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Diesel engines will handle 1500 tons single thru Cascade tunnel eastward.

The electric holding brakes on these engines will hold at approximately 17 MPH the same tonnage on a descending grade that the engine will pull up the grade at continuous tractive effort. That is, the regenerative brake on these engines will hold 2000 tons on a 2.2 grade, 3000 tons on a 1.6 grade and 4800 tons on a 1.0 grade at approximately 17 MPH. At either a higher or lower speed than this, the engines will handle less than this maximum tonnage. On the 2.2 grade, diesel engines should be cut into the train approximately 1800 tons from the rear end which is the tonnage the diesel engines can hold with the electric brake at from approximately 15 to 20 MPH.

This brake was not designed as a stopping brake, but is primarily for holding trains on long grades and engineers in the electrified territory must not expect diesel engine holding brake to have the capacity for slowing down heavy freight trains that the electric engines have.

Diesel engines must not be cut in ahead of the electric engines in either direction.

Engineers on diesel engines will not use any power to push train at any point from Berne to Appleyard, except when stop is made at Winton, and then only to get the train started at speed of 10 MPH.

All trains approaching Skykomish, with diesel engines cut in as helper must stop before passing automatic block signal 1731.7, east of east switch, before proceeding into yard regardless of signal indication.

Diesel engines, 5400 hp, operated on eastward freight trains thru Cascade tunnel will be governed as follows:

1...Engage both cooling fans on all four units of the diesel leaving Skykomish and control the engine cooling water temperatures between 155 and 165 degrees by proper shutter regulation.

2...When diesel engine passes Scenic depot, open all four radiator shutters on the two rear units wide open.

3...When diesel engine enters tunnel, reduce throttle to No. 6 position and operate diesel engine thru tunnel in No. 6 throttle.

4...Regulate water temperature on the two leading cabs with the radiator shutters to maintain a water temperature of between 155 and 165 degrees.

5...Hot engine alarms are set at 195 degrees and should the hot engine alarm sound on either of the two rear cabs, isolate the unit with high temperature and handle train on three units thru tunnel. Place the unit back on the line after water temperature is reduced to normal and check water level in engine cooling water tanks. Should the water level fall below minimum level as indicated in the water glass, shut engine down.

6...If, for any reason, eastward trains being handled or helped by diesel engines are stopped in tunnel, diesel engines must be closed down and members of crew on both head end and rear end of train must communicate with each other on telephones located in each bay of the tunnel and have a thorough understanding with entire crew whether train will be backed out of tunnel or doubled out to Berne. If backed out to Scenic, train must be stopped before passing east siding switch and not back down main track unless protected by train order or flagman, or backing in on siding, it must be known siding is clear. In making these moves definite understanding must be had with all members of the crew as to what is to be done to avoid accident.

7...Report maximum engine water temperature reached in tunnel each trip on the engineer's work report on arrival at Appleyard.