According to the FRA, and now included in the TRO-4 (Airbrake and Trainhandling Rules and Instructions) a class II brake test (Apply and Release) must be performed after any unintentional emergency application. So I would say if my foot slips off the deadman, that was not an intentional emergency application, and a class II test is required. My understanding of the rule is that the only time you are relieved of performing a class II test is when the emergency application is caused by the engineer moving the abv (Automatic Brake Valve) handle to emergency, or someone pulling a dump valve.
Also, the class II test is what used to be called an apply and release test. Important to note here is that it is an apply and release. Not release and apply. So, once the engineer sets up and releases the brakes, a qualified person must note a reduction in brake pipe pressure on the hind end, and an increase in brake pipe pressure on the hind end. Just applying the brakes is not enough, and is not a proper test. Performing this test improperly, or not at all, is a decertifiable offense for an engineer.
Finally, one interesting note. When the DTN (Data Trainline Network, I think) is finally hooked up, if ever, the engineer will be able to perform a proper class II test from the cab car without anyone on the hind end, provided an ALP-46 is on the other end. The DTN are the small jumper outlets, painted white, towards the outside of the CV's and CIIM's. So far, the system has not been used, or even tested. When in serivce, it will allow the engineer to monitor the locomotive from an equiped cab car. Because it will provide a brake pipe reading from the hind end, the engineer can note the reduction and increase in brake pipe pressure on the hind end. The class II test does not actually require anyone to observe the brakes actually apply and release. They need only see that the brake pipe pressure drops and is restored.
Also, the class II test is what used to be called an apply and release test. Important to note here is that it is an apply and release. Not release and apply. So, once the engineer sets up and releases the brakes, a qualified person must note a reduction in brake pipe pressure on the hind end, and an increase in brake pipe pressure on the hind end. Just applying the brakes is not enough, and is not a proper test. Performing this test improperly, or not at all, is a decertifiable offense for an engineer.
Finally, one interesting note. When the DTN (Data Trainline Network, I think) is finally hooked up, if ever, the engineer will be able to perform a proper class II test from the cab car without anyone on the hind end, provided an ALP-46 is on the other end. The DTN are the small jumper outlets, painted white, towards the outside of the CV's and CIIM's. So far, the system has not been used, or even tested. When in serivce, it will allow the engineer to monitor the locomotive from an equiped cab car. Because it will provide a brake pipe reading from the hind end, the engineer can note the reduction and increase in brake pipe pressure on the hind end. The class II test does not actually require anyone to observe the brakes actually apply and release. They need only see that the brake pipe pressure drops and is restored.
Proven Theory #2 - If you don't work for the railroad, you don't know more than the people who do, no matter how many years you've hung around the tracks, or how well you think you understand railroading.
Rest in peace Jtgshu.
Rest in peace Jtgshu.