STOPPING TRAIN WITH SLACK "IN".
594. At points where it will be most convenient to keep slack "in" shut off steam gradually (drifting throttle) and allow ample time for the engine to drift the slack in as much as it will before commencing to apply brakes.
595-a. At ordinary speeds make each stop with one application but with two reductions. Make first reduction sufficient and at a point to insure that it alone will, with no additional reduction, prevent the engine from passing the objective point. Then when not over 40 ft. from stopped make second reduction of 8 or 10 pounds. The object of this final reduction is to start the slack in at a time too late for it to run out again before the stop is completed.
595-b. It is very important that when stopping from ordinary speeds one application, with two reductions be followed. With either method stopping with slack "in" or "out", the amount of first reduction should not be less than 6 lbs. or more than 12.
595-c. When stopping freight trains for coal or water, air brakes must be applied by the Enginemen and the engine detached, unless the conditions are such, in the judgment of the Engineman, as to make such action unnecessary to prevent possible damage to lading and equipment. After re-coupling to train a road test of the brakes is necessary.
TRAIN CONTROLLED BY ENGINE BRAKES.
596. When train is being controlled by engine brakes only, if it becomes necessary to apply the train brakes to aid, (which will be rare if good judgment is used), do not release or reduce the engine brake holding power before commencing the automatic application, as to do so would be liable to cause very serious damage. Instead, as the automatic application is begun, merely insure, by use of means provided, that engine brake cylinder pressure does not increase to an amount that is liable to slide wheels. In fact, after the head brakes
have begun to apply, but not before, the engine brake cylinder pressure may be reduced or entirely released without detrimental results.
597. On freight trains of 60 to 100 cars a release of the brakes should not be attempted unless at least a 20lbb. reduction in brake pipe pressure has been made, and then not at a speed slower than 20 miles per hour. Over 100 cars a release should not be attempted unless at least a 25lbb. reduction of brake pipe pressure has been made, and then not at speed slower than 25 miles per hour.
597-a. After an emergency application on a freight train the handle of the brake valve must be left in full emergency position until train stops.
597-b. When release is made, place brake valve handle in release position for 15 seconds, running positions for 30 seconds, then make a "kick-off" for two seconds and then leave brake valve handle in running position.
597-c. Do not attempt to start, or, if running, to begin use of steam until time has been allowed for all brakes to release which will require about two and one-half seconds per car.
HANDLING FREIGHT TRAINS ON DESCENDING GRADES.
598. Brake pipe pressure on loaded trains about to descend a grade of 1% or over must be raised to 90 lbs., low pressure governor cut out and main reservoir pressure pumped up to adjustment of high pressure governor.
599. Enginemen must know that brakes on engine and train are in good condition before descending grade.
600. Before a train is operated down a grade requiring the use of retaining valves, it must be known that they