Part II - Brake Test Requirements
- 10. General
- 11. No.1 Brake Test
- 12. No.1A Brake Test
- 13. Continuity Test
- 14. Train Information Braking System (TIBS) Test
- 15. Transfer Brake Test
- 16. Push-Pull Operation
- 17. Portable Locomotive Remote Control Device Tilt Test
- 18. Trains Using Back-up Hose or Valve
- 19. Snow Plow Train Brake Test
10.1 A train shall not depart from any location until a successful brake test(s), as outlined in this Part and in railway company procedures/work instructions has been performed and all appropriate documentation has been completed.
10.2 No.1 and No.1A brake tests shall be performed on every train as specified in these Rules and company procedures/work instructions by:
- the brake pipe leakage method; or
- the air flow method.
10.3 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.
10.4 A vehicle assisted No.1 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 safety inspector upon request.
11. No. 1 Brake Test
11.1 A No.1 brake test shall be performed by a certified car inspector(s) at safety inspection locations on:
- trains that are made up at that location;
- cars added to a train at that location;
- cars that are interchanged.
- 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 railway company in the direction of travel.
11.2 Exceptions: A No.1 brake test is not required on:
- 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.
- a block swap of cars that have been off air for no more than 24 hours or 48 hours after notifying the department.
11.3 A No.1 brake test shall verify:
- the integrity and continuity of the brake pipe;
- that the condition of the brake rigging on each car in the train meets the minimum requirement specified in Sections 20, 21 and 22 of these Rules;
- that the application and release of the brakes on each car is performed by visible verification of the piston or brake indicator device displacement; and
- that piston travel on each car is within the specified limits.
11.4 A pull-by inspection by a certified car inspector may be performed to verify the release of the train brakes.
11.5 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.
11.6 After completing a No.1 brake test, a train may depart from a safety inspection location with ninety-five (95) percent of the train brakes operative, once every reasonable effort has been made to maintain one hundred (100) percent operative brakes. This requirement does not apply to cars referred to in Subsection 8.4 of these Rules.
11.7 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.
12. No. 1A Brake Test
12.1 No.1A brake test shall be performed by a qualified person(s) on:
- trains made up at other than a safety inspection locations;
- cars lifted en route; and/or
- 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 shall be filed with the Department.
12.2 A No.1A brake test is not required on blocks of cars lifted en-route that have:
- previously received a No.1 brake test for which the brake status information is received; and/or
- 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.
12.3 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.
12.4 A No.1A brake test shall verify:
- the integrity and continuity of the brake pipe; and
- the application and release of the brakes on each car.
12.5 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.
12.6 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.
12.7 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.
12.8 The results of the No.1A brake tests performed:
- by the train crew while enroute shall be recorded and retained until the train reaches it's final destination.
- by other than the lifting train crew shall be retained for a period of thirty (30) days.
13. Continuity Test
13.1 A continuity test shall be performed by a qualified person(s) when:
- a solid block(s) of coupled cars which have received a No.1 or No.1A brake test are added to a train;
- the controlling locomotive has been attached to a train having received a No.1 or No.1A brake test;
- the locomotive consist has been exchanged or altered;
- the locomotive engineer has been changed (unless provisions of 13.3 are met);
- the brake pipe has been re-coupled after being uncoupled; and/or
- the locomotive is re-coupled to the train after setting off cars.
13.2 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.
13.3 A continuity test need not be performed when the locomotive engineer has been changed, provided that all of the following provisions are met:
- 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.
- 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;
- 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).
14. Train Information Braking System (TIBS) Test
14.1 A TIBS test shall verify that an emergency brake application, initiated from the controlling locomotive or dedicated IDU through the TIBS system, will cause an emergency brake application on the last piece of equipment on the train.
14.2 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 railway company procedures/work instructions.
14.3 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.
15. Transfer Brake Test
15.1 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. Except where block signals provide protection, transfers must have air applied throughout the entire equipment consist and the last three cars must be verified to have operative brakes.
15.2 Transfers carrying dangerous goods must have air applied throughout the consist.
16. Push-Pull Operation
16.1 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.
17. Portable Locomotive Remote Control Device Tilt Test
17.1 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:
- application and release of the train brakes;
- that an emergency brake application is initiated as per its design;
- when tilted, the device will apply the brakes and nullify the transmission of power to the locomotive traction motors.
17.2 A modified tilt test may only be performed on a direct operator to operator hand off, in accordance with company procedures/work instructions.
18. Trains Using Back-Up Hose or Valve
18.1 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.
19. Snow Plow Train Brake Test
19.1 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.