Rarely there are rules that come out that 'make sense', but CSX has a rule now that you must 'test' the handbrakes on a cut. The 'preferred method' is to release the brakes on the train, release the brakes on the cars, and wait one minute. If the pressure is restored on the rear, the brakes are released, if the handbrakes can hold the cars for a continuous minute after the brakes have released, then the cars are 'secured'. just verifies that with the number of brakes tied, then the hand brakes will be sufficient to hold the cut.M.D.Bentley wrote:The 10 % rule should apply here. 1 hand brake for every 10 cars. More in you are on a hill or heavy cars. BUT, even if you tie down the head end of the train it doesn't stop someone from pulling the pin on the rear and bleeding them off. Maybe they had to cut a crossing up the hill ? That crude oil is heavy and once you knock off the brakes watch out! Only the official investigation will tell us what happened.
Also, the "10% rule" isn't universal. There are other locations where you need 20%, some places only 1 brake, etc. Avon Yard is 1 car = 1 brake, 2 car = 2 brake, 3 car = 3 brake, 3 or more = 3+ sufficient number to hold the cut. You have 150 hoppers, you may only need 3 brakes if it passes the brake test. I would wager the FRA simply has a rule that states "sufficient number of brakes to hold the cut".
It will be interesting to see what happens, but I don't think sabotage played a role necessarily. Train was tied down, and crew had left. There is some question as to wither the engines were shut down properly. If the engines shut down, then the compressors are shut down. If they don't restart to maintain the air, eventually the air is going to bleed off. Air bleeds off enough, the brakes on the train are going to release, and its going to start rolling. Hence the locomotives being a mile 'up hill' from the derailment site, and a couple miles from where they were left.
Practice Safe CSX