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On the big thread about the Lac-Megantic runaway, there was a lot of discussion about air brakes and handbrakes.  I found an excellent article analyzing the issues surrounding the question of applying handbrakes to secure trains.  So I thought I would start a fresh thread focusing only on that element of the disaster.  On the other thread, we discussed whether the handbrake procedure was simple or complex.  This article makes it clear that while setting a handbrake is simple, the proper procedure to secure a train on a grade is not so simple.  The rules call for setting a certain number of handbrakes on trains depending on the grade.  An unaddressed complication enters in for trains standing on a varying grade.  For a grade as steep as the one leading to Lac-Megantic, the MM&A rules call for handbrakes to be set on 8% of the cars.  For that same amount of grade on the CN, their rules call for setting brakes on 40% of the cars.  Variation in wind conditions can also influence need for handbrakes.  The guidelines allow an engineer to set more than the required amount at his own discretion.  But what exactly does that mean in practical terms?  Can you blame an engineer if the guidelines for the proper number of brakes were insufficient and the engineer’s discretion agreed with the guidelines?  Well apparently the answer is yes.  This is because, while the engineer is free to use his discretion, his discretion must prevent the train from rolling away.  Here is the rule: Section 112 states: “When equipment is left at any point, a sufficient number of hand brakes must be applied to prevent it from moving. Special instructions will indicate the minimum hand-brake requirements for all locations where equipment is left.” So you have to apply the minimum, and you have to apply enough to prevent movement.  Many have mentioned the push-pull test to see if enough brakes are applied to prevent movement.  That sounds like the practical solution, however; the article mentions this: But in a 2011 report into a runaway train incident near Sept-Îles, the TSB noted that “it is impossible to verify hand-brake effectiveness by pulling or pushing cars on high grades (so) locomotive engineers cannot accurately know that management’s expectations have been met every time cars are secured.” So, according to the TSB, the “practical method” of testing to see if enough handbrakes are applied is “impossible.” I conclude that even if the investigation shows that the engineer did not set enough handbrakes, or did not set them tight enough, a large part of the blame is going to be placed on the MM&A Ry, and on the Canadian regulations. <a href="http://www.montrealgazette.com/M%C3%A9gantic+clear+rules+train+hand+brakes/8679004/story.html">http://www.montrealgazette.com/M%C3%A9gantic+clear+rules+train+hand+brakes/8679004/story.html</a>
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