21. Brake System
21.1 The brake system and all related components, including the handbrake, must be tested and maintained in operative condition, as per procedures issued by the railway company and filed with the Department. Dynamic brake must be tested and maintained in operative condition on the number of locomotives required to be equipped with dynamic brake on trains operating, or destined for operation, in the territory filed under subsection 21.2. Locomotives that have not been previously tested cannot be set out and placed on a train requiring use of their dynamic brake feature until they have been tested at a locomotive safety inspection location.
21.2 A railway company shall file with the Department all territories on which locomotives with dynamic brake are required, as well as related instructions. This information shall be filed with the Department no later than ninety days from the approval of these rules.
21.3 All new freight locomotives, except yard locomotives, ordered after December 31, 2010 intended to operate in territory as set out in subsection 21.2, shall be equipped with dynamic brake and dynamic brake holding feature, and shall be designed to conduct an electrical integrity test of the dynamic brake to determine if electrical current is being received at the grids on the system.
21.4 All existing freight locomotives intended to operate in territory as set out in subsection 21.2 shall be modified prior to December 31, 2010 to incorporate a dynamic brake holding feature if not already equipped.
21.5 (a) Dynamic brake is considered a supplemental braking system however company instructions and procedures shall ensure that the friction brakes are sufficient by themselves, without the aid of dynamic brakes, to stop the train safely under all operating conditions.
(b) Except when operating pursuant to subsection 21.2 a locomotive may be operated with inoperative dynamic brake.
(c) Should the dynamic brake become inoperative enroute while operating pursuant to subsection 21.2, the defective locomotive should be repaired, remarshalled, set off, or the train handled in accordance with the railroad companies instructions as filed with the Department.
22. Trucks
22.1 A railway company shall not place, or continue in service, a locomotive with any of the following truck related defects:
- truck frames, swing hangers, swing hanger pins or equalizers cracked or broken;
- suspension components such as coil or rubber springs, elliptic springs, snubbers and dampers must not be missing, cracked, broken or out of place and must be properly secured.
22.2 All components attached to the truck frames must be properly secured.
22.3 The bolster side bearing and pedestal clearances shall be maintained within manufacturer's specifications.
22.4 The truck frame, brake rigging and associated components of locomotives shall be kept free from accumulation of oil, grease and other combustible materials.
23. Wheels and Axles
23.1 A railway company shall not place, or continue in service, a locomotive with any of the following wheel defects:
- flange thickness of 7/8 inches (22.2 mm) or less;
- vertical flange of 1 inch (25.4 mm) or more;
- a flange height of 1 ½ inches (38.1 mm) or more measured from tread to the top of the flange;
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- a curved plate wheel with a rim thickness of 1 inch (25.4 mm) or less;
- a straight plate wheel with a rim thickness of 1 inch (25.4 mm) or less;
- a straight or curved plate wheel with a rim thickness of 3/4 inch (19.0 mm) or less, on locomotives used in yard services
- a flat spot of 2 ½ inches (63.5 mm) or more in length or, in the case of multiple flat spots, 2 inches (50.8 mm) or more in length;
- a gouge or chip in the flange that is more than 1 ½ inches (38.1 mm) in length and ½ inch (12.7 mm) in width;
- a shell of 2 ½ inches (63.5 mm) or more in length or, in the case of multiple shells, 2 inches (50.8 mm) or more in length;
- tread worn hollow 5/16 inch (7.9 mm) or more;
- a crack in the rim, plate or hub;
- a loose wheel;
- the variation in the circumference of wheels may not exceed ¼ " or 2 tapes on the same axle when applied or threaded.
23.2 A railway company shall not place or continue in service a locomotive with a traction motor support bearing that shows evidence of:
- signs of overheating;
- loose or missing bolts;
- oil leaking from reservoir;
- missing or defective reservoir filler cup, or drain plug not properly secured.
23.3 A railway company shall not place or continue in service a locomotive with any of the following journal bearing safety defects:
- a loose or damaged seal;
- loose or missing end cap bolt;
- signs of over heating; and
- a missing or defective gasket or drain plug not properly secured.
24. Draft Systems
24.1 A railway company shall not place or continue in service a locomotive with any of the following coupler related defects:
- a coupler shank that is bent out of alignment to the extent that the coupler will not couple automatically;
- a coupler knuckle that is broken or cracked on the inside pulling face of the knuckle, except that shrinkage cracks or hot tears that do not significantly reduce the strength of the knuckle shall not be considered cracked;
- a knuckle pin or thrower that is missing or inoperative;
- a coupler retaining pin lock that is missing or broken;
- a coupler with an inoperative lock lift or a coupler assembly that does not have anticreep protection to prevent unintentional unlocking of the coupler lock; locomotives in passenger service must be equipped with a device that locks the lock lift assembly to ensure prevention of unintentional uncoupling;
- a coupler lock that is missing, inoperative, bent, cracked or broken;
- a coupler not falling within the following heights above the rails, (except those by design and of which specifications will be filed with the Department):
- minimum height: 31 ½ inches (800 mm);
- maximum height: 34 ½ inches (876 mm);
- a coupler that has a crack in the area of the shank or head represented by the unshaded portion of figure 1, except that shrinkage cracks or hot tears that do not significantly reduce the strength of the coupler shall not be considered cracked
- an inoperative uncoupling device.
24.2 A railway company shall not place or continue in service a locomotive with a draft arrangement that shows evidence of:
- a draft gear that is inoperative;
- a cracked or broken yoke;
- a vertical coupler pin retainer that is missing or defective
- a draft gear carrier plate that is missing or has more than 25% of the fasteners loose or missing;
- a draft stop that is missing or broken to the extent that it no longer performs its design function.
25. Fuel Tanks
25.1 Exterior of fuel tanks of the locomotive shall be kept free from accumulation of oil, grease and other combustible material.
25.2 Fuel tanks, filling adapters, pumps, piping, valves and connections shall be kept free from leaks, properly secured and in operative condition.
25.3 The fuel tank vent must be kept clear of obstructions.
26. Internal Combustion Engines
26.1 The engine and engine room shall be kept free from accumulation of oil, grease, fuel oil, and other combustible material. Pollution control tanks shall be kept free from leakage and/or from overflow.
26.2 Locomotives operated in service during the fire season, shall have exhaust passages on the discharge side of spark arresting devices or turbo-chargers kept free of oil accumulation and carbonaceous deposits in excess of 1/8 inch (3 mm) in thickness.
27. Rail Clearance
27.1 No part or appliance of a locomotive, excepting wheels and flexible non metallic sand pipe extension tips, shall be less than 2 ½ inches (63 mm) above the top of the rail.
28. Windows
28.1 Windows on controlling locomotives, shall be kept clean and free from cracks or obstructions. All related components, on controlling locomotives, such as wipers, sun visors and defrosters shall be kept in operative condition.
29. Safety Control Equipment
29.1 A controlling locomotive shall not be placed in service other than in designated and/or yard service, without an operative reset safety control.
29.2 A controlling locomotive in designated and/or yard service which is not equipped with a reset safety control shall have an operative safety control foot pedal.
29.3 A locomotive equipped with a safety control system with roll-away protection shall not be placed in service as a controlling locomotive unless it meets the requirements listed in Part II – Locomotive Design Requirements, Section 13.2.
A locomotive equipped with roll-away protection that is not part of the safety control system shall not be placed in service unless it meets the requirements listed in Part II – Locomotive Design Requirements, Section 13.2
30. Safety Appliances
30.1 All safety appliances, as described in General Order No. O-10, "Regulations Respecting Railway Safety Appliance Standards" shall be kept in a safe and operative condition.
31. Speed Indicator
31.1 A controlling locomotive shall not be placed in service other than in designated service without operative speed indicator(s).
32. Event Recorder
32.1 A controlling locomotive shall not be placed in service other than in designated and/or yard service without an operative event recorder.
33. Audible Signals
33.1 All audible signal equipment on controlling locomotives shall be in operative condition.
34. Illuminating Devices
34.1 All illuminating devices shall be secured and be in operative condition.