- Loads, empties, tonnage, and any restrictions for the train.
- Number of cars and tons that the helper locomotive is cut in
ahead of.

5602 Restrictions
A. Alignment Control
Only locomotives equipped with alignment control couplers may be used
as helpers.

B. Maximum Axles
Comply with Rule 5502A (Limiting the Number of Powered Axles).
When more axles than permitted under Rule 5502A (Limiting the Number
of Powered Axles) are needed to move train, cut the helper locomotive
into the train with approximately 70% of the helper locomotive tonnage
rating behind the helper locomotive.

C. Back-up Movement
When a back-up movement exceeds one mile, the engineer of a
helper locomotive coupled to the rear of a train must control the train
air brakes.

D. Shoving Passenger Trains

Do not assist a passenger train carrying passengers by pushing from
the rear of the train.
 Section 4
Fundamentals of Train Handling, Conventional Train Handling, Helper Service,
Special Train Handling Procedures
21 of 25
5603 Adding Helper
A helper crew must comply with the following procedure when adding the
helper locomotive to the train. The crew of a train instructed to help
another train must uncouple from its own train first.

Adding Helper To A Train

Step Action
1 Make certain that the train has stopped.
2 Make certain that the couplers lock.
Make a full service brake pipe reduction and make certain that the
3
brake pipe exhaust stops.
4 Cut out the automatic brake, and place the handle in HANDLE OFF.
5 Couple the brake pipe hoses and open the angle cocks.
6 Notify the lead engineer that the helper is coupled.

5604 Operating a Helper Equipped Train

A. Starting Train
The engineer on the leading end will direct the train’s starting.

B. Operating Over-the-Road

1. Accelerating
Locomotive output should be increased gradually. When the
train is on crossovers or turnouts, do not place the throttle in
position #8 until the entire train is clear of the turnouts or
crossovers.

2. Reducing Train Speed and Stopping

The helper engineer will make throttle adjustments to prevent an
increase in locomotive output as train speed slows.

Actuate locomotive brake cylinder pressure on the helper

locomotive when the train brakes are applied.

3. Emergency Stop
Control brake cylinder pressure on the helper locomotive to 25
PSI to minimize in-train forces.

5605 Detaching Helper

Stop the train to detach the helper locomotive, unless equipped with a
“helper link” or similar device.
 Section 4
Fundamentals of Train Handling, Conventional Train Handling, Helper Service,
Special Train Handling Procedures
22 of 25
5650 Special Train Handling Procedures

5651 Gathering Slack and Starting Trains on Grades

When on grades that prohibit gathering of slack without using train brakes,
follow the steps below:

Gathering Slack And Starting Trains

Step Action
Make a brake pipe reduction sufficient to hold the train with the
1
independent brake released and actuated.
2 Gently apply power to adjust the slack.
When the slack is adjusted on the whole train:
1. Stop movement by making brake pipe reductions of 2 to 3 PSI
and actuate.
3 2. Make sure the throttle is in at least position #2.
3. Place the independent brake in FULL APPLICATION position
when the movement stops.
4. Place the throttle in the IDLE position.
Increase brake pipe reduction until the brake pipe pressure is 10 PSI
4 below the point of equalization and wait for the brake pipe exhaust to
stop.
Start the train by releasing train brakes and using enough power to
5
start the cars one at a time as the train brakes release.

5652 Loss of Dynamic Brakes

To prevent harsh slack action and rapid increase in train speed if the
dynamic brake fails while in use, follow the steps below:

A. Apply independent brake immediately to avoid rapid run-out of slack.

B. If necessary, make brake pipe reduction (s) sufficient to control the

speed and compensate for the loss of dynamic braking force.

5653 Emergency Brake Applications

Use emergency brake applications in situations when a stop must be
made in the shortest possible distance, or when required by rule.

A. Initiating Emergency Air Brake Application

Immediately place the automatic brake in the EMERGENCY position
and stop the train when:
• Operating conditions require.
• Brake pipe pressure at the rear of a moving train drops to 45 PSI
or below.
• Brake pipe pressure is reduced 18 pounds or more from the
standard brake pipe pressure while descending any grade and
the train cannot be controlled at the authorized speed.
 Section 4
Fundamentals of Train Handling, Conventional Train Handling, Helper Service,
Special Train Handling Procedures
23 of 25
B. Automatic Brake Initiated
When an emergency application is initiated from the automatic brake
on the controlling locomotive, leave the brake valve in the
EMERGENCY position, and:

1. Promptly place the throttle in the IDLE position.

2. Control the locomotive brake cylinder pressure to provide the

maximum retarding force without sliding the locomotive wheels or
creating excessive buff forces.

C. Other than Automatic Brake Initiated

When an emergency application is initiated by other than the
automatic brake, keep the train slack in the same condition as it was
before the emergency happened, as follows:

Note:
1. Many Conrail locomotives are not equipped with the “Power
Knockdown” feature that automatically reduces the locomotive to
idle after 20 seconds due to a train line initiated emergency
application of the brakes.

2. Locomotive engineers must take the appropriate action to

reduce the throttle to idle when Conrail locomotives are used as
the controlling unit of a consist.

1. Slack Stretched
a) Actuate locomotive brake cylinder pressure. (Continue to
actuate locomotive brake cylinder pressure until the train
stops.)
b) Maintain throttle position until the train speed begins to
reduce.
c) Adjust the throttle to prevent an increase in locomotive
output.

2. Slack Bunched
a) Maintain the dynamic brake position if available.
b) Actuate locomotive brake cylinder pressure (Continue to
actuate locomotive brake cylinder pressure until the train
stops.)
c) If required to use the independent brake, comply with Rule
5505A (Train Braking / Independent Brake – General).

Control locomotive brake cylinder pressure to provide retarding

effect while preventing sliding the locomotive wheels or
excessive buff forces.

3. While Operating an In-train or Rear-end Helper

When operating an in-train or rear-end helper, immediately place
the throttle in the IDLE position.
 Section 4
Fundamentals of Train Handling, Conventional Train Handling, Helper Service,
Special Train Handling Procedures
24 of 25
D. Activating Two-Way Telemetry during Emergency
When an undesired emergency application occurs, or when an
emergency situation arises and it becomes necessary to place the
train air brakes in emergency, operate the two-way EOT emergency
toggle switch as quickly as possible.

5654 Service Applications from an Unknown Cause

Undesired service applications are indicated by:
• An increase in the indication of the air flow
indicator.
• The sound of excessive regulating valve operation.
• A drop in brake pipe pressure.
• A decrease in train speed or increase of locomotive
output without a known cause.

When a service application occurs from an unknown cause, the train shall
be stopped and inspected for leaks. When stopping, keep train slack in
the same condition as it was before the air brake application occurred.

A. Slack Stretched
1) Place the automatic brake in the MINIMUM REDUCTION
position.
2) Actuate locomotive brake cylinder pressure (Continue to actuate
locomotive brake cylinder pressure until the train stops.)
3) Maintain throttle position until the train speed begins to slow.
4) As the train speed slows:
• Make additional 2 to 3 PSI brake pipe reductions.
• Adjust the throttle to prevent an increase of locomotive
output.

B. Slack Bunched
1) Maintain or increase dynamic brake position if available. (If you
must use the independent brake, comply with Rule 5505A (Train
Braking / Independent Brake – General.)
2) Place the automatic brake in the MINIMUM REDUCTION
position.
3) Make additional 2 to 3 PSI brake pipe reductions as the train
speed slows.
4) Comply with Rule 5505A (Train Braking / Independent Brake –
General) by substituting the independent brake for the dynamic
brake.

5655 Inclement Weather Train Braking

During inclement weather conditions which may cause snow or ice build up
to occur between brake shoes and wheels, follow the steps below to make
sure the brake shoes are not frozen or iced over:

A. Using Train Brakes

When using train brakes in inclement weather, apply the train brakes
sooner than you normally would for the given circumstance.
 Section 4
Fundamentals of Train Handling, Conventional Train Handling, Helper Service,
Special Train Handling Procedures
25 of 25
B. Testing Air Brake Effectiveness
Perform running tests to make sure proper braking effort is being
provided.

Perform brake effectiveness tests:

• Periodically, as operating conditions permit
• Before descending steep grades

To perform the test:

1. Use a split-service application; make a 10-PSI brake pipe
reduction.
2. Make certain that the train brakes are effective.

If the test precedes a steep grade, allow sufficient time for

total recharge of the brake pipe before cresting the grade.

If you cannot perform the test before descending the grade,

apply the brakes as the train begins to crest the grade.

C. Responding to Ineffective Air Brakes

If the train does not brake properly:
1. Stop the train (use the EMERGENCY position if necessary).
2. Determine and correct the cause of the failure.
3. Repeat the test.

D. Setting Cars Off

When setting cars off:
• Apply air brakes on cars while moving to remove ice and snow
buildup.
• Make certain that no ice or snow is between brake shoes and
wheels after handbrakes are applied.

5656 Reporting Train Separations or Stalls

Engineers must have a blank copy of the Train Separation Report and the
Train Stall Reports (available in the Engineers’ Reading File) before
beginning a trip or tour-of-duty.

When a train that you are operating has a separation or stalls, complete
and forward the appropriate report to the road foreman of engines as soon
as possible.
 Section 5
Air Brakes - General, Locomotive Air Brake Equipment
1 of 5
5700 Telemetry - Equipping Trains
All trains, except as noted in Rule 5701 (Freight Train Exceptions), Rule 5702
(Passenger Train Exceptions), Rule 5703 (Inspection Train Exceptions), and
Rule 5950 (En Route Failures), must be equipped with properly armed, tested,
and operable two-way telemetry.

NOTE: Where used in these rules:

• 2% grade means a grade designated as 2% in Special Instructions
• 1% grade means a grade designated as 1% in Special Instructions

5701 Freight Train Exceptions

Freight trains that meet any one of the conditions listed below do not
require two-way telemetry.
• Trains able to initiate an emergency brake application from the rear
third of its length.
• Light engines.
• Local trains and work trains not operating on 2% grades.
• Trains with 4,000 trailing tons or less and:
- operating on less than 2% grade, and
- not exceeding 30 MPH.
• Trains with more than 4,000 trailing tons and:
- operating on less than 1% grade, and
- not exceeding 30 MPH.

5702 Passenger Train Exceptions

Passenger trains that meet any one of the conditions listed below do not
require two-way telemetry:
• Trains in which all cars are equipped with accessible emergency
brake valves.
• Trains that have a rear car with an emergency brake valve accessible
to a radio-equipped crewmember.
• Trains with 24 cars or less, equipped as described in the following
chart and operated as required in Paragraph 1 (Requirements of
Crew Members) of this rule.

Passenger Train Exception Matrix

Emergency Brake Valve must be Emergency Brake Valve must be within
within the rear one-half of the train the rear one-third of the train
Cars Emergency Brake Valve In, Cars Emergency Brake Valve In, or in
or in a Car Behind, This Car a Car Behind, This Car
nd th
4 2 13 9
rd th
5-6 3 14 - 15 10
th th
7-8 4 16 11
th th
9 - 10 5 17 - 18 12
th th
11 - 12 6 19 13
th
20 - 21 14
th
22 15
th
23 - 24 16
 Section 5
Air Brakes - General, Locomotive Air Brake Equipment
2 of 5
1. Requirements of Crew Members
a) Prior to descending 2% grade, the engineer must confirm
through the conductor that a radio-equipped crewmember is
stationed in the rearmost emergency brake valve-equipped
car, and
b) While descending 2% grades, the crewmember must
maintain constant radio communication with the engineer,
until the train has descended the grade.

5703 Inspection Train Exceptions

Inspection trains operating with passenger equipment do not require two-
way telemetry.

5750 Telemetry Qualifications

When the following conditions are met, you can use telemetry to perform air
brake tests and meet two-way telemetry requirements:

5751 Qualifying Telemetry for Air Brake Tests

To perform air brake tests using telemetry, the train must be equipped as
follows:
• The controlling locomotive must have an operative HTD,
• The rear car must have an operative EOT, and
• Readouts from the EOT and the HTD must not differ by more than 3
PSI.

5752 Qualifying Telemetry for Two-Way Operation

To comply with the requirements to have two-way telemetry capability, the
train must be equipped as follows:
• Except as noted in Rule 5753 (Coupling Helper Locomotive to Head
End), the controlling locomotive must have an operative HTD capable
of two-way operation,
• The rear car must have an operative EOT capable of two-way
operation, and
• The readouts of the EOT and the HTD must not differ by more than 3
PSI.

5753 Coupling Helper Locomotive to Head End

When a helper locomotive is coupled to the train ahead of the “hauling”
locomotive, the helper locomotive is not required to be equipped with an
HTD capable of two-way telemetry or to be armed to the EOT, as long as:
• Two-way radio communication is established and maintained
between the engineers of the helper locomotive and the hauling
locomotive.
• Engineers confirm radio communication before:
- Train resumes operation
- Reaching the crest of the grade
• The train is stopped if and when radio
communication is lost.
 Section 5
Air Brakes - General, Locomotive Air Brake Equipment
3 of 5
5800 Arming Telemetry for Two-Way Capability
To arm two-way telemetry, follow the steps below:

Arming Telemetry for Two-Way Operation

Step Action
1 Enter the ID Code of the EOT into the HTD.
2 Press the TEST button on the EOT
3 Press the appropriate "ARM NOW" button of the HTD.
Make certain that emergency capability is established as indicated by
4
an “EMERG ENABLED” or “ARMED” message.

5850 Testing Two-Way Telemetry Emergency Capability

Make certain the emergency capability of two-way telemetry when either
or both devices are installed.

5851 Bench Testing

Consider emergency capability successfully tested when informed so by
the Mechanical Department.

5852 Performing Test

Follow the steps below after charging the brake pipe when testing
emergency capability.

Testing Two-Way Telemetry Capability

Step Action
1 Arm the telemetry.
2 Close the angle cock between the rear car and the EOT.
3 Activate the emergency feature.
Make certain that the air pressure exhausts from the EOT and the
4
readout on the EOT reduces to zero.
Open the angle cock and make certain that brake pipe pressure is
5
restored.

5900 Disarming Emergency Capability

Disarm two-way telemetry when the locomotive is cut off and will no longer be
the controlling locomotive on the train.

To disarm emergency capability:

1. Change the EOT ID code to “00000”.
2. Press the appropriate button to disarm.
 Section 5
Air Brakes - General, Locomotive Air Brake Equipment
4 of 5
5950 En Route Failures and Defects
5951 Failures
Consider two-way telemetry as having failed en route when you cannot
successfully arm it at a location other than the point of train origination or
when any of the following messages are displayed:
• DEAD BAT (dead battery)
• REPL BAT (replace battery)
• VALVFAIL (valve failure)
• DISARMD (disarmed)
• FRNOCOM (front-to-rear no communication)

Note: "RFNOCOM" is not a failure message.

5952 Restricting Train Movement due to an En Route Failure

When two-way telemetry fails, comply with the following restrictions unless
the conditions specified in Rule 5953 (Making Necessary Substitution for
Telemetry with an En Route Failure) are met.

A. Freight Trains
• Do not exceed 30 MPH, and
• Do not move the train on 2% grades

B. Passenger Trains
• Do not move the train on 2% grades.
• Correct the condition when reaching the first location where:
- Necessary repairs can be conducted, or
- An air brake test is required.

5953 Making Necessary Substitution for Telemetry with an En Route

Failure
Do not apply Rule 5952 (Restricting Train Movement due to an En Route
Failure) under the following conditions.

A. Freight Trains
Do not apply Rule 5952 if:
1. Either an occupied helper locomotive or occupied
caboose/shoving platform capable of initiating an emergency
application of train brakes is coupled to the rear and the
employees at the front and rear:
a) Establish and maintain two-way voice radio communication
with each other.
b) Verify communication just prior to cresting grade.
c) Stop the train, if safe to do so, if communications fail before
cresting grade.
d) Place the train brakes in EMERGENCY if train speed
exceeds the maximum speed authorized by 5 MPH.
 Section 5
Air Brakes - General, Locomotive Air Brake Equipment
5 of 5
2. A radio-controlled locomotive, capable of initiating an emergency
application on command from the controlling locomotive, is in the
rear one-third of the train and under the control of the head end
engineer.

B. Passenger Trains
Do not apply Rule 5952 if a radio-equipped crewmember is
positioned in the rear most car containing an accessible
emergency brake valve.

Make periodic brake tests in accordance with Rule 5209

(Passenger Train Running Air Brake Test) until the failure is
corrected.

5954 Reporting Telemetry Device Defects

Immediately report the EOT number and the condition to the train
dispatcher or yardmaster when any of the following conditions affects the
telemetry’s normal operation:
• Low or failed battery
• Loss of communication between devices
• Loss or lack of emergency capability
• A defective or inoperative:
- Marker
- Motion detector
- Air pressure sensing equipment

Report any HTD-related problem to the train dispatcher or yardmaster,

Mechanical Desk, and on the Locomotive Work Report.
 Appendix A

Setting up Locomotive Air Brakes

1. Automatic Brake Positions

A. 26/30 and Electronic Air Brake (EAB) Valves

Release - Charges equalizing reservoir to the setting of the regulating

valve, which also releases the train's air brakes. Locomotive air brakes
will release unless applied by independent brake.

Minimum Reduction - Reduces equalizing reservoir pressure – and

thereby brake pipe pressure - by 6 to 8 PSI.

Service Zone - The smooth area of the brake valve between the
MINIMUM REDUCTION position and the FULL SERVICE position used
to reduce equalizing reservoir pressure in measurable increments by
moving the handle toward the FULL SERVICE position. Moving the
handle toward the MINIMUM REDUCTION position while in this zone
will not increase equalizing reservoir pressure, unless the brake cut-out
valve is in the PASS position.

Full Service - Reduces equalizing reservoir pressure to the level

required for a full service brake application.

Suppression - Used to reset penalty brake applications

Handle Off (Continuous Service) - Reduces equalizing reservoir

pressure to zero at a service rate. The brake valve must be in this
position when it is cut out.

Emergency - Used to create and reset emergency applications. An

emergency application can be made using this position with the brake
valve cut out.

B. 24RL Brake Valves

Release – Charges the equalizing reservoir to the setting of the feed

(regulating) valve. If the brake valve is equipped, the selector cock
must be positioned in the FEED VALVE (FV) position.

Running – Charges the equalizing reservoir to the setting of the feed

(regulating) valve. The brake valve must be placed in this position when
it is cut out.

First Service - Reduces equalizing reservoir pressure by 6 to 8 PSI at a

service rate. Leaving the handle in this position will result in continued
equalizing reservoir reduction at a slower rate. When the first service
cut-out cock is cut out, this position becomes another LAP position.
 Appendix A

Lap - Prevents air from entering or leaving brake pipe at the brake
valve, which holds a brake application applied. This position is also
used to reset the brake equipment after a penalty or an emergency
application.

Service - Reduces equalizing reservoir - and thereby brake pipe -

pressure at a service rate as long as the brake valve is in this position.
The brake valve must be placed in LAP position to stop the reduction of
equalizing reservoir pressure.

Emergency – Causes an emergency application of air brakes

regardless of whether the brake valve is cut in or cut out.

2. Independent Brake Positions

Release - Releases locomotive brakes, except when the brake application is

a result of a reduction of brake pipe pressure. This position must be used
when the independent brake is cut out.

Actuate - Releases any brake cylinder pressure resulting from a reduction of

brake pipe pressure.

Full Application - Applies locomotive brakes fully.

Application Zone - This zone extends from the RELEASE position to the
FULL APPLICATION position and is used to increase or decrease
locomotive brake cylinder pressure as needed.

3. Positioning and Setting Up Air Brake Equipment

A. Positioning 26/30 Equipment

Positioning 26/30 Equipment

Automatic Brake Independent Brake
Mode
Of Dual-
Operation Handle Cut-Out Cock Handle Mu-2-A Valve Ported
Cock
Lead Or Full
Release In (Open) Lead Or Dead In (Open)
Single Application
Trail 24 Or 6 Out
Trailing Handle Off Out (Closed) Release
(See Note) (Closed)
Helper Full
Handle Off Out (Closed) Lead Or Dead In (Open)
(Lead) Application
NOTE: Place valve in "Trail 24" when two pipes are trainlined through to the locomotive
(Application & Release and Actuating Pipes). Place valve in "Trail 6" when one pipe is
trainlined through to locomotive (Application & Release).
 Appendix A

B. Setting up 26/30 Equipment

Setting-Up 26/30 Air Brake Equipment

Step Action
Cutting In
1 Place the independent brake in the FULL APPLICATION position
Place the MU-2-A valve in the LEAD or DEAD position or the double-ported cut-
2
out cock to the IN or OPEN position
3 Place the automatic brake in the RELEASE position
Allow the equalizing reservoir to charge to the setting of the regulating valve
4 adjust the regulating valve setting, if necessary, and place the brake cut-out
valve to the IN position
Cutting Out
1 Place the independent brake in the FULL APPLICATION position
2 Make a full service reduction and ensure that the brake pipe exhaust stops
Place the MU-2-A Valve in proper TRAIL position (See NOTE above) or the
3
double-ported cut-out cock to the OUT or CLOSED position
4 Place the brake cut-out valve to the OUT position
5 Place the automatic brake in the HANDLE OFF position and pin when available
6 Place the independent brake in the RELEASE position

C. Positioning EPIC Electronic Air Brake Equipment

Epic Electronic Equipment

Automatic Brake Independent Brake
Mode
Of Operation
Handle Set-Up Handle Set-Up

Lead Or Single Release Cut In Full Application Lead

Trailing Handle Off Cut Out Release Trail
Helper (Lead) Handle Off Cut Out Full Application Lead
 Appendix A

D. Setting up EPIC Electronic Air Brake Equipment 0n EMD

Locomotives

Setting Up Epic Equipment On EMD Locomotives

Step Action
Cutting In
1 Place the independent brake in the FULL APPLICATION position
2 Place the automatic brake in the RELEASE position
3 Press AIR BRAKE SET-UP
4 Press LEAD / TRAIL for LEAD (Cuts in independent brake)
5 Press ACCEPT NEW twice. (equalizing reservoir pressure increases)
6 Press AIR BRAKE SETUP
7 Press CUT IN / CUT OUT for CUT IN (cuts in automatic brake)
8 Press ACCEPT NEW twice.
If the equalizing reservoir pressure requires adjustment, press AIR BRAKE
9
SETUP
10 Press EQ RES SETUP
11 Use the preset key for 80, 90, 100 or 110 PSI setting
12 Press ENTER
13 Press ACCEPT NEW twice
Cutting Out
1 Place the independent brake in the FULL APPLICATION position
2 Make a full service reduction and ensure that the brake pipe exhaust stops
3 Press AIR BRAKE SETUP
Press LEAD / TRAIL for TRAIL (cuts out both automatic and independent
4
brakes)
5 Press ACCEPT NEW twice
6 Position the brake valve handles
7 Press EXIT
 Appendix A

E. Setting up EPIC Air Brake Equipment on GE Locomotives

Setting Up Epic Equipment on GE Locomotives

Step Action
Cutting In
1 Place the independent brake in the FULL APPLICATION position
2 Place the automatic brake in the RELEASE position
3 Press AIR BRAKE SETUP
4 Press CHANGE SETUP
5 Press LEAD/TRAIL for LEAD (cuts in the independent brake)
6 Press SAVE SETUP
7 Press DO IT. (equalizing reservoir pressure increases)
8 Press CHANGE SETUP
9 Press CUT IN/CUT OUT for CUT IN (cuts in the automatic brake)
10 Press SAVE SETUP.
11 Press DO IT
If the equalizing reservoir pressure requires adjustment, press CHANGE
12
SETUP
13 Press FEED VALVE SET
14 Use UP or DOWN arrow keys to adjust the pressure setting
15 Press SAVE SETUP
16 Press DO IT
Cutting Out
1 Place the independent brake in the FULL APPLICATION position
2 Make a full service reduction and ensure the brake pipe exhaust stops
3 Press AIR BRAKE SETUP
4 Press CHANGE SETUP
Press LEAD/TRAIL for TRAIL (cuts out both the automatic and the
5
independent brakes)
6 Press SAVE SETUP
7 Press DO IT
8 Position the automatic brake valve handle in Handle Off
9 Position the independent brake valve handle in Release
10 Press EXIT

F. Positioning Knorr Air Brake Equipment Brake Equipment

Knorr Electronic Equipment

Automatic brake Independent brake
Mode
Of Operation
Handle Set-Up Handle Set-Up

Lead Or Single Release Cut In Full Application Lead

Trailing Handle Off Cut Out Release Trail
Helper (Lead) Handle Off Cut Out Full Application Lead
 Appendix A

G. Setting up Knorr Air Brake Equipment

Setting Up Knorr Equipment

Step Action
Cutting In
1 Place the independent brake in the FULL APPLICATION position
2 Place the automatic brake in the RELEASE position
3 Press AIR BRAKE SETUP
4 Press CHANGE SETUP
5 Press LEAD / TRAIL for LEAD (cuts in the independent brake)
6 Press SAVE SETUP
7 Press DO IT. (equalizing reservoir pressure increases)
8 Press CHANGE SETUP
9 Press CUT IN / CUT OUT for CUT IN (cuts in the automatic brake)
10 Press SAVE SETUP.
11 Press DO IT
If the equalizing reservoir pressure requires adjustment, press CHANGE
12
SETUP
13 Press FEED VALVE SET
14 Use UP or DOWN arrow keys to adjust the pressure setting
15 Press SAVE SETUP
16 Press DO IT
Cutting Out
1 Place the independent brake in the FULL APPLICATION position
2 Make a full service reduction and ensure that the brake pipe exhaust stops
3 Press AIR BRAKE SETUP
4 Press CHANGE SETUP
Press LEAD / TRAIL for TRAIL (cuts out both the automatic and the
5
independent brakes)
6 Press SAVE SETUP
7 Press DO IT
Position the automatic brake valve handle in Handle Off and pin when
8
available
9 Position the independent brake valve handle in Release
10 Press EXIT

H. Positioning 24RL Brake Equipment

24RL Equipment
Automatic Brake Independent Brake
Mode
Of Operation
Handle Cut-Out Cock Handle Rotair Valve

Lead Or Single Running In Full Application Passenger

Trailing Running Out Release Passenger Lap
Helper (Lead) Running Out Full Application Passenger
 Appendix A

I. Setting up 24RL Air Brake Equipment

Setting Up 24RL Air Brake Equipment

Step Action
Cutting In
1 Place the independent brake in the FULL APPLICATION position
2 Place the rotair valve in the PASS position
3 Place the automatic brake in the RUNNING position
Slowly move the brake valve cut-out cock to the OPEN position, pausing
4
briefly half-way
Cutting Out
1 Place the independent brake in the FULL APPLICATION position
2 Make a full service reduction
3 Place the rotair valve in the PASS LAP position
4 Place the automatic brake to the RUNNING position
5 Place the independent brake in the RELEASE position
 Appendix B

Illustrations of Brake Valve Handle Positions

26/30

Release

Minimum Emergency
Se

Reduction
r
vi
ce
Zo
ne

Handle Off
Full Service Suppression

24RL

Release

Emergency

Running

Service
First Service Lap

Independent Brake

Release
Ap
pli
ca
tio
n
Zo
ne

Full Application
 Appendix C

Locomotive Data Guide

LOCOMOTIVE MIN LOCOMOTIVE MIN
NUMBER

NUMBER
CLASS

CLASS
DYN DYN
CONT CONT
BRAKE BRAKE
HORSE WGT SPEED TYPE HORSE WGT SPEED TYPE
POWER X000 (MPH) POWER X000 (MPH)

5000-
1-496 CW44AC 4400 412 N/A E CW60AC 6000 420 N/A E
5016
5101-
497-599 CW44AH 4400 432 N/A E CW44AH 4400 432 N/A E
5122
5200-
600-698 CW60AC 6000 420 N/A E ES44DC 4390 432 12.6 E
5501
5502-
699 CW44-6 4400 420 N/A E B30-7 2000 266 12 E
5581
5808-
700-899 ES44AC 4400 432 N/A E B36-7 2400 274 12 E
5925
1006- 5930-
MT-6 NONE 376 3 N/A B40-8 4000 288 N/A E
1017 5949
1021- 5950-
SWMATE NONE 268 6 N/A (B) B40-8 4000 287 N/A E
1068 5979
1100- 6000-
SW1500 1500 253 11 N/A (B) GP40-2 3000 277 12 S
1119 6365
1122- 6388-
SW1001 1000 233 7 N/A GP40-2 3000 261 12 S
1128 6392
1130- 6393-
MP15AC 1500 258 10 N/A GP40-2 3000 264 12 N/A
1139 6399
1140- 6000-
MP15 1500 258 11 N/A GP38-2S 2200 ** 12 S/NA
1149 6399**
1150- 6400-
MP15AC 1500 255 10 N/A GP40-2 3000 277 12 S
1194 6461
1200- 6462-
MP15T 1500 253 10 N/A GP40-2 3000 265 12 E
1241 6499
1500- 6595-
GP15-T 1500 244 10 S GP40 3000 277 12 S
1524 6828
1534- 6897-
GP15-1 1500 246 10 N/A GP60 4000 400 12 E
1563 6899
2200- 6900-
RDMATE NONE 262 12 E GP40-2 3000 277 12 S
2350 6947
2200- 7300-
RDMATE NONE 262 12 E C40-8W 4000 392 N/A E
2350 7396
2411- 7489-
SD40-2 3000 378 12 E C40-8 4000 395 N/A E
2442 7646
2443- SD38- 7650-
2200 378 12 E CW40-8 4000 395 N/A E
2445 2S 7929
2450- 8000-
SD38-2 2000 386 7 N/A SD40-2 3000 385 12 E
2454 8132
2457- 8133-
SD38 2000 388 7 N/A SD40-2 3000 415 12 E
2466 8162
2474- 8176-
SD50-2 2200 390 10 E SD40-2 3000 378 11 E
2499* 8211
2500- 8212-
GP38-2 2000 266 11 S SD40-2 3000 380 12 E
2555 8241
2556- 8242-
GP38-2 2000 246 11 N/A SD40-2 3000 396 12 S
2559 8261
2560- 8302-
GP38-2 2000 256 11 E SD40-2 3000 390 12 E
2650 8488
2651- 8000- SD38-
GP38-2 2000 264 11 S 2200 ** ** E
2814 8488** 2S
 Appendix C

Locomotive Data Guide

LOCOMOTIVE

NUMBER
MIN MIN
NUMBR

CLASS

CLASS
DYN DYN
CONT LOCOMOT CONT
BRAKE BRAKE
SPEED IVE SPEED
TYPE TYPE
(MPH) (MPH)

4282- 8499-
GP39 2300 277 12 S SD50-2 3000 390 10 E
4299 8676*
4300- 8700-
GP39-2 2300 277 12 S SD60 3800 390 N/A E
4319 8721
4400- 8722-
GP40-2 3000 277 12 S SD60I 3800 395 N/A E
4452 8755
4400- 8756-
GP38-2S 2200 277 12 S SD60M 3800 395 N/A E
4452** 8786
4500- 8787-
SD70AC 4000 428 N/A E SD60 4000 390 N/A E
4589 8790
4590- 8800-
SD80AC 5000 420 N/A E SD38-2S 2200 389 12 E
4602 8889**
4601- 8954 &
SD40 3000 359 11 N/A SD45-2 3600 392 12 S
4621 8974
4675- 9000-
SD70M 4000 390 N/A E CW44-9 4400 406 N/A E
4699 9052
4701- 9992-
SD70AC 4300 428 N/A E F40PH2 3000 270 17 S
4830 9999
4831-
SD70ACe 4300 428 N/A E
4850
Dynamic Brake Code – E = extended range, S = standard range, (B) = coupler limiting blocks
AC AND AH locomotives are equipped with steerable trucks with exception of units 1-173, 602, and 4831-4850.
These units are equipped with non-steerable trucks.
* = Certain SD50 locomotives have been derated to 3,000 HP. The classification for the modified locomotives
has been changed to SD50-2 accordingly.
** = Certain GP40-2 and SD40-2 locomotives have been derated to 2,200 HP. The classification for the modified
locomotives has been changed to GP38-2S and SD38-2S accordingly.
 Appendix C

3-Letter Reporting Codes for Reporting Locomotive Problems and Defects

Letter Letter
Definition Definition
code code
APU Auxiliary Power Unit Problem LAB Lab Request
ARD Air Conditioner Defect LCD Locomotive Collision Damage
ATS Automatic Tracking System LEP Loading Erratically
BHD Bell/Horn LFP Loading Forward Only
Brake Shoe / Rigging/ Hand
BRD LIP Lighting Problem
Brake
Accident /Outside Party
CAD LKP Oil or Water Leak
Rebillable
CCP Crankcase Pressure Problem LLP Low Lube Oil Problem
CHD Cab Heater Defect LMP Lateral Motion
Cab Seat / Cab Door / Cab
CRD LNP Not Loading at All
Window
CRP Computer Related Problem LOP Overloading
CSP Charging System Problem LRP Loads in Reverse Only
CWI Cracked Wheel Inspection LRQ Lab Request from Lab
Dead Won’t Start / Battery
DBP LUP Underloading
Problem
DCP Draft Gear / Coupler LWP Low Water Problem
DDD Derailment Damage MUD Trainline Problem - Air or Electrical
DFP Dynamic Brake Fluctuation NRP Noise Related Problem
DLD Crossing / Warning Light Defect OOF Out of Fuel
DNP Dynamic Brake No Load OOP Oil Out Stack Problem
DOP Dynamic Brake Overload OSP Overspeed Tripping
DUP Dynamic Brake Underload PCP PC Related Problem
DSF Shutdown to Save Fuel PIJ Personal Injury Inspection
DSV Past Due Servicing PPR Pinpoint Related Problem
DWP DWORS Related Problem PSD Pacesetter Related Problem
DVR Digital Video Recorder RAD Radio Related Problem
ECD Engine Component Defective RCD Remote Control Defect
ENR Excessive Noise RDD HTD Related Defect
ERP Exhaust Related Problem RHP Engine Running Hot
ESD Engine Shutting Down SID Speed Indicator / Recorder
EVR Event Recorder SRP Sand Inoperative / Out / Wet
FDP Fire Damage Problem TCD Train Control Defect
FLP Flange Lubrication Problem TCI Train Control Inspection
FMS Fuel Monitoring System TMP Traction Motor Cut Out
FSC Fuel Sensor Component Failure TOD Toilet Defective
FSP Fuel System Problem TRD Transition, Not Making
FSX Flat Wheel Defect Verified WCP Water Cooler Problem
Wheel Defect, Level 1 Impending
FWD Flat Wheel Defect WD1
Damage to Track / Equipment
Wheel Defect, Level 2 Restricted
FZD Freeze Damage WD2
Movement to Shop
Wheel Defect, Level 3 Repair at Next
GRP Ground Relay Problem WD3
Shop Capable
Wheel Defect, Level 4 Repair at Next
HCD Hump Control Defect WD4
Scheduled Shopping
HJD Hot Journal WSD Wheel Slip in Dynamic Braking
HLD Headlight Defect WSP Wheel Slip in Motoring / Power
HTD Head of Train Device WWP Windshield Wiper Problem
IWA Idler Wheel Applied Effective 10-01-2007
 Glossary of Terms

Actuate: To release locomotive brake cylinder pressure that was developed as

the result of a brake pipe reduction while leaving the train’s air brakes applied.

Air Flow Indicator: The device that measures the rate of air flow through the
automatic brake into the brake pipe.

Alignment Control Couplers: Couplers installed on some locomotives that will

allow limited lateral movement.

Alternating Current (AC) Locomotive: A locomotive equipped with alternating

current (AC) traction motors.

Angle Cock: A valve located at each end of a locomotive or car used to open or
close the brake pipe.

Articulated Car: A car whose adjacent platforms (car bodies) are connected by
sharing a common truck.

Automatic Brake: A manually operated valve on the engineer’s control stand

that controls the flow of air into and out of the brake pipe.

Automatic Brake Cut-Out Valve: A device used to cut in or cut out the
automatic brake valve. This device is either located on the automatic brake or
accessed through onboard computer screens.

Back-Up Hose: A portable hose and valve assembly that when properly
connected to the brake pipe can be used to apply air brakes.

Back-Up Valve: A valve on the caboose/shoving platforms and some types of

passenger cars that is connected to the brake pipe and used to apply brakes.

Battery Knife Switch: The electrical switch which opens or closes the circuit
from the batteries to other electrical equipment.

Brake Cylinder: A device on cars and locomotives which converts the force of
compressed air into a mechanical force to move brake shoes against the wheels.

Brake Cylinder Pipe: The pipe on a car which extends from the car's control
valve to the car's brake cylinder.

Brake Pipe: The pipe extending the length of a car, locomotive, or train through
which air brakes are charged, applied, and released.

Brake Pipe Branch Pipe: The pipe on a car which extends from the brake pipe
to the control valve. The branch pipe cut-out cock is located on this pipe.

Brake Pipe Exhaust: The sound made as the air pressure is leaving the brake
pipe through the automatic brake.

Brake Pipe Leakage: The amount of air pressure, as expressed in pounds per
minute, that leaks from the brake pipe.

Brake Pipe Pressure: The air pressure contained in the brake pipe.
 Glossary of Terms

Branch Pipe Cut-Out Cock: A device used for cutting in and cutting out the
control valve on a locomotive or car.

CFM: Cubic feet per minute.

Continuous Service Application: An air brake application made to stop a train

moving at speeds below 10 MPH. Brake pipe exhaust must occur from the time
the air brake is initially applied until the train stops.

Controlling Locomotive: The locomotive from which the train or locomotive

consist is being operated.

Coupler Limiting Blocks: Devices located inside the coupler pocket on each
side of the drawbar of a locomotive which are designed to limit the lateral travel
of the coupler.

Crankcase Over Pressure Device: A device that shuts down the diesel engine
when excessive positive pressure is detected in the crankcase.

Calendar Day Inspection: The FRA-required inspection a locomotive must

undergo each day it is in service.

Dead Engine Feature: A device on a locomotive for charging main reservoirs

from the brake pipe when a locomotive is hauled dead-in-tow.

Dead-in-Consist: A dead locomotive that has its main reservoir being charged
from another locomotive.

Dead-in-Tow: A dead locomotive that does not have its main reservoir being
charged from another locomotive.

Dead Locomotive: A locomotive whose diesel engine is not running.

Dynamic Brake Axle Value: A value used to indicate the relative retarding force
a locomotive’s dynamic brake may develop. The value is obtained by dividing
the locomotive’s total dynamic brake retarding force by 10,000.

Dynamic Brake Warning Light: A lamp on the engineer’s control stand which
when lit indicates the dynamic brake is automatically protecting itself by reducing
output.

Dynamic Braking: A method of retarding locomotive and train speed by using

the locomotive’s traction motors as generators.

Electric Parking Brake: An electrically-operated mechanical brake on a

locomotive used to secure the locomotive against movement.

Electronic Air Brake (EAB): Air brake equipment mounted on the engineer’s
control stand that provides microprocessor electro-pneumatic control of the air
brakes.
 Glossary of Terms

Emergency Brake Application: A rapid, uncontrolled reduction of brake pipe

pressure, which produces 15% to 20% more braking effort than a full service
application.

Emergency Fuel Cut-Off Switch: An electrical switch that when activated

causes the diesel engine to shut down and stops the fuel pump motor from
operating.

Engine Protective Device: Any device that protects a diesel engine from the
damage that would occur if the diesel engine was permitted to continue
operation.

Engineers Reading File: A computer-based library (found in the CCBB screen

on the CSXT mainframe and on the CSX Gateway via My
Work/Division/Engineer Reading File) of important information relative to
locomotive engineer responsibilities. Engineers must read and understand topics
contained in their Division and System Engineer Reading Files.

Equalizing Reservoir: A small reservoir to hold compressed air. The air

pressure in it is controlled by the setting of the regulating valve and is used to
control brake pipe pressure.

Event Recorder: A device on a locomotive that records pertinent information

about the operation of the locomotive.

Fuel Sight Glass: A device in the fuel system of a diesel engine through which
fuel can be seen as it flows from the diesel engine back to the fuel tank.

Full Service Application: The term used to describe an application of the

automatic brake to the point that the auxiliary reservoir and brake cylinder
pressures are equalized.

Generator Field Switch: A switch on the engineer’s control stand that must be
turned on to permit the locomotive to develop output.

Ground Protective Relay: A device on a locomotive which causes the diesel

engine to go to IDLE speed and prevents locomotive output when it detects an
electrical ground.

Hand Brake: A mechanical device on a locomotive or car used to secure the

locomotive or car against movement. A hand brake is also used to slow or stop
the movement of a locomotive or car as necessary.

Independent Brake: A manually-operated device on the engineer’s control stand

used to apply and release the air brakes on the locomotive independently of the
train’s brakes.

Initial Brake Pipe Reduction: The first brake pipe reduction made when
applying the train brakes. This brake pipe reduction must be at least 6 PSI.

Initial Terminal: The location where a train originates.

 Glossary of Terms

Isolation Switch (Engine Control Switch on GE locomotives): An electrical

switch, normally found on the engine control panel, that must be properly
positioned to:
• Start or Stop the diesel engine.
• Permit the diesel engine to not respond to throttle commands.
• Permit the diesel engine to respond to throttle commands and for
the locomotive to develop output.

Layshaft: A hand-operated device that can be used to stop or control the

revolutions per minute of the diesel engine.

Light Locomotive: A locomotive consist without cars attached to it.

Local Train: (This definition applies to two-way telemetry requirements only) A

train assigned to perform switching en route which operates with 4,000 trailing
tons or less and travels between a point of origin and point of final destination for
a distance that is no greater than that which can normally be operated by a single
crew in a single tour-of-duty.

Locomotive Consist: A locomotive, or combination of locomotives properly

coupled for multiple unit operation and operated from a single control.

Locomotive Output: The effort being developed by the locomotive, as

expressed in amperes or kilopounds.

Main Reservoirs: Storage volumes on a locomotive for holding compressed air

directly from the air compressor.

Mechanical Desk: An office located at the CSXT Operations Center in

Jacksonville, Florida, through which advice and/or instructions relative to
locomotives and locomotive conditions can or must be obtained.

Minimum Continuous Speed (MCS): The minimum speed at which a

locomotive may operate continuously under heavy load conditions without
damaging the traction motors; or, if the locomotive is self-protecting, without
derating its output.

MU Connections: The necessary air hose and electrical connections needed to

permit a group of locomotives to be operated from a single control.

MU Shut Down Button: An electrical button-type switch located on the overhead

console in locomotives with the “wide-body” cab configuration. The switch has
two positions: RUN and STOP.

Off Air: When the air brake system on a car or cars is/are not being supplied
with air pressurized to 60 PSI or more.

Overcharge: The term used to describe a situation in which the air brake
equipment is charged to a higher pressure than is maintained by the brake pipe
pressure.
 Glossary of Terms

PSI (Pounds per Square Inch): The measurement of air pressure within a
reservoir, pipe, etc.

Penalty Application: An application of train brakes caused by the operation of a

safety control device

Piston Travel: The distance, measured in inches, that a brake cylinder piston
moves when the air brake is applied.

Point of Equalization: When during air brake usage the air pressures in the
brake pipe, brake cylinder, and auxiliary reservoir are equal. When the point of
equalization is reached, additional brake cylinder pressure cannot be developed
unless the air brakes are put into EMERGENCY.

Powered Axle: An axle of a locomotive through which output developed by the

locomotive is transferred to the rail.

Pressure Maintaining: A feature of the automatic brake that maintains brake

pipe pressure against brake pipe leakage during a service application. It will not
compensate for a leak in the equalizing reservoir.

Proper Authority: A train dispatcher, yardmaster, or company official in the

Transportation Department.

Regulating Valve (Feed Valve): The valve through which equalizing reservoir
pressure is adjusted.

Reverse Lever: A removable three-position lever (forward, center, reverse) on

the engineer’s control stand used to select the direction of travel of the
locomotive. Placing the reverse lever in CENTER position prevents movement of
the locomotive and conserves fuel.

Run-through Power: A locomotive consist that is not changed from the time it
arrives at a terminal until it departs the
same terminal. The consist may or may not remain attached to the same train.

Sanding the Rail: A term used to describe the act of putting sand on a rail in
advance of an anticipated train movement to ensure greater adhesion when
movement begins.

Selector Lever: The device on some control stands that the operator uses to
change locomotive operation between power and dynamic braking.

Service Application: An application of air brakes through brake pipe reductions

made at a service rate.

Shoving Platform: A rail car used to provide a means for employees to safely
ride during shoving movements.

Split Service Application: A split service application consists of making an

initial brake pipe reduction and following it with further reductions as required.
 Glossary of Terms

Stretch Braking: The act of applying the train’s brake while using the locomotive
to pull the train.

Stringlining: Excessive lateral forces resulting in wheels lifting over the low rail
or the rail rolling over.

Telemetry: The combination of a head-of-train device (HTD) on the controlling

locomotive and an end-of-train device (EOT) mounted on the rear car of a train.
Telemetry communicates train-related information to and from the controlling
locomotive.

Tractive Effort: The force exerted by the locomotive wheels to the rail for the
movement of a train.

Transfer Train: A train with an engine and one or more cars that may pickup or
setoff at an intermediate location(s) between a point of origin and destination not
exceeding 20 miles.

Two-Way Telemetry: Telemetry whereby the locomotive engineer has the

capability to cause an emergency air brake application at the rear car of the train.

Work Train: (This definition applies to two-way telemetry requirements only) A

non-revenue service train of 4,000 trailing tons or less used for the administration
and upkeep of the railroad.

Yard Line: An air supply line used in yards and other areas to charge car air
brake systems for testing purposes. A yard line may also be used to supply air to
a train or block of cars that have already been tested.
Equipment
Handling
Rules

Effective April 1, 2010

 Equipment Handling
Rules

Notice

The rules present in this book:

• Are effective April 1, 2010
• Are effective on properties owned and/or operated by CSX.
• Govern the handling of, placement of, and restrictions placed
on various railroad rolling equipment.

Employees whose duties are prescribed by these rules must:

• Be conversant with and comply with them.
• Have a copy of this book accessible while on duty.

Conditions not covered by these rules and instructions demand sound

judgment for the application of correct principles of safety, efficiency, and
economy.

Copyright © 2007 by CSX. All rights reserved.

No part of this book may be used or reproduced in any
manner without written permission of CSX.
 Table of Contents
Section 1
General Rules………………………………………………………………………………… 1 of 9
4001. Inspecting the Loading of Cars when Switching………………………………... 1 of 9
4002. Handling Machinery that has a Boom Attached………………………………… 1 of 9
4003. Securing CSXT Train Documentation…………………………………………… 1 of 9
4004. Disposition of CSXT Train Documentation……………………………………… 1 of 9
4005. Possessing the Necessary Equipment and Tags………………………………. 1 of 9
4006. Setting out Defective Equipment for Repair…………………………………….. 2 of 9
Car Inspection……………………………………………………………………………….. 2 of 9
4050. Making Certain that Cars Are Inspected……………………………….............. 2 of 9
4051. Performing Car Inspection……………………………….................................... 2 of 9
4052. Discovering a Car that is Unsafe for Movement………………………………... 3 of 9
4053. Inspecting Re-Railed Cars………………………………................................... 3 of 9
Hot Bearings………………………………………………………………………………….. 3 of 9
4100. Receiving a Report of a Hot Bearing or a Hot Wheel……………………….... 3 of 9
4101. Inspecting a Roller Bearing Reported Hot………………………………............ 3 of 9
4102. Inspecting a Friction Bearing Journal Reported Hot…………………………... 5 of 9
4103. Reporting Inspections of and Tagging Bearings Reported Hot …………….....5 of 9
4104. Cooling a Friction Bearing Determined Hot………………………………......... 5 of 9
4105. Moving Equipment with a Hot Bearing………………………………................. 5 of 9
4106. Inspecting a Wheel Reported Hot………………………………........................ 6 of 9
Flat Spots…………………………………………………………………………………….. 6 of 9
4150. Inspecting for Flat Spots………………………………....................................... 6 of 9
4151. Wheel Impact Detectors………………………………........................................ 6 of 9
4152. Reporting Flat Spots………………………………............................................. 7 of 9
4153. Flat Spots Meeting a Non-complying Condition for a Locomotive……………. 7 of 9
4154. Handling Equipment that has Flat Spots………………………………... ……….8 of 9
Car Air Brakes……………………………………………………………………………….. 8 of 9
4200. Cutting Out Air Brakes…………………………………………………………….. 8 of 9
4201. Reporting and Tagging Cut out Air Brakes……………………………………… 9 of 9
4202. Setting Out Car with an Air Brake Cut Out ………………………………………9 of 9
4203. Ensuring Safe Movement when the Last Car in the Train has its Air Brake
Cut Out………………………………...………………………………................... 9 of 9

Section 2
Observation of Trains………………………………………………………………………. 1 of 8
4250. Inspecting Trains Passing and Being Passed………………………………….. 1 of 8
4251. Making Inspections and Observations from Rear of Train …………………….1 of 8
Defect Detectors and Clearance Detectors…………………………………………….. 2 of 8
4300. General………………………………...……………………………….................. 2 of 8
4301. Approaching a Defect or Clearance Detector……………………………………2 of 8
4302. Passing Over a Defect Detector or by a Clearance Detector…………………. 3 of 8
4303. After Passing A Defect Detector…………………………………………………..3 of 8
4304. Inspecting the Train for Reported Defects………………………………………. 4 of 8
4305. After Passing A Clearance Detector……………………………………………... 6 of 8
4306. Inspecting the Train for Reported Excessive Dimensions…………………….. 7 of 8
4307. Comparing Axle Count Information………………………………………………. 7 of 8
Section 3
Locomotives………………………………………………………………………..……….. 1 of 3
4350. Locomotive Speed Restrictions………………………………………………….. 1 of 3
4351. Locomotive Operational Restrictions…………………………………………….. 1 of 3
4353. Handling Dead Locomotives that are not Part of the Locomotive Consist…... 1 of 3
4354. Operating a Locomotive that is not Equipped with an Event Recorder……… 1 of 3
4355. Handling Short Wheel-Base Locomotives………………………………………. 1 of 3
4356. Handling Locomotives that are not Equipped with Alignment Control………... 2 of 3
4357. Identifying the Ends of Locomotives………………………………..................... 2 of 3
4358. Identifying Wheels and Journals on Locomotives……………………………… 3 of 3
Illustration Identifying Locomotive Ends, Wheels, and Journals …………………..3 of 3

Section 4
Train Rules………………………………………………………………………………….. 1 of 14
4400. Train Speed Restrictions……………………………….................................... 1 of 14
4401. Handling Circus Trains or Carnival Trains…………………………………….. 2 of 14
4402. Limiting the Size of Intermodal Trains on Other than the Water
Level Route ………………………………...………………………………..........2 of 14
4403. Intermodal Train Placement Requirements on Other than the Water
Level Route………………………………...……………………………….......... 2 of 14
4404. Limiting the Size of Intermodal Trains on the Water Level Route…………... 3 of 14
4405. Intermodal Train Placement Requirements on the Water Level Route ……..3 of 14
4406. Handling a Coal or Ballast Train that is Equipped with an Air Dump
System ……………………………………………………………………………..3 of 14
4407. Handling Passenger Trains ………………………………………………………3 of 14
4408. Handling Trailers-on-Wheels (TOW)Trains - (RoadRailer® and similar
type equipment)………………………………………………………………….. 4 of 14
Car Rules……………………………………………………………………………..…….. 6 of 14
4450. Handling Cars with Plug Doors……………………………….......................... 6 of 14
4451. Handling Overweight Cars …………………….………………………………...6 of 14
4452. Handling “No Hump” Cars………………………………...……………………. 6 of 14
4453. Handling Cars that are Prone to Rocking …….………………………………...7 of 14
4454. Handling Heavy Bad Order Cars………………………………........................ 7 of 14
4455. Identifying the Ends of Cars………………………………...……………………7 of 14
4456. Identifying Wheels and Journals on Cars ………………………………………7 of 14
4457. Identifying Units on Articulated Cars ……………………………………………8 of 14
4458. Moving Defective or Damaged Cars ……………………………………………8 of 14
4459. Reporting Defective, Damaged, or Improperly Loaded Cars at an
Interchange Location where there is No Car Inspector On-Duty …………….8 of 14
4460. Spotting TOFC or COFC Cars for Drive-on Loading or Unloading ………….8 of 14
4461. Spotting Auto Rack Cars for Loading or Unloading……………………………8 of 14
4462. Handling Loaded Auto Rack Cars ………………………………………………9 of 14
4463. Handling Double-Stack Cars other than EPIX, MERX, or MHFX Cars ……..9 of 14
4464. Handling Single-Axle Cars - (Single-Platform TTOX and Four-Platform
TTFX) ……………………………………………………………………………….9 of 14
4465. Handling Blocks of 30 or more “Heavy” Loads ……………………………….10 of 14
4466. Placing Empty Cars in Trains …………………………………………………..10 of 14
4467. Handling Rotary Coupler Equipped Cars………………………………..........11 of 14
4468. Identifying Rotary Coupler Equipped Cars………………………………........11 of 14
4470. Handling Wood Rack and Bulk Head Flat Cars……………………………....11 of 14
4471. Handling Cars Loaded with a Shiftable Commodity………………………….11 of 14
4472. Handling Heavy Duty Flat Cars, Schnabel Cars, and Span-Bolstered Cars12 of 14
4473. Handling Cabooses, Shoving Platforms or Push Cars……………………… 12 of 14
4474. Handling Rapid Transit Cars……………………………………………………12 of 14
4475. Handling Passenger Equipment ……………………………………………….12 of 14
4478. Handling Special Series Cars Restricted by a Truck Condition …………….13 of 14
4479. Slowing or Stopping TTEX Solid Draw Bar Cars …………………………….13 of 14
4480. Handling Scale Test Cars ………………………………………………………13 of 14
Section 5
Clearance-Implicated Shipment Rules…………………………………………………... 1 of 8
4500. Ensuring Authorization to Move Shipment……………………………………... 1 of 8
4501. Moving Clearance-Implicated Shipments in Yards or Terminals…………….. 1 of 8
4502. Picking up or Setting Off on Line-of-Road…………………………………….... 1 of 8
4503. Verifying Inspection………………………………...……………………………… 1 of 8
4504. Notifying Necessary Personnel about Clearance-Implicated Shipments……. 2 of 8
4505. Confirming Written Instructions……………….... ………………………………...2 of 8
4506. Placing Clearance-Implicated Shipments in a Train…………………………... 2 of 8
4507. Handling Dimensional or Valuable Clearance-Implicated Shipments……….. 2 of 8
4508. Controlling the Safe Movement of Clearance-Implicated Shipments………… 3 of 8
4509. Notifying Yardmaster of Clearance-Implicated Shipments…………………… 3 of 8
4510. Securing Permission Before Loading a Clearance-Implicated Shipment……. 3 of 8
Engineering Department Work Equipment Rules……………………………………... 3 of 8
4550. Requirements of the Employee-in-Charge……………………………………… 3 of 8
4551. Moving Large Engineering Equipment …………………………………………4 of 8
4552. Handling Rail Cars Loaded with Engineering Equipment……………………... 4 of 8
4553. Handling Material Handlers ……………………………………………………….4 of 8
4554. Handling Welded Rail Equipment…………………………………………………5 of 8
4555. Handling Equipment with Air Activated Systems……………………………….. 5 of 8
4556. Handling MOW Air Side Dump Cars……………………………………………. 5 of 8
4557. Handling Camp Cars (including Univan Camp Cars)………………………….. 6 of 8
4558. Handling Type SFIA, SFIB, and/or SF2A Flangers …………………………….6 of 8
4559. Moving Engineering Department Specialized Equipment ……………………...6 of 8
4560. Handling Measurement Cars……………………………………………………... 6 of 8
4561. Moving GRMS Equipment………………………………………………………… 5 of 8
4562. Requirements of Moving Specialized Equipment……………………………… 8 of 8
Surveillance Service………………………………………………………………………… 8 of 8
4600. Handling Shipments Requiring Rail Inspection Service……………………….. 8 of 8
Glossary
 Section 1
General Rules, Car Inspection, Hot Bearings, Flat Spots, Car Air Brakes
1 of 9
General Rules

4001. Inspecting the Loading of Cars when Switching

Carefully examine the loading of cars when switching industrial tracks,
team tracks, loading tracks, unloading tracks, or similar tracks where cars
are being loaded or unloaded.

Do not move a car without instructions from the Mechanical Department if

you find a car that:
• Is loaded heavily on one side or one end,
• Is overloaded, or
• Has lading projecting over the ends or sides.

Check any overhead or side clearances to make certain that the car will
clear.

4002. Handling Machinery that has a Boom Attached

When handling machinery that has a boom attached, make certain that all
booms are in the trailing position, except as provided below.

It will not be necessary to make certain that booms are in the trailing
position when the machinery is:
• Moving in work trains or wreck trains over short distances to and from
the work location.
• Engineering Department boom equipment traveling on or in rail cars
in regular train service, as long as the Engineering Department
employee-in-charge confirms that the lading is tied down properly and
that any booms are properly secured.
• A military tank with its gun barrel attached.

4003. Securing CSXT Train Documentation

Freight train crews must have CSXT train documentation before the train
departs its originating point.

A train may depart its originating station without CSXT train

documentation when authorized to do so by the chief train dispatcher.

4004. Disposition of CSXT Train Documentation

When relieved before reaching your final destination, leave any CSXT
train documentation and/or alternatives to CSXT train documents, except
Emergency Response Guide, on the controlling locomotive in a location
where it can be easily found.

4005. Possessing the Necessary Equipment and Tags

At the beginning of a trip, trainmen must have in their possession:
• A 200 degree temperature testing crayon (Tempilstik)
• Six Hot Box / Air Brake Cut-Out tags
 Section 1
General Rules, Car Inspection, Hot Bearings, Flat Spots, Car Air Brakes
2 of 9
4006. Setting out Defective Equipment for Repair
When setting out defective equipment, try to place it where it can be
accessed by a vehicle for repair or inspection.

Car Inspection

4050. Making Certain that Cars Are Inspected

A. Conductor Responsibility
Conductors must know that the cars in their train have received a
proper inspection.

B. Inspections Made by Mechanical Department

The conductor must accept the results of any inspection performed by
the Mechanical Department.

4051. Performing Car Inspection

Do not accept for movement in a train any car that is not in full compliance
with the provisions of this rule, unless authorized in accordance with Rule
4052 (Discovering a Car that is Unsafe for Movement).

A. Inspecting Cars
Inspect cars being placed into a train to make certain that the:
• Car body does not:
- Lean or list to the side.
- Sag downward.
- Have any object hanging below it.
- Have any object extending from its side.
- Have a door insecurely attached.
- Have any broken or missing appliance.
• Car body is properly positioned on the trucks.
• Couplers are not cracked or broken.
• Bearings are not overheated.
• Wheels are not overheated, broken, or cracked.
• Hand brake releases.
• Car does not have any apparent safety hazards likely to cause
an accident.
• Cables, chains, straps, and bands are properly applied to loads,
or secured if the car is empty.

B. Inspecting Cars with Friction Bearings

Do not accept equipment that has friction bearings in interchange or
in a key train.

In addition to the other inspections required by this rule, check freight

cars with friction bearings to make certain that the bearing
components are free from defects.
 Section 1
General Rules, Car Inspection, Hot Bearings, Flat Spots, Car Air Brakes
3 of 9

To check the cars:

Step Action
Open the friction bearing box lids and check for missing or
1
displaced components.
2 Check friction bearing box for contamination.
3 Check for at least 1 inch of visible oil.

4052. Discovering a Car that is Unsafe for Movement

When a car is unsafe for movement, ask the train dispatcher or
yardmaster for instructions.

4053. Inspecting Re-Railed Cars

A. Performing Inspection
Unless relieved from doing so by Rule 4050B (Inspections Made by
Mechanical Department), inspect re-railed cars before moving them.

Do not move a re-railed car if any of the following conditions exist:

• Cracked or broken wheels.
• Bent axles.
• Car body not properly positioned on the trucks.
• Improperly positioned brake shoes.
• Displaced or missing bearing adapter on cars with roller
bearings.
• Displaced or missing brasses and/or wedges on cars with friction
bearings.

B. Ensuring Inspection by Mechanical Department

In addition to performing the inspection required in Paragraph A of
this rule, the conductor must arrange for an inspection of the
equipment by Mechanical Department personnel at the first location
the inspection can be performed.

Hot Bearings

4100. Receiving a Report of a Hot Bearing or a Hot Wheel

Make a prompt inspection of any and all bearings or wheels reported hot.
When the report is received from an equipment defect detector, comply
with the rules and/or special instructions relating to defect detectors.

4101. Inspecting a Roller Bearing Reported Hot

When inspecting a roller bearing reported hot, comply with the following
instructions.

A. Using a Tempilstik
When testing a bearing for excessive heat, make a visible mark at
least three inches long with a Tempilstik. Make the mark at the
location indicated in the following chart.
 Section 1
General Rules, Car Inspection, Hot Bearings, Flat Spots, Car Air Brakes
4 of 9

Location on Roller Bearing to Apply Mark of Tempilstik

If the bearing is on a Then apply the mark
Passenger car Directly on the bearing housing (not on the bearing end cap).
Freight car with trucks
having more than one On the outside of the bearing (not on the bearing end cap).
axle
Car equipped with On the face of the adapter either to the right or left of the
single-axle trucks bearing.
On the side of the bearing, or on the bearing end cap if the
Locomotive
side of the bearing cannot be accessed.

When a walking inspection of the entire train is required, a Tempilstik

need not be used on every bearing. When the heat emitted by a
roller bearing indicates the possibility of an overheated bearing, use
the Tempilstik.

B. Inspecting a Bearing Without a Tempilstik

If a Tempilstik is not available, carefully pass your hand near the
bearing without touching it. If the bearing radiates more heat than
other bearings, it is overheated.

C. Determining When to Set Out a Car

Set out the car if the:
• Tempilstik mark melts when applied.
• Bearing is overheated in accordance with Paragraph B, of this
rule.
• Equipment has a hot box tag attached to it indicating that the
bearing has been previously inspected, except passenger cars in
accordance with Rule 4304B(f).

D. Setting out a Car with Hot Bearing

When setting out a car with a hot bearing, comply with Rule 4006
(Setting out Defective Equipment for Repair) and the following
requirements:
• Carefully inspect any equipment set out because of a hot
bearing.
• Remove the packing or lubricators.
• Make certain that the journal box lids are closed.
• Make certain that all signs of fire around the journal boxes, the
body of the equipment, and the removed packing or lubricator are
extinguished.
• Do not use fire extinguishers, liquids, or snow to cool hot
bearings unless the journals have broken off.
• Do not set out equipment with hot bearings on tracks where
flammable commodities may be endangered.
 Section 1
General Rules, Car Inspection, Hot Bearings, Flat Spots, Car Air Brakes
5 of 9
4102. Inspecting a Friction Bearing Journal Reported Hot

When inspecting a friction bearing reported hot:

Step Action
1 Pass your hand close to - but do not touch - the journal box.
If the journal box is noticeably hotter than other journal boxes on the
2 car, use a tool to open the journal box lid and inspect the journal for
heat.
Set out the car if the:
• Journal is red hot.
3 • Brass is broken.
• The equipment has a Hot Box tag attached to it indicating that
the journal has been previously inspected.
Unless instructed otherwise, the conductor must decide whether the car
should be handled to the terminal if the:
4
• Journal is not red hot.
• Brass is not broken.

4103. Reporting Inspections of and Tagging Bearings Reported Hot

Even if the bearing is not overheated:
• Report inspections of a bearing reported hot to the train dispatcher.
• Attach a completed Hot Box Tag to the equipment near the bearing.

4104. Cooling a Friction Bearing Determined Hot

To cool friction bearings:

Step Action
1 Stop movement.
2 Check the dust guard, decking, and side of the car for fire.
3 Use hot box compound to put out any fire.
If the pad is intact, place a stick of hot box compound along the sides of
4
the journal.

Warning:
• Do not use dirt, sand, or other abrasive material to
put out fires in journal boxes.
• Do not use water or snow to cool hot bearings,
except in an emergency.

4105. Moving Equipment with a Hot Bearing

When moving equipment that has a hot bearing:
• Comply with Rule 4200 (Cutting Out Air Brakes).
• Do not exceed 4 MPH.
 Section 1
General Rules, Car Inspection, Hot Bearings, Flat Spots, Car Air Brakes
6 of 9
4106. Inspecting a Wheel Reported Hot
When inspecting a wheel reported hot, do not touch the wheel. Look for
the cause of the hot wheel.

Correct the cause of the hot wheel by releasing the hand brake or by
complying with Rule 4200 (Cutting out Air Brakes).

If the wheels have:

• Tread built up, consult with the Mechanical Desk.
• Flat spots, comply with Rule 4154 (Handling Equipment that has Flat
Spots).

Flat Spots

4150. Inspecting for Flat Spots

If a flat spot develops on a wheel of a locomotive or other equipment,
make certain that a member of the crew inspects it.

4151. Wheel Impact Detectors

A. Passing Over a Wheel Impact Detector

When passing over a wheel impact detector, maintain, to the extent
possible, the maximum speed permitted.

B. After Passing a Wheel Impact Detector

After passing a wheel impact detector, listen for an inspection results
message concerning the inspection of the train, communicate the
contents of the message with other crew members, and be governed
as follows:

The Inspection Results Message Then

(a) Indicated no high impact(s) Proceed.
Stop, and inspect for the cause of the
high impact(s). Report the results to
(b) Indicated high impact(s) the train dispatcher, including when
nothing is found and be governed by
the train dispatchers instructions.
(c) Was not received or was not clearly Contact the train dispatcher for
received instructions.
 Section 1
General Rules, Car Inspection, Hot Bearings, Flat Spots, Car Air Brakes
7 of 9
C. Inspecting for Reported High Impact Causes
When the inspection results message indicates a high impact,
• Stop the train promptly consistent with good train handling
techniques,
• Inspect the reported high impact per the table below, and
• Report the results of the inspection to the train dispatcher,
including when nothing is found and be governed by the
train dispatchers instructions.

If Then
Inspect the wheels on reported car for
(a) The car number is reported.
the cause of a high wheel/rail impact.
Inspect the wheels on the reported axle.
(b)The axle number is reported
Do not use train documentation to
instead of the car number.
locate reported axle.
(c)The axle number is reported and Inspect the 20 axles on each side of the
the high impact cause is not found at reported axle.
the reported location.

D. Recording and Reporting Information

Record and report the following information to the train dispatcher:
• Results of any inspection made of reported high impacts
including the results when nothing is found.
• Evidence that a wheel impact detector is not working properly.

4152. Reporting Flat Spots

When flat spots exceeding 2 inches in length are discovered:
• Tell the Mechanical Desk.
• Tell the train dispatcher or yardmaster, and
• If the flat spots are on a locomotive, record them on the Locomotive
Work Report.

4153. Flat Spots Meeting a Non-complying Condition for a Locomotive

A non-complying condition exists when:
• One or more flats spots are 2 1/2 inches long or longer, or
• Flat spots of at least 2 inches or more are within 1 1/2 inches of each
other.

When flat spot(s) meeting the length requirements above are discovered
during the first movement of the locomotive after performing a calendar
day inspection, the non-complying condition will be considered as having
been discovered during the calendar day inspection.
 Section 1
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8 of 9
4154. Handling Equipment that has Flat Spots
When handling equipment that has flat spots, comply with the
requirements of the chart below, unless instructed by the train dispatcher
to reduce speed further.

Instructions Concerning Flat Wheels

Length of the smallest flat
Length of
spot when two flat spots are Maximum Other
Single Flat
within 1 1/2 inches of each speed restrictions
Spot
other one
Locomotives
2” or less 1” or less Normal Speed None
2” to 2 1/4” 1” to 1 1/2” 40 MPH None
2 1/4” to 2 1/2” 1 ½” to 2” 25 MPH None
Set out at first
2 1/2” or more 2” or more 10 MPH
available point
Equipment other than a Locomotive
2 1/4” or less 1 1/2” or less Normal Speed None
2 1/4” to 2 1/2” 1 ½” to 2” 50 MPH None
Set out at first
2 1/2” or more 2” or more 10 MPH
available point

Car Air Brakes

4200. Cutting Out Air Brakes

Cut out the air brake on a car:
• If the brake does not release when it should.
• When the car must be moved with an overheated bearing.
• Before repairing or adjusting the brake equipment on the car.

To cut out an air brake on a car that does not have a cut-out cock in the
brake cylinder pipe, follow the steps below:

Step Action
1 Close the cut-out cock in the brake pipe branch pipe (place the handle in
line with the pipe).
2 Release all air pressure from reservoirs by holding the brake cylinder
release rod to its fullest travel until the air is exhausted completely.
3 Make certain that the brake cylinder piston retracts into the brake cylinder.
4 Make certain that the brake shoes are away from the wheels.

If the car has a cut-out cock in the brake cylinder pipe, follow the steps
below:
Step Action
1 Close the cut-out cock in the brake cylinder pipe (place the handle in line
with the pipe).
2 Make certain that the brake cylinder piston retracts into the brake cylinder.
3 Make certain that the brake shoes are away from the wheels.
 Section 1
General Rules, Car Inspection, Hot Bearings, Flat Spots, Car Air Brakes
9 of 9
4201. Reporting and Tagging Cut-Out Air Brakes
When you cut out the air brakes on a car, or when picking up a car that has
been tagged due to inoperative air brakes:
• Tell the engineer and the train dispatcher.
• Apply a completed Air Brake Cut-Out Tag to the brake pipe
branch pipe cut-out cock when you are performing the cut out.
• Check for the presence of a completed defective equipment tag
on both sides of the freight car when picking up a car known to
have inoperative air brakes.
• Provide information regarding the location of a freight car(s)
having inoperative air brakes in Section 6 of the brake test
certificate and on CSXT train documentation.

4202. Setting Out Car with an Air Brake Cut Out

When you cut out a car’s air brake while en route, set the car out at the
next forward terminal where the car can be repaired.

If the next forward terminal where the car can be repaired is beyond the
end of your run, tell the train dispatcher about the car.

4203. Ensuring Safe Movement when the Last Car in the Train has its Air
Brake Cut Out
When the air brake on the last car in the train is cut out and there are no
operative control valves on the car, follow the steps below:

Step Action
1 Make certain that the car has an operative hand brake.
2 Make certain that the air hoses are coupled and the angle cocks are
positioned to have brake pipe pressure in the car or, at a minimum, in the
hoses between the cars if the rear car has a broken brake pipe.
3 Secure the car against separation from the train. If the car is a passenger
car, make certain that a trainman is in position to operate the hand brake.
4 At the first opportunity, switch the car ahead of at least one car with
operative brakes, or set it out at the first auxiliary track.
 Section 2
Observation of Trains, Defect Detectors and Clearance Detectors
1 of 8
Observation of Trains
4250. Inspecting Trains Passing and Being Passed
When a train is passing or is being passed, visually inspect the train for
defects and other unsafe conditions, such as:
• Hot bearings.
• Sticking brakes.
• Sliding wheels.
• Dragging equipment.
• Evidence of fire.
• Insecure or dangerously shifted lading.

A. Performing Inspection While Stationary

When there are two or more inspecting employees, one employee
should be stationed on each side of the passing train, if possible.
Engineers may inspect the passing train from the locomotive cab.

When inspecting a passing train from the ground, do not stand:

• closer than 30 feet from the passing train.
• between the rails of adjacent tracks.

B. Communicating Inspection Results

After inspecting a train, communicate the results of the inspection to
the inspected train.

If a defect or unsafe condition is detected and communication cannot

be established with the inspected train, immediately tell the train
dispatcher.

C. Examining for Defects or Unsafe Conditions Reported from Visual

Inspection
When a defect or unsafe condition is reported on your train, stop the
train promptly, consistent with good train handling techniques, and
inspect for the defect or unsafe condition.

When a specific location is given and the reported defect or unsafe

condition is not found, inspect twenty (20) axles on each side of the
reported location.

When a specific location is not provided, inspect the entire train for
defects or unsafe conditions.

4251. Making Inspections and Observations from Rear of Train

When one or more employees are on the rear of a train, those employees
must inspect as much of the train and track behind the train as can be
seen from their normal positions.

A. Inspecting the Train

Inspect the train for conditions listed in Rule 4250 (Inspecting Trains
Passing and Being Passed).
 Section 2
Observation of Trains, Defect Detectors and Clearance Detectors
2 of 8
B. Inspecting the Track
Inspect the track for evidence of dragging equipment or derailed
car(s).

C. Inspecting Signals, Signal Masts, and Bridges

Inspect signals, signal masts, and bridges for damage caused by
objects protruding from the train.

Defect Detectors and Clearance Detectors

4300. General

A. Knowing the Type of Detector being Used

CSXT uses two types of defect detectors and clearance detectors,
identified as Type-1 and Type-2. The type and location of the
detectors are published in special instructions.

B. Making Inspections in Addition to Defect and Clearance Detectors

In addition to inspections made by defect detectors and clearance
detectors, make:
• Frequent, on-board, visual inspections of both sides of your train.
• An immediate walking inspection of as much of the train as
possible when your train is stopped on line-of-road.

C. Investigating Reported Defects

Investigate reported defects or excessive dimensions through a
walking inspection of your train. Do not use train documentation to
locate defects.

D. Using On-Board Detector Systems

When your train is equipped with an on-board defect detector system
– presently passenger trains only – be governed by the instructions
for that system in addition to these rules.

E. Recording and Reporting Information

Record and report the following information to the train dispatcher:
• Results of inspections made of reported defects or excessive
dimensions.
• Evidence that a detector is not working properly (examples: An
axle count malfunction or not working message, a hot bearing
detector malfunction or not working message, etc.)

4301. Approaching a Defect or Clearance Detector

When approaching a defect detector or clearance detector:
• Be alert for a greeting from the detector, which may be a voice
message; or, if equipped, an indicator light.
• Communicate to other crew members the status of the indicator light
or contents of the voice message.
 Section 2
Observation of Trains, Defect Detectors and Clearance Detectors
3 of 8
4302. Passing Over a Defect Detector or by a Clearance Detector
As a train passes over a defect detector or by a clearance detector:
• Listen for an alarm, which will sound if a defect is detected.
• Maintain, to the extent possible, the maximum speed permitted.

If an alarm sounds, immediately reduce the train’s speed to a level that will
permit the train to be stopped promptly after passing over the defect
detector.

4303. After Passing A Defect Detector

After a train passes over a defect detector, listen for an inspection results
message concerning the inspection of the train, communicate with other
crew members the contents of the inspection results message, and be
governed as follows:

NOTE: Where used in these rules, the terms “hot box”, “hot journal”, and
“hot bearing” are used interchangeably.

A. Conditions Applying to Type-1 Detectors

If greeting message And inspection results Then
message
(a) Was or was not received Indicated no defect(s) Proceed.
Stop. Inspect for
(b) Was or was not received Indicated defect(s)
reported defects(s).
Indicates the:
• Hot bearing detector has
malfunctioned or is not
working.
• Dragging equipment Stop. Inspect entire
(c) Was or was not received
detector has train for defects.
malfunctioned.
• Defect detector has
malfunctioned or is not
working.
(d) Indicates the:
• Hot bearing detector has
malfunctioned or is not Proceed. Perform a
Was not received or was not
working. visual, on-board
clearly received.
• Dragging equipment inspection.
detector has malfunctioned
or is not working.
Do not exceed 30 MPH
until passing over the
next detector that
inspects for the same
Was not received or was not type of defect or contact
(e) Was not received
clearly received. the train dispatcher and
after receiving their
permission
stop and inspect entire
train.
Was not received or was Stop. Inspect entire
(f) Was received
not clearly received. train for defects.
 Section 2
Observation of Trains, Defect Detectors and Clearance Detectors
4 of 8
If greeting message And inspection results Then
message
Indicated a defect at a
Stop. Inspect entire
(g) Was received location that is known to be
train for defects.
inaccurate.
Proceed. Perform a
Indicates an “Axle Count
(h) Was received visual on-board
Malfunction” message.
inspection.
Provided an axle count Comply with Rule
different than the number 4307 (Comparing
(i)Was or was not received
of axles known to be in the Axle Count
train. Information).

B. Conditions Applying to Type-2 Detectors

If Then
(a) No defects were indicated. Proceed.
Stop. Inspect for the reported
(b) Indicated defects.
defects.
Stop. Inspect for the reported
(c) The inspection results message reports three defects and each of the cars
defects. positioned behind the third
reported defect.
(d) A defect detector only inspects for dragging
Stop. Inspect the entire train
equipment and a warning alarm sounds but no
for dragging equipment.
location or defect is transmitted.
Do not exceed 30 MPH until
(e) No transmission is received after passing over passing over the next
the defect detector location or a “detector not detector that inspects for the
working” message is received as the train enters the same type of defect or
defect detector location and again when the train contact the train dispatcher
completely passes over the detector (excluding high and after receiving their
car detectors). permission stop and inspect
entire train.
Stop. Inspect the entire train.
The train dispatcher may
relieve a crew from inspecting
(f) A “detector not working” message is received one
their train, or verify that a
time while passing over the detector or immediately
defect detector is working,
after passing over the defect detector.
when office information is
available confirming no
defects.
(g) A defect detector has been removed from service Proceed, performing a visual,
and/or is under repair. on-board inspection.
Comply with Rule 4307
(h) The axle count provided is different than the
(Comparing Axle Count
number of axles known to be in the train.
Information).

4304. Inspecting the Train for Reported Defects

When a defect is reported by a defect detector, promptly stop the train
consistent with good train handling techniques.
 Section 2
Observation of Trains, Defect Detectors and Clearance Detectors
5 of 8
A. Making Required Walking Inspections
Perform a walking inspection of your entire train when your train:
• Is not inspected by two consecutive defect detectors, including
defect detectors temporarily out of service.
• Passes over two consecutive defect detectors at less than 8
MPH and no defects are indicated by either defect detector.

B. Reported Defect
When a defect is reported, be governed as follows:

Condition Freight Trains Passenger Trains

Inspect remaining axles on
the same side of the car that
the defect was reported on
a) A defect is not
Inspect 20 axles before and two cars ahead of and
found at the location
and after the reported behind the suspected car. If
identified and the
defect. Both sides of the no side was indicated, or you
train’s speed was 8
train must inspected. are uncertain which side the
MPH or more.
reported defect is on, the
same axles on both sides of
the train must be inspected.
b) A defect is not
found at the location Make a walking
Make a walking inspection of
identified and the inspection of the entire
the entire train.
train’s speed was less train.
than 8 MPH.
Proceed at authorized
speed – Key trains refer
c) No defect is found
to United States
during the required Proceed at authorized speed
Hazardous Materials
inspection
Instruction for Rail
Rule 6404.
Inspect bearing in
Inspect bearing in
accordance with Rule
accordance with Rule 4101
4101 (Inspecting a
d) A “Hot Bearing” is (Inspecting a Roller Bearing
Roller Bearing Reported
found Reported Hot) or 4102
Hot) or 4102 (Inspecting
(Inspecting a Friction Bearing
a Friction Bearing
Reported Hot).
Reported Hot).
e) A “Hot Bearing” is
Set the equipment out
indicated at a bearing This part (e) applies only to
even if there is no
previously tagged with freight trains.
evidence of overheating.
a “Hot Box” tag.
 Section 2
Observation of Trains, Defect Detectors and Clearance Detectors
6 of 8
Condition Freight Trains Passenger Trains
1) Proceed not exceeding 30
MPH for 5 miles,
2) After 5 miles, inspect all
bearings on the car that
actuated the defect detector
and the bearings on the 2
cars ahead of and behind it,
f) The same bearing
3) If no defect is found, the
actuates two or more
This part (f) applies only train may operate at
defect detectors on
to passenger trains. authorized speed to the next
the same trip and no
authorized passenger
defect is found
equipment repair point where
the car can be set out, and,
4) The car with the suspected
hot bearing must be
examined every 100 miles
until the set out location is
reached.
NOTE: A red “Hot Box” tag must be used as required by Rule 4103 (Reporting
Inspections of and Tagging Bearings Reported Hot) when a defective bearing is
reported by any means.

4305. After Passing A Clearance Detector

After passing a clearance detector, listen for an inspection results
message, communicate with other crew members the contents of the
inspection results message, and be governed as follows:

And inspection results

If greeting message Then
message
Indicated no excessive
(a) Was received Proceed.
clearances.
Indicated excessive Stop. Inspect for reported
(b) Was received
clearances. excessive clearances.
Do not pass by a clearance-
Was not received or was restricted location until it is
(c) Was received
not clearly received determined that it is safe to do
so.
Indicated an excessive
clearance at a location Stop. Inspect entire train for
(d) Was received
that is known to be excessive clearances.
inaccurate
Indicated no excessive
(e) Was not received Proceed.
clearances.
Do not pass by a clearance-
Was not received or was restricted location until it is
(f) Was not received
not clearly received determined that it is safe to do
so.
Indicated excessive Stop. Inspect for reported
(g) Was not received
clearances. excessive clearances.
 Section 2
Observation of Trains, Defect Detectors and Clearance Detectors
7 of 8
4306. Inspecting the Train for Reported Excessive Dimensions
When an excessive dimension is reported by a clearance detector,
promptly stop the train consistent with good train handling techniques and
be governed as follows:

If Then
Inspect the reported car and two cars or
(a) The location of the excessive platforms before and after the reported location,
dimension is given whether the reported car is excessive
dimension or not.
(b) The location of the excessive
Inspect the entire train.
dimension is not given.

4307. Comparing Axle Count Information

When a detector provides an axle count, compare the axle count provided
to the number of axles known to be in the train. If the axle count provided
is at least two axles more or less than the number of axles known to be in
the train, be governed as follows:

A. When the Axle Count is Less than the Number Known to be in the
Train
When the axle count provided by the detector is less than the number
of axles known to be in the train, tell the train dispatcher, who will tell
the Customer Service Center, and proceed.

B. When the Axle Count is More than the Number Known to be in the
Train
When the axle count provided by the detector is more than the
number of axles known to be in the train continue movement; tell the
train dispatcher, who will tell the Customer Service Center; and be
governed as follows:

1. If the Customer Service Center Can Identify the Cars

If the Customer Service Center can identify the extra cars in the
train and one or more of those cars require hazardous material
documents, the train dispatcher will:
• Notify the crew where new CSX train documentation may be
obtained not to exceed 5 miles from point of notification; or
• Issue a radio waybill for those cars containing hazardous
materials.

2. If the Customer Service Center Cannot Identify the Cars

If the Customer Service Center cannot Identify the extra cars:
• The train dispatcher will instruct the crew to stop and inspect
their train for the extra cars.
• The crew will record and report to the train dispatcher the
initials and numbers of each extra car found.
• If any of the extra cars in the train require hazardous
material documentation, the train dispatcher will:
 Section 2
Observation of Trains, Defect Detectors and Clearance Detectors
8 of 8
- Notify the train crew where new CSXT train
documentation may be obtained, not to exceed 5 miles
from point of inspection, or
- Issue a radio waybill for those cars containing hazardous
materials.

NOTE: A radio waybill may be transmitted to a moving train, but it

must not be copied or repeated by an employee operating the
controls of a moving engine.
 Section 3
Locomotives
1 of 3
Locomotives
4350. Locomotive Speed Restrictions
Do not exceed:
• 30 MPH with a single-unit locomotive consist without cars attached.
• 70 MPH with a locomotive consist containing a road freight
locomotive.
• Freight train speed when handling a multiple-unit locomotive consist
without cars attached.
• The speed authorized by the passenger railroad or agency when
handling an Amtrak and/or a commuter railroad locomotive.

4351. Locomotive Operational Restrictions

Do not operate a locomotive consist:
• on the live rails of any scale that is equipped with “dead rails”.
• with more locomotives than permitted in the following chart.
Maximum
Conditions
Locomotives
When moving without cars or with only a caboose/shoving
15
platform.
12 When moving cars or cars and a caboose/shoving platform.
8 When moving on industrial spurs or industrial tracks.

4352. Handling Maintenance-of-Way Locomotives

This rule has been deleted.

4353. Handling Dead Locomotives that are not Part of the Locomotive
Consist
When handling one or more dead locomotives that are not part of your
locomotive consist:
• Make certain that the movement is authorized by the Clearance
Bureau.
• Comply with Rule 4356 (Handling Locomotives that are not Equipped
with Alignment Control) if the locomotives are not equipped with
alignment control couplers or coupler limiting blocks.

4354. Operating a Locomotive that is not Equipped with an Event

Recorder
When operating any one of the following locomotives as a controlling
locomotive, do not exceed 30 MPH.

Initials Numbers
CSXT 1021 through 1241, 2400, 2426, 2450 through 2467, and 8972

4355. Handling Short Wheel-Base Locomotives

Do not operate any of the following locomotives over a railroad crossing at
grade, unless it is coupled to another locomotive or a car.

Initials Numbers
CSXT 1100 through 1128
 Section 3
Locomotives
2 of 3
4356. Handling Locomotives that are not Equipped with Alignment
Control
This rule applies to locomotives that are not equipped with alignment
control couplers or coupler limiting blocks.

When handling one or more locomotives that are not equipped with
alignment control, make certain:
• To comply with Rule 5502 (Tractive Effort).
• That none of the locomotives are coupled to a car with a length of
more than 55 feet or less than 40 feet.
• That the trailing tonnage behind the most forward non-alignment
control locomotive does not exceed 5000.

A. Moving as part of the locomotive consist

When the locomotive consist contains one or more locomotives that
are not equipped with alignment control, comply with the following in
addition to the above:
• Do not use dynamic braking.
• Limit locomotive brake cylinder pressure to 25 PSI
• Make certain that each locomotive that is not equipped with
alignment control is separated by an alignment control equipped
locomotive.

B. Moving as Part of the Train

When moving locomotives that are not equipped with alignment
control as part of the train:
• Make certain that the locomotives are either within twenty cars
from the head end, or within the rear twenty cars.
• Make certain that a car separates each locomotive.
• If one or more of the locomotives are within the first twenty cars:
- Do not use dynamic braking.
- Limit locomotive brake cylinder pressure to 25 PSI.
• If one or more of the locomotives are within the rear 20 cars of
the train, do not permit a helper to assist from the rear of the
train.

4357. Identifying the Ends of Locomotives

Determine the front of a locomotive by locating an “F” stenciled on the side
of the locomotive frame at the steps. The opposite end is the rear.
 Section 3
Locomotives
3 of 3
4358. Identifying Wheels and Journals on Locomotives
Identify the wheels and journals on a locomotive by:
1. Determining the side of the locomotive by facing the same direction
as the locomotive. The left side “L” of the locomotive corresponds to
your left and the right side “R” of the locomotive corresponds to your
right.
2. Counting the axles from the front of the locomotive to the subject axle.
Axles are numbered beginning with one at the front “F” end.

Example: The L3 wheel or journal would be

found on the:
• left side of the locomotive (L) as you were
facing the same direction that the
locomotive was headed, and
• third axle (3) from the front.

Illustration Identifying Locomotive Ends, Wheels, and

Journals

L6 L5 L4 L3 L2 L1

REAR FRONT

R6 R5 R4 R3 R2 R1
 Section 4
Train Rules, Car Rules
1 of 14
Train Rules

4400. Train Speed Restrictions

When handling any of the following trains, do not exceed the maximum
speed listed:
Maximum
Type Of Train Remarks
Speed
Amtrak passenger trains handling
Amtrak TOW (trailer-on-wheels) 90 MPH None.
equipment
Trains handling Amtrak mail
handling cars (MHC) 1400 through 60 MPH None
1569
TOW Trains may operate at the speed for
TOW Train 60 MPH
intermodal trains, but not exceeding 60 MPH.
Trains handling one or more
railcars loaded with engineering 50 MPH None.
equipment
Trains handling one or more wood
50 MPH None.
rack cars or bulk head flats
RBXX 001-999 series cars JESX 001-100
Circus/Carnival Trains 50 MPH
series cars.
Applies if the train has any empty car that is
Freight trains handling one or 50 MPH
not included in the 60 MPH category below.
more empty cars, except solid
intermodal trains with empty Freight trains whose only empty cars are
TOFC/COFC and multilevel auto Tropicana TPIX cars of any series, CSXT
60 MPH
rack cars. 198000 and 199000 series cars, or
TOFC/COFC or multi-level auto rack cars.
Applies to solid loaded unit trains of coal,
Unit Trains 50 MPH
coke, grain, or minerals.
Trains handling gondolas loaded
50 MPH None.
with stump wood
Trains handling one or more
empty cars in the UTLX 83000- 40 MPH. None.
83080 series
Trains handling one or more Applies only if restricted by train
40 MPH
loaded coal cars documentation due to weight.
Trains handling camp cars 40 MPH Includes Univan Camp Cars.
Trains handling snow plows or
25 MPH None.
ditcher spreaders
Locomotives being shoved 30 MPH Does not apply to helper operations.
Trains shoving cars 30 MPH Does not apply to helper operations.
Applies only when being used to break ice,
Trains handling ice breaker cars 10 MPH
moving through tunnels.
50 MPH, except cars listed in Rule 4556
As indicated
Trains handling air dump cars (Handling Air Dump Cars), which are
in Remarks
restricted to 30 MPH.
40 MPH and further restricted to 10 MPH
Trains handling welded or As indicated
when crossing thru-truss bridges and going
continuously jointed rail. in Remarks
through turnouts, crossovers, or tunnels.
Trains handling wreck cranes or As indicated 35 MPH, when pulling
derricks in Remarks 20 MPH, when shoving
Trains handling Type SF1A, See Rule
None
SF1B, and/or SF2A flangers 4558
Loaded Box Car 60 MPH None
Loaded TIH/PIH Cars 50 MPH None
 Section 4
Train Rules, Car Rules
2 of 14
4401. Handling Circus Trains or Carnival Trains
CSXT Operations Planning must authorize and issue instructions prior to
movement.

4402. Limiting the Size of Intermodal Trains on Other than the Water
Level Route
Do not operate an intermodal train on other than the Water Level Route
that is more than 9000 tons or 10,000 feet.

4403. Intermodal Train Placement Requirements on Other than the Water

Level Route
Before operating an intermodal train on other than the Water Level Route,
make certain that the train is made-up as follows:

A. When the train size is less than 9,000 feet and between 6001 and
7500 tons

1 Locomotive Consist
Which Includes:
Loaded double- - Loaded multi-platform double-stack cars
2
stack or spine cars - Loaded spine cars
- Loaded single double-stack cars
Which Includes:
- Loaded or empty single double-stack cars
Other intermodal
- Loaded or empty spine cars
equipment, not
3 - Loaded or empty conventional COFC/TOFC
exceeding 6000
cars
tons
- Loaded or empty multi-platform double-stack
cars

B. When the train is 9001 to 10000 feet long and between 7501 and
9000 tons
1 Locomotive Consist
First ten (10) platforms or wells must be loaded with at least one trailer or
2
container.
Which Includes:
- Loaded multi-platform double-stack
Loaded double-stack or
3 cars
spine cars
- Loaded spine cars
- Loaded single double-stack cars
Which Includes:
- Loaded or empty single double-stack
cars
- Loaded or empty spine cars
- Loaded or empty conventional
Other intermodal equipment, COFC/TOFC cars
4 - Empty multi-platform double-stack cars
not exceeding 6000 tons
Loaded multi-platform double-stack cars
can be placed in this section, if they are
placed ahead of loaded or empty
conventional COFC/TOFC cars and all
other empties.
 Section 4
Train Rules, Car Rules
3 of 14
4404. Limiting the Size of Intermodal Trains on the Water Level Route
Do not operate an intermodal train on the Water Level Route that exceeds
12,000 tons or 14,000 feet.

4405. Intermodal Train Placement Requirements on the Water Level

Route
Before operating an intermodal train on the Water Level Route and the
train is between 6001 and 12,000 tons and/or 12,001 to 14,000 feet, make
certain that the train is arranged from the engine as follows:

1 Locomotive Consist
Which includes:
Loaded double-stack or - Loaded multi-platform double-stack
2
spine cars up to 6000 tons cars
- Loaded spine cars
Which includes:
- Loaded or empty single double-stack
cars
Other intermodal equipment, - Loaded or empty spine cars
3
not exceeding 6000 tons - Loaded or empty conventional TOFC
cars
- Loaded or empty multi-platform
double-stack cars.

4406. Handling a Coal or Ballast Train that is Equipped with an Air Dump
System
When handling a coal or ballast train that is equipped with an air dump
system, make certain that:
• The air dump system is not charged, except when preparing to
unload.
• All cars and air hoses are coupled and the associated angle cocks
are properly positioned.
• The charging hose remains with the train when the train’s power is
changed, except for cars with SMEX initials.

4407. Handling Passenger Trains

A passenger train may consist of a combination of passenger equipment
as defined by Rule 4475 (Handling Passenger Equipment), if the cars are
cleared to operate at passenger train speeds.

Do not operate a passenger train, other than an Auto Train®, that contains
more than thirty (30) cars.

Do not operate an Auto-Train® that contains more than fifty (50) cars.
 Section 4
Train Rules, Car Rules
4 of 14
4408. Handling Trailers-on-Wheels (TOW)Trains - (RoadRailer® and
similar type equipment)

A. TOW Equipment that is Banned from CSXT

Unless the following TOW equipment is equipped with a blue, 3-inch
diameter, round sticker located on the nose of the trailer immediately
above the vehicle identification number, do not operate the equipment
on CSXT.

Initials Number
AMTZ 460000 through 460253, 462000 through 462039, and
462997 through 462999
ECOZ 533000 through 533199
SWFZ 465001 through 465100
TCSZ All, except those moving on NS Trains NS251, NS261,
NS262, NS263, or NS264
In addition to the equipment listed above, all TOW equipment owned by
Schneider is prohibited from operating on CSXT, unless it is equipped with the
blue sticker.

B. Limiting Train Size

Do not operate a TOW train that has more than 125 trailers or
exceeds 4800 tons.

C. Handling TOW Equipment in other Trains

1. Freight Trains
Do not operate TOW equipment with other freight cars, except
intermodal trains. When handling TOW equipment in intermodal
trains, make certain that the TOW equipment is on the rear of the
train and the train’s total tonnage is 5000 tons or less.

2. Passenger Trains
When handling TOW equipment in passenger trains, make
certain that the TOW equipment is on the rear of the train.

D. Additional Operating Rule-Related Concerns

When handling TOW equipment, comply with the following:
• Do not hump the equipment.
• Do not couple with or to TOW train equipment at more than two
(2) MPH.
• Do not leave a single TOW trailer on a track in signaled territory,
unless the train dispatcher is notified and provides protection.
• Do not make a reverse movement with TOW train equipment,
unless the movement is absolutely necessary.
• When making a reverse movement with TOW Train equipment,
protect the movement by an employee riding a coupler mate
bogie designed to be ridden and not exceeding 10 MPH, or an
employee walking with the movement and not exceeding the
speed the employee is walking.
 Section 4
Train Rules, Car Rules
5 of 14
E. Additional Air Brake and Train Handling Rule-Related Concerns
When handling TOW equipment, comply with the following:
• Use the independent and dynamic brake with extreme caution to
minimize in-train forces.
• When making a shoving movement:
- Use only the controlling locomotive unless additional
locomotive(s) are required by terrain or tonnage.
- Limit the locomotive’s output to the minimum required to
move the equipment. Make throttle changes slowly and
cautiously.

F. Inspecting TOW Equipment Brakes

When performing an Initial Terminal Air Brake Inspection and Test,
make certain that the piston travel is between 1-1/4 and 3-1/2 inches.

An air brake with piston travel of more than 3-5/8 inches is ineffective.

When leaving TOW equipment on a grade of 1% or more, inspect at

least 50 percent, but not less than 10 units, of the equipment’s brakes
to ensure that they are applied.

G. Detaching Locomotives from or Separating TOW Equipment

Comply with the following when detaching locomotives from or
separating TOW equipment:
• Do not detach the locomotive from TOW equipment, unless
under the direction of the Mechanical Department.
• Leave at least one locomotive, with its hand brake fully applied,
coupled to unattended TOW equipment.
• Before making a cut on TOW equipment, make certain that the
landing gear of the trailer behind the cut is down to ensure the
nose of the trailer is fully supported.
• Before detaching from TOW equipment, place the automatic
brake in the EMERGENCY position to reduce the brake pipe
pressure to zero.
• After cutting away from the equipment, make certain that the
angle cock is left in the open position.

H. TOW Parking Brakes

The truck-mounted spring parking brake functions differently from a
conventional rail car hand brake. The spring parking brake cylinder
contains a heavy coil spring that acts to extend the brake cylinder
piston any time brake cylinder pressure to the truck is lost. Spring
parking brakes also apply after an emergency brake application to
keep the train from rolling away if the air pressure in the brake
cylinder bleeds off.

When bleeding the air from the brake system, pull the Brake Release
Handle.
 Section 4
Train Rules, Car Rules
6 of 14
I. Handling TOW Equipment Mechanical Problems
Comply with the following:
• Do not bypass any TOW train equipment with a run-around hose,
unless there is no other option available.
• When applying a run-around hose to any TOW train equipment,
set out the equipment at the next forward terminal where the
TOW equipment can be repaired.
• When disabling a bogie spring brake and when Mechanical
Department personnel are not available to disable it, set the
equipment out at the first available location.
• Set out TOW equipment if the highway wheels are on the rail and
the condition cannot be corrected.

Car Rules

4450. Handling Cars Doors

• Box Cars
Unless otherwise instructed doors must be closed and secured
before departing customer track.

• Cars with Plug Doors

When handling cars with plug doors, inspect to insure all doors
are closed and secured before moving.

• Hopper Cars
Except for switching movements, do not accept hopper cars for
movement with hopper door or bottom discharge outlets open.

4451. Handling Overweight Cars

Do not move any car that is flagged as being overweight on CSXT train
documentation, unless either the Customer Service Center or the
Clearance Bureau authorizes the movement.

Do not move cars with a gross weight exceeding 220,000 pounds on track
scales with a capacity of less than 200 tons.

4452. Handling “No Hump” Cars

When handling, or coupling to, one or more cars identified by train or yard
documents as “Do Not Hump”, do not:
• Hump or kick the cars.
• Switch with the cars.
• Switch into the cars.
• Couple into the cars with more force than is necessary to complete
the coupling.
 Section 4
Train Rules, Car Rules
7 of 14
4453. Handling Cars that are Prone to Rocking
When handling one or more Plate F box cars, high-sided gondolas, open
top hoppers, or covered hoppers with a cubic foot capacity of at least 4000
that are loaded with more than 95 tons and identified by tonnage graph,
comply with the following:
• Observe these cars for excessive rocking.
• Take immediate action to reduce speed if you see excessive rocking
motion.
• Avoid operation between 14 and 21 MPH in locations designated by
special instructions. If the train’s speed cannot be maintained at or
above 22 MPH, the speed of the train must be reduced to below 14
MPH.

4454. Handling Heavy Bad Order Cars

When handling one or more heavy bad ordered cars, comply with any
Mechanical Department instructions provided.

4455. Identifying the Ends of Cars

Identify the ends of a car as follows:
• If the car has only one hand brake, the B-end of the car is the end
with the hand brake. The other end is the A-end.
• If the car has more than one hand brake, the letters "A" and "B" are
stenciled on the appropriate ends of the car

4456. Identifying Wheels and Journals on Cars

Each wheel and journal is designated by a combination of a letter for the
side of the car and the number or letter of the axle that the wheel or
journal is on;

Identify the wheels and journals on a car by:

1. Determining the side of the car by facing the car from the B-end. The
left side “L” of the car corresponds to your left and the right side “R” of
the car corresponds to your right.
2. Counting the axles from the B-end of the car to the subject axle.
Axles are numbered one through nine beginning at the B-end. After
nine, the axles are lettered beginning with “Z” and continuing toward
“A” until the last axle on the A-unit.

Example: The RX wheel or journal would be found

on the:
• right side of the car (R) as the car was being
viewed from the B-end, and
• twelfth axle (X) from the B-end.
 Section 4
Train Rules, Car Rules
8 of 14
4457. Identifying Units on Articulated Cars
Identify the units of an articulated car as follows:
• The B-unit of the car is the unit that is stenciled "B end".
• The A-unit is the end unit opposite the B-unit and stenciled "A end".
• Intermediate units are stenciled consecutively and alphabetically
beginning with “C” from the B-unit toward the A-unit.

Illustration Identifying Car Ends, Wheels, Axles, and Units on Articulated Cars

L1 L2 L3 L4 L5 L6 L7 L8 L9 LZ LY LX

B-END B C D E A A- END

R1 R2 R3 R4 R5 R6 R7 R8 R9 RZ RY RX

4458. Moving Defective or Damaged Cars

Before moving a defective or damaged car:
• Get instructions from the Mechanical and Transportation
Departments, and
• Tell the train dispatcher of such movements.

4459. Reporting Defective, Damaged, or Improperly Loaded Cars at an

Interchange Location where there is No Car Inspector On-Duty
When a defective, damaged, or improperly loaded car is offered for
delivery to CSXT, inform the train dispatcher of the following items:
• The car's initials and number.
• The nature of the defect(s).
• The identification of the contents.
• The destination of the car, if known.

4460. Spotting TOFC or COFC Cars for Drive-on Loading or Unloading

When spotting TOFC or COFC cars for drive-on loading or unloading,
make certain that:
• All the cars are coupled.
• The slack is adjusted to permit the proper positioning of bridge plates.
• The hand brake is applied on each car.

4461. Spotting Auto Rack Cars for Loading or Unloading

When spotting auto rack cars for loading or unloading, make certain that:
• All the cars are coupled.
• The slack is not bunched so as to permit proper placement of portable
bridge plates.
• The hand brake is applied on the first, last, and every fourth car in the
group of cars.
 Section 4
Train Rules, Car Rules
9 of 14
4462. Handling Loaded Auto Rack Cars
When handling loaded auto rack cars, make certain that none of those
cars are placed directly behind an open top car loaded with sand, gravel,
coal, or similar commodity. This rule is in addition to Rule 4471 (Handling
Cars Loaded with a Shiftable Commodity).

4463. Handling Double-Stack Cars other than EPIX, MERX, or MHFX Cars
When handling double-stack cars other than EPIX, MERX, or MHFX cars,
make certain that the double-stack cars are not:
• Humped.
• Cut off in motion with the intent of coupling into another car.
• Struck by any car moving under its own momentum.
• Coupled into with more force than is necessary to complete the
coupling.

A. In Mixed Freight Trains

When handling these cars in a mixed freight train with 6000 tons or
more, make certain that the double-stack cars with containers on
them (loaded or empty) are placed ahead of cars without containers
on them.

B. In Unit Trains
When handling these cars in a unit train, make certain that the
double-stack cars are placed behind the unit train cars and other cars
of similar weight.

4464. Handling Single-Axle Cars - (Single-Platform TTOX and Four-

Platform TTFX)

A. Limiting Trailing Tonnage

When handling one or more single axle cars, make certain that the
maximum tonnage behind these cars does not exceed:
• 3000 tons, if the cars are empty.
• 5000 tons, if the cars are empty and operating on the Water
Level Route.
• 6000 tons, when the cars are loaded.

B. Restricting Dynamic Brake Axles

When handling one or more loaded, single-axle cars, make certain
that the dynamic brake axle value is 18 axles or less.

C. Placement Restriction
When handling one or more single-axle cars make certain that:
• None of the cars are the rear car of train.
• The single-axle cars are at least five (5) cars or platforms ahead
of a helper that is on the rear of the train.
• If it is necessary to cut a helper into the train and the single-axle
cars are ahead of the helper, the single-axle cars are at least five
(5) cars or platforms ahead of the helper.
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D. Helper Locomotive Operating Restrictions
When a train handling one or more TTOX or TTFX single-axle cars
requires a helper locomotive on the rear, limit the helper as follows:

1. When using an AC Locomotive

When using an AC locomotive, make certain that:
• Only one locomotive is used.
• The locomotive's output is limited to 100 Kilopounds.
• All other locomotives in the helper locomotive consist are
isolated, or weather permitting, shutdown.

2. When using one or more DC locomotives, make certain that the:

• Working horsepower is limited to 6000.
• Number of powered axles is limited to 12.
• All other locomotives in the helper locomotive consist are
isolated, or weather permitting, shutdown.
• Tractive effort is limited as follows:
- 1000 amps, when the helper has less than 4000 total
working horsepower.
- 900 amps, when the helper has between 4000 and
5000 total working horsepower.
- 800 amps, when the helper has over 5000 working
horsepower.

4465. Handling Blocks of 30 or more “Heavy” Loads

Handle blocks of thirty (30) or more heavy loaded cars, or commodities of
similar weight, on the head end of the train next behind the engine. The
following commodities are considered “heavy” loads:
• Coal
• Coke
• Grain
• Ore
• Phosphates
• Limerock
• Sand
• Salt
• Minerals
• Aggregates
• Steel or lead ingots

4466. Placing Empty Cars in Trains

A. Empty flat cars over 80 feet –

For the purposes of this rule, consider the following 80 foot or longer
cars as empty:
• cars weighing less than 50 tons gross weight
• flat cars with a single loaded trailer/container
• flat cars with only empty trailers/containers
• TOFC/COFC cars without any lading, trailers, or containers
 Section 4
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11 of 14
B. Placement Restrictions for Empty Cars
This rule does not apply to intermodal trains handling empty TOFC,
COFC, or multi-level cars.
Comply with the following when placing empty cars in trains:
• When the train’s tonnage exceeds 6000, do not place one or
more empty flat cars over 80 feet long within the first five (5) cars.
• When moving empty 80 feet or longer cars in unit trains, place
the cars on the rear of the train, unless the cars are boxcars.
When picking up cars on line-of-road, determine the length of the
car(s) being picked up by adding five (5) feet to the inside length
stenciled on the side of the car.
• When your train contains a block 30 or more empty cars, make
certain that the cars are placed near the rear of trains with not
more than five (5) loaded cars trailing the rear car in this block.
• When your train contains one or more flat cars with initials GTTX
and car-type codes of either F126 or F226, make certain that
those cars are placed on the rear of the train.
4467. Handling Rotary Coupler Equipped Cars
This rule has been deleted.
4468. Identifying Rotary Coupler Equipped Cars
Identify cars with rotary couplers by the stenciling on the car body at the
rotary coupler end.
4470. Handling Wood Rack and Bulk Head Flat Cars
Except for switching, do not handle a partly loaded wood rack car, unless
the movement is:
• In a work train, or
• Authorized by the superintendent.
When switching partly loaded wood rack cars, handle the cars carefully to
prevent damage and minimize movement of partial load.
4471. Handling Cars Loaded with a Shiftable Commodity
Examples of a shiftable commodity are:
• Pipe
• Lumber
• Logs
• Poles
• A commodity similar to one of the above with a tendency to shift.
When handling one or more flat cars or open top cars loaded with a
shiftable commodity that protrudes beyond the car ends or extends above
the car ends and is liable to protrude beyond the car ends, make certain
that the cars are not positioned next to a:
• Hazardous material shipment, as indicated in United States
Hazardous Materials Instruction for Rail Rule 6350.
• Loaded auto-rack car.
• Locomotive.
• Caboose/shoving platform.
 Section 4
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12 of 14
4472. Handling Heavy Duty Flat Cars, Schnabel Cars, and Span-
Bolstered Cars

This rule addresses only the cars listed in the following chart.
Car Identity Axles Car Identity Axles Car Identity Axles Car Identity Axles
APWX 1004 12 CWEX 1016 12 GEX 40010 20 PTDX 201 14
BBCX 1000 20 DODX 38870-85 8 GEX 80000 16 PTDX 202 20
CAPX 1001 20 DODX 39898-99 8 GEX 80002 16 PTDX 203 14
CEBX 100 12 EL 7600 8 GEX 80003 20 PTDX 204 12
CEBX 101 12 EL 7601 8 GPUX 100 12 TETX 20002 12
CEBX 800 36 GEX 40013 12 HEPX 200 20 WECX 101 20
CPOX 820 20 GEX 40017-18 12 KWUX 10 10 WECX 102 22
CR 766078 8 GEGX 21154-55 16 PTDX 200 12 WECX 301 22
ETMX 1001 18 KRL 16450 16 KRL 163200 16

Before forwarding any of these cars in a train, get authorization from the
chief train dispatcher.

When handling loaded cars, make certain that:

• The movement is authorized by the Clearance Bureau.
• They are placed at or near the head end of train.

When handling empty cars:

• Do not exceed 40 MPH.
• Place them at the rear of the train.

4473. Handling Cabooses, Shoving Platforms, Push Cars or Remote

Control Platform Cars (RCPC)

When handling a caboose, shoving platform, push cars, or remote control

platform cars (not in RCO service) make certain that the equipment is:
• Placed at the rear of the train, unless the superintendent authorizes a
different location.
• Not subjected to pusher or helper service.
• Remote Control Platform cars are not to be humped.

4474. Handling Rapid Transit Cars

When handling rapid transit cars on their own wheels, move the cars in:
• Special train service,
• Dimensional train service, or
• Local freight train service.

When one or more rapid transit cars move in local freight train service,
make certain that the train’s length does not exceed 1,200 feet.

4475. Handling Passenger Equipment

For the purposes of this rule, passenger equipment includes:
• Amtrak-owned or operated passenger and mail/express cars.
• TOW equipment mounted on Amtrak bogies and coupler mates
• Office-type cars.
• Commuter cars.
 Section 4
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A. Handling Passenger Equipment in a Freight Train
When handling passenger equipment in a freight train:
• Make certain that the equipment is placed on the rear of the train,
unless otherwise authorized by CSX Clearance Bureau.
• Do not permit the train to be shoved when the passenger
equipment is on the rear of the train.
• When handling passenger equipment in an intermodal train, do
not exceed the speed for intermodal trains.

B. Switching Passenger Equipment

When switching passenger equipment:
• Do not hump or flat switch the equipment with the locomotive
detached.
• Do not couple the equipment to any car with a top shelf-type
coupler.
• Handle the equipment separately when it is being switched
and/or spotted in yards.

C. Handling Commuter Cars

When handling commuter cars, make certain that the cars have
appropriate couplers and/or heavy duty knuckle adapters.

4478. Handling Special Series Cars Restricted by a Truck Condition

When handling any of the cars listed below, do not exceed the speed
listed with them when they are restricted by train documents:
• Gondolas with stenciling NYC, CR, PRC, 40 MPH.
• CP CWP cars 45 MPH.
• DRGW cars 40 MPH empty and 50 MPH loaded.

4479. Slowing or Stopping TTEX Solid Draw Bar Cars

When slowing or stopping one or more TTEX solid draw bar cars in
turnouts and crossovers in a terminal, keep the train’s slack stretched.

4480. Handling Scale Test Cars

When handling one or more scale test cars, do not hump the cars.

A. Handling Composite Scale Test Cars

The following chart contains the initials and numbers of composite
scale test cars. When you have one or more of these cars in your
train:
• Do not exceed 30 MPH
• Make certain that it is at the rear of your train positioned ahead of
one (1) car with operative air brakes.
• Make certain that when a helper engine is required, that the
helper engine is positioned ahead of these cars.
+
Initials Numbers
BO 914220 through 914227
CO 914201
CR 80004, 80012, 80015, and 80070
CSXT 914203, 914228, 914229, and 914240
NYC 80062, 80063, and 80067
 Section 4
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14 of 14
B. Handling Non-Composite Scale Test Cars on the Rear of Train
The following chart contains the initials and numbers of non-
composite scale test cars. When you have one or more of these cars
in your train, make certain that:
• It is positioned on the rear of your train.
• When a helper engine is required, that the helper engine is
positioned ahead of these cars.

Initials Numbers
CO 914204 and 914205
SBD 971498

C. Handling Non-Composite Scale Test Cars on the Head or Rear of

Train
The following chart contains the initials and numbers of non-
composite scale test cars. When you have one or more of these cars
in your train, it may be positioned on either the head or rear of your
train.

Initials Numbers
CR 80091 and 80095
CSXT 914207, 914208, 991815, 914219 and 914220
SBD 979751, 991816 through 991818
NYC 80088 and 80093
 Section 5
Clearance-Implicated Shipment Rules, Engineering Department Work Equipment Rules,
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Clearance-Implicated Shipment Rules

4500. Ensuring Authorization to Move Shipment

Except in yards and terminal as provided for in Rule 4501 (Moving in
Yards and Terminals), make certain that the movement of any clearance-
implication shipment in your train is authorized by the Clearance Bureau.

Any train that is detoured or has its route extended must have new train
documents issued prior to departure for the detoured territory or the
extended territory.

Cars classified as QHOL (a code that indicates the car is in "hold" status)
in yard system must not depart any terminal until properly classed by
customer service operations, who will obtain approval from the Clearance
Bureau.

4501. Moving Clearance-Implicated Shipments in Yards or Terminals

Do not move a clearance-implicated shipment within a yard or terminal
without Clearance Bureau authorization, unless the shipment is being
placed for measurement. When moving a clearance-implicated shipment
for measurement, make certain that it is:
• Protected by the train dispatcher or yardmaster controlling the
movement.
• Positioned so that the crew can observe it.
• Placed in a track with sufficient clearance for the shipment.

4502. Picking up or Setting Off on Line-of-Road

Before picking up a clearance-implicated shipment on the line-of-road,
make certain that you receive instructions from the Clearance Bureau.

When handling a train containing a dimensional or valuable clearance-

implicated shipment, get permission from the appropriate Transportation
Department supervisor before making any pick-up or set-off.

4503. Verifying Inspection

Before moving a clearance-implicated shipment from its point of
origination or an interchange point, make certain that the shipment has
been inspected by Mechanical Department personnel.
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4504. Notifying Necessary Personnel about Clearance-Implicated
Shipments

A. Notifications Required by the Superintendent

Superintendents, or their designee must notify the:
• Mechanical Department supervisor on-duty when tendering a
clearance-implicated shipment requiring inspection at origin or
interchange.
• Chief train dispatcher for authority to add the shipment to a
particular train after the Clearance Bureau has authorized and
protected a clearance-implicated shipment.
• Appropriate representative of the foreign line whenever one or
more clearance-implicated shipments are being interchanged
with that railroad.

B. Notifications Required by the Chief Train Dispatcher

Chief train dispatchers, after authorizing the movement of a
clearance-implicated shipment, must issue a qualifier number to the
crew handling the shipment advising them to have the proper
clearance protect message in their possession.

4505. Confirming Written Instructions

When handling a train containing one or more clearance-implicated
shipments, make certain that you have Clearance Bureau instructions as
part of your CSXT train documentation for each shipment that has not
been authorized verbally.

4506. Placing Clearance-Implicated Shipments in a Train

When a clearance-implicated shipment is placed in a train at its originating
yard or terminal, either the yardmaster or train dispatcher must make
certain that the shipment is placed:
• On a train moving over correct route of movement as outlined in the
Clearance Bureau’s authorization.
• Properly within the train it is moving.

4507. Handling Dimensional or Valuable Clearance-Implicated Shipments

When handling dimensional or valuable clearance-implicated shipments,
do not:
• Hump of flat switch the shipment.
• Flat switch with or against the equipment.
• Move in a train if it will be necessary to switch against the equipment.
 Section 5
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4508. Controlling the Safe Movement of Clearance-Implicated Shipments
The chief train dispatcher must:
• Control the safe movement of clearance-implicated shipment(s) over
main tracks, sidings, or other segments of track under his or her
jurisdiction.
• Notify other chief train dispatchers along the route of the movement to
protect trains handling clearance-implicated shipments over adjoining
territories.

4509. Notifying Yardmaster of Clearance-Implicated Shipments

When handling one or more clearance-implicated shipments in your train,
do not enter a yard or terminal where a yardmaster is on-duty until you tell
the yardmaster of the shipment.

4510. Securing Permission Before Loading a Clearance-Implicated

Shipment

A. Adjacent to Main Tracks

Before loading a clearance-implicated shipment onto a car on a track
adjacent to a main track, get permission from the chief train
dispatcher.

B. In Yards or Terminal Areas

Before loading a clearance-implicated shipment onto a car on a track
in a yard or terminal area, get permission from the yardmaster.

Engineering Department Work Equipment Rules

4550. Requirements of the Employee-in-Charge

A. Responsibilities
The employee-in-charge is responsible for movements of Engineering
Department work equipment that is:
• Loaded in or on cars.
• Moving under its own power.
• Being moved in a train on its own wheels.

B. Making Clearance Determination

The employee-in-charge must determine whether the shipment is
clearance-implicated, based on the:
• type of equipment being moved
• type of train service
• lading dimensions

C. Furnishing Shipping Information

The employee-in-charge must give the appropriate Transportation
Department employee or Customer Service Center employee:
• shipping instructions
• lading information
 Section 5
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4551. Moving Large Engineering Equipment
This rule does not apply to hi-rail equipment, but does apply to Burro
cranes, undercutters, ditchers, Jordan spreaders, and snow plows.

When moving large engineering equipment, comply with the following:

• Unless being moved in work train service or to or from the work
location and the move does not require a crew change, consider the
equipment a clearance-implicated shipment.
• Do not exceed 25 MPH, unless specifically cleared for a higher
speed.
• Place the equipment on the head end of the train with no more than
3500 tons trailing the equipment or at the rear of the train immediately
ahead of an occupied caboose/shoving platform, unless being moved
in work train service or to or from the work location.
• If the equipment has a counter balance, make certain that the counter
balance end is positioned toward the leading end of the train.
• Do not:
- Hump or flat switch the equipment.
- Permit the equipment to be shoved from the rear.

4552. Handling Rail Cars Loaded with Engineering Equipment

A. Inspecting the Equipment

The Engineering Department employee-in-charge must make certain
that the lading and any booms are properly secured.

A qualified Engineering Department or Mechanical Department must

inspect the car to confirm that the dimensions are within Plate C. If
not within Plate C, handle the car as a clearance-implicated shipment.

B. Placing the Equipment in Regular Freight Service

Make certain that railcars loaded with engineering equipment are
placed within five (5) cars of the engine; or, if the train has an
occupied caboose/shoving platform, within five (5) cars of the
caboose/shoving platform.

4553. Handling Material Handlers

The employee-in-charge must determine if a material handler is loaded on
a “home” car.

If the material loader is not loaded on a “home” car, the employee-in-

charge must tell the Transportation Department and the Clearance Bureau
to handle the shipment as a clearance-implicated shipment.

A. Handling CSXT 999130

When handling CSXT 999130, make certain that it is handled as a
clearance-implicated shipment.
 Section 5
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4554. Handling Welded Rail Equipment
When handling a train containing welded rail equipment, make certain that
there is a means of preventing any rail movement beyond the end of the
equipment by:
• Bulkhead doors, which must be closed and locked before movement
• Designated buffer cars
• Loaded hopper cars

A. Handling Welded Rail Equipment as a Separate Movement

When the number of loaded welded rail equipment cars, including the
cars preventing rail movement, exceeds 12, make certain that no
other equipment is moved in the train except for cars relating to the
rail, such as: loading and unloading cars and buffer cars.

B. Handling Welded Rail Equipment in Freight Trains

Do not move more than 12 loaded welded rail equipment cars in a
freight train.
When loaded welded rail equipment is moved in regular freight
service, make certain that the rail equipment is next to the locomotive
consist.

When empty welded rail equipment is moved in regular freight

service, make certain that the empty welded rail equipment is handled
on the rear of the train.

C. Limiting the Number of Rail Trains in a Single Movement

Do not handle more than two rail trains, either loaded, empty, or in
combination, in the same train. When one train is loaded and one is
empty, make certain that the empty train is on the rear.

4555. Handling Equipment with Air Activated Systems

Before moving equipment with air activated systems (such as air dump
cars, spreaders, etc,) in a train other than a work train, make certain that:
• All moveable components are secured.
• The dumping line hoses on each end of the car are disconnected.
• The cut-off valves in the dumping line are closed.

A. Charging the Equipment’s Dump Reservoir System

Before charging the equipment’s dump reservoir system, make
certain that both dump valve handles (one on each side of the car)
are in the OFF position.

4556. Handling MOW Air Side Dump Cars

Do not exceed 30 MPH when handling 70 ton maintenance of
way air side dump cars (220,000 GRL or less).

Do not exceed 45 MPH when handling 100 ton maintenance of

way air side dump cars (263,000 GRL).
 Section 5
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4557. Handling Camp Cars (including Univan Camp Cars)
When handling camp cars:
• Comply with Rule 4400 (Train Speed Restrictions).
• Make certain that the cars are placed at the rear of the train only
trailed by a caboose/shoving platform, unless a different placement is
authorized by the superintendent.
• When camp cars are handled in trains requiring a helper engine (s) at
the rear, make certain that the helper is placed ahead of the camp
cars.

4558. Handling Type SFIA, SFIB, and/or SF2A Flangers

When handling Type SFIA, SFIB, or SF2A flangers, comply with the
following:
• When in a train for movement:
- Make certain that the flanger is secured for movement.
- Do not exceed 50 MPH.
• When handled behind the locomotive flanging, do not exceed 30
MPH.
• Do not exceed 5 MPH when working and:
- Passing station platforms.
- Passing over highway crossings at grade.
- Passing equipment on adjacent tracks.
- Backing up.

4559. Moving Engineering Department Specialized Equipment

“Specialized Equipment” means Sperry Cars, geometry measurement
system (GMS) cars, rail grinders, undercutters, ballast cleaners, and/or
ditchers.

A. Responsibilities of the Engineering Department

If the specialized equipment is other than GRMS equipment, a
representative of the Engineering Department must tell the chief train
dispatcher how the specialized equipment will be operated, either as
on-track equipment or as a train.

B. Locomotive Engineer Responsibilities

When called to pilot the movement of this equipment, the locomotive
engineer must monitor and ensure compliance with speeds, signals
indications, applicable rules, and special instructions.

4560. Handling Measurement Cars

When handling measurement cars, make certain that they are being
handled in special train service and comply with the following:

A. Track Geometry Cars

Track geometry cars are:
• CSXT 999302.
• CR 21 and CR 22.
• NS 31, NS 33, and NS 34.
 Section 5
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Do not exceed the following speeds.

Railroad Speed when not Testing Speed While Testing
CSXT Passenger Speed 60 MPH
Conrail Passenger Speed 60 MPH
NS 60 MPH 60 MPH

B. Research Cars
Research cars include:
• CSXT 994501.
• CR 19.
• NS 32 and NS 49
• GECX 90
• BNSF 82 and BNSF 83.

Railroad research/test cars may move in freight trains positioned as

follows:
• When not testing:
- Place the research/test car on the head end of the train.
- Do not exceed 20 powered axles on the head end of train
(count 'AC' locomotives as 9 axles when calculating this
restriction).
• When testing, the equipment may be placed anywhere in the
train.

When handling railroad research/test cars:

• You may permit CSX-designated riders to occupy these cars,
when the cars are in a freight train.
• Do not hump or flat switch this equipment with the locomotive
detached.
• Do not couple the equipment to any car with a top shelf coupler.
• Handle the equipment separately when it is being switched
and/or spotted in yards.
• Do not exceed the following speeds:

Railroad Speed when not Testing Speed While Testing

CSX Passenger Speed 70 MPH
Conrail Passenger Speed 60 MPH
NS 60 MPH 60 MPH

C. GMS/TSAV Equipment (Geometry Measurement System)

GMS/TSAV equipment includes:
• GMS 1.
• GMS 2.

Do not exceed 35 MPH.

 Section 5
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4561. Moving GMS Equipment
When handling GMS equipment in:
• other than cab signal territory, operate the equipment as a train.
• cab signal territory, operate the equipment as on-track equipment.

4562. Requirements of Moving Specialized Equipment

The following table details the requirements of operating specialized
equipment.

Equipment Activity Speed Pilot

GMS in non-cab Working or traveling as
35 Engineer
signal territory a train.
GMS in cab signal Working or traveling as
35 MofW
territory on-track equipment
Working 40 MofW
Traveling as:
Sperry Car A train 35 Engineer
On-track 40 MofW
equipment
Working 30 MofW
Traveling as:
Rail Grinders A train 50 Engineer
On-track 30 MofW
equipment
Working 30 MofW
Undercutter Traveling as:
A train 40 Engineer
On-track equipment 30 MofW
Working 30 MofW
Ballast Cleaner Traveling as:
A train 40 Engineer
On-track equipment 30 MofW
Working 30 MofW
Ditcher Cleaner Traveling as:
A train 40 Engineer
On-track equipment 30 MofW

Surveillance Service

4600. Handling Shipments Requiring Rail Inspection Service

When handling one or more cars requiring Rail Inspection Service, tell the
train dispatcher:
• when taking charge of the train, or when the cars are picked up.
• when stopped between terminals.
• each thirty minutes while stopped.
 Glossary of Terms

These definitions are in addition to those found in the Safety Rules, Operating
Rules, Air Brake and Train Handling Rules, and Hazardous Material Rules. Where
the definitions differ, the definition in the individual books apply.

Articulated Car –
A multi-car bodied car whose adjacent car bodies share a common truck.

Bogie –
A freight car truck equipped with an adapter to accommodate TOW equipment
on top of the bolster/adapter plate with holes in sides to permit trailer locking.
A brake control valve mounted on the bogie brake cylinder incorporates a
spring brake that automatically applies when no brake pipe pressure is
present.

Caging –
A means of mechanically releasing the spring parking brake on a bogie. The
caging tool compresses the parking brake spring and releases the brake.

Clearance-Implicated Shipment –
Any shipment that exceeds a published clearance limitation for the specified
route of movement and/or requires specific operating handling procedures for
safe movement, including:
• Load on a flat car, or in a gondola that extends beyond the car’s sides or
end sills in height, width, or length, including all overhanging and bolstered
load shipments.
• Dead locomotive moving on waybill authority and on its own wheels.
• Maintenance-of-way work equipment moving on its own wheels (e.g.
wreck cranes, bridge department cranes, pile drivers, snow plows,
undercutters, and ditcher spreaders).
• Shipments requiring a movement restriction (e.g. radioactive material,
damaged equipment).
• Intermodal shipment, including loaded double-stack container cars.
• Multi-level auto rack shipment measuring at least 20 feet 2 inches above
the top of the rail.
• Shipments of restricted span-bolstered heavy-duty cars covered by AAR
Circular #0t-2B.
• Free movement for nonprofit agencies.
• Open load exceeding $1 million dollars in value.
• Railcars loaded with engineering equipment exceeding Plate C.
• CSXT 999130 material handler.

Circus/Carnival Train –
A train consisting entirely of cars belonging to a circus or carnival.

COFC –
This is an acronym for a Container On a Flat Car.
 Glossary of Terms

Coupler Mate Bogie –

A freight car truck that permits the locomotive to couple to the head end of a
TOW train. The coupler mate freight car truck has a coupler/socket on one
end to connect to a trailer and a railroad coupler on other end to connect to a
locomotive. Each coupler mate bogie shall be equipped with a tool box
containing appropriate instructions, job aids, and the necessary tools and
equipment required to address problems that may be encountered en route.

CSX Train Documentation —

A computer-generated document consisting of some or all of the following:
• Tonnage Graph
• Restricted and Special Handling List
• CT-168 Report
• Clearance Bureau Instructions
• Train Listing and Hazardous Material Descriptions
• Hazardous Special Handling Instructions
• Hazardous Materials Radio Waybill Form

Double Stack Car (DS) –

A car designed to carry a trailer or container(s). When carrying containers,
one container may be placed on top of another.

Flanger –
A piece of equipment used to clear flangeways of snow.

Heavy Duty Flat Car—

A flat car with eight or more axles.

Hump –
A method of switching cars by pushing them over a hill and letting gravity
propel them into classification tracks.

Intermodal (Trailer Van – TV) Train–

A freight train consisting entirely of equipment designed to carry trailers,
containers, motor vehicles, automotive frames and/or loaded box cars.

Locomotive Consist—
A locomotive or combination of locomotives properly coupled for multiple-unit
operation and operated from a single control.
 Glossary of Terms

Multi-Platform Car –
A double-stack or spine car with three or more platforms.
Loaded – each end platform is occupied and no two adjoining platforms are
unoccupied.
Empty – either end or any adjoining platforms unoccupied.

Examples of Loaded Multi-Platform Stack/Spine Car Configurations

Shown below are examples of container/trailer loading configurations that
would be considered a loaded car. This applies to both stack and spine
cars, and to both articulated (shown below) and solid drawbar connected
equipment. The containers/trailers can be loaded or empty. (The
configurations shown below are in addition to all platforms being loaded.)

Rail Train –
A freight train consisting of more than 12 cars designed to transport, load, or
unload welded or continuously jointed rail.

Scale Test Car –

A compact car equipped with weights for the testing of track scales.

Composite –
A non-self-propelled car with either 2 or 4 axles and a wheelbase of seven
(7) feet or less used to test scale accuracy.

Non-Composite – A self-propelled car with either 2 or 4 axles and truck

centers not exceeding 50 feet used to test scale accuracy.

Schnabel Car –
A car having two separable interlocking units that form a car body. Units may
be separated and load interposed between and locked in place to form a
complete unit.

Short Car –
A single car that is 40 feet or shorter over the pulling faces of the couplers.
 Glossary of Terms
Span Bolster –
A beam-like structure with each end resting on a conventional truck bolster and
arranged to support a car body through a center plate at or near its mid-point.
Span bolsters can also be used with two six-wheel trucks to provide 24-wheel
(12-axle) support under extremely heavy cars.

Spine Car –
A car with only a center sill structure designed to carry containers or trailers.
When a spine car has multiple platforms, see definition for Multi-Platform car.
(VTTX 30XXXX series cars are not considered spine cars).

TOFC –
Trailer on a Flat Car.

Trailer-on-Wheels (TOW) Train –

A freight train consisting entirely of highway trailers/container on chassis
equipped with railroad wheels, such as RoadRailer® and similar type
equipment.

Thru-Truss Bridge –
A bridge span in which the steel framework extends above and over the top of
rail.

Unit Train –
A train having thirty (30) or more cars designed to carry grain or minerals.

Water Level Route –

A section of CSXT trackage extending between:
• Chicago, IL and Greenwich, OH,
• Greenwich and Buffalo, NY, and
• Buffalo and North Bergen, NJ

Work Train –
A freight train handling maintenance-of-way work equipment and working on
the roadway.

Wreck Crane –
A locomotive derrick used primarily in clearing train accidents.