Caboose behind the locomotive

[Anonymous]

§ 232.215 Transfer train brake tests.

(a) A transfer train, as defined in § 232.5, shall receive a brake test performed by a qualified person, as defined in § 232.5, that includes the following:

(1) The air brake hoses shall be coupled between all freight cars;

(2) After the brake system is charged to not less than 60 psi as indicated by an accurate gauge or end-of-train device at the rear of the train, a 15-psi service brake pipe reduction shall be made; and

(3) An inspection shall be made to determine that the brakes on each car apply and remain applied until the release is initiated by the controlling locomotive. 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 as prescribed in § 232.205(c)(4); otherwise, the defective equipment may be moved only pursuant to the provisions contained in § 232.15, if applicable;

(b) Cars added to transfer trains en route shall be inspected pursuant to the requirements contained in paragraph (a) of this section at the location where the cars are added to the train.

(c) If a train's movement will exceed 20 miles or is not a transfer train as defined in § 232.5, the train shall receive a Class I brake test in accordance with § 232.205 prior to departure.

Definition if you click on hyperlinked "transfer train":

Transfer train means a train that travels between a point of origin and a point of final destination not exceeding 20 miles. Such trains may pick up or deliver freight equipment while en route to destination. 

[dehusman]

BRAKIE

So,you are saying all short lines longer then 20 miles are in violation then since they don't use a FRED and does enroute industry switching?

I stand corrected on the transfer cut not being able to do set outs and pick ups enroute.  The railroad rule book I was looking at (1976 PLE) did not have that clarification.

As to the FRED, it really has no bearing on the air test required, its just a way that the air pressure can be monitored.

The key point is if the train moves any of the cars in its train more than 20 miles, its not a transfer cut and then the other air test requirements apply.  It is quite possible the if the shortline is really short, (less than 20 miles) then it uses the transfer test rules and considers all its trains to be "yard transfers". 

Note on the yard transfer train rules, the initial train an all the subsequent cuts added STILL have to have the air pressure checked on the rear car (the car furthest from the engine).  Among the differences, for purposes of this caboose discussion, the difference is a transfer cut doesn't have to have the air pressure checked on the rear car of the existing train everytime a car is added.  On trains over 20 miles the air pressure has to be checked on the rear car every time the engine is disconnected from the train. 

[BRAKIE]

Guys,First and foremost thanks for helping me with this. Allow me to explain. 

I've seen CSX and NS urban locals as short as 3 cars and old ready Freddy brining up the rear then I visit a short line and here they go with several cars and no FRED. I knew the air had to be checked at the terminal and and again with a running brake test  so, my question is how? And now I understand it.

I also know most short lines longer then 20 miles operate with no FRED but,their top speed isn't much above 25 mph with a good tail wind.

A cabin/caboose/van made life simpliar..All we had to do was look at the air gauge and let the engineer know what the reading was on the tail end.