Train Handling and Brake Application Techniques
Core handling rules
Use the automatic brake for train brakes and the independent for locomotive brakes. Make a minimum service reduction, typically 6–8 psi per the rulebook, rather than a heavy reduction. Increase reduction in small increments if more braking is needed. Release fully before reapplying; fanning the brake valve overheats and wastes air. On grades, use dynamic brake first to control speed and keep the train stretched, then add air as needed. Avoid power braking - pulling against the brakes - and avoid using the independent brake while dynamic is engaged, which can cause wheelslip.
Worked example
A 12,000-ton train descends a long grade. The engineer sets dynamic brake to hold speed and keeps the train stretched. Speed begins to rise, so the engineer makes a minimum reduction and watches the brake pipe stabilize. When speed is controlled, the engineer does not release immediately; the dynamic brake is increased first, then the air is released gradually. If speed climbs again, a slightly deeper reduction is made rather than cycling the brakes.
Traps that cost marks
Over-reducing and then releasing too soon, causing slack action. Using the independent brake as a train brake. Applying air on the grade while the train is bunched, then stretching it abruptly. Releasing brakes before the dynamic brake is ready. Forgetting that brake pipe reduction must travel through the train, so the rear reacts later.