Railway Freight and Passenger Train Brake Inspection and Safety Rules

Part II: Brake Test Requirements

Part II: Brake Test Requirements

  1. General
  2. No. 1 Brake Test
  3. No. 1A Brake Test
  4. Brake Effectiveness Test (BET)
  5. Continuity Test
  6. Train Information Braking System (TIBS) Test
  7. Transfer Brake Test
  8. Push-Pull Operation
  9. Portable Locomotive Remote Control Device Tilt Test
  10. Trains Using Back-up Hose or Valve
  11. Snow Plow Train Brake Test

11. General

11.1 A train shall not depart from any location until a successful brake test(s), as outlined in this Part and in company procedures/work instructions has been performed and all appropriate documentation has been completed.

11.2 The enhanced air brake test, No.1 brake test and No.1A brake test shall be performed on every train as specified in these Rules and company procedures/work instructions by:

  1. the brake pipe leakage method; or
  2. the air flow method.

11.3 The conductor, or in his or her absence, the locomotive engineer, shall be responsible for determining that the prescribed test(s) has been completed prior to departure. When a pull-by inspection for the brake release is performed on freight trains, the conductor or locomotive engineer shall be provided with the results of the release and in turn, will update the train brake status system.

11.4 A vehicle assisted No.1 brake test or enhanced air brake test, may be performed by a certified car inspector(s) in accordance with company procedures/work instructions, and shall be made available to a railway safety inspector upon request.

12. No. 1 Brake Test

12.1 Except as permitted by item 12.3, a No.1 brake test shall be performed by a certified car inspector(s) at safety inspection locations on:

  1. trains that are made up at that location;
  2. cars added to a train at that location;
  3. cars that are interchanged.

12.2 If a train is made up at other than a safety inspection location, a No. 1 brake test will be performed at the safety inspection location designated for that train by the company in the direction of travel.

12.3 Exceptions: A No.1 brake test is not required on:

  1. trains operating over main tracks, between yards, up to a maximum of a thirty (30) mile (fifty (50) kilometre) radius. Such trains shall be engaged exclusively in the setting off or lifting of equipment at industry(s), and/or the transfer of equipment between yards, and they shall be filed with the Department.
  2. a block swap of cars that have been off air for no more than 24 hours or 48 hours after notifying the Department.
  3. a car that has received a valid brake status in accordance with these Rules.
  4. a train that received a brake effectiveness test in the previous direction of travel and is transporting cars that have a valid brake status, in accordance with these Rules.
  5. a train that has received an enhanced air brake test, in the direction of travel, in accordance with these Rules.

12.4 A No.1 brake test shall verify:

  1. the integrity and continuity of the brake pipe;
  2. that the condition of the brake rigging on each car in the train meets the minimum requirement specified in Sections 22, 23 and 24 of these Rules;
  3. that, once the proper signal has been given to apply or release the brakes, the application and release of the brakes on each car is performed by visible verification of the piston or brake indicator device displacement following a minimum 20 PSI (137 KPA) brake pipe service reduction, which must remain applied until a release of the air brakes is initiated by the controlling locomotive or yard test device; and
  4. that piston travel on each car is within the specified limits.

12.5 A car found with brakes that fail to apply or remain applied may be retested and remain in the train if the retest is conducted at an air pressure that is within 15 psi of the air pressure at which the train will be operated. The retest may be conducted from either the controlling locomotive, the head-end of the consist, or with a suitable test device positioned at one end of the car(s) being retested, and the brakes must remain applied until a release is initiated after a period which is no less than three minutes.

12.6 A pull-by inspection by a certified car inspector may be performed to verify the release of the train brakes.

12.7 Certified car inspectors shall report, in accordance with company procedures/work instructions, the results of all brake tests performed. Any brake system defect(s) discovered during the brake test and not repaired prior to departure shall be documented as bad order and reported to the conductor, or in his or her absence, the locomotive engineer. The conductor/engineer shall update the train brake status system with the identified defect(s). The results of the tests performed by certified car inspectors shall be retained for ninety-two (92) days.

12.8 Except as provided in sections 8.1 and 8.5, after completing a No.1 brake test, a brake effectiveness test, or an enhanced air brake test, a train may only depart from the safety inspection location for that train with one hundred (100) percent of the train brakes operative.

12.9 A No. 1 brake test is not required at an interchange point and/or when entering Canada provided the locomotive engineer has access to records that indicate that a No.1 brake test, as per these Rules, or an initial terminal brake test by mechanical personnel in the United States, was performed.

13. No. 1A Brake Test

13.1 No.1A brake test shall be performed by a qualified person(s) on:

  1. trains made up at other than a safety inspection locations;
  2. cars lifted en route; and/or
  3. trains operating over main tracks, between yards, up to a maximum of a thirty (30) mile (fifty (50) kilometer) radius. Such trains shall be engaged exclusively in the setting off or lifting of equipment at industry(s), and/or the transfer of equipment between yards and shall be filed with the Department.

13.2 A No.1A brake test is not required on blocks of cars lifted en-route that have:

  1. previously received a No.1 brake test for which the brake status information is received; and/or
  2. previously received a No.1A brake test at that location within twenty-four (24) hours of the lift for which the brake status information is received.

13.3 A No.1A brake test shall be performed by a walking inspection of stationary equipment. A pull-by inspection by a qualified person may be performed to verify the release of the train brakes.

13.4 A No.1A brake test shall verify:

  1. the integrity and continuity of the brake pipe; and
  2. the application and release of the brakes on each car.

13.5 When applying the brakes on each car, a brake pipe reduction of at least six (6) psi must be indicated on the Sense and Braking Unit (SBU) or air gauge attached to the rear car. When not equipped with an air gauge or SBU, a full service application must be made.

13.6 A qualified person(s) shall record and report the test results, and any brake system defect(s) discovered during the brake test, to the train brake status system, in accordance with company procedures/work instruction.

13.7 The conductor, or in his or her absence, the locomotive engineer, shall be responsible for determining that the prescribed test(s) has been completed prior to departure.

13.8 The results of the No.1A brake tests performed:

  1. by the train crew while enroute shall be recorded and retained until the train reaches it's final destination.
  2. by other than the lifting train crew shall be retained for a period of thirty (30) days.

14. Brake Effectiveness Test (BET)

14.1 A brake effectiveness test (BET) shall be performed, on unit trains on descending mountain grades where the ambient temperature on the mountain grade is at or below -15°C.

When used in lieu of BET, the enhanced air brake test shall be performed on cars that are or will be operating on unit trains, prior to descending the mountain grade.

14.1.1 The BET shall be performed in the direction of travel, at a wheel temperature detector inspection location designated by the company as per the procedures and instructions filed under section 14.14.

14.1.2 A BET may be used on unit trains descending mountain grades at temperatures above the minimum specified in section 14.1 if addressed by the company in the procedures and instructions filed under 14.14.

14.1.3 A BET may be used on unit trains descending heavy grades at all temperatures, if addressed by the company in the procedures and instructions filed under 14.14.

14.1.4 Any train undergoing a BET under these Rules must have previously passed a No. 1 brake test or an enhanced air brake test, in the direction of travel.

14.2 Any train which fails to qualify for a BET or car that does not have a record of a valid brake status, shall receive a No. 1 brake test as per Section 12 of these Rules.

14.3 The BET process shall identify cars with ineffective brakes, by verifying:

  1. the application of the brakes on each car, as per Section 14.4 of these Rules;
  2. the release of the brakes on each car as per Section 14.5 of these Rules; and
  3. that each car on a train has a valid brake status as per these Rules.

14.4 A company shall use at least one (1) designated wheel temperature detector to verify the application of the brakes. This verification shall confirm:

  1. that the wheel temperature detector’s reading is matched to the car and successfully communicated to the company’s central system which carries out the algorithm of the BET;
  2. that the average train braking temperature reaches the minimum qualification temperature in accordance with criteria filed by the company under section 14.14;
  3. that the wheel temperature detector performs according to the design specifications and that the data produced is consistent with the known conditions; and
  4. that the matched wheel temperatures on the car reach the minimum car temperature threshold in accordance with criteria filed by the company under section 14.14.

14.5 Release of the brakes on each car shall be performed using at least one (1) designated wheel temperature detector to verify that:

  1. the detector’s reading is matched to the car and successfully communicated to the company’s central system which carries out the algorithm of the BET;
  2. the average train braking temperature is equal to or below 100˚F (38˚C); and
  3. the matched individual wheel temperature on the car is equal to or below 600˚F (315˚C).

14.6 A car which meets the criteria in Sections 14.4 and 14.5 of these Rules shall be assigned a valid brake status that is to be recorded electronically, and is valid for a duration not to exceed 30 calendar days.

14.7 A car which does not meet the criteria in Sections 14.4 and 14.5 of these Rules shall:

  1. generate an alert identifying:
    1. the car number
    2. the car sequence
    3. the alarm type
    4. the time (including time zone) and the date the train passed the wheel temperature detector
    5. the train symbol and train direction;
    6. the lead locomotive;
    7. the wheel temperature detector subdivision and mile.
  2. be bad ordered for brakes; and
  3. receive an automated single car air brake test, as outlined in the current version of the Standard S-4027 of the Association of American Railroads (AAR), at the designated maintenance facility for repair.

14.8 The conductor, or in their absence, the locomotive engineer, of a qualified train that receives an alert for one or more cars as per Section 14.7 shall:

  1. update the train brake status system by documenting test results including any car(s) with ineffective air brakes; and
  2. verify the following:
    1. no more than 5% of the cars on the train are without a valid brake status identified by the BET;
    2. no more than two (2) consecutive cars are without a valid brake status; and
    3. none of the last three (3) cars of the train consist are without a valid brake status.

14.9 Any train that does not meet the conditions in item 14.8 (b) shall be addressed in accordance with the company’s procedures and instructions specific to its BET process.

14.10 Any car with a condition which meets the criteria as outlined in item 14.4 (d) shall be addressed at a location designated in railway schedules.

14.11 Any car on a train which fails to qualify for the BET, when required under section 14.1, or if the information is not available, shall receive an enhanced air brake test at a location designated in railway schedules and prior to the next BET.

14.12 Wayside wheel temperature detectors utilized for the BET shall be maintained and calibrated, at a minimum, to manufacturer’s recommendations. Detector specifications, records of maintenance, and results of calibrations shall be made available to the Department upon request.

14.13 Information generated by the wayside temperature detectors shall be retained for ninety-two (92) days.

14.14 Companies shall file with the Department, at least 60 days prior to implementation, the procedures, and instructions, specific to its BET process including:

  1. the applicable trains;
  2. the wheel temperature detector inspection locations;
  3. alert handling instructions;
  4. car owner repair validation procedures;
  5. occurrence reporting instructions used by train crews;
  6. the BET algorithms, methods and temperature thresholds, used to determine cars with ineffective brakes and train qualification, approved by a professional engineer;
  7. the BET performance standards and how they will be measured and monitored; and
  8. the BET procedures, on unit trains, used outside of the required temperatures and grades.

14.15 Companies shall keep records of the number of trains and cars subject to BET as per section 14.1, the percentage of qualified trains, and percentage of cars bad ordered for brakes. These records shall be made available to the Department upon request.

14.16 Brake cylinders on all equipment requiring a BET as part of these Rules must be verified when sent to a mechanical facility for repair and shall have a maximum brake cylinder life as defined by the manufacture or recondition date (whichever is later). Brake cylinders for this equipment may be replaced or renewed if the manufacture or recondition date (whichever is later) exceeds 13 years and must not exceed 14 years. If over 14 years, the equipment brake cylinder must be replaced or renewed for over age cause.

14.17 Enhanced Air Brake Test

14.17.1 The enhanced air brake test shall be performed by a certified car inspector.

14.17.2 The enhanced air brake test shall verify:

  1. the integrity and continuity of the brake pipe;
  2. that the condition of the brake rigging on each car in the train meets the minimum requirement specified in Sections 22, 23 and 24 of these Rules; and
  3. the application of the brakes on each car by visible verification of the piston or brake indicator device displacement after the brake pipe has been vented.

14.17.3 Cars are considered to have passed the enhanced air brake test if they maintain a brake application for a minimum period of:

  1. 30 minutes when required to descend a mountain grade up to 5 miles long; or
  2. 60 minutes when required to descend a mountain grade greater than 5 miles long.

14.17.4 An enhanced air brake test is valid for 15 days or until the unit train has reached its destination, whichever comes first.

15. Continuity Test

15.1 A continuity test shall be performed by a qualified person(s) when:

  1. a solid block(s) of coupled cars which have received a No.1 or No.1A brake test are added to a train;
  2. the controlling locomotive has been attached to a train having received a No.1 brake test, a No.1A brake test, or an enhanced air brake test;
  3. the locomotive consist has been exchanged or altered;
  4. the locomotive engineer has been changed (unless provisions of 15.3 are met);
  5. the brake pipe has been re-coupled after being uncoupled; and/or
  6. the locomotive is re-coupled to the train after setting off cars.

15.2 The continuity test shall verify the capability to transmit a signal between the leading locomotive and to the rear of the last piece of equipment on the train.

15.3 A continuity test need not be performed when the locomotive engineer has been changed, provided that all of the following provisions are met:

  1. must be a direct handoff at the crew change location (crew to crew at controlling locomotive). Does not apply to trains left unattended while waiting for the outgoing crew.
  2. train must not perform any lifts or set-offs at the crew change location. In such case, continuity must be established, unless the lift or setoff has occurred and continuity has been established prior to a direct handoff.
  3. the controlling locomotive must be equipped with operative dynamic brake (this provision does not supersede the requirements of Item 21.1 of the Railway Locomotive Inspection and Safety Rules).

16. Train Information Braking System (TIBS) Test

16.1 A TIBS test shall verify that an emergency brake application, initiated from the controlling locomotive or dedicated Input and Display Unit (IDU) through the TIBS system, will cause an emergency brake application on the last piece of equipment on the train.

16.2 When the sense and braking component of the TIBS system is first added to a train or when it is suspected that the sense braking component has been stricken or damaged while en route the operation of TIBS will be verified by a qualified person(s) in accordance with company procedures/work instructions.

16.3 In the event of a TIBS failure, where the standard locomotive gauges and air flow indicator display no loss of air pressure, the train may proceed at a speed not to exceed twenty-five (25) mph (forty (40) km/h), until the TIBS resumes normal operation.

17. Transfer Brake Test

17.1 Prior to departure, the locomotive engineer, or the portable locomotive remote control device operator must verify that there is sufficient braking effort to control the transfer. Transfers must have air applied throughout the entire equipment consist and the last three cars must be verified to have operative brakes.

18. Push-Pull Operation

18.1 On a train operated in a push-pull mode, a continuity test must be made from the controlling cab car or locomotive after changing ends.

19. Portable Locomotive Remote Control Device Tilt Test

19.1 A portable locomotive remote control device tilt test shall be performed once every twenty-four (24) hours, and when it is not a direct operator to operator hand off. The test shall be performed in accordance with company procedures/work instructions, and shall verify:

  1. application and release of the train brakes;
  2. that an emergency brake application is initiated as per its design;
  3. when tilted, the device will apply the brakes and nullify the transmission of power to the locomotive traction motors.

19.2 A modified tilt test may only be performed on a direct operator to operator hand off, in accordance with company procedures/work instructions.

20. Trains Using Back-up Hose or Valve

20.1 Before starting a train from any point where the brakes are to be controlled by the use of a back-up hose or valve at the rear of the train, the brakes shall be applied by using the back-up hose or valve.

21. Snow Plow Train Brake Test

21.1 Following the appropriate train brake test, as outlined previously in this Part, and before starting a snow plow operation, an emergency application of train brakes shall be obtained from the operator cab of the snow plow.

Date modified: