1.0 General
Requirements
1.1 Engineer
Responsibility
The locomotive engineer will be responsible for proper train
handling in both yard and road service.
Locomotive engineers must exercise good judgment and plan ahead to
operate their train safely and efficiently.
The engineer is responsible for properly controlling the slack in the
train while realizing that good train handling requires the proper combination
of throttle modulation, dynamic braking, and train air brake.
1.2 Requirements
of Train Braking
Locomotive engineers must take the following into
consideration when planning their braking strategy:
a) Braking
practice will depend on weather and rail conditions, speed and weight of train,
braking capacity, grade and other factors.
b) The
above conditions will govern the point at which a brake application should be
initiated, as well as the speed at which a running release can be safely
made. A running release must not be
attempted under circumstances, which will cause damage to couplers or draft
attachments.
c) Braking
should be done with care to avoid skidding of wheels, and damage to cars and
contents due to excessive slack action.
d)
The following must be applied under winter
conditions:
·
During weather conditions which may cause
snow or ice build up to occur between brake shoes and wheels, periodic running
brake tests must be performed to insure proper braking effort is being
provided.
·
During weather conditions described above, when
trains are approaching a location which will require the use of the train air
brake, the locomotive engineer must make an automatic brake application
sufficiently in advance of that location to determine that brakes are working
properly.
If
there are abnormal train braking indications (e.g., the brakes have had time to
warm up and speed should be decreasing, not remaining the same or increasing)
the train shall be stopped by a full service brake application with dynamic
brake fully applied (using care not to jackknife the train). If, in the
locomotive engineer's judgment, circumstances require an emergency brake
application, this is to be done without hesitation.
·
After stop is made, train will be inspected to
determine that brake shoes are free of snow and ice buildup before proceeding.
·
Immediately after proceeding, a running brake
test must be made at a safe speed to
determine whether or not the brakes respond properly.
e)
A train or locomotive must start down a heavy or
mountain grade at a very slow speed, gradually allowing speed to increase as
braking power is seen to be ample.
f)
Train crews shall not operate down heavy or
mountain grades where, in their judgment, a combination of ambient temperatures
and heavy snow conditions are such as to make the operation unsafe.
g)
Do not handle cars without charging the air
brake system unless the cars can be handled safely and stopped as required by
the locomotive brakes. If necessary, couple the air hoses and charge the air
brake systems on a sufficient number of cars to control the movement.
Note: A cut of cars may be considered sufficiently
charged with air only after the last car being charged with air has had the air
cut in, with it’s rear angle cock closed, for at least 5 minutes. The locomotive engineer must ensure main
reservoir pressure on the locomotive is at least 105 PSI for the entire 5
minutes.
h)
When coupling together two portions of a train,
a brake pipe reduction of 35 psi is to be made before opening the angle cock,
unless train movement can be prevented with the locomotive brakes.
i)
Before shoving or spotting cars at industries, on spurs, or over
crossings after a snowfall or during periods of thawing and freezing, the
locomotive must precede movement. This is required to prevent lighter equipment
from derailing.
1.3 Speed
Control
Speed control is the compliance with speed restrictions, which
are properly established to fit the track structure, type of equipment and
operating conditions. Engineers must not
disregard speed limits. To do so
increases the possibility of an accident, damage to lading and equipment or
increased wear and damage to the track structure. Even minimum amounts of excess speed over
established speed limits allow train forces, which are transmitted through the
car body and wheels to the track structure, to rise at a rapidly increasing
rate. The increased force levels due to
over speed conditions could very possibly initiate rail rollover, gauge
widening or wheel climbing in curves.
1.4 Requirements
for Train Braking on Heavy Descending Grades.
The following train handling procedures apply when cresting
and descending a hill listed in the table below under normal operation.
Trains handling more than 6000
gross tons (including locomotives) OR trains on which the average weight per car exceeds 100 tons will:
·
Crest the hill and balance train speed at least 5 MPH below permissible speed until
braking is seen to be ample, and;
·
Trains must not exceed the following speeds
while the lead locomotive is between the points named in the Descending Heavy
Grade table.
Ø
35
MPH on grades listed that are 0.8% to 1.29%
Ø
30
MPH on grades listed that are 1.3% to 1.8%
The following table lists the grades on the
Northeast US Service Areas that are 0.8% to 1.8% for a distance of two miles or
more.
Descending Heavy Grade Table
|
Subdivision
|
Location
|
Max. Grade
|
Train Direction
|
|
Freight Main
Line
|
MP 486-497
|
0.89%
|
Northward
|
|
Freight Main
Line
|
MP 501-508
|
0.80%
|
Southward
|
|
Freight Main
Line
|
MP 508-513
|
1.05%
|
Northward
|
|
Freight Main
Line
|
MP 519-526
|
1.36%
|
Northward
|
|
Freight Main
Line
|
MP 592-598
|
1.32%
|
Northward
|
|
Freight Main
Line
|
MP 598-604
|
1.06%
|
Southward
|
|
Freight Main
Line
|
MP 609-613
|
0.94%
|
Southward
|
|
Freight Main
Line
|
MP 625-635
|
0.93%
|
Northward
|
|
Freight Main
Line
|
MP 664-672
|
1.41%
|
Southward
|
|
Freight Main
Line
|
MP 678-682
|
0.84%
|
Northward
|
|
Freight Main
Line
|
MP 682-686
|
1.49%
|
Southward
|
|
Colonie
Main Line
|
MP A2-A5
|
1.20%
|
Southward
|
|
Adirondack Running Track
|
MP 38-43
|
1.52%
|
Southward
|
|
Voorheesville Running Track
|
MP 17-22
|
1.33
|
Northward
|
1.5 Retaining
Valves Positions
Retaining
valve positions
|
Valve Position
|
Action
|
|
EX
|
Direct Exhaust; air from brake cylinder will exhaust directly to
atmosphere.
|
|
SD
|
Slow Direct; air from brake cylinder will SLOWLY exhaust DIRECTLY to
atmosphere.
|
|
HP
|
High Pressure; air from brake cylinder will exhaust to atmosphere,
retaining 20 psi in the brake cylinder.
|
NOTE: Some retainers have
a low-pressure position, which will retain 10 psi in the brake cylinder.
1.6 Use
of Retaining Valves
Retaining valves must be used on any downgrade where in the
judgment of the locomotive engineer their use is considered necessary. Handles should be placed in high-pressure
position on loaded cars.
Retaining valves will also be used under the following conditions:
If the train is
standing on a grade listed in Rule 1.4 of this section and;
·
It is
the second emergency brake application on the grade, and;
·
Locomotive
brakes are not sufficient to prevent train movement;
Then do not
attempt to recover the emergency PCS until retaining valves or hand brakes are
set as follows:
On grades listed that are 1.3% to 1.8%, set retainer valves
to the high pressure (HP) position on at lease 50% of the loaded cars and on
grades listed that are 0.8% to 1.29%, set HP retainers on at least 25% of the
loaded cars.
Note: Whenever a train is moved with HP retainers
applied, do not exceed 20 MPH. In addition, the train must be stopped every
20 minutes for a period of 10 minutes in order to allow the wheels and brake
shoes time to cool off.
OR
On grades listed that are 1.3% to
1.8%, apply handbrakes on at least 50% of the loaded cars and on grades listed
that are 0.8% to 1.29%, apply hand brakes on at least 25% of the loaded
cars. The handbrakes must not be
released until after the train air brake system is fully charged.
Note: This does not alter the requirements to apply
hand brakes or retainers when conditions are such that their use is considered
necessary after one emergency brake application.
1.7 Trains
Operating 5 MPH Over the Speed Limit
Any train that attains a speed 5 MPH above permissible speed is considered an
uncontrolled movement. An EMERGENCY
brake application must be made. Three
immediate actions are required:
a)
The conductor must fully open the conductor's emergency
valve.
b)
The locomotive engineer must place the automatic
brake valve handle in emergency position.
c)
The TIBS emergency brake feature must be
activated.
Train Break-In-Two and Train Stall
A break-in-two is any unplanned separation of a train. When a break-in-two occurs, the engineer at
the end of tour of duty must complete a Break-In-Two Report.
Engineers will report trains stalls that occur en route due to
any reason and complete Train Stall Report.
Break-In-Two and Train Stalls Reports must be faxed to the
Road Manager for Binghamton South and West at:
570-383-0549.
Areas North of Binghamton
at: 518-583-7498.
2.0 Use
of the Independent Brake
2.1 Procedure
for Independent Brake
The blocking of the independent
brake handle in a position that prevents an automatic brake application (either
service or emergency) of the locomotive brakes is prohibited.
Locomotive engineers are to
acquaint themselves with the proper use of the bail inasmuch as the number of
locomotives in the consist dictates the time that the independent brake handle
must be depressed. To release the
locomotive brakes when train brakes are applied, allow four seconds per
locomotive in the consist.
Use of the independent brake to
control train speed can cause overheating of the locomotive wheels. Therefore, the independent brake should not
be used to control train speed except as per Section 6, Rules 7.11 c), 11.3 c),
12.1 e) and 12.4 b).
Full application position on the
independent brake is used when the locomotive is stationary.
To control a consist of seven or
more locomotives, the automatic brake is to be used instead of the independent
brake.
3.0 Use
of the Automatic Brake
3.1 Applying
Automatic Brakes – Brake Pipe Fully Charged
When commencing a service application and the train air brake
system is FULLY charged, the initial equalizing reservoir reduction must not be
less than 5-7 psi.
Note: Engineers
must monitor all air brake gauges including TIBS while operating the locomotive. Prior to applying automatic brake, observe
the TIBS brake pipe pressure at the rear of the train. While applying train air brake, observe brake
pipe at rear of train to ensure it is reducing.
If not, it may be an indication of a blockage in the brake pipe or a
closed angle cock. Stop train
immediately. If necessary, place the
automatic brake into emergency, activate the TIBS Emergency Brake Feature and
open the Conductor's emergency brake valve.
3.2 Applying
Automatic Brake – Brake Pipe Not Fully Charged
When commencing a service application and the train air brake
system is NOT FULLY charged (false gradient), one of the following methods must
be used:
a)
Make an equalizing reservoir reduction of at
least 7 psi below the rear car brake pipe pressure, or;
b)
Using the equalizing reservoir gauge, measure at
least a 7 psi reduction from the point where the service exhaust starts to
blow.
c)
On conventional trains, the following method may
be used,
Definition of True and False
gradient
|
|
In order to avoid an undesired release, it
is necessary to understand the following information:
True Gradient.
After charging or re-charging, if brake pipe pressure on the rear car
has stopped rising, then the train air brake system is considered FULLY charged
(true gradient). For example, the rear
car has reached 83 psi and won’t increase any more.
False
Gradient.
During
charging or re-charging, if brake pipe pressure on the rear car is still
rising, then the train air brake system is NOT FULLY charged (false
gradient). For example, the rear car
has reached 80 psi but is still rising.
|
|
Amount
of False Gradient.
Amount of false gradient equals True gradient minus False gradient.
EXAMPLE:
|
|
83 psi
|
Highest brake pipe pressure at the rear car
|
(True gradient)
|
|
-80 psi
|
Current brake pipe pressure at the rear car
|
(False gradient(
|
|
 = 3
|
|
(The amount of
false gradient)
|
When
commencing a service application and the train is not fully charged:
1. Determine
the amount of false gradient (e.g., in the example above it was 3 psi)
2. Reduce
equalizing reservoir pressure 7 psi plus the amount of false gradient
(e.g., 7 + 3 = 10 psi)
In the application of paragraphs a) and c) above, if
TIBS fails to display rear car brake pipe pressure and it is necessary to apply
the brake with the train air brake system not fully charged, an equalizing
reservoir reduction of at least 5 psi more than the last reduction must be
made.
3.3 Locomotive
with 24-RL Brake Equipment
On locomotives with 24-RL type pressure maintaining equipment,
during an interval of approximately two minutes following the stopping of the
service exhaust from the initial reduction, a slight additional reduction
(shave) should be made to eliminate the possibility of an unintentional
increase in equalizing reservoir pressure due to the “temperature effect.”
3.4 Use
of Feed or Regulating Valve
Using the feed or regulating valve to make brake pipe
reductions is PROHIBITED.
3.5 Locomotive
Brake Pipe Pressure Less Than 48 psi
Should brake pipe pressure be reduced below 48 psi
during service brake operation, the train must be stopped and the brake system
recharged.
3.6 Start
Train with Brakes Fully Released
Where practicable, a train must not be started until the air
brakes are fully released. In the
absence of brake pipe flow indication or last car brake pipe pressure reading,
a time allowance should be made, under normal conditions, allowing one minute
for every 25 cars in the train.
3.7 Reporting
Undesired Brake Releases
Locomotive engineers are responsible for reporting undesired
brake releases immediately to the Dispatcher and record the location of
occurrence by subdivision and mile, as well as description of use of the
automatic brake prior to the release.
This information must recorded on the Crew to Crew Information Report
with a copy to the local Road Manager.
3.8 Brake
Pipe Pressure At Rear of Train Less Than 45 psi
During train operation if the brake pipe pressure on the rear
car of the train is reduced below 45 psi with the train brakes released and
true gradient established, train must be stopped and secured until conditions
causing pressure drop are corrected.
4.0 Use
of Throttle
4.1 General
Requirement
When it is desired to increase speed, the throttle should be
advanced one notch at a time to allow the increased power to be absorbed
gradually. Amperage on load meter or
tractive effort display must be constant or dropping before moving the throttle
to the next higher position in freight train operation. When it is desired to decrease speed, the
throttle must be reduced gradually, except in emergency situation.
The throttle should always be handled using good judgment and
in a manner that results in smooth operation.
5.0 Minimizing
Sticking Brakes
5.1 Overcharged
Brake System
Do not overcharge the train brake system above the standard
pressure for that train, unless otherwise specified as per special
instructions.
5.2 Locomotive
Handling Rear of Train
The brake pipe pressure on the locomotive handling cars to be
placed in the rear portion of the train during switching operation should be
set not in excess of 75 psi.
5.3 Closing
and Re-Opening Angle Cock
Whenever an angle cock is closed in a train such as when
changing a defective air hose, a build up of brake pipe pressure in the cars
ahead of the closed angle cock will result.
In order to eliminate this build up of pressure (overcharge condition)
from causing sticking brakes, a full service brake pipe reduction must be made
before the angle cock is closed.
5.4 Running
Release
The total brake pipe reduction
should be 10 psi or more before the release is made. An overall reduction of less than 10 psi
should therefore be increased to 10 psi or more before releasing. Brake pipe
exhaust must be stopped for at least 20 seconds before releasing.
5.5 Running
Release at Slow Speed
At slow speeds, judgment must be used to evaluate the
following conditions before attempting a running release of the automatic
brakes:
·
Train speed.
·
Train makeup.
·
Temperature.
·
Physical characteristics of territory.
5.6 Increase
Brake Pipe Reduction after Stopping
When air brakes are used to stop a train, if a
15 psi brake pipe reduction has not been made,
it must be increased, when practicable, to that amount before releasing the
train brakes. The brakes should not be
released until at least
20 seconds after the brake pipe exhaust has stopped.
6.0 Emergency
and Penalty Brake Applications
6.1 Use
of Emergency Brake Valve
All employees concerned must familiarize themselves with the
location of the emergency valves on locomotives and cars so equipped. Emergency valves are to be used only in cases
of emergency, and when used must be opened wide and left open until the
movement is stopped. Members of the
train crew are to communicate to the extent possible in the event of an
emergency brake application so as to ensure personal safety.
6.2 Use
of Emergency Brake Application
An EMERGENCY BRAKE APPLICATION must not be made unless it is
necessary. In cases that require
stopping in the shortest possible distance, when contact has been made or to
avoid imminent contact with, someone or something that could result in harm to members
of the public, employees or property, an EMERGENCY BRAKE APPLICATION must be
made.
·
On trains so equipped, the TIBS emergency brake
feature must also be activated.
·
If accessible to other crew members, the
conductor’s emergency valve must be opened fully and left open until the
movement stops.
6.3 Emergency
Brake Application from any Source
When an emergency brake application occurs from any source,
the locomotive engineer must immediately:
·
Activate the TIBS emergency feature (if so
equipped).
·
Place the automatic brake handle in the EMERGENCY
position and leave it there until the movement stops.
6.4 Undesired
Brake Pipe Reduction – Penalty or Emergency Application
In the event of a PENALTY or EMERGENCY BRAKE APPLICATION while
moving, the locomotive engineer must, until the movement stops, regulate
locomotive brake cylinder pressure to obtain the shortest possible stop
required by the situation. Care and good
judgment must be exercised to avoid locomotive wheel slide and severe in-train
forces.
Note: After an
emergency brake application, brake pipe vent valves will remain open for as
long as one minute. No attempt should be
made to release brakes or recharge the brake pipe until this interval has
elapsed.
6.5 Air
Brake Application
If there is an indication by the air flow indicator or otherwise
that the air brakes are being applied from other than the automatic brake, the
locomotive engineer must immediately shut off power, placing the automatic
brake handle in full service position if on a freight train, or in emergency
position if on a passenger train, and leave handle in that position until
movement stops.
The automatic brake handle should be returned to the release
position as soon as practicable, so that any break in a hose or brake pipe may
be more readily found. Care is to be
taken that sufficient main reservoir pressure is maintained.
6.6 Emergency
Stop by Reversing Traction Motors
To stop a locomotive in an emergency situation, if both the
air brake and the dynamic brake are inoperative, “plug” or reverse the traction
motors. This procedure may be hazardous
to personnel and equipment and should only be used as a last resort. It should be performed as follows:
a)
Alert all personnel on the locomotive.
b)
Place the throttle in IDLE.
c)
On locomotives so equipped, place the selector
lever in the No 1 or Power position.
d)
Place the reverser handle in the position
opposite to the direction of locomotive movement.
e)
Advance the throttle to FIRST notch only.
6.7 Train
Brake Release after Emergency Application
Before the Emergency PCS is recovered, the locomotive engineer
must initiate a discussion with the conductor in regards to the need for hand
brakes and/or retainers. They must consider train location, amount of train on
grade, proximity of lesser grade, weather, rail or any other condition that may
affect train braking.
When agreement cannot be reached, the crew must contact a road
manager and be governed by his/her instructions.
7.0 Dynamic
Braking (DB)
7.1 Maximum
Retarding Force
The maximum dynamic braking force must not exceed 200,000 lbs of force, a DB
Factor of 20, unless otherwise restricted.
7.2 Dynamic
Brake Factor Table for CP, SOO, Leased Locomotives
A summary of available DB factors on locomotives is as
follows:
|
Locomotive Type or Series
|
Retarding Force (lbs)
|
DB Factor
|
|
All 4
axle
(except GP 60)
|
40,000
|
4
|
|
CP SD40
/ 40-2
|
60,000
|
6
|
|
SOO
SD40 / 40-2
|
60,000
|
6
|
|
Leased
SD40 / 40-2
|
60,000
|
6
|
|
Leased
GP60
|
60,000
|
6
|
|
Leased
SD60
|
80,000
|
8
|
|
Soo
6000 - 6062
|
80,000
|
8
|
|
CP8500 - 8580
|
98,000
|
10
|
|
CP8600 - 8655
|
98,000
|
10
|
|
CP9500
- 9683
|
98,000
|
10
|
|
CP 9100 - 9160
|
96,000
|
10
|
|
CP 9300 - 9303
|
96,000
|
10
|
|
CP 9700 – 9784
|
98,000
|
10
|
|
CEFX100 - 139
|
96,000
|
10
|
|
CEFX 1000 - 1019
|
98,000
|
10
|
|
CN
1650 to 1653
|
60,000
|
6
|
|
CN
5001 to 5563
|
60,000
|
6
|
|
CN
6000 to 6034
|
60,000
|
6
|
|
CN
2400 to 2602
|
90,000
|
9
|
|
CN
5600 to 5766
|
90,000
|
9
|
|
EXAMPLE
3 CP
SD40s = 3 times factor 6.0 = 18 (DB factor is 18)
2
SD90MACs = 2 times factor 10 = 20 (DB factor is 20)
|
Note:
The following SD40/40-2 locomotives are NOT equipped with DB: CP 740 to 784, SOO 738 to 781, SOO 6450, CP
6618 through 6623. Many 4-axle locomotives are not equipped with DB; when in doubt,
check locomotive control stand for DB controls or refer to locomotive
information on consist list.
a)
DB should be cut-in on the lead locomotive and
cut-out on trailing locomotives so that DB factor does not exceed 20.
Note: When operating conditions permit, it is
acceptable to operate with the lead locomotive isolated. Ensure DB factor does not exceed 20 when the lead locomotive is
placed back “on the line”.
b)
Locomotives required to have the DB cut-out that
are not equipped with a cut-out switch, must be isolated.
c)
Information in regard to the DB factor can be
ascertained by:
1.
Information provided on Crew to Crew Information
Form; or,
2.
Checking each locomotive.
d)
Whenever the locomotive consist is altered in such
a way that DB must be cut-out on certain locomotives, the locomotive engineer
must record this information on the Crew to Crew Information Form for the next
crew.
e)
When changing off with another locomotive
engineer, if the Crew to Crew Information Form does not clearly indicate that
the DB factor is 20 or less, then the locomotive engineer must inspect the
consist, limit DB properly, and then update the Crew to Crew Information Form
accordingly.
7.3 Dynamic Brake Factor Table Foreign
Locomotives
UP, CNW, SSW, SP, BNSF, LMX, OWY,
EMD, GATX, Huron Central
A summary of available DB on 6 axle foreign locomotives is as
follows.
a)
Union Pacific locomotives (includes initials UP,
SP, CNW and SSW):
|
Series
|
DB Factor
|
Series
|
DB Factor
|
|
UP 3000’s
|
6
|
CNW
8601-8730
|
8
|
|
UP 4000’s
|
6
|
CNW
8801-8835
|
10
|
|
SP 5000’s
|
6
|
SP
8000-8039
|
5
|
|
UP 5001-5110
|
6.5
|
SP
8101-8200
|
8
|
|
UP 5945-5999
|
6
|
SP
8230-8706
|
6
|
|
CNW 6800s, 6900’s
|
6
|
SSW
8040-8093
|
5
|
|
SSW 6800’s
|
6
|
UP
8000-8510
|
10
|
|
UP 6000-6084
|
6
|
SP
9189-9402
|
6
|
|
UP 6085-6365
|
8
|
SP
9800-9824
|
9
|
|
UP 6534-6887
|
10
|
SSW
9263-9404
|
6
|
|
SP 7300-7385
|
6
|
UP
9000-9029
|
6.5
|
|
SP 7400-7536
|
6
|
UP
9031-9044
|
8
|
|
UP 7000-7009
|
12
|
UP
9047-9050
|
6.5
|
|
UP 7010-7335
|
10
|
UP
9050, 9053-9559
|
8
|
|
CNW 8002-8052
|
6
|
UP
9564-9816
|
8
|
|
CNW 8501-8577
|
8
|
UP
9997-9999
|
10
|
|
SP 6700s 6800’s
|
6
|
SSW 8324-8374
|
6
|
b) Burlington Northern Sante-Fe
Locomotives (includes initials SF, BN, BNSF, LMX, OWY, EMD and GATX).
·
On all 6 axle locomotives with the initials SF,
BN, BNSF or OWY, in the series 100 to 1123, 4700 to 4799, 8200 to 8301, and
9000 to 9999, the DB factor is 8.
·
On all 6 axle locomotives other than those
listed above, the DB factor is 6.
c) Huron Central Locomotives
Series DB Factor
HCRY
458 - 463 6
d) Unless
otherwise provided, on any foreign locomotive when the DB factor is not known or
is in doubt the following applies:
·
On all 4 axle locomotives the DB factor is 6.
·
On all 6 axle DC traction locomotives the DB
factor is 8.
·
On all 6 axle AC traction locomotives the DB
factor is 12.
CAUTION: the DB factors above are estimates; actual DB capacity
may be less than indicated by this instruction.
7.4 Changing
from Power to Dynamic Braking
When changing from motoring to DB when the train is in motion,
pause for ten seconds with the throttle in IDLE.
7.5 Moving
into Dynamic Braking Zone
When moving into the braking zone, pause at the minimum
braking position long enough to adjust train slack, then move the handle slowly
within the braking zone to obtain the desired braking effect.
7.6 Changing
from Dynamic Brake to Power
After releasing the DB in preparation for applying power, the
throttle must be advanced with care to ensure gradual adjustment of train
slack.
7.7 Dynamic
Braking on Descending Grades
When commencing the descent of grades with train slack
stretched, and it is known that both the DB and the train air brake will be
used to control the train, the train air brakes must be applied first. The degree of the application is to be
sufficient to control train speed throughout all but the steeper portions of
the descent where DB is to be increased to whatever degree is required to
provide the additional braking needed to control train speed.
7.8 Dynamic
Braking when Entering Temporary Speed Restrictions
When entering a temporary speed restrictions and the DB factor
of the locomotive consist is 14 or greater, the DB handle MUST NOT be placed in
a position higher than No. 5 approximately one half mile prior to reaching
beginning of the restriction. While
moving through a temporary speed restriction with a locomotive consist that has
a DB factor greater than 14, the DB handle MUST NOT be placed higher than No. 5
dynamic brake handle position.
7.9 Dynamic
Braking when Entering Sidings and Crossovers
When entering a siding or
crossover and the DB factor of the lead locomotive consist is 14 or greater,
the DB handle MUST NOT be placed in a position higher than No. 5 before
reaching the turnout and until at least half the train has entered the siding
or crossover.
7.10 Dynamic
Brake Limitations on Yard Tracks
While on yard tracks, the DB handle must not exceed the 5th
handle position.
7.11 Train
Air Brake and Dynamic Braking
The following procedure should be used when train air brakes
and dynamic brakes are used at the same time:
a)
The train air brakes and DB may be used in
conjunction with each other. To avoid
skidding locomotive wheels during this operation, the locomotive brakes must be
bailed off manually to protect against a DB interlock malfunction.
b)
When the release of an automatic brake
application is to be followed by a DB application or an increase in DB, the DB
should be applied before releasing the automatic brakes. However, the DB should be reduced for at
least two minutes after releasing the automatic brakes to prevent a run-in of
train slack.
c)
The independent brake my be used in conjunction
with DB but only at speeds of
10 MPH and lower.
·
On locomotives without extended range DB,
wheels are likely to skid if more than 25 percent of full independent is used
at 10 MPH or 50
percent of full independent at 5 MPH.
·
On locomotives with extended range DB,
close observation of DB effort displays and locomotive brake cylinder pressure
is required to ensure that total braking effort does not cause wheel slide or
loss of DB as per IPS pressure settings described below.
d) Independent
Pressure Switches (IPS)
These are switches activated by
pre-determined pressures in locomotive brake cylinders that will reduce, remove
or restore DB levels. An IPS is designed
to help prevent locomotive wheel slide on locomotives equipped with extended
range DB. IPS switches will function as intended during normal DB or during DB
holding.
IPS pressure settings operate as
follows:
On GE AC4400s:
IPS switches are set at 23 psi and 17 psi. This means that if the locomotive is in DB,
and
·
If locomotive brake cylinder pressure rises to
23 psi, DB is reduced;
·
If brake cylinder pressure is then lowered below
17 psi, then DB will be fully restored.
NOTE: AC4400s that have been modified to produce 98,000 pounds DB are not
equipped with Independent Pressure Switches (IPS). The locomotive computer will
monitor wheel rotation in conjunction with brake cylinder pressure and DB
levels. DB will be automatically reduced
if a combination of DB and brake cylinder pressure is too high. This feature is local to the modified
locomotive only; this feature is not train lined to trailing locomotives.
On SD90MACs:
IPS pressures are set
at 10, 15 and 23 psi. This means that if
the locomotive is in DB, and
·
If locomotive brake cylinder pressure rises to
15 psi, DB is reduced
·
And if pressure continues to rise to 23 psi, DB
is removed entirely
·
If pressure is then lowered to 15 psi, DB is
restored but at a reduced level and;
·
If pressure is then lowered further to 10 psi,
DB is restored entirely.
DC traction locomotives with extended range DB, (see
table below); IPS pressures are set at 10 and 15 psi. This means that if the locomotive is in DB
and
·
If locomotive brake cylinder pressure rises to
15 psi, DB is reduced or removed entirely.
·
If pressure is then lowered to 10 psi, DB is restored
entirely.
e) The following CP/StL&H/SOO locomotives
are equipped with extended range dynamic brake:
|
Locomotive Type
|
Locomotive Numbers
|
|
AC4400
|
CP 9500 to 9683
CP 8500 to 8580
CP 8600 to 8655
CP 9700 to 9740
CP 9750 to 97844
|
|
SD90MAC
|
CP 9100 to 9160
CP 9300 to 9303
|
|
SD60
|
SOO 6000 to 6062
|
|
SD40 / SD40-2
|
CP 5400 to 5414 (except 5401-03,
5407, 5411)
CP 785 to 787
CP 6603 and 6607
StL&H 5447
SOO 788 and 789
SOO 6601, 6602, 6604, 6606, 6608 to
6617
|
|
GP30
|
SOO 4300 to 4302
|
Traction motors can be cut-out one
at a time on an AC4400 locomotive. Even with a traction motor cut-out, DB is
available but at a reduced level (5/6 capacity). This does not alter the DB
factor of 8.
On an SD90MAC locomotives, it is not
possible to cut-out a single traction motor. You may cut-out one truck (3
traction motors). If only truck # 1 is cut-out, then DB is approximately 50%.
The DB factor is 5. If truck # 2 is cut-out, then DB is nil.
7.12 DB Holding Feature
a)
A feature that HOLDS or maintains DB if an
emergency or penalty brake application occurs for any reason. The PCS switch will open immediately, but
normal DB control is retained indefinitely. All of CPR AC traction locomotives
and CEFX 100-139 locomotives are equipped with DB holding features.
b)
Trailing locomotives depend on the controlling
locomotive for DB holding feature. If
the controlling locomotive is equipped with DB holding, then trailing
locomotives will hold DB if an emergency brake application occurs. Conversely,
if the controlling locomotive is not DB holding equipped, then trailing
locomotives will not hold DB if an emergency brake application occurs.
7.13 DB
Holding Feature Operating Instructions
a)
On CP locomotives with an Emergency or Penalty
PCS switch open, and with a locomotive in DB holding mode, DB interlock will
not prevent the build-up of locomotive brake cylinder pressure caused by the
drop in brake pipe pressure. This
build-up of locomotive brake cylinder pressure can only be reduced by operation
of the independent bail.
b)
While in dynamic braking mode, if a controlling
locomotive is equipped with DB holding feature, and if an emergency or penalty
brake application occurs for any reason, the locomotive engineer must regulate
brake cylinder pressure (bail and depending on the situation, moderately apply
independent brake) so that the DB holding feature will function as
intended. Close observation of DB effort
displays and locomotive brake cylinder pressures is required.
c)
After the movement stops, Emergency PCS must be
recovered as per ABTHR Section 5, Rule 14.0.
Penalty PCS must be recovered as per Rule 13.0.
7.14 Dynamic
Brake Interlock (DBI)
A feature which (while operating in DB) prevents application
of the locomotive air brakes when automatic service brake applications are
made; unless otherwise specified, DBI does not function during Emergency or
Penalty brake applications.
7.15 CEFX
100 – 139 Series Locomotives: DBI, DB Holding and other Features
a)
On CEFX 100-119 locomotives (which are equipped
with DB holding and extended range DB), if an EMERGENCY or a PENALTY brake
application occurs, DBI is still enabled thus preventing locomotive brake
cylinder pressure build-up. This means
that if the locomotive is in DB holding mode, locomotive air brakes can only be
applied with the independent brake valve.
CAUTION: If a CEFX 100-119
locomotive is controlling and is in DB, special consideration must be given to
EMERGENCY or PENALTY brake applications; maximum retardation will be a function
of DB handle position and independent brake handle position. Close observation
of DB effort displays and locomotive brake cylinder pressures is required.
b) Some important features of these
SD90MAC/4300 locomotives (CEFX 100-119 and 120-139):
They are equipped with GM's FIRE
screen, which means that you can use CPR's job aid for our SD90MAC locomotives
(CP 9300 - 9303).
Any emergency brake application
on one of these locomotives when it is leading will automatically activate the
TIBS emergency braking feature
They are equipped with DB holding. This means that if an emergency (or penalty)
brake application occurs for ANY reason, the PCS switch will open immediately,
but normal DB control is retained indefinitely.
8.0 Restrictions
when Moving Backward
8.1 General
Requirements
The following restrictions apply when it is necessary to
handle 50 or more cars when moving backward, shoving or doubling over:
a)
On ascending grades, curves, hand operated
switches in reverse position or through turnouts, no more than 12 driving axles
may be used.
b)
On straight and level track, no more than 18
driving axles may be used.
Exception:
Within a yard when handling rail cars 89 feet or longer or multi-platform cars, no more than
12 powered axles may be used when moving backward, shoving or doubling over.
Note 1: When
isolating locomotives to limit driving axles, whenever practicable isolate
locomotives starting at the second locomotive of the consist and use as
operating locomotives the leading locomotive and locomotives closest to the
train or cars to push the movement.
Note 2: In application of this Rule, use the
following table to determine the number powered axles.
|
Loco
Model
|
No.
Of Powered Axles
|
Loco
Model
|
No.
Of Powered Axles
|
|
MP15, SW15
|
4
|
SD40-2
SD40
|
6
|
|
GP7
|
4
|
SD50/60
|
8
|
|
GP9
|
4
|
SD70
|
12
|
|
GP38
|
4
|
SD70MAC
|
12
|
|
GP40
|
4
|
SD80
|
12
|
|
GP60
|
4
|
SD90
|
12
|
|
SD10
|
6
|
SD90MAC
|
12
|
|
|
|
GE-AC4400
|
12
|
Examples
|
Example 1
|
If 4 SD40s are making a reverse move with 60 cars
on straight and level, the consist would be considered as having 24 powered
axles one locomotive must be isolated.
|
|
Example 2
|
If 2 SD60s are making a back up movement with 60
cars in a curve, the consist would be considered as having 16 powered axles so,
prior to making the reverse movement, one unit must be isolated.
|
|
Example 3
|
If 2 GE AC4400s are making a reverse move with 60
cars in the yard and yard turn out, the consist would be considered as having
24 powered axles, one unit must be isolated.
|
9.0 Helper
Operations
The table in Note 2 of
Rule 8.1 applies to Rule 9.1.
9.1 General
Instructions
a)
When a locomotive helper is assisting, the brake
pipe hose must be coupled and the angle cocks open. The locomotive engineer of the lead locomotive
shall operate the brakes. On the
assisting locomotive, the automatic brake must be cut “OUT” and the handle left
in the RELEASE position. The independent
brake must be cut IN to allow use of the bail.
b)
A helper consist must not be coupled behind any
multi-platform car being handled in the train.
c)
A helper consist must not be coupled behind
restricted equipment being handled at the rear of a train. Example, maintenance of way work equipment,
caboose or business cars restricted to the rear of train per timetable special
instructions.
d)
When a helper consist exceeds 12 driving axles,
and cannot operate as part of the basic consist on the head end, it must be cut
into the train behind no more than sixty percent (60%) of the trailing train
tonnage.
EXAMPLE: On a
10,000 ton train, there should be just under 6000 tons between locomotive
consists.
e)
Trains marshaled having a solid block of at
least thirty (30) loaded cars each with a gross weight of at least 100 tons, at
the extreme rear of the train may be assisted by additional locomotives at the
rear of train to a maximum of twelve (12) driving axles.
The helper locomotive engineer must:
·
Enter the SBU code number of the train being
pushed into the TIBS display unit. DO
NOT arm emergency feature.
·
Compare brake pipe pressure with locomotive
engineer on the controlling locomotive and ensure TIBS display is for the rear
car of the train being pushed.
g)
While moving, if the TIBS display indicates that
an EMERGENCY application has occurred, the assisting locomotive engineer must:
·
Immediately reduce the throttle to IDLE, and
·
Apply about one-half of full independent brake.
This will help avoid severe
slack run-in while the movement stops.
h)
If the TIBS display indicates that a SERVICE
application has occurred, the assisting locomotive engineer must:
·
Immediately reduce the throttle to IDLE, and
·
Regulate locomotive brake cylinder pressure to
the degree required to avoid severe in-train forces.
A definite understanding
of the train's operation must be maintained between both locomotive engineers
at all times, especially when
starting, slowing or stopping the train.
10.0 Introduction
to Train Handling Guidelines
10.1 Knowledge
of Road Train Make Up
Knowledge of the road and train make-up are the most important
factors the locomotive engineer must take into account when developing a train
handling plan to operate safely, efficiently and with competence.
The purpose of these guidelines is
twofold:
a)
To eliminate the occurrence of personal injury
associated with severe slack action and,
b)
To minimize damage to the draft gear, cars and
lading caused by poor train handling practices.
The particular care and attention required when starting or
stopping a train must also be exercised when the train is undergoing a
transition from bunched to stretched or vice versa. Changes in slack due to grade changes and/or
train make-up, as well as those initiated by the locomotive engineer must be handled
in such a way as to maintain the in-train forces within acceptable levels.
10.2 GE
AC4400 and GM SD90MAC Locomotives - Tractive Effort
Knuckles for standard freight cars are designed to withstand
approximately 300,000 lbs
of continuous tractive effort. Knuckles for bulk commodity freight cars are
designed to withstand approximately 400,000 lbs of continuous tractive effort.
One AC4400 or SD90MAC locomotive is able to develop up to 180,000 lbs of tractive effort
when starting a train from a standstill.
At 13 MPH,
one SD40 locomotive in throttle 8 will develop 71,000 lbs of tractive effort
and at 9 MPH, one
AC4400 or SD90MAC locomotive in throttle 8 will develop 145,000 lbs of tractive
effort.
Due to the high level of tractive effort AC4400 or SD90MAC
locomotives are able to develop, caution must be exercised when starting trains
to avoid train separation.
11.0 Starting
Freight Trains
Factors to be considered
The following factors are to be considered when operating a
train:
a)
Throttle response characteristics of locomotive
consist.
b)
Weight and length of train.
c)
Amount of slack in train.
d)
Weather.
e)
Grade.
f)
Rail conditions.
g)
Proximity of curves in relation to head portion
of train.
h)
Train marshalling.
11.1 Level
Track
a)
Ensure the brakes are released on entire train.
b)
Move throttle to RUN 1.
c)
Rear car should be started with care, using
lowest throttle possible to start train moving.
d)
After train is moving, throttle may be moved to
the next higher position when amperage or tractive effort begins to decrease.
Note: When higher
throttle positions are used, reduce the throttle after train has started.
11.2 Light
Ascending Grade, Taking Slack
a)
Make an automatic brake reduction sufficient to
hold train, bail.
b)
Reverse locomotives and gradually open throttle
to bunch train.
c)
Make further light brake pipe reduction(s),
bail.
d)
Throttle to idle as train stalls.
e)
Reverser to forward; release train brakes.
f)
Position throttle to start train as brakes
release toward rear of train.
Note: When
necessary to take slack, only a few cars should be bunched or the entire train
should be bunched.
11.3 Heavy
Descending
a)
Independent brake fully applied.
b)
Train brakes released.
c)
Independent brake gradually released to allow
head end to move at approximately
1 MPH until entire train is moving.
d)
Hold slack bunched until speed of train allows
for gradual slack adjustment.
e)
Train speed controlled with dynamic and/or train
brakes as required.
Note 1: Remember, slack is bunched and the locomotive
may move some distance before rear car moves.
Note 2: Have independent brake released by
10 MPH.
12.0 Stopping
Freight Trains
Factors to be considered
a)
Knowledge of the territory is extremely
important. Planning ahead and select the
most desirable train handling method.
a)
Unless rules specify otherwise, during planned
stopping, slowing or controlling train speed, if dynamic brakes are available,
the power braking method should be avoided.
b)
Total braking effort from dynamic and air brakes
should be kept at the lowest practical level when stopping in curve territory.
c)
In many of the train handling methods, a final
reduction is made approximately 200
feet from stop. This
reduction is to keep the train bunched.
d)
When the instructions require that the
locomotive brakes be applied to complete a stop, brake cylinder pressure must
be sufficient to prevent a run-out of slack without creating excessive buff
forces.
e)
A 30 second pause between split reductions
minimizes in-train forces.
f)
Unusual blocking of loads or empties (train
marshalling) must be considered in choosing the proper train handling method.
g)
The various train handling methods must be known
and understood. The method that you
select should be the one that minimizes in-train forces and locomotive fuel
consumption.
h)
To ensure release of all freight train brakes
after a brake application, the total brake pipe reduction must be 10 psi or
more before release is made. Whenever
practicable, an overall reduction of less than 10 psi should therefore be
increased to 10 psi or more before releasing.
12.1 Slack
Bunched - Dynamic Brake
a)
Gradually reduce throttle to idle.
b)
Pause 10 seconds; activate dynamic brake;
gradually bunch slack and increase to desired level.
c)
Make a minimum reduction and bail.
d)
If needed, make a further split reduction(s) and
bail.
e)
Between 10 and 5 MPH supplement fading dynamic brake with
independent brake (except on locomotives equipped with extended range DB).
f)
Approximately 200 feet from stop, make a final brake pipe reduction,
exhausting on stop and allow the independent brakes to apply.
12.2 Stretched
a)
Adjust throttle to stretch slack in head portion
of train.
b)
Make a minimum brake pipe reduction and bail.
c)
Reduce throttle to lower level.
d)
Make additional split reduction and bail.
e)
Gradually reduce throttle as required.
f)
When movement stops, immediately apply the
independent brake to keep the train stretched.
12.3 Throttle
Modulation
a)
Reduce throttle one notch at a time while
maintaining a slack stretched condition.
b)
After the grade stalls the train, place the
independent brake in full application position and reduce throttle to idle.
Note: Train
tonnage may require the use of the automatic brake to hold the train.
12.4 Modified
Slack Bunched - Under 15 MPH - Dynamic Brake not available
a)
Gradually reduce throttle to idle and allow
slack to adjust.
b)
Further bunch slack with independent brake.
c)
Make a minimum reduction and allow locomotive
brakes to apply.
d)
Approximately 200 feet from stop make a final reduction exhausting
on stop and allow independent brakes to apply.
12.5 Slack
Bunched - Backing Up
a)
Work light power.
b)
Make a minimum reduction and bail.
c)
If needed make further split reduction(s) and
bail.
d)
Avoid high buff forces by frequently observing
amperage or tractive effort and reducing throttle as necessary.
e)
As train stalls, throttle to idle and apply
independent brake.
Note: Use this
method only when the brakes will become effective throughout the train before
stopping.
12.6 Slack Stretched - Backing Up
a)
Gradually reduce throttle to idle and allow
slack to adjust.
b)
Pause 10 seconds and activate dynamic
brake. If dynamic brake is unavailable,
the independent brake may be used to stretch slack.
c)
Make a minimum reduction and bail.
d)
At 10
MPH and under, supplement fading dynamic brake with
independent brake until train stops.
13.0 Back-Up
Movements
Factors to be considered:
a)
Locomotives can develop enough buff force to
cause trailing locomotives and cars in train to jackknife.
b)
The number of powered axles in the locomotive
consist determines the potential total buff force.
c)
Slack should be stretched, when necessary, to reduce
buff forces when starting.
d)
Short car/long car combinations, proximity of
curves to head end of train and trains with empties on head end require special
consideration.
13.1 Level or Ascending
a)
Release train brakes; allow slack to adjust.
b)
Use only enough power to start the locomotives
moving.
c)
Observe load meter or tractive effort display
for any unusual changes in amperage or tractive effort indicating train
buckling.
Note: If slack is stretched prior to back up
movement, cars can be started one at a time, reducing buff forces.
13.2 Descending Grade
a)
Release train brakes; allow slack to adjust.
b)
Gradually release independent brake and allow
train to start very slowly.
c)
When train will not roll, use only enough power
to start train very slowly.
d)
When practicable, use dynamic brake to maintain
slack stretched condition and control train speed.
14.0 Slowing
or Controlling Freight Trains
14.1 Slack
Bunched - Dynamic Brake
a)
Gradually reduce throttle to idle and allow
slack to adjust.
b)
Pause 10 seconds and activate dynamic
brake. Gradually bunch slack and adjust
to desired level.
c)
Make a minimum reduction and bail.
d)
If needed, make a further split reduction(s) and
bail.
e)
When speed control has been achieved and
automatic brake handle moved to release position, maintain sufficient dynamic
braking to keep slack bunched until brakes release throughout the train.
Note: If the dynamic brake alone will provide
sufficient retardation to slow or control speed, use of the train brakes is
unnecessary.
14.2 Throttle
Modulation
Gradually reduce throttle one notch at a time to adjust train
slack gradually until desired speed is reached.
14.3 Throttle
Modulation- (Sag)
a)
Reduce throttle approaching sag to reduce train
speed as necessary.
b)
Reduce throttle further as head portion begins
descending.
c)
Just before head portion of the train reaches
ascending grade, increase throttle.
d)
Continue to increase throttle until rear portion
nears ascending grade.
e)
Reduce throttle as rear portion of the train
reaches the ascending grade, permitting slack to adjust gradually.
14.4 Stretch
Braking
a)
Make a minimum reduction and bail.
b)
Reduce throttle.
c)
Make a further split reduction(s), bailing after
each.
d)
When speed control has been achieved and
automatic brake handle moved to release position, reduce the throttle to a
lower position until brakes have released throughout the train.
14.5 Cresting
Grade
As summit is reached, reduce the throttle to maintain speed
until at least one-half of the train has crested.
Note: This
method is necessary when locomotive horsepower is 15,000 or more, speed is
below 15 MPH and
you have heavy trailing tonnage.
Utilizing this method will reduce additional draft force created by the
weight of the locomotives and cars as they crest the grade.
15.0 Definition
of Track Profiles
15.1 Undulating
Grade
A track profile with grade changes so often that an average
train passing over the track has some cars on three or more alternating
ascending and descending grades. The
train slack is always tending to adjust, as cars on descending grades tend to
roll faster than those on ascending grades.
15.2 Ascending
Grade
An ascending grade is considered HEAVY between and including
0.8 and 1.8 percent. A LIGHT grade is
below 0.8 percent.
15.3 Descending
Grade
A descending grade is considered HEAVY between and including
1.8 and 0.8 percent, while a light descending grade is below 0.8 percent.
15.4 Mountain
Grade
A grade is designated a MOUNTAIN grade when it is greater than
1.8 percent.
15.5 Cresting
Grade
A long ascending grade which rapidly changes to a long
descending grade, both of significant magnitude to require a change in the
train handling procedure when the grade is topped.
15.6 Sag
or Dip
A rapid decrease in grade followed by an increase in grade
sufficient to result in abnormal slack adjustment.
Summary
Two major considerations should govern your selection of the
type of train handling method for a given situation.
a)
The first concerns the importance of minimizing
in-train forces and slack action, thereby reducing derailment possibilities and
avoiding costly damage to equipment and/or lading.
b)
The second consideration is the importance of
utilizing the most fuel efficient method of train handling. From a fuel consumption viewpoint, dynamic
braking is superior to stretch braking whenever the throttle position, during
stretch braking, is RUN 2 or greater.
16.0 Passenger
Train Handling
16.1 Approaching
Stopping Points
When approaching stopping points, after gradually shutting off
power or adjusting throttle as required, and after allowing for any necessary
slack adjustment, the initial reduction must be at least 10 psi to ensure
brakes apply throughout the train.
Subsequent brake pipe reductions will depend upon train speed.
a)
To avoid slack action, the locomotive brake may
be held off during the first reduction, if necessary, until the train brakes
have applied.
b)
After the speed of the train has been reduced
sufficiently, the brakes may be graduated off, if necessary.
c)
When the speed has decreased or the deceleration
rate is too high, brake cylinder pressure should be reduced in graduated
steps. This is accomplished by moving
the automatic brake handle from LAP to RELEASE position and return to LAP
position, or with the 26 type, moving the handle slightly toward release
position in the application zone. In either case the equalizing reservoir gauge
should show an increase of approximately 4 psi.
Do not attempt a further graduation after the brake pipe pressure has
been restored to within 10 psi of the standard brake pipe pressure. Graduations should be spaced so a relatively
low brake cylinder pressure will be retained when the train is moving 15 MPH or less, especially with
cast iron shoes.
d)
When making a spot stop in passenger service,
braking should be commenced at a sufficient distance from the stopping point to
allow for two distinct automatic brake applications.
The final application should be commenced at a speed, which
will permit a light reduction to bring the train to a stop. Time should be
allowed for all brakes throughout the train to be released before starting this
application.
e)
When making slowdowns on passenger trains, the
slack should be kept stretched by working light power. As the train slows down from the brake
application, the throttle must be reduced to prevent excessive load meter
readings.
16.2 Use
of Back-Up Hose
When passenger trains are controlled by use of a back-up hose
or valve, the locomotive engineer must not allow the speed to become
excessive. When it is noted that brakes are
being applied, the automatic brake handle is to be placed in LAP position with
Nos. 6 and 24 brake equipment; with No 26 brake equipment place the automatic
brake cut-off valve in OUT position.
Power must be reduced as required
and brakes must not be released until stopped or a signal is received to
continue the movement. The pressure
maintaining cut-out cock, where provided with 24 RL brake equipment, must be
closed.
17.0 Fuel
Conservation
17.1 Fuel
Conservation Techniques
Fuel conservation techniques are developed from CPR and AAR
Studies concerning Track Train Dynamics.
These studies involve train makeup, horsepower ratios, train handling
techniques a
