John Albert  wrote:   
   > I don't know whether there were any instructions similar to these in   
   > MMA operating rules and special instructions.   
      
   Section 1.12.1 of the Transportation Safety Board of Canada report,   
   "Rule 112 of the Canadian Rail Operating Rules", says that   
      
   TSBC# Since MMA operated in former CPR territory, it adopted CPR's   
   TSBC# General Operating Instructions (GOIs). [16]   
      
   Footnote 16 of the TSB Canada report says   
      
   TSBC# Montreal, Maine & Atlantic Railway (MMA) decided to use Canadian   
   TSBC# Pacific Railway's (CPR) General Operating Instructions (GOIs), and   
   TSBC# decided how to apply and interpret any instruction.   
      
   There appears to be a copy of the CP Rail General Operating Instructions   
   from April 2009 posted on a Canadian rail union site (Teamsters Div. 76   
   Winnipeg) - top level at http://www.tcrc76.com/TCRC_CP_GOI.htm .   
      
   Section 14 of the CPR GOI   
   http://www.tcrc76.com/Legislative/GOI/GOI%20Section%2014%20-%202009%20Final.pdf   
   , item 3.0, "Leaving a Train Unattended", on paper page 177, PDF page   
   5 of 8, says (in part):   
      
   CPR# On the controlling locomotive, the control stand must be left as   
   CPR# follows.   
   CPR# . Independent brake cut-IN and FULLY applied.   
   CPR# . Automatic brake cut-IN and handle in RELEASE.   
   CPR# . Generator Field OFF, Engine Run ON, Control/Fuel Pump ON.   
   CPR# . Engine Control Switch (ECS) to Isolate.   
   CPR# . Reverser handle removed.   
   CPR# . Take the reverser handle from the cab of all locomotives in the   
   CPR#   consist except as specified by Section 15 - item 10.3, or except   
   CPR#   as specified by special instructions, subdivision footnotes or   
   CPR#   operating bulletin.   
      
   I have dug around a little, including on archive.org, and I can't find   
   any MMA-specific documents that might have amended or changed the CP   
   operating instructions.   
      
   > BUT -- if the engineman had only taken that "one extra step" of   
   > re-applying his air brakes after releasing them -- this wouldn't have   
   > happened.   
      
   Or if the person who retrofitted the alerter (the TSBC report calls it   
   a "reset safety control" or RSC) had wired it correctly, then when the   
   main switch on the locomotive was shut off, the alerter would have done   
   a penalty brake application.   
      
   Or if somebody in a shop had realized that JB Weld (or similar) wasn't   
   the best product to use on the camshaft bearing housing of a 3,000 hp   
   diesel engine.   
      
   Of course, you can chase the "chain" way back if you want to.   
      
   > That's my take on it, and I'm standing by it.   
      
   It is always good to hear from somebody who, you know, actually knows   
   how to drive a train.  (I don't want this to come through with the   
   wrong tone, so: I am serious about this.)   
      
   Matt Roberds   
      
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