Observation of exceptions after an emergency air application.
On my last ride on the C&TS we were EB a few miles west of Cascade trestle and were pushing some cows ahead of us. At one point on a sharp left hand curve, a herd of cows on the fireman’s side came down the hill and crossed directly in front of the locomotive pilot, surprising the engineer to the point of throwing the train in emergency. No problem, the correct action, so far.
But then the engineer and the fireman did not look back over the train for any possible derailed cars. None of the train crew hit the ground to check all the wheels to see that none may have a flange on the head of the rail. The engineer concerned himself with getting the air recharged, releasing the brakes and proceeding with a quick acceleration to track speed without a ground inspection of the train wheels. Everyone knew why the train went into emergency and did not consider that it alone could cause a derailment. The engineer did not concede his authority to move the train.
Suggestion; Once the train is stopped, the authority to start the train belongs only to the Conductor at all times, not some of the times.
A “proceed” signal should have been received from the Conductor. Then the train should pull the slack or move a half car length and again get a second “proceed” signal from the Conductor, when all the crew is confident that all wheels are on the rail. The C&TS rules do not call for a test start to assure the train is not about to derail, and should be amended. The rules call for a test stop just before coupling into passenger cars and likewise, a test start should be made following an emergency stop.
