I know before moving a train you’re supposed to perform the brake test. I can find plenty of into on the net about air brakes, but is there a good place that explains all about the brake test? Like when exactly you have to do one and how it’s done?
Too much is involved to go into here, but I think that places where GCOR rules can be found will detail the different types of brake tests, when they have to be performed, and what’s involved. I have to confess to learning about them just long enough to pass the rule tests–my job doesn’t require me to perform them.
Basically, you have to apply the brakes and check to ensure that they’re setting up properly (piston travel within tolerance) on every car. You also have to ensure that the brake pipe doesn’t leak beyond a specified rate. Then you release the brakes, again ensuring that every car releases, and that the pressure comes up to a specified level on the hind end.
No your mistaken about having to do a brake test before moving a train, there is no rule saying a brake test is needed to move a train, after a train is built and the initial class 1 test is done there is no need to retest a train at every crew swap, the only stipulation is if the train consist is changed other than solid blocks from the head or rear then a class 1 test must be preformed again. there is other rules that i wont get into just go read the gcor rules.I am not sure how many types of test there is now, use to be 16 or so, and amtrak was differant than freight.
Where do you find these GCOR rules and what does GCOR stand for?
Basically, there are three types of tests:
Class One, or initial terminal brake test: Done on the entire consist, and as Carl notes, every single car has to be inspected, on both sides, both set and released. If it’s a long train, it’ll take a while.
A class one also has to be done if the train has been “off air” for more than four hours. This applies to us on the Adirondack Scenic - even though we’ve done tests of the consists as it stands, the locomotive is shut down overnight. Thus, each morning we do a class one test on the consist. If we have two crew members doing the test, we change sides between the set and release.
I never do a class two, or enroute test, and I don’t have my rules handy to look it up. As the name implies, it’s intended to recheck the train at certain points in its journey.
IIRC, in the case of both the Class 1 and Class 2, it might be folks from the car department performing the tests, not the road crew.
When doing the Class 1, I’m also looking at brake shoe condition and for any other issues that might affect safe operation.
A class three test is done any time there is a change to the consist, like adding or dropping cars, or in our case on ADIX, when we run the locomotive around the consist at each end of our trips. The idea is to verify that the trainline is continuous from locomotive to the last car. It can be done with a gauge, but we normally ensure that we see the brakes on the last car apply and release on cue.
GCOR is the General Code of Operating Rules, which is employed by most American railroads west of Chicago. The site I found by Googling GCOR didn’t go into the air brake and train handling rules. So far I have not been able to find a site on the Web that tells about the various brake tests (plenty for the Canadian version, which may or may not be different). Perhaps someone else can.
Air tests are regulated under the federal Power Brake Law. The testing procedures are spelled out in the railroad’s Air Brake manual. But basically…
Class I (Initial Terminal Test/ITT): required when a train is built at it’s initial terminal and anytime cars have been off air for more then 4 hours.
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Pre-inpection, walking inspection of air hoses, angle cocks, brake shoes, safety appliances, etc.
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Leakage, preformed with an air gauge to ensure brake pipe is tight.
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Application, walking inspection to ensure every brake on every car is applied.
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Release, walking or roll by inspection to ensure every brake on every car is released.
Class II: preformed only when told. I never remember this procedure, because we never do it.
Class III (road test): when adding a tested block of cars to consist, changing locomotives or EOTs, or after a UDE.
- Ensure air comes up on the rear (via EOT gauge)
- Make a brake application, verify air reduction on rear (via EOT gauge)
- Release brakes, verify air increase on rear (via EOT gauge)
At locations with ground air and car inspectors, the car knockers can preform the ITT before the power is attached. The ITT can also be preformed by the conductor, or the car inspector with the locomotive. Note that after an ITT is preformed with ground air, a Road Test is needed when the power is added, before the train can depart.
Here are the brake rules used by GVT as well as Conrail’s EC-99 brake rules.
Both will cover the various brake tests, as well as a number of other of things. Note that the EC-99 is not complete. I never finished formatting all of the illustrations and charts.
One authoritative source for minimum standards - though any railroad may impose stricter requirements - is the FRA regulations for railroads at the U.S. Government’s ‘‘Code of Federal Regulations’’, Title 49, Volume 4 [Revised as of October 1, 2008], From the U.S. Government Printing Office via GPO Access
[CITE AS: 49CFR232.1] as follows:
Title 49–Transportation
CHAPTER II–FEDERAL RAILROAD ADMINISTRATION, DEPARTMENT OF TRANSPORTATION
PART 232–BRAKE SYSTEM SAFETY STANDARDS FOR FREIGHT AND OTHER NON-PASSENGER TRAINS AND EQUIPMENT; END-OF-TRAIN DEVICES
Subpart C—Inspection and Testing Requirements
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232.201 |
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And all that is just for the locomotive consist!