1.0 Duties of the Locomotive Engineer
1.1 Familiarity
with Equipment
Locomotive engineers are responsible
to ensure they are familiar with current information regarding the systems and mechanical
procedures, which apply to locomotives in service on CPR. Engineers are responsible for the locomotive
power in their care and when other duties permit, must make every effort to
ensure their efficient and productive operation.
1.2 Safe
Operation of Locomotive and Train
The locomotive engineer must take charge, inspect and leave
the train in ways that ensure safe operation of both the locomotive and
train.
1.3 Central
Locomotive Specialist
Central Locomotive Specialist's (CLS) provide
24-hour assistance to crew to troubleshoot en routed locomotive problems. As
soon as possible, the locomotive engineer must advise the CLS of locomotive
failures, defects, safety hazards or any occasion when a train stalls.
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Phone:
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1 800 308-6426
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1 403 260-5860
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Fax:
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1 403 260-5843
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2.0 General
Instructions
2.1 Engine
Covers and Electrical Doors
Employees are restricted from opening engine covers and
electrical cabinet doors unless authorized or in the case of emergency.
2.2 Locomotive
Fire and Mishaps
In case of mishap or fire to locomotives, the engines and
fuel pumps should be stopped, emergency fuel cutoffs tripped and battery
switches opened as soon as possible.
2.3 Locomotive
in Motion
When locomotive consists are in motion, personnel may move
from one locomotive to an adjoining locomotive only when both locomotives are
equipped with walkways or vestibules.
Hinged walkways should be in the raised position, with safety chains in
place, on single locomotives or when coupled to other locomotives not equipped
with walkways or vestibules.
2.4 Control
Cabs on CP 1100-1104
Operation of the uncoupling lever by an
employee standing on the side ladder of control cabs 1100-1104 while in motion
is prohibited.
Note: These units are used
in Canada
only.
2.5 Stopping
Locomotive over Open Flame
Locomotives or rail diesel cars must not be stopped over open
flame switch heaters unless absolutely unavoidable in which case they should be
moved off promptly or switch heaters extinguished.
3.0 Maximum
Speed of Locomotives
3.1 Maximum
Speed - Light Engines
Locomotives operated singly, not coupled to other equipment,
and must not exceed 40 MPH.
3.2 Maximum
Speed - Coupled to Train
Maximum locomotive speed coupled
to a train is governed by traction motor gearing. The table below lists the maximum speed for
locomotives.
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Class or Locomotive Number
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MPH
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SOO 6000 – 6041
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70
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SOO 6042 – 6062
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73
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DRF-43, DRF-44, DRF-60
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68
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DRF-30
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65
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DRS-12
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75
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DRS-17, DRS-20, DRS 22
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65
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DS-12, DS-15, DS-17
When Operating
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35
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DS-12, DS-15, DS-17
When Dead or Isolated
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65
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Note:
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DRF =
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Diesel Road
Freight
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6 axle
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DRS =
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Diesel Road
Switch
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4 axle
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DS
=
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Diesel
Switcher
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4 axle
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The number following the initials DRS or DRF indicates
horsepower.
Example: DRF - 44 is a 4400 horsepower Diesel Road
Freight locomotive.
4.0 Locomotives Basic Consist
4.1 Maximum
Number of Driving Axles
in a Consist
A basic consist is the number of locomotives which may be
coupled together. The number of
locomotives permitted in a basic consist is dependent on the number of driving
axles. A driving axle is an axle capable of delivering power to the rail
regardless of locomotive type.
Note 1: In
application of this Rule, use the following table to determine the number of
powered axles.
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Loco Model
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No. Of Powered
Axles
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Loco Model
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No. Of
PoweredAxles
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MP15, SW15
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4
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B30-7A
B36-7
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5
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GP7/9
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4
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B32-8
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5
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GP38
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4
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B40-8
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5
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GP40/49
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5
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C32-8
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8
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GP50/59
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5
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C36-7
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8
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GP60
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5
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C39-8
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8
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SD40/ -2
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6
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D8-40C
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8
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SD50
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8
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D8-40CW
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8
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SD60/I/M
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8
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D9-40CW
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8
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SD70/M
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8
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All
GM AC
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12
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SD80/90
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8
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All
GE AC
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12
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Examples
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Example 1
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With 4 SD40s , the consist would be considered as
having 24 powered axles.
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Example 2
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With 2 SD60s, the consist would be considered as
having 16 powered axles.
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Example 3
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With 1 GE AC4400s and 1 SD60, the consist would be considered as having
20 powered axles.
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Example 4
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With 2 SD40s and 1 SD60, the consist would be
considered as having 20 powered axles.
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4.2 Maximum
Driving Axles—NEUS
The maximum number of driving axles permitted on the NEUS
Service Areas is 32.
Note 1: This rule
does not supercede the requirements of Section 6, Rule 8.0, Restrictions when Moving Backward.
Note 2: On
consist with more than 24 powered axles, throttle 8 must not be utilized below
12 mph.
4.3 Adding
Locomotives to the Basic Consist
Dead, or isolated locomotives may be added to the basic
consist, but the consist must not exceed 8 locomotives total. When dead or isolated locomotives are added,
the following restrictions will apply:
·
Weight of dead or isolated locomotives must be
included in weight of the train;
·
All locomotives must have coupler alignment
control/bolster stops.
Example: A
consist of 5, six axle locomotives is considered to have a basic consist of 30
axles. With this consist, 3 additional dead
or isolated locomotives may be added, provided the locomotives have alignment
control.
Non-alignment control locomotives may not be handled in
addition to the basic consist, but may be part of the basic consist, and
handled per
Rule 5.3.
Example: An
operating consist of two, six axle locomotives may have non-alignment
locomotives added to its consist providing the consist does not exceed a total
of 30 axles.
5.0 Handling of Locomotives Not Equipped with
Coupler Alignment Control or Bolster Stops
5.1 Locomotives Not
Equipped with Alignment Control
The following locomotives are not equipped with alignment
control or bolster stops:
Table 5-2: Locomotives With
Non-Alignment Couplers
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Type
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Locomotive Number (Soo)
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SW 9
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2112-2115, 2117-2119
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SW 1200
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322, 325, 328, 1200-1205, 1207, 1209, 1211, 1213, 1220, 1222,
2122, 2126
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SW 1500
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1401
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MP 1500
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1500-1563
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GP 7
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378, 381-383
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GP 9
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401, 402, 404, 405, 410-412, 414 2403-2405, 2408, 2411, 2551,
4229-4230
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SD 10
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532, 534, 543
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CP Locomotive series CP 1500 and 1600, slug locomotives CP
1018 and 1019 are not equipped with alignment control and, unless stenciled
with the words “Bolster Stops” or “Bolster Limiting Blocks Applied” on the side
frame in line with the center castings, are also not equipped with bolster
stops.
5.2 Leased
Locomotives
Unless otherwise specified, all locomotives leased by CPR
will be equipped with coupler alignment controls or bolster stops.
Note: It may be necessary to move locomotives owned by
industries that perform their own in-plant switching. Unless it can be
positively ascertained from the Central Locomotive Specialist that these
locomotives are equipped with coupler alignment control or bolster stops, they
must be regarded as not being so equipped, and must be marshaled as outlined in
Rule 5.3 below, or 7.5.
5.3 Requirement
For Handling One or More Locomotives without Alignment Control
The method for handling locomotive consists in which one or more
locomotives is not equipped with coupler alignment control or bolster stops is
as follows:
a) When locomotives not equipped with coupler alignment
control or bolster stops are marshaled as the first and/or second locomotive of
a consist, and all other locomotives are equipped with coupler alignment
control or bolster stops no special operating instructions are required.
b) When three or more locomotives not equipped with
coupler alignment control or bolster stops are in a locomotive consist, they
are to be marshaled ahead of the locomotives with coupler alignment control or
bolster stops. The use of independent
brake on curves must be avoided.
c) When locomotives without coupler alignment control or
bolster stops are not marshaled according to a) or b) above, the use of dynamic
brake and or independent brake on curves must be avoided.
5.4 Engineer
Responsibility
When three or more locomotives are coupled together in a
consist, it is the locomotive engineers responsibility to know before
proceeding which locomotives in his care are not equipped with coupler
alignment control or bolster stops and to handle the train accordingly.
Note: There are
no restrictions on the use of locomotives in passenger service, which are not
equipped with coupler alignment control or bolster stops.
6.0 Moving
Locomotives
6.1 Moving
Locomotives within Engine Servicing Areas
When moving locomotives on engine servicing tracks,
locomotive engineers and engine servicing engineers (hostlers) must:
a) Charge
main reservoir to 100 psi and properly position brake equipment before moving
the locomotive.
b) Apply
and release locomotive brakes to verify that brake cylinder pistons are
operating and brake cylinder lines to trucks are not cut out.
c) Verify
that the way is clear before moving the locomotive
d) Ring
the locomotive bell prior to and during movement.
e) Do
not exceed 5 MPH
within engine servicing areas.
f)
Do not move on or off a turntable unless the
table is correctly lined and locked. Do
not exceed 1 MPH
when moving on or off a turntable.
When assisted by a hostler helper, do not move the locomotive
until signaled to do so.
6.2 Before
Moving Locomotive
a) Verify
that hand brakes are released on all locomotives.
b) On
multiple locomotives consist ensure:
·
MU hoses are coupled.
·
MU cutout cocks and valves are properly
positioned.
c) Ensure
main reservoir pressure is 100 psi or greater.
6.3 Initial
Movement of Light Engines
After initiating movement, the following will apply:
a) At
a speed of 1 to 3 MPH,
allow the locomotive to drift with the throttle in IDLE
(if conditions permit).
NOTE:
If the locomotive consist does not roll freely when movement is
initiated, stop and check hand brakes on all locomotives.
b) Check
locomotive brake by applying and releasing independent brake and note
development of brake cylinder pressure sufficient to reduce speed and stop
locomotive.
c) Increase
locomotive speed if conditions permit, and make a service brake pipe reduction
sufficient to develop brake cylinder pressure.
d) When
speed decreases to approximately
5 MPH, actuate for 4 seconds per locomotive to ensure the brakes release.
6.4 Initial
Movement of Engines and other Equipment
When first starting out and locomotives are attached to rail
cars or other equipment with air brakes cut in, before speed exceeds 10 MPH, actuate and determine if
brakes apply on trailing locomotive(s) in consist.
Note: If actuating results in brakes applying on
trailing locomotives in consist, stop and check MU hose connections.
6.5 Light
Engine Movement within Yards and Terminals
a) Multiple
locomotive consists may be moved within a terminal area with only the brake
pipe connected under the following conditions:
·
Distance traveled does not exceed 2 miles.
·
Speed does not exceed 10 MPH.
b) When
starting movement with only the brake pipe connected:
·
At a speed of 1 to 3 MPH, apply the automatic brake by
making a 10 psi brake pipe reduction. Make sure the brakes apply.
·
After stopping, release the automatic brake and
make sure all brakes release.
c) Operate
a light locomotive consist from the cab nearest the direction of travel when:
·
Distance to be traveled exceeds 2 miles.
·
Visibility is impaired.
6.6 Reverse
Movements of
CP 9000 - 9024 Locomotives
CP locomotives numbered CP 9000-9024 are car body type road
locomotives. These locomotives are not
equipped with an emergency brake valve adjacent to each end exit door. Crew members controlling a reverse movement
from the rear of one of these locomotives must be visible to the engineer.
7.0 Dead or Disabled Locomotives
7.1 Notification
of Dead or Disabled Locomotives
The appropriate mechanical officer at the originating point
must notify the following (in writing) of the movement of disabled locomotives,
specifying speed or other restrictions:
·
Operations Manager - NMC
·
Yardmaster
·
Central Locomotive Specialist.
7.2 Yardmaster
Yardmaster must secure authority of the Locomotive
Distributor on which train to move the disabled locomotive.
7.3 Dispatcher
Will notify in writing, the conductor and locomotive engineer
of any specific train handling required; the connecting service area of the
movement and restrictions required.
7.4 Handling
Dead or Disabled Locomotives in a Train
A dead or disabled locomotive, equipped with coupler
alignment control or bolster stops, which cannot be added to the basic
consist, may be handled in the train provided:
a) It
is separated from the locomotive consist handling the train and from other
locomotives by at least 6 loaded cars, but not more than 16 loaded cars;
Exception: The requirement to separate locomotives by loaded cars will not apply when
there are no loaded cars marshaled to the rear of the locomotives being handled
in the train.
b) Not
more than 2 such locomotives are coupled together.
c) A
single locomotive which has a damaged drawbar may be moved as the last car on a
train providing:
·
The locomotive is dead, with air brakes set for
“Dead in Train.
·
The air brakes are operative.
·
The train is mostly loaded cars (at least 2/3
loads).
·
There are no large blocks of empty cars (10 or
more) marshaled anywhere ahead of the disabled locomotive.
7.5 Dead
or Disabled Locomotive Not Equipped with Coupler Alignment Control
When a dead or disabled locomotive WITHOUT coupler alignment
control or bolster stops is marshaled in accordance with item 7.4(a):
·
It must not be coupled to another locomotive;
·
Dynamic brake factor must not exceed 10
and the use of independent brake on curves must be avoided.
7.6 New
Locomotives Moving from EMD Factory
When moving locomotives from the EMD factory in London, Ontario
the following will apply:
a)
Locomotives will be handled trailing in the lead
locomotive consist, DEAD and with only the brake pipe coupled.
The above information must be recorded on the Crew to
Crew Information Form.
b)
The locomotives have operative air brakes and
should be tested in accordance with train air brake tests (automatic brake
application and release only).
Note: General Motors' personnel at London Ontario
will set up the air brake system properly and will ensure all controls and
switches are properly positioned; locomotive cab doors will be subsequently
locked. CPR employees must not alter any controls or switches on these
locomotives unless so advised by the Central Locomotive Specialists.
c)
The locomotives will be handled in standard
freight service.
d)
The total number of these locomotives plus the
operating locomotives must not
exceed 8.
WARNING! Wheel slip protection will NOT be available
for these locomotives. It is mandatory
that train crew members make frequent running inspections on both sides of the
locomotive consist to ensure that all wheels are turning freely.
e)
Any time one of these locomotives is set off and
left standing, apply a hand brake and test it’s effectiveness. It will not be possible to re-position the
air brake handles and valves.
f)
Should difficulty be experienced with one or
more of these locomotives during transit, or should one of these locomotives
need to be picked up or set out en route, crews must immediately notify the
Central Locomotive Specialists.
g)
Special Instructions will be issued for EMD
passenger locomotives and for EMD export locomotives destined for railroads
outside North America, which may not be
equipped with alignment control couplers. All new EMD freight locomotives built
for North America are equipped with alignment
control couplers.
8.0 Pre-Departure
Locomotive Inspections
8.1 Crew
Change Points
Before departing, the locomotive engineer must:
a) Record
any malfunctions or defects on the Crew to Crew Form.
b) Know
that the DB factor does not exceed the maximum permissible limit, and record
the DB factor on the Crew to Crew Information Form.
c) Ensure
that the headlights, ditchlights, bell and whistle are working on the lead
locomotive.
d) Know
that the flagging equipment is fully supplied on the lead locomotive.
e) Ensure
that the hand brakes are released.
NOTE: If the locomotive consist does not roll freely
when movement is commenced, stop and check hand brakes on all locomotives.
f)
Ensure the locomotive brakes and devices for
regulating air pressures, including automatic and independent brake valves
operate as intended.
g) Perform
a Daily Locomotive Inspection if required.
h) Check
locomotive fuel level and ensure it is sufficient. If it is not sufficient, notify the
dispatcher
8.2 Pre Departure of Locomotive at Layover
Points
At locations where a locomotive has laid over, the locomotive
engineer or other qualified person must perform a locomotive pre-departure
(walk around) inspection as follows:
a)
Start
up the engines, if shutdown.
b)
Inspect
the running gear and trucks for visible defects.
c)
Inspect
the locomotive(s) for any other apparent hazards likely to cause an accident or
injury.
d)
Where
applicable, the Automatic Reporting Unit (ARU) must be disconnected. (See Rule 10.4 in this section.)
e)
Record
any malfunctions or defects on the Crew to Crew Form.
f)
Know
that the DB factor does not exceed the maximum permissible limit and record the
DB factor on the Crew to Crew Information Form.
g)
Know
that the air brake system is set up correctly for lead and trailing
locomotives.
h)
Ensure
that the headlights, ditchlights, bell and whistle are working on the lead
locomotive.
i)
Ensure
water and oil have are drained manually from the air brake system once each
day.
j)
Know
that the flagging equipment is fully supplied on the lead locomotive.
k)
Ensure
that the hand brakes are released on all locomotives before moving.
l)
Perform
a locomotive brake test in accordance with Section 3, Rule 3.0.
m)
Perform
a Daily Locomotive Inspection if required.
n)
Check locomotive fuel level and ensure it is
sufficient. If it is not sufficient,
notify the dispatcher
8.3 Changing
Off with another Locomotive Engineer
a) Examine
the Crew to Crew Information Form. If
the form does not indicate that the DB factor is within permissible limits,
check each locomotive and then update the Crew to Crew Information Form.
b) Know
that the flagging equipment is fully supplied on the lead locomotive.
9.0 Movements Not Controlled by the Lead
Locomotive
See Operating Rules and Timetable Special Instructions. when
engineer is not controlling movement from the leading end.
10.0 Winter Operation: (Nov 15 - Mar 15)
10.1 High
Idle Protection
Most CPR road locomotives (and SOO 6000 to 6062 - SD60s) have
been equipped with high idle feature, which will automatically increase engine
RPM to 4th notch if cooling water temperature drops below a certain point.
This feature is not trainlined. Locomotives not equipped with this feature
must be throttled up manually (from the controlling locomotive); this is
essential to maintain engine temperature and circulation of cooling water.
10.2 Locomotives
without High Idle Protection (NOT
Equipped)
Leased locomotives, DS Class yard engines, DRS class low
horse power road switchers
(CP 1200s, 1500-1705, 8100s, 8200s) and most SOO locomotives are NOT equipped
with High Idle protection.
Note: Former SOO locomotives
(now CP 740 to 787, CP 1404 to 1437, CP 4406 to 4620, CP or StL&H 5447 to
5484, and CP or D&H or StL&H 7303 to 7312) are NOT equipped with high
idle protection.
10.3 Locomotive High Idle to Protect
Engine from Freezing
Locomotive must be throttled-up
if temperatures are at or expected to be below zero degrees Fahrenheit, and;
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Winter Operation
High Idle Requirements
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IF
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THEN
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1.
Any locomotive in the consist is not equipped
with high idle protection; and,
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The consist must be manually throttled up as follows:
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2. Such locomotives are being left unattended;
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On Leading locomotive ensure:
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Step
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Switch / Lever
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Action
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1
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Generator
Field
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OFF.
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2
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Control/Fuel
Pump & Engine Run
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ON
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3
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REVERSER
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Inserted
and in NEUTRAL
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4
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Throttle
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Throttle
4 position
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NOTE:
Locomotives that are equipped with the High Idle feature should be
ISOLATED so that they do not rev up unnecessarily. This should be noted on the Crew to Crew
Information Form.
Example: Your
locomotive consist includes
CP 8603, CP 8515, SOO 6602 and DH 7303.
You have to leave your train unattended.
You have heard it is below zero Fahrenheit and you are concerned about
the 2 trailing locomotives freezing up.
You protect your locomotives by:
Manually
throttle up to # 4,
·
ISOLATE all locomotives except the
SOO 6602 and the DH 7303.
Even on a shop track, you would
leave this consist, or a yard engine, manually throttled up, if temperature is
at, or expected to drop below zero degrees Fahrenheit.
It is recognized that train crews do not have easy access to
the exact outside temperature. Care and
good judgment are essential in the application of this rule.
10.4 Automatic
Reporting Units (ARU)
The following will apply where ARUs are used:
a)
In areas where locomotives are connected to an
ARU, do not increase the throttle to notch 4 unless advised to do so by
Mechanical Services or supervisor.
b)
All unattended locomotive consists which are
tied up at locations where an ARU is located, must have ARU connected as
follows:
1)
Leave the locomotive on RUN. DO NOT ISOLATE or
put to RUN after ARU is connected.
2)
Plug in the ARU cable into MU receptacle on
front of lead locomotive.
3)
Place the antenna on the outside of the
locomotive cab using the magnetized antenna base.
c)
Before moving the locomotive, check to ensure
ARU cable is unplugged as follows:
1)
Remove the ARU from the locomotive MU
receptacle.
2)
Remove the antenna from outside to locomotive
cab.
3)
Store the ARU in the designated area to avoid
damage to equipment.
NOTE: If the reverser
is placed in a direction before the ARU is unplugged, the locomotive wheel slip
alarm will activate.
d) Portable
Type ARUs are available at locations indicated in notices and must be used when
locomotives are to be tied up at remote locations. Locomotive Engineers are
responsible to ensure that the portable ARU is with the consist prior to
leaving the initial location as well as the remote location.
e) If
responding to an alarm from an ARU:
1)
If the locomotive(s) is shut down, find and
correct fault and restart.
2)
Ensure locomotive(s) is running in idle.
Check isolation switch to ensure it is in RUN position.
3)
Ensure the ARU plug is correctly set into MU
receptacle on the locomotive.
11.0 Draining a Locomotive in Freezing Weather
Note: CP 9300—9303 (SD90MAC/6000s) and UP 8500—8561 (SD90MACs)
are equipped with anti-freeze in the cooling system and must not be drained.
11.1 Winter
Operation (Nov 15 - Mar 15) Draining Locomotives
During winter operations
locomotive(s) must be drained under the following conditions:
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Winter
Operation Draining Requirements
|
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IF
|
THEN
|
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Any locomotive dies and cannot be
restarted.
|
The cooling system MUST be drained
using the manual drain valve.
|
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IF
|
THEN
|
|
A leased locomotive is trailing and
1.
It
has to be left ISOLATED and
2.
It is
not equipped with an Alarm Silence Switch
|
The cooling system MUST be drained
using the manual drain valve.
|
Caution: refer to rule 11.5 of this Section.
Silent Alarm Circuit
CPR locomotives are equipped with an Alarm Silence Switch so even
when isolated will “sound the alarm” if the engine shuts down.
About one half of leased locomotives do not have this feature
and if ISOLATED, will NOT “sound the alarm” if the engine shuts down.
Automatic Drain Valve
Do not rely on automatic drain valves. When a crew members responds to an alarm, the
cooling water temperature may still be warm enough to prevent the valve from
opening. When it cools, no one may be
present to confirm that the valve opens automatically and if it doesn’t,
serious damage is likely.
11.2 Draining
Locomotive
When the engine of a locomotive is shutdown and there is a
possibility of damage from freezing, the engine cooling water must be drained.
a)
Refer to the draining instruction posted in the
cab.
b)
Open main valve to drain diesel engine.
c)
If the locomotive is equipped with a pressure
relief valve on the expansion tank, relieve the pressure in the system by
pulling down on the fill valve handle (pressure relief valve) until the
pressure is vented. Stay clear of
