A. Probably no more difficult question to answer could be asked, as the service braking of a train must be governed by the condition surrounding it; meaning, relation of brake power to weight of train; rail condition; speed and grade.  To prevent breaking in two and other damage, freight trains should be stopped with one brake application, which may consist of one or more reductions, up to full service.  Generally speaking, the slack should be bunched before the brakes are applied, and this may best be done by gradually closing the throttle and allow the train to drift some little distance.  The first reduction should not be less than five or more than eight pounds.  The brakes should be applied as soon as possible after the slack has had time to run in, the object of this being to have the train slack adjusted while the brakes are least effective, due to the high speed and light brake cylinder pressure.  It is at this time that damage may be done to the train; therefore, if the slack be kept bunched or stretched, as the case may be, the possibility of train damage will be greatly reduced.  To obtain this condition, complete the stop with as light a brake application as permissible.  When the brake is first applied, the engineer should note if the tendency be for the train slack to bunch or stretch, and having learned that the train is inclined to stretch badly, he can keep the slack stretched by making the initial brake pipe reduction before shutting off steam, then shut off steam gradually as soon as the brake valve exhaust port closes, the object in working steam being to prevent the slack running in as the application is made, which in turn will prevent severe jerks due to the slack running out as the rear brakes become effective.  Where the locomotive is equipped with an independent release feature, its brakes should be kept released while the train brakes are being applied.

198.  Q. Is it considered good practice to attempt making an accurate stop with a freight train?

A. It may be said to be very poor judgment to attempt making an accurate stop with a freight train, such as a spot stop for coal or water or a close-up stop for a switch.  Some engineers seem to think that it is a reflection on their judgment if an accurate stop is not made, but this is not so, due to the fact that no two trains brake alike, and the same train may not brake twice alike.  Therefore, aim for a smooth stop, which means a safe stop, leaving accuracy out of the question until the time comes when you are handling a passenger train.

199.  Q. What precaution should be taken after a stop is made on a heavy grade?

A. The air brakes should be released and a sufficient number of hand brakes applied to hold the train.  Never rely on the air brake to hold the train for any length of time.

200.  Q. Why is it dangerous to repeatedly apply and release the brakes without giving time for the auxiliaries to fully recharge?