alaska railroad - amazon s3s3.amazonaws.com/trainmedia/rulebooks/arr/abth.pdftoc - 2 last updated:...

Alaska Railroad Air Brake

and

Train Handling

Manual

Last Updated: 01/24/2006 Air Brake and Train Handling Manual

This page is intentionally blank.

Air Brakes and Train Handling Manual Last Updated: 01/24/2006 TOC - 1

Table of Contents

100 Locomotive Engineer Responsibilities and Certification ..............100-1

100.1 General Responsibilities.....................................................................100-1 100.2 Revocation Events..............................................................................100-2 100.3 Engineer Certification Requirements for Operating

Locomotives .......................................................................................100-6 100.4 Territory Qualifications........................................................................100-6 100.5 Familiarization Trips ...........................................................................100-7 100.6 Special Equipment Proficiency ...........................................................100-7 100.7 Pilots...................................................................................................100-8

101 Train Air Brake Tests and Inspections............................................101-1

101.1 Compliance with Federal Railroad Administration (FRA) Regulations.........................................................................................101-1

101.2 Safety Inspection of Freight Cars .......................................................101-1 101.3 Coupling and Securing Air Hoses.......................................................101-2 101.4 Operative Brake Requirements ..........................................................101-2 101.5 Person in Charge of Air Brake Test....................................................101-3 101.6 Standard Brake Pipe Pressure ...........................................................101-3 101.7 Charging Air Brake System ................................................................101-3 101.8 Air Brake Tests Using End-of-Train (EOT) Devices ...........................101-4 101.9 Brake Pipe System Leakage Testing Requirements ..........................101-4 101.9.1 Air Flow Method (AFM) Procedures ...................................................101-5 101.9.2 Brake Pipe Leakage Method Procedures...........................................101-5 101.10 Class I Air Brake Test—Initial Terminal Inspection ............................101-6 101.10.1 Inspection Requirements....................................................................101-6 101.10.2 Inspection Preparation........................................................................101-7 101.10.3 Inspection Procedures........................................................................101-8 101.10.4 Engineer Notification ..........................................................................101-9 101.10.5 EOT Device Emergency Test Record ..............................................101-11

TOC - 2 Last Updated: 01/24/2006 Air Brakes and Train Handling Manual

101.11 Class IA Brake Test—1,000-Mile Inspection ....................................101-11 101.12 Class II Brake Test—Intermediate Inspection ..................................101-12 101.13 Class III Brake Test—Trainline Continuity Inspection ......................101-13 101.14 Transfer Train Brake Test.................................................................101-14 101.15 Cutting Off and Recoupling Brake Test ............................................101-14 101.16 Air Brake Test When Adding Pretested Cars ...................................101-15 101.17 Snow Plow Brake Test .....................................................................101-15 101.18 Inbound Train Inspection ..................................................................101-15 101.19 Piston Travel Limits ..........................................................................101-15 101.20 Movement of Defective Equipment...................................................101-16 101.20.1 Determination for Movement ............................................................101-17 101.20.2 Notification to Crew ..........................................................................101-17 101.20.3 Defective Equipment Tagging ..........................................................101-17 101.20.4 Tagging Information..........................................................................101-19 101.20.5 Computing the Percent of Operative Brakes ....................................101-19 101.20.6 Placement of Cars with Inoperative Brakes......................................101-19

102 Locomotive Equipment Operations and Testing............................102-1

102.1 General Requirements .......................................................................102-1 102.2 Locomotive Daily Inspection...............................................................102-2 102.2.1 Inspection Requirements....................................................................102-2 102.2.2 Determine if Inspection Is Required ...................................................102-2 102.2.3 Locomotives at Outlying Points ..........................................................102-2 102.3 Conducting a Locomotive Daily Inspection.........................................102-3 102.3.1 Control Compartment/Locomotive Cab ..............................................102-3 102.3.2 Walkway and Engine Compartment ...................................................102-4 102.3.3 Ground Level ......................................................................................102-5 102.3.4 Completing Required Daily Inspection Forms ....................................102-7 102.4 Locomotive with Non-Complying Condition Safe to Move..................102-9 102.4.1 Determining if the Locomotive Is Safe to Move ..................................102-9 102.4.2 Moving a Non-Complying Locomotive................................................102-9 102.5 Locomotive with Non-Complying Condition Not Safe To

Move.................................................................................................102-11 102.6 Non-Complying Condition Found En Route .....................................102-11 102.7 Defects Other Than Non-Complying Conditions ..............................102-13


102.8 Major Internal Defects Found En Route ...........................................102-14 102.9 Impact Collisions ..............................................................................102-15 102.10 Locomotive Air Brake Test ...............................................................102-15 102.10.1 Determining When a Test Is Required .............................................102-15 102.10.2 Procedure for Conducting Locomotive Air Brake Test Other

than Changing Operating Ends ........................................................102-16 102.10.3 Procedure for Conducting Locomotive Air Brake Test

When Changing Operating Ends......................................................102-18 102.11 Equalizing Reservoir Leakage..........................................................102-18 102.11.1 Regulating Valve ..............................................................................102-18 102.12 Standard Air Pressures ....................................................................102-19 102.13 Reducing Locomotive Overcharge ...................................................102-19 102.14 Locomotive Safety Devices ..............................................................102-19 102.15 Operative Speed Indicator................................................................102-20 102.16 Event Recorder.................................................................................102-21 102.17 Moving Locomotives.........................................................................102-21 102.17.1 Initial Movement of a Locomotive Consist Not Coupled to

Other Equipment. .............................................................................102-21 102.17.2 Locomotive Running Air Brake Test .................................................102-22 102.17.3 Initial Movement of a Locomotive Consist Coupled to Other

Equipment ........................................................................................102-22 102.17.4 Moving Locomotives Using Only the Brake Pipe to Control

Air Brakes .........................................................................................102-23 102.17.5 Moving Locomotives Within Mechanical Department Limits ............102-24 102.18 Moving Light Locomotive Consists ...................................................102-24 102.19 Locomotive Air Brake Equipment .....................................................102-25 102.19.1 26 L Brake Equipment Positions ......................................................102-25 102.19.2 Computer Controlled Brake (CCB) Equipment Positions .................102-25 102.20 Connecting Air Hoses In Multiple-Unit Consists ...............................102-26 102.21 Separating Locomotives ...................................................................102-27 102.22 Changing Operating Ends ................................................................102-28 102.22.2 CCB Brake Equipment .....................................................................102-29 102.23 Integrated Cab Electronics ...............................................................102-30 102.24 Securing Unattended Locomotives...................................................102-32 102.25 Applying/Testing Hand Brakes on Locomotives ...............................102-32 102.26 Conditioning Unattended Locomotives.............................................102-33


102.27 Dynamic Brake Requirements..........................................................102-33 102.28 Inoperative Dynamic Brake on Lead, Controlling

Locomotive .......................................................................................102-34 102.29 Locomotive Brake Valves Positions and Functions..........................102-34 102.29.1 26C Automatic Brake Valve..............................................................102-34 A. Brake Valve Features .......................................................................102-35 102.29.3 Independent Brake Valve .................................................................102-36 102.30 Electropneumatic Automatic and Independent Brake

Valves...............................................................................................102-38 102.30.1 Computer Controlled Brake (CCB ) ..................................................102-38 102.30.2 CCB Automatic Brake Valve.............................................................102-39 102.30.3 CCB Independent Brake Valve.........................................................102-41 102.30.4 CCB Air Brake System Operation ....................................................102-41 102.31 Locomotive Electronic Air Brake Computer Resets..........................102-45 102.32 Electronic Alertness Device..............................................................102-46 102.33 Overspeed Control ...........................................................................102-47 102.33.1 Slow the Train...................................................................................102-47 102.34 MU-2A/Double Ported Cutout Cock..................................................102-49 102.34.1 Double Ported Cutout Cock..............................................................102-50 102.35 Automatic Brake Valve Cutout Valve................................................102-50 102.36 Air Flow Meter ..................................................................................102-53 102.36.2 Engineer Responsibilities .................................................................102-55 102.37 Numbering Wheels and Components on Locomotives ....................102-56

103 Train Operations ...............................................................................103-1

103.1 Securing Equipment Against Undesired Movement ...........................103-1 103.2 Securing an Unattended Train or Portion of Train with

Locomotive Attached ..........................................................................103-2 103.3 Securing Train Before Detaching Locomotives ..................................103-3 103.4 Releasing Hand Brakes......................................................................103-3 103.5 Blocking Wheels .................................................................................103-4 103.6 Unattended Locomotive(s) .................................................................103-5 103.7 Brakes Not Operating Properly...........................................................103-6 103.8 Sticking Brakes...................................................................................103-6 103.8.1 Minimizing Sticking Brakes.................................................................103-7


103.9 Reducing Pressure in Overcharged Train Brake Systems .................103-7 103.10 Cutting Out Air Brake Equipment .......................................................103-7 103.10.1 Procedure to Cut Out Control Valve or Automatic Vent

Valve...................................................................................................103-8 103.10.2 Placement of Cars with Cut-Out Air Brake Equipment .......................103-8 103.10.3 Rear Car Brakes.................................................................................103-8 103.11 Bleed Off Cars ....................................................................................103-9 103.12 Reporting Flat Spots...........................................................................103-9 103.13 Setting Out Defective Cars ...............................................................103-10 103.14 Coupling Brake Pipe Connections....................................................103-10 103.15 Air hoses Separated or Cars Uncoupled En Route ..........................103-11 103.16 Powered Axle Limitation ...................................................................103-12 103.17 Helper Operation ..............................................................................103-12 103.17.1 Manned Helper Entrained or Coupled at Rear of Train ....................103-12 103.17.2 Removing a Cut-In Helper ................................................................103-13 103.17.3 Manned Helper Added to Head End of Train ...................................103-13 103.17.4 Manned Helper Removed From Head End of Train .........................103-14 103.17.5 Operating Responsibilities with Manned Helper...............................103-15 103.18 Two-Way End of Train (EOT) Telemetry System .............................103-15 103.18.1 Installing HOT/EOT ..........................................................................103-15 103.18.2 Removing EOT .................................................................................103-16 103.18.3 Arming HOT/EOT .............................................................................103-18 103.18.4 Testing HOT/EOT.............................................................................103-18 103.18.5 Disarming Head-of-Train (HOT) Device ...........................................103-19 A. Disarming an HOT............................................................................103-20 103.18.6 Emergency Switch............................................................................103-20 103.19 Emergency Application Capability from Rear of Train......................103-21 103.19.1 Requirements ...................................................................................103-21 103.19.2 Providing Emergency Application Capability from Rear of

Train .................................................................................................103-21 103.19.3 On Moving Trains Equipped with a Two-way EOT Device...............103-22 103.19.4 Loss of Emergency Application Capability from Rear of

Train .................................................................................................103-22 103.20 AGEN End-of-Train Device (EOT)....................................................103-23 103.20.1 Train Air Brake Tests........................................................................103-23 103.20.2 Testing Rear Car Emergency Braking..............................................103-24


103.21 Required Running Air Brake Test During Inclement Weather ............................................................................................103-24

103.22 Dynamic Brake Warning Light ..........................................................103-25 103.23 Unusual Conditions ..........................................................................103-25 103.23.1 Unusual Changes in Brake Pipe Pressure .......................................103-25 103.23.2 Increased Air Brake System Leakage En Route ..............................103-25 103.23.3 Reporting Unusual Air Brake Conditions ..........................................103-25 103.23.4 Unintentional Brake Release ............................................................103-26 103.24 Verifying the Accuracy of Hand-held Gauges...................................103-26

104 Train Handling ...................................................................................104-1

104.1 Train Status Information .....................................................................104-2 104.2 Dynamic Braking ................................................................................104-3 104.2.1 Dynamic Brake Limitations .................................................................104-4 104.2.2 Dynamic Brake Holding Feature.........................................................104-4 104.2.3 Dynamic Brake Holding Feature Operating Instructions ....................104-4 104.3 Dynamic Brake Interlock (DBI) ...........................................................104-5 104.4 Use of Automatic Brake......................................................................104-5 104.4.4 Use of Automatic Brakes During Cold Weather Conditions ...............104-8 104.5 Throttle Handling ................................................................................104-9 104.5.1 Reverser Position ...............................................................................104-9 104.5.2 Short Time Ratings...........................................................................104-10 104.5.3 Minimum Continuous Speed ............................................................104-10 104.5.4 Independent Brake (Locomotive Brake) ...........................................104-11 104.6 Train Handling Scenarios .................................................................104-12 104.6.1 Starting Train ....................................................................................104-12 104.6.2 Slowing or Controlling Speed ...........................................................104-16 104.6.3 Stopping ...........................................................................................104-20 104.6.4 Unplanned Stop................................................................................104-23 104.6.5 Shoving Movements .........................................................................104-23 104.7 Grade Operations .............................................................................104-29 104.7.1 Operating on a Grade.......................................................................104-29 104.7.2 Recharging on a Grade ....................................................................104-30 104.7.3 Cresting a Mountain Grade ..............................................................104-30 104.7.4 Balance Braking on Grade ...............................................................104-31


104.7.5 Regulating Valve Braking .................................................................104-31 104.7.6 Inclement Weather Running Air Brake Test on Grade .....................104-31 104.7.7 Emergency Brake Applications.........................................................104-31 104.7.8 Emergency Brake Application by Crew Member ..............................104-34 104.7.9 Undesired Emergency Brake Application .........................................104-35 104.7.10 Unintentional Brake Release ............................................................104-35 104.7.11 Unplanned Stop................................................................................104-36 104.7.12 Train Break-In-Two...........................................................................104-36 104.8 Temporary Speed Restrictions .........................................................104-37 104.9 Penalty Brake Application.................................................................104-37 104.10 Switching Movements.......................................................................104-38

105 Car Equipment and Components ....................................................105-1

105.1 Freight Car End and Platform Identification........................................105-1 105.2 Wheels, Axles, Bearings, and Journals Identification on

Cars ....................................................................................................105-1 105.3 Coupler Assemblies............................................................................105-8 105.4 Freight Car A-1 Reduction Relay Valve..............................................105-9 105.5 Freight Car Automatic Vent Valve ....................................................105-10 105.6 Retaining Valves...............................................................................105-10 105.6.1 Three-Position Retaining Valve ........................................................105-10 105.7 Charging Time Chart ........................................................................105-12 105.7.1 Maximum Train Lengths ...................................................................105-12 105.8 Determining Number of Hand Brakes...............................................105-12 105.8.1 Equalization Pressure.......................................................................105-13 105.9 Car Brake Equipment .......................................................................105-16

106 Distributed Power Operations..........................................................106-1

106.1 Preparing for Distributed Power .........................................................106-2 106.2 Conditioning the Locomotive ..............................................................106-2 106.3 Conditioning the Remote Unit.............................................................106-3 106.3.1 Switch and Handle Positions ..............................................................106-3 106.3.2 Remote Control Panel and Console Setup.........................................106-4 106.4 Conditioning the Lead Unit .................................................................106-5


106.4.1 Lead Control Panel and Console Setup .............................................106-5 106.4.2 Lead Setup Procedure........................................................................106-6 106.5 Lead Consist Linking Procedure.........................................................106-6 106.6 Brake Pipe Continuity Test .................................................................106-7 106.7 Distributed Power Brake Pipe Leakage Test......................................106-7 106.8 Performing the Distributed Power Brake Pipe Leakage

Test.....................................................................................................106-8 106.9 Distributed Power System Operating Modes......................................106-9 106.10 Changing System Operating Modes on DP Controlling Unit ..............106-9 106.11 Train Check ......................................................................................106-10 106.12 Performing a Train Check.................................................................106-11 106.13 Responding to Train Check FAIL .....................................................106-12 106.13.1 Second Attempt of Train Check........................................................106-12 106.13.2 Alternative Method for Determining Brake Pipe Continuity ..............106-13 106.13.3 Communication Interruption During Train Check or

Alternate Method ..............................................................................106-13 106.14 Securing Train Using Train Check....................................................106-14 106.14.1 Securing an Intact Train Using Train Check.....................................106-14 106.14.2 Securing a Separated Train to be Left Unattended ..........................106-14 106.15 Remote Operating Modes ................................................................106-15 106.16 Remote Mode NORMAL...................................................................106-15 106.16.1 Return Consist from Other Mode to NORMAL .................................106-16 106.16.2 Cut in the Automatic Brake Valve on Remote ..................................106-16 106.17 Remote Mode IDLE ..........................................................................106-16 106.18 Remote Mode BV OUT.....................................................................106-17 106.19 Remote Mode ISOLATE...................................................................106-17 106.20 Remote Mode SET OUT ..................................................................106-17 106.20.1 Separating Train from Remote Consist to be Left Standing .............106-18 106.20.2 Returning Remotes to NORMAL After Recoupling Train .................106-19 106.21 Remote Mode STOP ........................................................................106-19 106.22 Ending Distributed Power Operation on the Lead Consist ...............106-20 106.22.1 Unlinking DP Lead Unit from Remote Consist..................................106-20 106.23 Ending Distributed Power on Remote Units .....................................106-21 106.24 Special Operating Conditions ...........................................................106-21 106.25 Lead Unit Communication Interruption .............................................106-22


106.26 Remote Unit Communication Interruption ........................................106-22 106.26.1 Remote Unit Senses Brake Application or Release Without

Command .........................................................................................106-23 106.26.2 Radio Communication Reestablished ..............................................106-24 106.27 Operation During Loss of Communication........................................106-24 106.28 Adding or Removing Unit(s) in Lead or Remote Consist

While Linked .....................................................................................106-24 106.28.1 Adding or Removing Trailing Locomotives .......................................106-24 106.29 Handling Remote Consist(s) by Another Train or Engine.................106-25 106.30 Restarting Diesel Engine of Lead or Remote Unit ............................106-25 106.31 Alarm Warning from a Remote Unit..................................................106-25 106.32 Audible Alarms .................................................................................106-25 106.33 Using Remote DP Units as End-of-Train (EOT) Device ...................106-26 106.34 Load Testing Remote Units ..............................................................106-26 106.34.1 Synchronous Mode (Mirrored)..........................................................106-26 106.34.2 Independent Mode............................................................................106-27 106.35 Distributed Power Train Handling.....................................................106-27 106.36 Operating Remote Units in Front Group (Mirrored) ..........................106-27 106.37 Operating Remote Units in Independent Control..............................106-28 106.38 Reassigning Units Between Front Group (in Dynamic

Brake) and Back Group (in Throttle).................................................106-30 106.39 Starting .............................................................................................106-30 106.39.1 Level or Ascending Grade Less Than 1 Percent..............................106-30 106.40 Ascending Grade of 1 Percent or More ............................................106-32 106.41 Undulating Grade .............................................................................106-33 106.42 Descending Grade of 1 Percent or More..........................................106-34 106.43 Cresting Grade .................................................................................106-35 106.44 Slowing or Controlling Speed ...........................................................106-36 106.45 Stopping ...........................................................................................106-37 106.45.1 Stopping on Level or Descending Grade Less than 1

Percent .............................................................................................106-37 106.45.2 Stopping on Descending Grade of 1 Percent or More......................106-39 A. Stopping—Dynamic and Automatic Brakes Applied.........................106-39 B. Stopping—Speed Controlled with Dynamic Brake ...........................106-40 106.46 Penalty Brake Application.................................................................106-41 106.47 Emergency Brake Application ..........................................................106-42


107 Fuel Conservation.............................................................................107-1

107.1 Isolating or Shutting Down Locomotives En Route ............................107-2 107.2 Shut Down Requirements for Locomotives Not In Use ......................107-3 107.3 Shut Down Procedures.......................................................................107-4 107.4 Locomotive Starting............................................................................107-4 107.5 Cold Weather Protection for Locomotives ..........................................107-5 107.5.1 Locomotives Set Out for Service and/or Left Unattended ..................107-5 107.5.2 Locomotives Set Out Due to Defects .................................................107-6 107.5.3 Locomotives Developing En Route Failures.......................................107-6 107.5.4 Locomotive Fuel Level Reporting .......................................................107-6 107.6 Fuel Consumption Gallons Per Hour..................................................107-7 107.7 Fuel Conservation General Guidelines...............................................107-7 107.8 Locomotive Operating Conditions Related to Fuel Usage..................107-8 107.9 Echotrans Engine Run Manager/Auxiliary Power Unit

(ERM/APU) Equipment.......................................................................107-9 107.9.1 Required Use of the ERM/APU Equipment ........................................107-9 107.9.2 ERM/APU Setup.................................................................................107-9 107.10 ERM Status Panel Devices ..............................................................107-11 107.10.1 LED Light Indications........................................................................107-11 107.11 Operator Actions that Affect the ERM/APU System .........................107-13 107.11.1 Canceling a Pending Shutdown of the Main Engine ........................107-13 107.11.2 Restarting the Main Engine After an ERM-Controlled

Shutdown..........................................................................................107-14 107.11.3 Preventing Trailing Units Equipped with APU from

Continued Idling, or Preventing a Restart After an ERM-Controlled Main Engine Shutdown ...................................................107-14

107.11.4 Initiating an Immediate Main Engine Shutdown ...............................107-15 107.11.5 Re-establishing Lights After a Disconnect........................................107-15 107.11.6 Emergency Shutdown ......................................................................107-15 107.11.7 Requesting ERM Monitoring and Replacement of Main

Reservoir Air Pressure .....................................................................107-16 107.12 Managing Locomotive Equipment ....................................................107-17 107.12.1 Preparing to Leave a Locomotive Unattended .................................107-17 107.13 Troubleshooting................................................................................107-18 107.14 Automatic Dump Valve (Guru Valve) Operation at 40°F ..................107-18


107.14.1 Main Engine Cannot Continue to Idle Due to Problem with the Locomotive and Ambient Temperature is 40°F or Less .............107-19

107.15 Safety Considerations ......................................................................107-19 107.15.1 An ERM-Controlled Shutdown..........................................................107-19 107.15.2 Shutting Down a Diesel Engine for Maintenance .............................107-20 107.15.3 Reporting ERM/APU Problems/Malfunctions .................................107-20 107.16 APU Inspection.................................................................................107-20 107.16.1 Inspecting the APU...........................................................................107-20

108 Passenger Train Rules......................................................................108-1

108.1 General Responsibilities.....................................................................108-2 108.2 Passenger Train Air Brake Tests........................................................108-2 108.2.1 Class I Brake Test Requirements.......................................................108-2 108.2.2 Class I Air Brake Test.........................................................................108-3 108.3 Condition of Brakes ............................................................................108-4 108.4 Notification of Completion of Class I-Initial Terminal Air

Brake Test and Mechanical Inspections.............................................108-4 108.5 Class IA Brake Test............................................................................108-5 108.5.1 Test Requirements .............................................................................108-5 108.5.2 Test Procedure ...................................................................................108-6 108.6 Class II Brake Test Requirements......................................................108-7 108.6.1 Class II Brake Test .............................................................................108-7 108.7 Running Brake Test............................................................................108-8 108.7.1 Running Brake Test............................................................................108-9 108.8 Exterior Calendar Day Mechanical Inspection

Requirements .....................................................................................108-9 108.8.1 Running Gear Inspection..................................................................108-10 108.8.2 Non-Running Gear Inspection ..........................................................108-10 108.9 Interior Calendar Day Mechanical Inspection...................................108-11 108.9.1 Non-Running Gear Inspection ..........................................................108-11 108.10 Change of Crew—Determining Condition of Brakes ........................108-13 108.11 Change of Crew—Passenger...........................................................108-14 108.12 Passenger Train Handling ................................................................108-15 108.13 Starting Passenger Trains ................................................................108-16 108.14 Accelerating......................................................................................108-16


108.15 Braking .............................................................................................108-17 108.16 Slowing Using Only Dynamic Brake .................................................108-18 108.17 Slowing or Stopping, Train Air Brakes Only .....................................108-18 108.18 Stopping ...........................................................................................108-19 108.19 Stopping Immediately After Starting .................................................108-20 108.20 Releasing Brakes .............................................................................108-20 108.21 Backing/Shoving Train Movements ..................................................108-21 108.22 Movement of Passenger Equipment with Defective Power

Brakes ..............................................................................................108-21 108.22.1 Determining Operable Brake Percentage.........................................108-22 108.22.2 Operable Brake Percentage Restrictions .........................................108-23 108.22.3 Conditions Not Considered as Inoperable Brake .............................108-23 108.23 Inadequate Performance of Train Brakes En Route.........................108-24 108.24 Failure to Maintain Required Pressure .............................................108-24 108.25 Sticking Brakes.................................................................................108-24 108.26 Train Breaks in Two..........................................................................108-25 108.27 Emergency Application: Undesired Emergency UDE,

Engineer-Initiated Emergency EIE ...................................................108-26 108.27.1 Activation of EOT..............................................................................108-26 108.27.2 Applying Brakes from the Rear of Train with the

Conductor’s Valve or Back-Up Hose ................................................108-26 108.28 Reporting Defects.............................................................................108-27 108.29 Requirements for Two-Way EOT in Passenger Service ..................108-27 108.30 Location of Crew Members on Trains Not Equipped with

EOTs ................................................................................................108-29 108.30.1 En Route Failures.............................................................................108-29 108.30.2 Operating Restrictions En Route Failure ..........................................108-30 108.30.3 Running Brake Test Required When Last Car Indicates 0..............108-30 108.30.4 Circumstances Requiring Emergency Application Using

Two-Way EOTs ................................................................................108-30 108.31 Changing Operating Ends Push-Pull Service...................................108-31 108.31.1 26 L Brake Equipment Positions ......................................................108-32 108.31.2 Computer Controlled Brake (CCB) Equipment Positions .................108-32 108.32 Head-End Power (HEP) System ......................................................108-33 108.32.1 Startup ..............................................................................................108-33 108.32.2 Shutdown..........................................................................................108-34


108.33 HEP Instructions for Locomotives 3013, 3014, and 3015 ................108-34 108.32.1 Startup ..............................................................................................108-35 108.33.2 Startup (If Standby Mode Is Used) ...................................................108-35 108.33.3 Troubleshooting................................................................................108-36 108.34 HEP Power Units 31 and 32.............................................................108-37 108.34.1 Setup for Baggage Car Generators..................................................108-37 108.34.2 Baggage Car Shut Down..................................................................108-38


This page is intentionally blank.

Air Brakes and Train Handling Manual Last Updated: 01/24/2006 100-1

100 Locomotive Engineer Responsibilities and Certification

The following responsibilities apply to all engineers, including student engineers, locomotive engineers, and locomotive servicing engineers.

100.1 General Responsibilities

Engineers are responsible for complying with these federal and company requirements:

• Engineers must be certified in the appropriate class of service to operate a locomotive.

• Engineers must be certified according to Alaska Railroad certification requirements and programs, as well as federal regulations defined in Chapter 49, Part 240 of the Code of Federal Regulations (CFR).

• Engineers must keep their engineer’s certificate with them at all times while on duty and display it at the request of a company manager or Federal Railroad Administration (FRA) representative.

• Engineers must promptly report the loss, damage, or destruction of their engineer’s certificate to the Road Foreman of Engines or a Designated Supervisor of Locomotive Engineers (DSLE).

• Engineers must report convictions for any of the following violations to their supervisors responsible for engineer certification no later than 48 hours after the conviction:

− Operating a motor vehicle while impaired by, or under the influence of, alcohol or drugs

− Refusing to undergo testing by a law enforcement officer who wants to determine whether the engineer is operating a motor vehicle while under the influence of alcohol or drugs

NOTE: State-sponsored diversion programs, guilty pleas, and completed state actions to cancel, revoke, suspend, or deny a driver’s license are considered violations and must be reported.

100-2 Last Updated: 01/24/2006 Air Brakes and Train Handling Manual

• If an engineer’s hearing or vision has deteriorated since his or her last physical exam, he or she must immediately report to the Road Foreman of Engines or a DSLE responsible for engineer certification.

• Engineers must not allow unauthorized or uncertified persons to operate the locomotive.

100.2 Revocation Events

Incidents or accidents that meet any of the following CFR criteria could result in the suspension or revocation of an engineer’s certification:

• Signal Indication

240.117(e)(1) “Failure to control a locomotive or train in accordance with a signal indication, excluding a hand or a radio signal indication or a switch, that requires a complete stop before passing it.”

The following are considered stop signals for the purpose of this regulation:

− Active stop signals (e.g., block or interlocking signals that require a complete stop before passing)

− Passive stop signals (e.g., red track flags, blue signals, stop signals, or gates that require a complete stop before passing)

− Unattended fusees and STOP banners used in conjunction with GCOR 6.27 or 6.28

• Train Speed

240.117(e)(2) “Failure to adhere to limitations concerning train speed when the speed at which the train was operating exceeds the maximum authorized limit by at least 10 miles per hour. Where restricted speed is in effect, railroads shall consider only those violations of the conditional clause of restricted speed rules (i.e., the clause that requires stopping within one half of the locomotive engineer’s range of vision), or the operational equivalent thereof, which cause reportable accidents or incidents under part 225, as instances of failure to adhere to this section.”

Speeding as described above is a violation. Maximum authorized speed is defined as the maximum allowable speed a train or engine is authorized to operate for a given operating situation.


EXAMPLES:

− If the maximum authorized speed is 50 MPH, 60 MPH or higher is a violation.

− If the maximum speed specified in special instruction is 60 MPH but the signal indication requires movement at 35 MPH, 35 MPH is the maximum authorized speed for the situation. 45 MPH or higher is a violation.

− If the maximum speed specified in special instruction is 60 MPH but restricted speed is required by rule or signal indication, 20 MPH is the maximum authorized speed for the situation. 30 MPH or higher is a violation.

Violations of “a speed that allows stopping within half the range of vision” as required by GCOR 6.27 “Movement at Restricted Speed” or 6.28 “Movement on Other than Main Track,” which result in FRA reportable accidents or incidents under 49 CFR Part 225 are subject to revocation.

EXAMPLE: Failure to stop short of train, engine, railroad car, or equipment fouling the track or a switch or derail lined improperly, resulting in property damage exceeding the current FRA reporting threshold or an FRA reportable personal injury, is a violation.

Violations of any one of the other provisions of 240.117(e) while operating at restricted speed are subject to revocation.

EXAMPLE: A person operating a locomotive at restricted speed could be found to have violated 240.117(e)(1) if he or she failed to stop at a signal that required a complete stop before passing it. Any reference to damage thresholds would not apply because the person simultaneously violated another provision of 240.117(e).

• Air Brake Test

240.117(e)(3) “Failure to adhere to procedures for the safe use of train or engine brakes when the procedures are required for compliance with the initial terminal, intermediate terminal, or transfer train and yard test provisions of 49 CFR part 232 or when the procedures are required for compliance with the Class I, Class IA, Class II, or running brake test provisions of 49 CFR part 228.”

Failure to perform the required initial, transfer, intermediate terminal or running air brake test as specified by Air Brake and Train Handling rules is a violation.


The following Air Brake and Train Handling rules are considered for the purpose of revocation:

− Initial Terminal Air Brake Test (Class 1)

− Intermediate Brake Test (Class 1A)

− Transfer Train and Yard Movement Test

− Running Air Brake Test for Passenger Trains

Required locomotive air brake tests are not addressed in this regulation and are not considered for suspension or revocation.

• Main Track Authority

240.117(e)(4) “Occupying main track or a segment of main track without proper authority or permission.”

Occupying a main track or a portion of a main track without proper authority as specified in GCOR 6.2 and GCOR 6.3 or permission per Rule 15.2 is a violation.

Operating on a portion of main track when permission/authority is required by GCOR 15.2. Incidents in which a STOP SIGNAL (red flag) or STOP in the stop column is involved will be considered violations of item 2, train speed.

• Tampering with Safety Devices

240.117(e)(5) “Failure to comply with prohibitions against tampering with locomotive mounted safety devices, or knowingly operating or permitting to be operated a train with an unauthorized disabled safety device in the controlling locomotive.”

Unless authorized, rendering a device inoperative or impairing the intended function of a locomotive-mounted safety device is a violation.

Locomotive-mounted safety devices include, but are not limited to: event recorders, alerter, dead man controls, automatic cab signals, cab signal whistles, automatic train stop equipment, and automatic train control equipment.


• Alcohol and Drugs

240.117(e)(6) “Incidents of noncompliance with 49 CFR Part 219.101 of this Chapter.”

219.101 reads in part:

1. Prohibitions—Except as provided in 219.103 (Prescribed and over-the-counter drugs)

(1) No employee may use or possess alcohol or any controlled substance while assigned by a railroad to perform covered service;

(2) No employee may report for covered service, or go on or remain on duty in covered service while

(i) Under the influence of or impaired by alcohol.

(ii) Having .04 percent or more alcohol in the blood; or

(iii) Under the influence of or impaired by any controlled substance.

An employee assigned to perform covered service who is subjected to a breathalyzer or blood test and the result of the test is determined to be positive for alcohol (.04 percent or more alcohol in the blood) is in violation of 49 CFR Part 219.101.

Noncompliance with 49 CFR Part 219.101 is a violation of 240.117(e)(6) and the first offense is a mandatory nine-month revocation.

The presence of a controlled substance in the body fluid does not necessarily indicate impairment. Therefore, for the purpose of revocation, an employee in covered service that tests positive for a controlled substance is in violation of 49 CFR Part 219.101 if it can be determined that they were under the influence or impaired. If not, the employee is in violation of 49 CFR Part 219.102.

49 CFR Part 219.102 reads in part:

No employee who performs covered service may use a controlled substance at any time, whether on duty or off duty, except as permitted by 49 CFR Part 219.103 of this part (Prescribed and over-the-counter drugs).


Noncompliance with 49 CFR Part 219.102 is not a violation of 240.117(e)(6) and is not, therefore, a revocable offense. However, these violations must be tracked and the employee must be referred to the employee assistance counselor. The employee’s certificate will be deemed suspended (not revoked) during evaluation and any required treatment. Different periods of ineligibility for subsequent violations are listed in 240.119(c)(4).

This policy is to establish guidelines for identifying conduct that constitutes the revocation of certified employee’s certificate. Any instances in question should be directed to the Director of Operating Practices, Engineer Certification for clarification.

100.3 Engineer Certification Requirements for Operating Locomotives

Certified engineers may operate locomotives under the following conditions:

• Train service engineers may operate a locomotive coupled to cars.

• Locomotive servicing engineers may operate a locomotive if it is not coupled to cars.

• Student engineers may only operate locomotives under the direct and immediate supervision of a certified engineer.

100.4 Territory Qualifications

Train service engineers are considered qualified on an assigned territory when they have operated over the territory in at least one of these capacities:

• As a train service engineer without a pilot

• As a train service engineer completing familiarization trips with a qualified train service engineer pilot

• As a crew member on board the controlling locomotive over the assigned territory


100.5 Familiarization Trips

A certified train service engineer who has not worked an assigned territory in any capacity must make a familiarization trip with a qualified train service engineer pilot. The purpose of a familiarization trip is for engineers to familiarize themselves with the physical characteristics of the territory and/or new equipment.

A certified train service engineer who has not worked the assigned territory in any capacity during the previous 24 months may make a re-familiarization trip with a qualified train service engineer pilot.

In both instances, the following rules apply:

1. Train service engineers are responsible for contacting a Designated Supervisor of Locomotive Engineers (DSLE) who will determine the following:

− The number of required familiarization trips.

− If and when an engineer is qualified at the completion of these trips. The DSLE or other supervisor will then authorize the certified train service engineer to perform service on that territory and/or with new equipment without a pilot.

2. The pilot shall be a person qualified and certified as a locomotive engineer who is not an assigned crew member.

3. Familiarization trips are not required for yard assignments.

100.6 Special Equipment Proficiency

To operate distributed power and electronically controlled pneumatic brake systems, engineers must have continued experience and an adequate level of proficiency. If an engineer is initially qualified on this equipment but does not operate the equipment in any capacity for 24 months, he or she must contact the Road Foreman of Engines or another supervisor to receive requalification instructions.


100.7 Pilots

To determine if a pilot is required to accompany engineers on familiarization trips, follow these rules:

• When an engineer has never operated over the territory before, a pilot is required. The pilot must be a qualified engineer other than a crew member.

• When an engineer is requalifying on the territory where he or she was previously qualified, a pilot is required. The pilot may be any qualified person other than a crew member.

NOTE: A qualified person is defined as someone who has successfully completed the training and testing requirements of Alaska Railroad and is not an assigned member of the crew.


101 Train Air Brake Tests and Inspections

101.1 Compliance with Federal Railroad Administration (FRA) Regulations

Supervisors, inspectors, engineers, and crew members are jointly responsible for the condition of air brake equipment on locomotives and cars to the extent that it is possible to detect defective equipment with required air brake tests. All brake equipment on locomotives and cars must be tested and inspected according to the FRA regulations described in this manual.

Only a “qualified person” or a “qualified mechanical inspector” may perform inspections and air brake tests. Each term is defined below:

• A qualified person refers to trainmen and enginemen given fundamental training on freight car inspections and air brake tests. All trainmen and enginemen are qualified persons in the application of the train air brake tests and inspections rules described in this section.

• A qualified mechanical inspector refers to a person with more extensive training who can provide a more detailed inspection.

101.2 Safety Inspection of Freight Cars

Cars at the initial terminal or cars added en route must be given a safety inspection that complies with Rule 1.33 in the General Code of Operating Rules (GCOR).

In addition, the following inspection rules apply:

• Inspect both sides of the train.

• Test the air brakes to check the functioning of all moving parts of the brake system on each car.

• Use roll-by inspections only to determine that all brakes have released.

101-2 Last Updated:01/24/2006 Air Brake and Train Handling Manual

101.3 Coupling and Securing Air Hoses

Whenever possible, secure air hoses on locomotives and cars during any movement to prevent the hoses and glad hands from dragging and becoming damaged.

Before coupling air hoses between locomotives and/or cars, follow these steps:

Figure 101-1. Coupling and Securing Air Hoses Preparation.

101.4 Operative Brake Requirements

The requirements for operative brakes are as follows:

• Unless brakes fail en route or cars are being moved for repair with the proper tagging by a qualified mechanical inspector, air brakes on all cars must be operative.

• At least 85 percent of the cars in a train must have operative brakes under all circumstances.

• When departing terminals, engineers must allow their trains to be inspected where required.

• If brakes fail en route, a qualified person must do the following:

− Place a copy of the defect tag or card on both sides of the defective equipment. (See Rule 101.20.3 and 101.20.4 for correct tagging information.)

− Make a notation on the train list or leave a copy of the defect tag in the controlling locomotive cab for the relieving crew.

STEP DESCRIPTION 1 Blow all condensation from the locomotive brake pipe or yard air line. 2 Inspect the air hose, gasket, and glad hand for damage. 3 Remove all snow, ice, dirt, and other obstructions.


101.5 Person in Charge of Air Brake Test

During the air brake test, the person who performs the test is in charge of the train. Before giving permission to apply or release the brakes, the person in charge must determine that all employees are safely positioned. The employee controlling the locomotive must not apply or release train brakes without permission from the person performing the air brake test.

101.6 Standard Brake Pipe Pressure

The pressure in the regulating valve must be adjusted to one of the following:

• Yard or freight service—90 psi

• Trains consisting entirely of passenger equipment—110 psi

101.7 Charging Air Brake System

Charge the air brake system to ensure that the system functions as needed. When charging the system, follow these rules:

• Do not charge a train’s air brake system with more than one automatic brake valve cut-in unless you are using distributed power (DP) locomotives.

• Do not increase diesel engine RPM to maintain main reservoir pressure unless the pressure fails to stay 15 psi above the regulating valve setting. If the engine RPM must be increased, open the generator field switch and be sure the throttle does not exceed position 2.

• In yards where trains are made up, unattended locomotives may be used to charge the brake system when ambient temperature requires additional charging time.


101.8 Air Brake Tests Using End-of-Train (EOT) Devices

To determine whether the brake pipe pressure is restored or to charge the air brake system to a specified pressure at the rear end of the train, use any of the following devices:

• An accurate gauge

• An end-of-train (EOT) telemetry device

• A DP locomotive

To determine that the brakes apply and release on the rear car of the train, an EOT device or a DP unit attached to the rear of the train must indicate the following:

• The brake pipe pressure decreases at least 5 psi when the brakes are applied.

• The brake pipe pressure increases at least 5 psi when the brakes are released.

101.9 Brake Pipe System Leakage Testing Requirements

A qualified person must test brake system leakage using either the Air Flow Method (AFM) or the Brake Pipe Leakage Method. Both methods are described below; however, the AFM is the preferred method when the required equipment is available.

A brake pipe leakage test is required under the following circumstances:

• When conducting a Class I Air Brake Test.

• When conducting a Class IA Air Brake Test.

• When adding cars that have not been pre-tested to a train.

• When conducting a Class I Air Brake Test on a passenger train; however, the AFM method cannot be used in this instance.


101.9.1 Air Flow Method (AFM) Procedures To qualify a train’s air brake system using AFM, the train must be equipped as follows:

• The controlling locomotive must have a maintaining-type automatic brake valve.

• The train must have a gauge or device at the rear of the train.

• The locomotive must have an air flow indicator with a direct reading of air flow in increments no greater than 10 CFM.

To perform an AFM test, follow these steps:

STEP DESCRIPTION 1 Charge the brake system to within 15 psi of the regulating valve setting

as indicated by a gauge or device at the rear of the train. 2 When air flow does not exceed 60 CFM, the test is complete. If air flow

exceeds 60 CFM, the train must be inspected for leakage. Figure 101-2. Air Flow Method Test.

101.9.2 Brake Pipe Leakage Method Procedures If the train does not meet AFM test conditions or if the required AFM equipment is not available, follow these steps to conduct a brake pipe leakage test:

STEP DESCRIPTION 1 Charge the brake system to within 15 psi of the regulating valve

setting as indicated by a gauge or device at the rear of the train. 2 Wait for a signal from the qualified person to apply the brakes. 3 Reduce brake pipe pressure by 20 psi. 4 Allow the brake pipe exhaust to stop. 5 Notify the qualified person that the brakes are applied. 6 Wait 1 minute. 7 Cut out the automatic brake valve. 8 Wait an additional 1 minute for the brake pipe pressure to equalize.


STEP DESCRIPTION 9 Time the brake pipe leakage for 1 minute.

• If the leakage does not exceed 5 psi, the test is complete. • If the leakage exceeds 5 psi, notify the qualified person that

the train must be inspected for leakage and retested. NOTE: Use the distributed power system’s automated brake pipe leakage mode when checking leakage on DP trains.

10 When the qualified person signals to release the brakes, do the following:

a. Move the automatic brake valve to the RELEASE position.

b. Cut the automatic brake valve in.

c. Notify the qualified person that brakes are released.

11 The qualified person must report the train brake test results to the engineer.

Figure 101-3. Brake Pipe Leakage Method Test.

101.10 Class I Air Brake Test—Initial Terminal Inspection

A qualified person must conduct an initial terminal inspection to check air brake and safety appliances and test brake pipe integrity.

101.10.1 Inspection Requirements A qualified person must perform the initial terminal inspection on either the entire train or on a portion of the train as described below.

Perform the initial inspection on the entire train as follows:

• Where the train is originally assembled (initial terminal)

• Where the train consist is changed, other than adding or removing a car or a solid block of cars


Perform the initial inspection on a portion of the train as follows:

• On any added cars that have not been pre-tested by the initial terminal air brake test

• On that portion of the train that has not been kept charged (i.e., off air for over 4 hours)

• On a solid block of cars being added to train that is comprised of cars from more than one previous train

• On each solid block of cars that is comprised of cars from only one previous train but which have not remained continuously and consecutively coupled together, other than for removing defective equipment, since being removed from its previous train

NOTE: Cars are still considered a “solid block” if they are from only one previous train and are divided into smaller segments, as long as the cars are placed in same order as on the previous train.

101.10.2 Inspection Preparation Before performing the initial terminal inspection, follow these steps:

NOTE: These steps may be performed during the initial terminal inspection, if desired.

STEP DESCRIPTION 1 Inspect angle cocks and cut-out cocks to verify that they are properly

positioned. 2 Inspect air hoses to verify that they are in condition for service and

properly coupled. 3 Inspect the system for leakage and make any necessary repairs. 4 Verify that retaining valves are in the EXHAUST position.

Figure 101-4. Inspection Preparation.


101.10.3 Inspection Procedures To perform the initial terminal inspection, follow these steps:

STEP DESCRIPTION 1 Charge the air brake system to within 15 psi of the locomotive

regulating valve setting, as indicated by a gauge or device at the rear of the train.

2 Test brake pipe integrity with the AFM or Brake Pipe Leakage Method. 3 When you receive the signal to apply the brakes, make a 20-psi brake

pipe reduction. 4 Inspect the entire train or a portion of the train (as described in Rule

101.10.1) to verify the following: • Brakes can be applied and remain applied until signal is given to

release NOTE: If the brakes on any car release before the release signal is given, the brakes may be re-tested once. During re-testing, the brakes must remain applied for no less than 3 minutes and released when the signal is given.

• Piston travel on each car meets the requirements of Rule 101.19 (Piston Travel Limits)

• Brake rigging does not bind or foul • All parts of the brake system are properly secured

NOTE: 100% of all train brakes must be operative before departing.

5 When the inspection is complete and the qualified person has given the signal to release the brakes, do the following:

a. Place the automatic brake valve handle in the RELEASE position.

b. Notify the qualified person that the brakes have been released.

c. Inspect each brake to make sure all brakes have released.

NOTE: This inspection may be made as the train departs at a speed not exceeding 10 MPH.

Figure 101-5. Class I Air Brake Test.


101.10.4 Engineer Notification A written record of Class I Air Brake Test—Initial Terminal Inspection is required in all instances, except for cars that are picked up, inspected, and air tested en route by train crews.

When written notification is required, a qualified person or qualified mechanical inspector who participated in the test or anyone who knows the test was completed must notify the engineer in writing using ARRC form 1233-007 Class I/Initial Terminal Test. The written notification must include a statement that the initial terminal air brake test has been completed satisfactorily and the following information:

• Date (example, 04/01/05)

• Location (example, Fairbanks, AK)

• Locomotive number (example, AR 4008)

• AFM or Brake pipe leakage (example, 24 CFM or 3 psi)

• Number of cars tested (example, 101)

• Time test started (example, 03:30) and time test ended (example, 04:10)

• Legible signature of the person performing the inspection (example, K.J. Chong, Car Inspector)

The written notification must remain in the controlling locomotive until the train reaches its final destination. Unit or cycle trains must keep the written notification in the controlling locomotive until the train receives another Class I test and inspection.

Engineers receiving the written notification must accept it as authority that the initial terminal air brake test has been completed satisfactorily.


Figure 101-6. Notification for Class I Air Brake Test.


101.10.5 EOT Device Emergency Test Record The qualified person performing a successful EOT test must provide the locomotive engineer with written notification. The person providing the written notification leaves it in the cab of the controlling locomotive for the engineer. The notification must include the following information:

• EOT I.D. number (example, ARR 14313)

• Rear car number (example, GATX 88820)

• HOT pressure (example, 90 psi)

• EOT pressure (example, 89 psi)


• Time (example, 15:20)

• Location where the test was performed (example, Anchorage, AK)

• Name of the person conducting the test (example, J. Hooker, Car Inspector)

101.11 Class IA Brake Test—1,000-Mile Inspection

A qualified person must conduct a 1,000-mile train air brake inspection at designated locations to test brake pipe leakage and inspect air brake equipment.

To perform a Class IA Brake Test, follow these steps:




pipe reduction.


STEP DESCRIPTION 4 Verify that the brakes can be applied and remain applied on each car

until the release signal is given. NOTE: If the brakes on any car release before the release signal is given, the brakes may be re-tested once. During re-testing, the brakes must remain applied for no less than 3 minutes and released when the signal is given. If the brakes on a car fail to apply or remain applied after re-testing, the car may be moved under the rules governing Movement of Defective Equipment. See Rule 101.20.

5 Verify that the brake rigging is properly secured and does not bind or foul.

Figure 101-7. Class IA Brake Test.

101.12 Class II Brake Test—Intermediate Inspection

A qualified person must conduct an intermediate inspection if cars are added to the train under one or both of the following scenarios:

• When the train is not at an initial terminal

or

• When one or more cars have not been pretested by a Class I air brake test

To perform a Class II Brake Test, follow these steps:




pipe reduction.


STEP DESCRIPTION 4 Verify that the brakes can be applied and remain applied on each car

added and the rear car until the release signal is given. NOTE: If the brakes on any car release before the release signal is given, the brakes may be re-tested once. During re-testing, the brakes must remain applied for no less than 3 minutes and released when the signal is given. If the brakes on a car fail to apply or remain applied after re-testing, the car may be moved under the rules governing Movement of Defective Equipment. See Rule 101.20.

5 Verify that the brake rigging is properly secured and does not bind or foul.

6 When the inspection is complete and the qualified person has given the signal to release the brakes, do the following:

a. Place the automatic brake valve handle in the RELEASE position.

b. Notify the qualified person that the brakes have been released.

c. Inspect each brake on each car added and on the rear car to make sure all brakes have released.

NOTE: This inspection may be made as the train departs at a speed not exceeding 10 MPH.

7 Verify that the brake pipe pressure is restored. Figure 101-8. Class II Brake Test.

101.13 Class III Brake Test—Trainline Continuity Inspection

A qualified person must conduct a trainline continuity inspection under the following circumstances:

• When any change is made to a locomotive consist

• When a caboose is changed

• After adding a block of previously tested cars

• When helper locomotives are added or removed anywhere in the train, except the rear end of the train

• When one or more consecutive cars are set out of the train

To perform a Class III Brake Test, follow these steps:


STEP DESCRIPTION 1 Charge the brake system to within 15 psi of the regulating valve setting,

as indicated by a gauge or device at the rear of the train. 2 Use the automatic brake valve to reduce the brake pipe by 20 psi. 3 Verify that the brakes on the rear car apply and release.

NOTE: If available, you may use the EOT to determine the application and release on the rear car.

4 Verify that brake pipe pressure is being restored. Figure 101-9. Class III Brake Test.

101.14 Transfer Train Brake Test

A qualified person must conduct a transfer train brake test under these circumstances:

• When the distance to be traveled in one direction does not exceed 20 miles. Intermediate switching is permitted on transfer train movements.

• After adding cars during a transfer train and yard movement.

To perform a transfer train brake test, follow these steps:

STEP DESCRIPTION 1 Couple brake pipe hoses between all locomotives and cars. 2 Charge the air brake system to within 15 psi of the locomotive

regulating valve setting, as indicated by a gauge or device at the rear of the train or cut of cars.

3 When you receive the signal to apply the brakes, make a 20-psi brake pipe reduction.

4 Verify that the brakes can be applied and remain applied on each car until the release signal is given. NOTE: If the brakes on any car release before the release signal is given, the brakes may be re-tested once. During re-testing, the brakes must remain applied for no less than 3 minutes and released when the signal is given. If the brakes on a car fail to apply or remain applied after re-testing, the car may be moved under the rules governing Movement of Defective Equipment. See Rule 101.20.

Figure 101-10. Transfer Train Brake Test.

101.15 Cutting Off and Recoupling Brake Test

When a train is uncoupled, off air, and recoupled in 4 hours or less, a qualified person must determine that brake pipe pressure is being restored as indicated by a


gauge, device, or visual inspection at the rear end of the train before proceeding. If it takes more than 4 hours to recouple the train, or brake pipe is charged to less than 60 psi, conduct a Rule 101.10 Class l Air Brake Test on those cars that did not remain charged.

101.16 Air Brake Test When Adding Pretested Cars

When adding a block of cars pre-tested by Rule 101.10 (Class I) that have been off air for 4 hours or less, conduct a Rule 101.13 (Class III Brake Test).

101.17 Snow Plow Brake Test

When the appropriate train brake test is complete and before starting a snow plow operation, a qualified person must check that an emergency brake application of train brakes can be made from the cab of the snow plow equipment.

101.18 Inbound Train Inspection

A qualified person must perform an inbound train inspection at terminals where facilities are available for immediate air brake inspection and repairs.

To perform an inbound train inspection, follow these steps:

STEP DESCRIPTION 1 Apply hand brakes and check effectiveness as required by Rule

103.1. 2 Place the automatic brake valve handle in the HANDLE

OFF/CONT SVC position to reduce brake pipe to near 0 psi. 3 When the brake pipe is near 0 psi and the air has stopped

exhausting, close the angle cock on the locomotive or on the cars that will be detached from the locomotive.

4 Make sure the angle cock on the portion of the train or cars left standing is open.

Figure 101-11. Inbound Train Inspection.

101.19 Piston Travel Limits

Follow the piston travel requirements that are stenciled on the car or indicated on the badge plate. If piston travel requirements are not provided on the car, follow these guidelines for truck-mounted or body-mounted brake cylinders:


TRUCK-MOUNTED BRAKE CYLINDERS • Piston travel must provide brake shoe clearance when brakes are

released. • Piston travel must not exceed 4 inches where the piston acts directly on

the brake beam.

BODY-MOUNTED BRAKE CYLINDERS • At the initial terminal, piston travel must be adjusted to between 7 and 9

inches. • At intermediate inspection points, piston travel must not exceed 10½

inches.

Figure 101-12. Piston Travel Requirements.

101.20 Movement of Defective Equipment

When moving defective equipment, follow these guidelines:


• Move the defective equipment to the nearest location where the necessary repairs can be performed.

• Do not use a train that requires a Class I Air Brake Test on the entire train to move the defective car or locomotive.

• Be sure the defective car or locomotive is tagged, or information is recorded, as required.

• Be sure at least 85% of the cars in the train have operative brakes.

NOTE: See Rule 101.20.5 to accurately determine the percent of operative brakes.

101.20.1 Determination for Movement Before moving defective equipment, a qualified person must determine the following:

• When it is safe to move the defective equipment

• The maximum speed

• Any other restrictions

NOTE: See Rule 101.1 for a definition of a “qualified person.”

101.20.2 Notification to Crew The person in charge of the train moving the defective equipment must do the following:

• Receive or provide written notification of the presence of the defective equipment and the maximum speed and other restrictions

• Inform all other crew members

• Properly tag the defective equipment

101.20.3 Defective Equipment Tagging At the location where the defect is first discovered, a tag or card must be placed on both sides of the defective equipment.

Report to the Train Dispatcher, Mechanical Department and Customer Service Department tagging information (See Rule 101.20.4 Tagging Information)

NOTE: When a locomotive becomes defective, a card or tag can be placed in the cab.


Figure 101-13. Defective Air Brakes Tag.


101.20.4 Tagging Information The tag or card must contain the following information:

• Reporting mark and car or locomotive number (example, ARR 19141)

• Name of the inspecting railroad (example, Alaska Railroad)


• Inspection location (example, Talkeetna)

• Legible signature of the person reporting the defective condition (example, B.B. Bland, Conductor)

• Nature of defect (example, brakes will not apply brakes cut out)

• A description of any movement restrictions (example, none)

• The destination where the equipment will be repaired (example, Anchorage)

101.20.5 Computing the Percent of Operative Brakes To determine the percent of operative brakes, divide the number of control valves that are cut-in by the total number of control valves in the train (i.e., cars and locomotives).

NOTE: A control valve is not considered cut-in if the brakes controlled by that valve are inoperative.

101.20.6 Placement of Cars with Inoperative Brakes When using a train to move defective equipment, the following requirements must be met:

• Never place a car with inoperative brakes at the rear of the train.

• Never place more than two adjoining defective control valves together.

• Do not use a multi-unit articulated car with more than two control valves cut-out if the brakes controlled by the valves are inoperative.

If the above requirements have been met, a car with defective or inoperative air brakes can be moved using a train receiving a Class IA, Class II, Class III, or Transfer Train Brake Test.


FREIGHT TRAIN AIR BRAKE TEST CHART This chart summarizes key points in each air brake test. To accurately perform each test, follow the rules provided in this chapter.

BRAKES APPLIED

BRAKES RELEASED

Type of Tests

Charge system to within 15 psi of regulating valve

Air flow less than 60 cfm

Brake pipe leakage test

20-psi brake pipe reduction

Car(s) picked up

Rear car of train

Entire train

Entire train

Rear car of train

Car(s) picked up

Brake pipe pressure being restored

Initial Terminal Class 1

Rule 101.10 LKG • • • • •

AFM • • • • • Initial Terminal Class I Passenger

LKG • • • • • •# Class IA

Rule 101.11 LKG • • • •

AFM • • • • Class II Cars added to train not pretested

Rule 101.12

LKG • • • • •# •# • •#

AFM • • • • •# •# • •# Add solid block of pretested cars Class III

(Trainline Continuity Inspection)

Rule 101.13

• • •# •# •#

Transfer Train

Rule 101.14 • •# •

Recouple Train < 4 hrs

Rule 101.15 •#

# If available, the EOT may be used to determine the application and release on the rear car (Rule 101.8)

Figure 101-14. Freight Train Air Brake Test Chart


102 Locomotive Equipment Operations and Testing

102.1 General Requirements

An engineer who takes charge of a locomotive consist must ensure that it is safe to operate. Brakes and the devices that regulate all pressures must operate as intended. Engineers must perform the following tasks:

STEP DESCRIPTION 1 Close and keep closed the following:

• Doors at the side and ends of the locomotive • Cab windows • Doors of unoccupied, trailing locomotives • High-voltage cabinets

2 Make sure that cab heaters are on and working during cold weather. 3 Isolate locomotives before opening any electrical cabinet door

marked DANGER. 4 Check for sliding wheels at frequent intervals if any of the following

occur: • Locomotive is dead • Locomotive is isolated • Any of the locomotive’s traction motors are cut out

5 Verify the following: • Brake pipe exhaust ports (including the Emergency Brake

Valve on the firemen side) are not plugged or obstructed. • The independent brake valve handle is not blocked in the

actuating position. • Audible or visual warning devices are not are not blocked,

obstructed, or tampered with. • The reverser is centered to enable the low-idle/engine shut-

down feature when the locomotive is not moving. • The brake shoes are thick enough to last until the next

maintenance or through the shift in yard service. • The automatic engine shut down is enabled and operating. • All hand brakes are released before moving locomotive(s).

6 Position the electrical switches and control equipment in the cab for proper operation.

Figure 102-1. General Requirements.


102.2 Locomotive Daily Inspection

102.2.1 Inspection Requirements To comply with federal requirements, engineers must ensure that each locomotive in their charge (including locomotives picked up en route) is inspected each calendar day the locomotive is in service.

Engineers are not required to ascertain that the remote locomotive(s) on a distributed power (DP) train have received a daily inspection if the inspection record on the lead locomotive indicates that an inspection had been conducted on that calendar day.

EXCEPTION: Locomotives that are properly tagged as non-complying and are moving to repair facilities do not require a daily inspection en route.

102.2.2 Determine if Inspection Is Required The Locomotive Inspection Record (ARRC 22-0123P) in each locomotive cab indicates where and when the last inspection occurred. Refer to it to determine if an inspection is required and follow these guidelines:

• If the last inspection occurred on the previous calendar day, inspect the locomotive before 23:59 hours. If you have time to reach your final terminal before 23:59 hours, inspect the locomotive at the final terminal, unless the Mechanical Department or the relieving engineer will inspect the locomotive before 23:59 hours.

• If the locomotive was not inspected on the previous day or if there is no record of an inspection, inspect the locomotive before placing it in service.

NOTE: The engineer should notify the train dispatcher of the approximate time at which the inspection(s) should be performed and use train delay time to perform any necessary locomotive inspections. Yard assignments will inspect locomotive(s) when they can do so without interfering with terminal operations.

102.2.3 Locomotives at Outlying Points For locomotives assigned to outlying points:

• Complete a daily inspection of each locomotive.

• Complete all forms and leave them in the designated holder on the locomotive.

• Notify the Mechanical Department of defects found during daily inspection. They will decide if the locomotive can be operated.


102.3 Conducting a Locomotive Daily Inspection

Engineers must inspect three general areas of each locomotive every day to identify defects and non-complying conditions.

NOTE: Not every defect results in a non-complying condition; however, if the items listed below do not function properly during the daily inspection, a non-complying condition exists.

102.3.1 Control Compartment/Locomotive Cab To inspect the control compartment, follow these steps:

STEP DESCRIPTION 1 Check the maximum allowable piston travel for the locomotive. This

information will appear on the FRA Form F 6180-49A (blue card) displayed under a transparent cover in the cab.

2 Check that the following items in the control compartment are in the proper condition. If they are not, then a non-complying condition exists:

• Toilet facility is sanitary. • Each air gauge registers correctly and is within 3 psi of the

required pressure. • Main reservoir pressure is at least 15 psi above required

regulating valve setting. • If the locomotive is equipped with a speed indicator, ensure that

it functions accurately. NOTE: A speed indicator failure that is identified on the lead locomotive as soon as the locomotive begins to move after the daily inspection counts as a non-complying condition discovered during the daily inspection.

• Windows provide a clear view. Small cracks that do not obscure view must be reported as a defect but are not a non-complying condition.

• No traction motors have been cut out. EXCEPTION: EMD AC locomotives may have one or more traction motors/trucks cut out without constituting a non-complying condition.

• Cab seats are properly secured.


STEP DESCRIPTION 3 Check that the following items in the control compartment are in the

proper condition. If they are not, then they must be reported but do not constitute a non-complying condition unless they appear in the lead, controlling locomotive:

• Horn operates • Bell operates • Locomotive cab is free of stumbling or slipping hazards

Gauge lights and engineer’s overhead cab light work NOTE: If the gauge or overhead light bulbs are burned out and other lighting allow visibility from the crew’s normal position, report this as a defect but not as a non-complying condition.

4 Turn on the headlight to BRIGHT at the front and rear of the locomotive consist.

5 Turn on the ditch lights on the lead end of the leading locomotive. 6 Turn on the walkway and engine compartment lights. 7 Place the reverser in both directions of travel. Turn on the manual

sanders for 10 seconds. Figure 102-2. Control Compartment Inspection.

102.3.2 Walkway and Engine Compartment To ensure that the walkway and engine compartment is compliant, verify that the following items on both sides of each locomotive are in the proper condition:

• All walkways and walk-in compartments of locomotives must be clear of debris, tools, and any accumulation of oil or grease that may present a hazard to the crew.

• Handrails, hand-holds, steps, ladders, safety chains, and guards must be secure.

• Safety chains must be connected high enough for safe passage.

• All electrical and rotating equipment guards must be in place.

• The diesel engine should not have any apparent exhaust, oil, water, or fuel leaks.

• The hand brake must work.

• Ground, walkway, and engine compartment lights must be on.


102.3.3 Ground Level To inspect the ground level, set the hand brakes, if necessary. Walk around both sides of the locomotive and follow these steps:

STEP DESCRIPTION 1 Perform the following:

• Ensure that sand has been deposited on the rail in front of the lead wheels of each locomotive in consist in each direction of travel.

• Verify that the fuel tank does not leak. 2 Check for defects such as cracks and broken or missing parts on the

following: • Locomotive trucks • Wheels • Gear case • Draft gears

3 Verify that the brake cylinder piston travel falls within the acceptable range:

• Minimum: Sufficient to provide brake shoe clearance when the brakes are released.

• Maximum: 1½ inches less than the travel entered on FRA Form F 6180-49A (blue card) in the locomotive cab.

4 Note that the following items are secure and in the correct place: • Foundation brake rigging components (other than wheels and

sand hoses) should be at least 2½ inches above the top of the rail. • Snowplow, pilot, or endplate should be between 3 inches and 6

inches above the top of the rail. • Brake shoes should be approximately in line with the tread of the

wheel and have no obvious lips or overhangs. 5 Inspect the cables for proper placement:

• Electrical cable must be entirely clear of the coupler and walkways.

• Unused electrical cables must be stowed or have their disconnected ends contained by a dummy receptacle.


STEP DESCRIPTION 6 Check the lights:

• At least one headlight bulb must be operational on each end of the locomotive consist.

• Two ditch lights, if equipped, are operational in the direction of travel. − If the locomotive is not equipped with operational ditch lights

it may be used in the lead but is restricted to 20 MPH over all road crossings; alternatively, position it as a trailing locomotive.

− The loss of both ditch lights on the forward end of a locomotive in the direction of travel is a non-complying condition and is restricted to 20 MPH over all road crossings.

− Report the loss of one ditch light en route as a defect. It is not a non-complying condition and the locomotive will operate at maximum authorized speed.

− Repair inoperative ditch lights at next available maintenance facility.

7 Verify that the main reservoirs have been drained of oil and water: • If equipped with automatic drains, ensure that the valve handles

are turned fully clockwise to the automatic position, with the stem extending beyond the valve handle.

• If not equipped with automatic drains, ensure that they are manually drained.

Figure 102-3. Ground Level Inspection.


102.3.4 Completing Required Daily Inspection Forms Complete the following forms for each locomotive inspected:

• Locomotive Daily Inspection and Trip Report (Form ARRC 22-0105)

− Leave a copy of this report in the controlling cab unless otherwise instructed.

• Locomotive Inspection Record (Cab Card Form ARRC 22-0123P)

− If a locomotive has not been used on a given day, write “Not Used” on the cab card for that day.

− Fill in the time inspected and the terminal/location next to the corresponding numeral for the day of the month.

− Place the cab card in the cab card holder of the locomotive.

Figure 102-4. Cab Card.


Figure 102-5. Locomotive Daily Inspection and Trip Report.


102.4 Locomotive with Non-Complying Condition Safe to Move

102.4.1 Determining if the Locomotive Is Safe to Move A locomotive that has one or more non-compliant conditions may be moved only if both of the following conditions are met:

• The locomotive is SAFE TO MOVE (moving it is unlikely to result in derailment or injury/death of a crew member)

• The locomotive is any of the following:

− A single locomotive under power not attached to cars

− In a locomotive consist that is not attached to cars

− Isolated or shut down if attached to cars

NOTE: If a controlling locomotive has a defective speed indicator found during a daily inspection, it may be operated under power attached to cars at 20 MPH.

102.4.2 Moving a Non-Complying Locomotive A locomotive may be operated under power and attached to cars as a trailing locomotive if the defects found were one or more of the following:

• Inoperative headlights, horn, and/or bell

• Defective speed indicator

• Window cracks that obscure the view

• Improperly secured cab seats

• Two inoperative ditch lights


Notify the appropriate parties before moving a non-complying locomotive by following these steps:

STEP DESCRIPTION 1 Complete a Non-Complying Locomotive Tag. (See Figure 102-7.) It

must have “Non-Complying Locomotive” printed on it and contain the following information:

• Locomotive initials and number (example, ARR 4008) • Inspection location and date (example, Carlo 04/06/05) • Nature of the defect (example, bent or missing handholds) • Movement restrictions, if any (example, speed-none do not get

on/off locomotive or occupy locomotive cab)) • Destination (example, Anchorage, Alaska) • Signature of the employee making the inspection (example, J.B.

Moore, Engineer) 2 Attach the tag to the isolation switch of the non-complying locomotive. 3 Secure a copy of the non-complying tag to the control stand of the

controlling locomotive. 4 Make sure the engineer in charge of the locomotive’s movement

receives written notification of the non-complying locomotive (a copy of a non-complying locomotive tag meets this requirement). NOTE: The engineer must inform all other crew members of the non-complying unit and any restrictions.

5 Notify the Train Dispatcher and the Mechanical Department. NOTE: A non-complying locomotive can be moved only as a single locomotive or dead locomotive within a yard solely for repairs and no faster than 10 MPH without the tagging and notification requirements.

Figure 102-6. Handling a Non-Complying Locomotive that is Safe to Move.

Figure 102-7. Non-Complying Locomotive Tag.


102.5 Locomotive with Non-Complying Condition Not Safe To Move

If during the locomotive daily inspection you find one or more non-complying conditions and determine the locomotive is not safe to move, follow these steps:

Figure 102-8. Handling a Non-Complying Locomotive that Is Not Safe to Move.

102.6 Non-Complying Condition Found En Route

Continue to operate a locomotive that develops a non-complying condition en route only if both of the following occur:

• The engineer or other qualified employee determines that it is SAFE TO MOVE (moving it is unlikely to result in derailment or injury/death of a crew member).

• The engineer completes the Locomotive Daily Inspection and Trip Report.

If the above conditions are met, operate the locomotive at normal speed until the next daily inspection or until it reaches the nearest point where repairs can be made, whichever occurs first.

STEP DESCRIPTION 1 Notify the Train Dispatcher and the Mechanical Department. 2 Complete a Non-Complying Locomotive Tag. (See Figure 102-7.) It

must have “Non-Complying Locomotive” printed on it and contain the following information:

• Locomotive initials and number (example, ARR 2805) • Inspection location and date (example, Kashwitna 07/17/05) • Nature of the defect (example, # 2 axle broken) • Movement restrictions (example, Do Not Move Until Repaired) • Signature of the employee making the inspection (example, R.

Charles, Engineer) 3 Attach the tag to the isolation switch of the non-complying locomotive.


If a non-complying condition is found en route, the engineer must follow these steps:

STEP DESCRIPTION 1 Report the non-complying condition(s) on the Locomotive Daily

Inspection and Trip Report. (See Figure 102-5.) 2 Leave the completed Locomotive Daily Inspection and Trip Report

with the non-complying locomotive unless otherwise instructed. 3 Report the non-complying condition(s) to the Train Dispatcher and the

Mechanical Department as soon as possible. 4 Notify the relieving engineer of the non-complying condition(s). 5 Attach a Non-Complying Tag to the isolation switch on the non-

complying locomotive and on the controlling locomotive. Figure 102-9. Handling a Non-Complying Condition Found En Route.

Examples of non-complying conditions that may be found en route include the following:

• A speed indicator that is inaccurate outside the following acceptable ranges:

− Plus or minus 3 MPH at speeds up to 30 MPH

− Plus or minus 5 MPH at speeds above 30 MPH

• A discovery of flat spots that meet the following criteria:

− One or more flat spots that are 2 1/2 inches or more in length

− Adjoining flat spots that are individually 2 inches or longer

CAUTION: If a locomotive has flat spots as described above, set it out at the first available point and limit speed to 10 MPH until the setout destination is reached.


102.7 Defects Other Than Non-Complying Conditions

If a defect or other problem is found that is not a non-complying condition, follow these steps:

STEP DESCRIPTION 1 Complete a Locomotive Daily Inspection and Trip Report for each

locomotive in the consist. (See Figure 102-5.) 2 Report any locomotive not producing full power to the Train Dispatcher

and the Mechanical Department.

Figure 102-10. Handling Defects Other Than Non-Complying Conditions.

Examples of defects that do not constitute a non-complying condition include the following:

• Defective weather stripping

• Malfunctioning windshield wipers

• One burned-out headlight bulb

• One burned-out ditch light

• Tripped ground relay

• Popping safety valve on an air compressor or main reservoir


102.8 Major Internal Defects Found En Route

If a locomotive has a major internal defect en route, follow these steps:

STEP DESCRIPTION 1 Isolate the locomotive. 2 Shut down the diesel engine immediately if noise indicates that

there may be a defect in any of these mechanisms: • Diesel engine • Turbocharger • Air compressor • Components related to any of the above

CAUTION: Do not restart the engine until the equipment has been inspected and can be operated without damaging the locomotive.

3 Report the condition to the Train Dispatcher and the Mechanical Department.

4 Fill out a Do Not Start Tag. (See Figure 102-12.) 5 Attach the tag to the engine starting switch. On SD70MAC

locomotive attach tag to the isolation switch. 6 If the defect requires that the locomotive be set out, leave the

locomotive where maintenance personnel can access it. Figure 102-11. Handling Major Internal Defects Found En Route.

Figure 102-12. Do Not Start Tag.


102.9 Impact Collisions

If a locomotive sustains an impact collision greater than 4 mph, follow these steps:

STEP DESCRIPTION 1 Shut down the diesel engines(s) immediately. 2 If weather conditions require, drain cooling water to prevent freezing. 3 Report the incident to the Train Dispatcher, Mechanical Department,

and Supervisor on duty. 4 Submit all required and/or requested reports before completing the

tour of duty. NOTE: Must be recorded on the Locomotive Daily Inspection and Trip Report.

Figure 102-13. Handling Impact Collisions.

102.10 Locomotive Air Brake Test

102.10.1 Determining When a Test Is Required Conduct a standing locomotive air brake test when performing any of the following tasks:

• Making up a locomotive consist

• Adding locomotive(s)

• Removing locomotive(s) other than rear locomotive

• Changing operating ends


102.10.2 Procedure for Conducting Locomotive Air Brake Test Other than Changing Operating Ends

Unless you are changing operating ends, follow these steps to test the air brakes:

STEP DESCRIPTION 1 Secure the locomotive(s) with handbrakes. 2 Adjust the regulating valve to the required brake pipe pressure. 3 Move the independent and automatic brake valve handles to

RELEASE. 4 Apply the independent brakes. Observe that the independent

brakes apply on both sides of all locomotives in the consist. 5 Release the independent brakes. Observe that they release on all

locomotives. 6 Wait until the equipment is fully charged. Apply the automatic

brakes by making a 20-psi brake pipe reduction. 7 Observe that the brakes apply on all locomotives.

NOTE: You do not need to walk both sides of the consist after observing that the brakes applied during the independent brake test.

8 Cut out the automatic brake valve and observe the brake pipe pressure gauge. Verify that the brake pipe leakage does not exceed 5 psi per minute.

9 Cut the automatic brake valve back in and move the automatic brake valve handle to MINIMUM REDUCTION. Verify that the equalizing reservoir pressure does not increase. EXCEPTION: Skip this step if testing CCB equipment

10 Actuate the independent brake and observe that the brakes release on all locomotives.

11 CCB equipment cut in automatic brake valve and recharge the system.

12 Verify that the independent brake is in RELEASE (not actuated). Make a full service brake pipe reduction.

13 Move reverser to forward position and place the locomotive(s) in FULL dynamic braking.

14 Insure that independent brake cylinder pressure reduces to 0 psi.


STEP DESCRIPTION 15 Place the automatic brake valve in the EMERGENCY position.

Verify that the following occurs: • The brake cylinder pressure gauge indicates that the

brakes apply • The brake pipe pressure reduces to 0 psi • PCS opens • Dynamic braking remains operable • The locomotive brakes apply

CAUTION: Do not perform this part of the air brake test over a fuel spill containment area, since the locomotive will deposit sand while the consist is in EMERGENCY.

16 Reset the PCS and move the automatic brake valve handle to the RELEASE position. Verify that the following occurs:

• Brake cylinder pressure reduces to 0 psi • Observe that brakes release on all locomotives • Brake pipe pressure is restored to the equalizing reservoir

setting 17 Move Dynamic Brake handle to idle and reverser to neutral. 18 Re-apply the independent brake.

Figure 102-14. Conducting a Locomotive Air Brake Test.


102.10.3 Procedure for Conducting Locomotive Air Brake Test When Changing Operating Ends

From the ground, observe that the locomotive brakes apply and release during this procedure:

STEP DESCRIPTION 1 Adjust the regulating valve to the required pressure. 2 Move the independent and automatic brake valve handles to

RELEASE. 3 Apply the independent brake. Observe that the independent

brakes on all locomotive apply. 4 Release the independent brake. Observe that they release on all

locomotives. 5 Apply the brake by making a 10-psi automatic brake pipe

reduction. Observe that the brakes on all locomotives apply. 6 Actuate and observe that all brakes release. 7 Reduce the brake pipe pressure an additional 10 psi to reapply

the brakes. 8 Observe that brakes apply on all locomotives. 9 Move the automatic brake valve handle to the RELEASE

position. 10 Observe that all brakes release.

Figure 102-15. Conducting a Locomotive Air Brake Test When Changing Operating Ends.

102.11 Equalizing Reservoir Leakage

Report a leaking equalizing reservoir to the Train Dispatcher and to the Mechanical Department and follow these guidelines:

• Move the controlling locomotive with a leaking equalizing reservoir to the next repair location.

• Use the passenger position on the automatic brake valve only if the leakage occurs en route and if its use is necessary to safely control the train until it reaches the next repair location.

• Automatic brake valve handle must be in the RELEASE position before changing from FRT to PAS position.

102.11.1 Regulating Valve The use of the regulating valve to control braking is prohibited.


102.12 Standard Air Pressures

Ensure that air pressures are adjusted to the following:

• Main reservoir pressure is 130 to 140 psi

• Locomotive brake cylinder pressure is

− 45 psi for locomotives with clasp-type brake shoe rigging

− 72 psi for locomotives with single shoe per wheel brake rigging

• Brake pipe pressure is

− 90 psi for yard or freight service

− 110 psi for trains consisting entirely of passenger equipment

102.13 Reducing Locomotive Overcharge

To reduce a locomotive overcharge, follow these steps:

STEP DESCRIPTION 1 Adjust the regulating valve to the desired setting. 2 Actuate while making an automatic brake pipe reduction 20 psi below

the regulating valve setting. 3 Allow the pressure to equalize in the brake system. 4 Move the automatic brake to RELEASE. 5 Verify that the brake pipe pressure is at the required setting.

Figure 102-16. Reducing Locomotive Overcharge.

102.14 Locomotive Safety Devices

Make sure these locomotive safety devices are cut in and operating at all times:

• Global Positioning System (GPS)

• Overspeed

• Alerter

• Collision Avoidance System (CAS)


Safety devices do not have to be operating on non-controlling locomotives, distributed power remote-controlling locomotives, or when a safety device becomes defective en route. If a safety device becomes defective en route, inform the Train Dispatcher and Mechanical Department as soon as possible.

WARNING: Do not cut out, tamper with, or defeat a safety device without proper authorization. When a locomotive is en route, this authorization may come from the Mechanical Supervisor or other manager.

102.15 Operative Speed Indicator

When a locomotive is used as a controlling unit at speeds above 20 MPH, it must be equipped with an operative speed indicator.

Follow these speed indicator requirements:

• If a speed indicator exceeds the following tolerances, handle it as a non-complying condition found en route:

− Accurate within plus or minus 3 MPH at speeds between 10 and 30 MPH

− Accurate within plus or minus 5 MPH at speeds above 30 MPH

• If a speed indicator on a controlling locomotive fails en route, follow these guidelines:

− Continue to operate the locomotive as a controlling locomotive at track speed only to the next facility where repairs can be made or until the locomotive is due for a daily inspection, whichever occurs first.

− Do not exceed 20 MPH if moving a controlling locomotive with a faulty speed indicator beyond a facility where repairs can be made or location where daily inspections are conducted.


When leaving the terminal, the engineer must test the speed indicator of the controlling locomotive. To do so, follow these steps:

STEP DESCRIPTION 1 Test speed indicator accuracy using identified test miles. 2 Conduct the speed check in the 10 to 30 MPH range. 3 Conduct the speed check as near maximum speed as conditions permit.

Figure 102-17. Testing the Speed Indicator of the Controlling Locomotive.

102.16 Event Recorder

Access to the event recorder is restricted. Only authorized personnel may download event recorder data.

102.17 Moving Locomotives

102.17.1 Initial Movement of a Locomotive Consist Not Coupled to Other Equipment.

Before moving a locomotive consist outside designated mechanical department limits, follow these steps:

STEP DESCRIPTION 1 If multiple locomotives will be operated from a single control, ensure

that all air hoses on both sides are coupled between locomotives in the consist:

• Brake Pipe • Main Reservoir • Actuating • Independent Application and Release

2 Position cutout cocks, angle cocks, and valves for MU operation. 3 Ensure locomotive air brakes are applied on each locomotive during

visual inspection. 4 Determine sufficient main reservoir pressure is present. 5 Verify that hand brakes are released on all locomotives.

Figure 102-18. Preparing to Move Locomotives.


102.17.2 Locomotive Running Air Brake Test During the initial movement of a locomotive consist or as soon as operating conditions permit, follow these steps:

STEP DESCRIPTION 1 Check that brakes or other defects do not restrict the locomotive’s

movement. 2 At a speed of 1 to 3 MPH, allow the locomotive to drift with the throttle

in IDLE 3 Make a automatic brake pipe reduction sufficient to develop brake

cylinder pressure. 4 Wait for the speed to decrease, then actuate to make sure the brakes

release. If actuating results in brakes applying on trailing locomotives or a sudden change in slack, stop and check MU hose connections. NOTE: Lines may be crossed between ACT and APP/REL.

5 Move automatic brake valve handle to release Figure 102-19. Locomotives Running Air Brake Test.

102.17.3 Initial Movement of a Locomotive Consist Coupled to Other Equipment

When making the initial movement of a locomotive consist that is coupled to a train or other equipment, follow these steps:

STEP DESCRIPTION 1 Before speed exceeds 10 MPH, actuate for 5 seconds per locomotive in

the consist to determine if brakes apply on trailing locomotive(s) in consist.

2 If Step 1 results in brakes applying on trailing locomotives or a sudden change in slack, stop and check MU hose connections. NOTE: Lines may be crossed between ACT and APP/REL.

3 If the MU hoses are not properly connected, correct the problem and then perform locomotive air brake test.

Figure 102-20. Making the Initial Movement of a Locomotive Consist Coupled to Other Equipment.


102.17.4 Moving Locomotives Using Only the Brake Pipe to Control Air Brakes

Move multiple locomotive consists with only the brake pipe connected within a terminal area only if speed does not exceed 10 MPH.

The brake pipe should be inspected and tested at the following times:

• Before the initial movement of locomotives that are coupled together

• When locomotives are added

• When the controlling locomotive is changed

To perform the brake pipe inspection and test, follow these steps:

STEP DESCRIPTION 1 Ensure that the brake pipe is connected and the angle cocks are open

between each locomotive. 2 Move automatic brake valve handle to HANDLE OFF position and cut

out the automatic brake valve, release and actuate the independent brake valve and move MU-2A valve to the trail position on all locomotives coupled together. Verify brake cylinder pressure reduces to 0 psi. EXCEPTION: Do not do this for the controlling locomotive.

3 Allow the brake pipe to charge. 4 Make a 10-psi automatic brake pipe reduction. 5 Ensure that the brakes on each locomotive are applied using only the

brake pipe. 6 Release automatic brake. 7 Ensure that the brakes on each locomotive release using only the brake

pipe. 8 Release all hand brakes.

Figure 102-21. Inspecting and Testing the Brake Pipe.


102.17.5 Moving Locomotives Within Mechanical Department Limits

When operating locomotives within mechanical department limits, follow these steps:

Figure 102-22. Moving Locomotives Within Mechanical Department Limits.

If a locomotive is unattended and is equipped with an alerter, follow these steps to move it within Mechanical Department limits:

STEP DESCRIPTION 1 Move the automatic brake handle to SUPPRESSION. 2 Release the independent brakes completely by actuating. 3 Verify that the brakes are released and the alerter is deactivated.

Figure 102-23. Moving a Locomotive Equipped with an Alerter.

102.18 Moving Light Locomotive Consists

Operate a light locomotive consist from the cab nearest the direction of travel when any of the following occurs:

• Distance to be traveled exceeds 2 miles

• A member of the same crew does not control movement using hand signals or radio communication

• Visibility is impaired

STEP DESCRIPTION 1 Charge and properly position brake equipment before moving the

controlling locomotive. 2 Apply and release the locomotive brakes on the controlling locomotive

to verify that the brake cylinder pistons operate and the brake cylinder lines to the trucks are not cut out.

3 Release the handbrakes before moving the locomotive(s).


102.19 Locomotive Air Brake Equipment

Place air brake valves in the proper position on freight and helper locomotives.

102.19.1 26 L Brake Equipment Positions Use the following table to position brake valves and cutout cocks on 26 L brake equipment:

VALVE OR CUTOUT COCK

LEAD TRAIL HELPER

Automatic Brake Valve

Release

Handle Off/Continuous

Service

Continuous Service

Independent Brake Valve Applied Full Release Release Automatic Brake Valve

Cutout Valve Frt/ In Out Out

MU-2A Valve Lead or Dead Trail Lead or Dead Double-Ported Cutout Cock In Out In

Figure 102-24. Valve/Cut Cock Positions for 26 L Locomotive Air Brakes.

102.19.2 Computer Controlled Brake (CCB) Equipment Positions Use the following table to position brake valves and cutout cocks on a locomotive with Computer Controlled Brake (CCB) equipment:

VALVE OR SETUP LEAD TRAIL HELPER


Release

Handle Off/ Continuous

Service

Continuous Service

Independent Brake Valve Applied Full Release Release Air Brake Setup Lead/Cut in Trail Lead/Out

Figure 102-25. Equipment Positions for CCB Air Brakes.


102.20 Connecting Air Hoses In Multiple-Unit Consists

Connect all air hoses on both sides between locomotives of a multiple-unit consist to ensure that the brake system is operational throughout the consist.

To connect the hoses, follow these steps:

Figure 102-26. Connecting Air Hoses in Multiple-Unit Consists.

Figure 102-27. Proper MU Hose Connections Between Locomotives.

STEP DESCRIPTION 1 Clean out all MU and brake pipe hoses before coupling them to other

hoses. 2 Couple all MU and brake pipe hoses. 3 Open the cutout cocks and angle cocks fully between the locomotives in

the consist.


102.21 Separating Locomotives

When separating locomotives, follow these steps:

STEP DESCRIPTION 1 Apply hand brakes on all the locomotives from which other locomotives

will be separated. 2 Disconnect the walkway safety chains. 3 Disconnect the electric jumper cables. 4 Plug the jumper cables into a dummy receptacle if available. 5 Close the cutout and angle cocks. 6 Uncouple all MU air hoses. 7 Disconnect any HEP cables.

WARNING: Shut down and isolate Head End Power (HEP) before disconnecting HEP cable.

8 Separate the locomotives. 9 Attach air hoses to the dummy couplings or place them in the pockets.

Figure 102-28. Separating Locomotives.


102.22 Changing Operating Ends

To change operating ends on a locomotive consist, cut out the operating controls on the controlling locomotive, proceed immediately to the opposite end of the locomotive consist, and restore control.

102.22.1 26 L Brake Equipment To cut out the operating controls on 26 L brake equipment, follow these steps:

STEP DESCRIPTION 1 Place the throttle in IDLE. 2 Place the reverse lever in NEUTRAL. Remove the lever. 3 Place the generator field switch in OFF. 5 Apply the independent brake fully. 6 Make a 20-psi brake pipe reduction. Allow brake pipe exhaust to stop. 7 Cut out the automatic brake. 8 Place the automatic brake valve handle in HANDLE

OFF/CONTINUOUS SERVICE and remove the handle. 9 Cut out the independent brake. 10 Move the independent brake handle to RELEASE and remove the

handle. 11 Verify that the two-way end-of-train (EOT) device is disarmed, if

equipped. 12 Place the headlight control switch in the correct position.

Figure 102-29. Cutting Out Operating Controls on 26 L Brake Equipment.


To restore operating controls on 26 L brake equipment, follow these steps:

STEP DESCRIPTION 1 Insert the independent brake valve handle and place in FULL

APPLICATION. 2 Cut in the independent brake. 3 Insert the automatic brake valve handle and place in RELEASE. Wait

for equalizing reservoir pressure to exceed brake pipe pressure. 4 Cut in the automatic brake. 5 Place the generator field switch in ON. 6 Place the headlight control switch in the correct position. 7 Conduct an air brake test as required.

Figure 102-30. Restoring Operating Controls on 26 L Brake Equipment.

102.22.2 CCB Brake Equipment To cut out the operating controls on CCB brake equipment, follow these steps:

STEP DESCRIPTION 1 Place the throttle in IDLE. 2 Place the reverse lever in NEUTRAL. Remove the lever. 3 Place the generator field switch in OFF. 4 Apply the independent brake fully. 5 Make a 20-psi brake pipe reduction. Allow brake pipe exhaust to stop. 6 Set air brake system to TRAIL:

• Select the AIR BRAKES soft key on the OPERATIONAL MENU to access options for air brake equipment settings.

• Press the LEAD/TRAIL soft key to change the air brake setting from LEAD/CUT IN to TRAIL.

• Pressing the ACCEPT SETTING soft key to enter the selection. • Press the ACCEPT SETTING soft key a second time to confirm

the selection. • Verify that the right FIRE screen displays Air Brake Set Up

TRAIL. 7 Place the automatic brake valve handle in the HANDLE OFF or

CONTINUOUS SERVICE position. 8 Move the independent brake handle to RELEASE. 9 Verify that the two-way EOT is disarmed, if equipped. 10 Place the headlight control switch in the correct position.

Figure 102-31. Cutting Out Operating Controls on CCB Brake Equipment.


To restore operating controls on CCB brake equipment, follow these steps:

STEP DESCRIPTION

1 Place the independent brake valve handle in FULL APPLICATION. 2 Set the air brake system to LEAD/CUT IN:

• Select the AIR BRAKES soft key on the OPERATIONAL MENU to access options for air brake equipment settings.

• Press LEAD/TRAIL soft key to change the air brake setting to LEAD.

• Press CUT IN/CUT OUT soft key to change the air brake setting to CUT IN

• Pressing the ACCEPT SETTING soft key to enter the selection. • Press the ACCEPT SETTING soft key a second time to confirm

the selection. 3 Move the automatic brake valve handle to RELEASE. 4 Verify that the right FIRE screen display reads AIR BRAKE SET UP

LEAD-CUT IN. 5 Insert the reverse lever. Leave it in NEUTRAL. 6 Place the generator field switch in the ON position. 7 Place the headlight control switch in the correct position. 8 Conduct an air brake test as required.

Figure 102-32. Restoring Operating Controls on CCB Brake Equipment.

102.23 Integrated Cab Electronics

Integrated cab electronics is a computer-controlled system that replaces operator-controlled switches, gauges, and indicators with display panels.

The Fully Integrated Railroad Electronic (FIRE) display system integrates two major locomotive control systems:

• Computer-Controlled Air Brake System (CCB)

• EMD EM2000 Locomotive Control Computer


102.23.1 FIRE Right Display Screen The right display screen of the FIRE system shows several locomotive operations:

• Air brake set-up and display

− Equalizing reservoir pressure

− Main reservoir pressure

− Brake pipe pressure

− Rear of train brake pipe pressure (EOT)

− Locomotive brake cylinder pressure

− Brake pipe air flow

• Time, mileage, and locomotive number

• Speed and acceleration/deceleration

• Train length

• Tractive effort, throttle position, and reverser

• Indicator light functions

− Wheel slip

− PCS open

− Sand on

− Brake warning

− Alerter visual indication and time limits to penalty brake application

− Air brake fail

− Defog (window heater)

− Rear emergency initiated

− EOT information (marker, rear emergency, communication status)

− Speed control

− Fuel quantity


− Air brake set up

− EM2000 locomotive data display

− Last car ID

− Message block

− Distributed Power

102.23.2 FIRE Left Display Screen The left display screen of the FIRE system shows the OPERATIONAL MENU used to set up and monitor locomotive equipment:

• EOT ID

• Access to EM2000 locomotive computer and speed control

• Air brake equipment set up

• Train length measurement

• Locomotive data

• Distributed Power controls and displays

102.24 Securing Unattended Locomotives

Properly secure unattended locomotives to prevent movement.

102.25 Applying/Testing Hand Brakes on Locomotives

When applying a hand brake to secure a locomotive, follow these steps to test the hand brake:

STEP DESCRIPTION 1 Apply the hand brake fully on each locomotive left unattended. 2 Verify that the hand brake is effective by releasing the independent

air brakes. 3 Reapply the independent air brakes fully after the test. 4 Block the wheels if the locomotive has a defective or inoperative

hand brake. Figure 102-33. Testing Hand Brakes on Locomotives.


102.26 Conditioning Unattended Locomotives

When leaving a locomotive unattended, follow these steps:

STEP DESCRIPTION 1 Apply the independent brake fully. 2 With the air brake system charged, make a 20-psi automatic brake

pipe reduction. 3 Place the throttle in IDLE.

EXCEPTION: Skip this step if protecting the engine from freezing. 4 Place the generator field switch in the OFF position. 5 Remove the reverser handle.

EXCEPTION: Skip this step if protecting the engine from freezing. 6 Place the engine isolation switch to ISOLATE on all locomotives.

EXCEPTION: Skip this step if protecting the engine from freezing. 7 Close all cab windows and doors. 8 Make sure that cab heaters are on and working during cold weather. 9 If equipped with locking mechanism, lock all doors that allow access

to the engineer’s cab or compartment. 10 Apply the hand brake on each locomotive fully.

Figure 102-34. Conditioning Unattended Locomotives.

102.27 Dynamic Brake Requirements

Locomotives that have inoperative dynamic brakes must be individually tagged. (See Figure 102-35.) Leave an additional defect tag on the controlling locomotive of the locomotive consist to inform the locomotive engineer of the defective dynamic brake.

NOTE: This requirement applies only when the dynamic brakes are defective or ineffective due to malfunction.

Tags indicating inoperative dynamic brakes should include the following information:

• Locomotive number (example, ARR 4321)

• Name of discovering railroad (example, Alaska Railroad)

• Location and date condition discovered (example, Hurricane, Alaska 08/18/05)


• Reason brake is inoperative (example, continuous wheel slip in dynamic braking)

• Signature of person discovering the condition (example, R. Cray, Engineer)

Figure 102-35. Inoperative Dynamic Brake Tag.

102.28 Inoperative Dynamic Brake on Lead, Controlling Locomotive

For train movements that require the use of the dynamic brake, the controlling locomotive must be equipped with one of the following:

• An operative dynamic brake

• An operative accelerometer that displays the current change in speed or predicted change in speed in miles per hour per minute

NOTE: Low-speed yard and transfer movements on level or near-level grade are examples of movements that do not require the use of dynamic braking.

102.29 Locomotive Brake Valves Positions and Functions

The following is a description of the 26C automatic and independent brake valves and their functions.

102.29.1 26C Automatic Brake Valve 26C Automatic Brake Valves are maintaining, self-lapping valves that regulate brake pipe pressure, controlling both locomotive and train brakes.


A. Brake Valve Features 26C Automatic Brake Valves have the following:

• A maintaining feature that maintains constant brake pipe pressure unless the cutout valve is in OUT.

• A regulating valve that controls the supply of air pressure to the equalizing reservoir, which regulates brake pipe pressure.

102.29.2 Brake Valve Handle Positions The 26C Automatic Brake Valve includes several positions:

POSITION DESCRIPTION RELEASE Charges the brake pipe to the regulating valve setting and

releases the locomotive and train brakes. MINIMUM REDUCTION

Reduces the equalizing reservoir and brake pipe pressure 6 to 8 psi.

23-PSI REDUCTION

Reduces equalizing and brake pipe pressure 23 psi.

SUPPRESSION Restores control of the locomotive after a safety control (penalty) brake application. To recover control, leave the brake handle in this position for 60 seconds.

CONTINUOUS SERVICE

Reduces equalizing reservoir and brake pipe pressure at a service rate. Use this handle position for the following:

• Trailing locomotives • Helper locomotives that do not control the air brakes • Locomotives hauled dead-in-train

EMERGENCY Vents brake pipe pressure directly to the atmosphere, causing brakes to apply at an emergency rate.

Figure 102-36. 26C Handle Positions.


Figure 102-37. 26C Automatic Brake Valve Handle Positions.

102.29.3 Independent Brake Valve The SA26 Independent Brake Valve controls the locomotive brake cylinder pressure independent of the automatic brake system.

The independent brake valve includes several positions:

POSITION DESCRIPTION RELEASE or ACTUATE

Releases the locomotive brakes. NOTE: To prevent the locomotive brakes from applying with an automatic brake application, depress the handle 5 seconds for each locomotive in the consist prior to and while making an automatic brake application.

APPLICATION ZONE

Is the zone between RELEASE and FULL APPLICATION. Increases or decreases the locomotive brake cylinder pressure:

• Move the brake handle to the right to increase. • Move the brake handle to the left to decrease.


POSITION DESCRIPTION FULL APPLICATION

Creates maximum locomotive brake cylinder pressure from the independent brake system. When the locomotive is left standing, move the independent brake handle into the notch at the far right to retain the handle in this positions.

ACTUATE Releases the automatic brake application on the locomotive. Release all brakes’ cylinder pressure by depressing the independent brake handle while it is in RELEASE 5 seconds for each locomotive in the consist prior to and during an automatic brake application.

NOTE: To apply the independent brake while releasing an automatic brake application, move the independent brake handle to the desired position in the APPLICATION ZONE and depress the independent brake handle (ACTUATE).

Figure 102-38. SA26 Independent Brake Valve Handle Positions.

Figure 102-39. SA26 Independent Brake Valve Handle Positions.


102.30 Electropneumatic Automatic and Independent Brake Valves

102.30.1 Computer Controlled Brake (CCB ) Computer Controlled Brake (CCB) electropneumatic Automatic and Independent Brake Valves are cut in or cut out through electronic display screens using soft key buttons. The Air Brake Setup screens options include the following:

• INDEPENDENT BRAKE

− Lead

− Trail

• AUTOMATIC BRAKE VALVE

− Pass

− Freight

− Cut Out

To avoid an undesired emergency brake application when cutting in the automatic brake on these systems, follow these steps:

STEP DESCRIPTION 1 Select LEAD to cut in the independent brake. 2 Accept settings. 3 Change the automatic brake valve setup to FREIGHT. 4 Accept changes.

Figure 102-40. Avoiding an Undesired Emergency Brake Application.


102.30.2 CCB Automatic Brake Valve The CCB Automatic Brake Valve is mounted on the engineer’s desktop. Handle positions include the following:

Figure 102-41. CCB Automatic Brake Valve Positions.

POSITION DESCRIPTION RELEASE

Charges the brake pipe to the regulating valve setting and releases the locomotive and train brakes.

MINIUM REDUCTION

Reduces equalizing reservoir and brake pipe pressure 6 to 8 psi.

SERVICE ZONE

Reduces equalizing and brake pipe pressure gradually as the brake handle is moved forward.

FULL SERVICE

Reduces equalizing reservoir and brake pipe pressure to the level required for a full service brake application.

SUPPRESSION Restores control of the locomotive after a safety control (penalty) brake application. NOTE: To recover control, leave the brake handle in this position for 60 seconds. Moving the brake handle farther to the right toward CONTINUOUS SERVICE will progressively reduce brake pipe pressure at a service rate.

CONTINUOUS SERVICE

Reduces equalizing reservoir and brake pipe pressure at a service rate. Use this handle position for the following:

• Trailing locomotives • Helper locomotives that do not control the air

brakes • Locomotives hauled dead-in-train

EMERGENCY

Vents the brake pipe pressure directly to the atmosphere, causing brakes to apply at an emergency rate.


Figure 102-42. CCB Brake Valve.


102.30.3 CCB Independent Brake Valve The CCB Independent Brake Valve is to the right of the automatic brake valve. The independent brake valve controls brake cylinder pressure independent of the automatic brake system.

Handle positions include the following:

POSITION DESCRIPTION RELEASE Releases the locomotive brakes. APPLICATION ZONE

Is the zone between RELEASE and FULL APPLICATION. Increase or decrease locomotive brake cylinder pressure as follows:

• Move the brake handle forward to increase. • Move the brake handle back (toward the operator) to

decrease. FULL APPLICATION

Creates maximum locomotive brake cylinder pressure using the independent brake system. NOTE: To keep the handle in this position when the locomotive is left standing, move the independent brake handle as far forward as possible.

ACTUATE Releases an automatic brake application on the locomotive. NOTE: To release an automatic brake application, lift the ring below the knob on the independent brake handle. Depress the actuating button on the left side of the automatic brake valve handle or on the independent brake valve if equipped.

NOTE: Apply the independent brake while releasing an automatic brake application by moving the independent brake handle to the desired position in the APPLICATION ZONE and lifting the ring below the knob on the independent brake handle (ACTUATE). Actuate 5 seconds for each locomotive in the consist before making an automatic brake application.

Figure 102-43. CCB Independent Brake Valve Positions.

102.30.4 CCB Air Brake System Operation The CCB Air Brake System performs the same functions as 26L brake equipment. However, the CCB System includes a pneumatic backup that runs parallel with the computer and is always operating. When the system powers up, certain conditions must be satisfied before the computer system gains control of the brake system. Until then, the pneumatic system controls the brake system.

NOTE: The CCB System does not have a POWER ON/OFF switch or system switches. A 10-amp air brake circuit breaker provides power from the battery to the brake control unit power supply.


CAUTION: The air brake circuit breaker is wired directly to the locomotive battery; therefore, the air brake control system is powered whether the battery switch is open or closed.

A. System Power Up for Lead/Cut-In Operation When the CCB system is in the lead/cut-in mode and is being powered up, it will not control the brake system until you move the automatic brake valve to SUPPRESSION for 10 seconds and return it to RELEASE.

NOTE: When the CCB is in the trail or lead/cut-in mode and is being powered up, the CCB will not control the brake system unless brake cylinder pressure is at zero (0 psi).

To power up the CCB air brake system for lead/cut-in operation, follow these steps:

STEP DESCRIPTION 1 Place the independent brake handle in FULL APPLICATION. 2 Place the automatic brake handle in CONTINUOUS SERVICE. 3 Close these switches and circuit breakers:

• Air brake circuit breaker • Battery switch • Computer control breaker • Control and fuel pump switches

4 Verify that the FIRE system has initialized and is running. 5 Make sure the right display screen shows the current air brake pressure

and brake system status.


STEP DESCRIPTION 6 If the air brake system is not set for lead/cut-in operation, or the system

has an improper equalizing reservoir pressure, call up the air brake menu by pressing the AIR BRAKE soft key on the setup keypad. Follow these guidelines:

• To change the unit from trail to lead, press the LEAD/TRAIL key. Make sure that the new status changes to LEAD on the left FIRE display screen.

• To set the required equalizing reservoir pressure, press the ER SET UP key. Next, press the correct pressure value and press the ENTER key.

• To change the automatic brake control from cut-out to cut-in, press the CUT-IN/OUT key.

• Enter the new values by pressing the ACCEPT NEW key. Press the ACCEPT NEW key a second time to confirm selection. Make sure that the new setup display returns to main menu.

NOTE: Selections are not confirmed until the main setup menu returns and the AIR BRAKE portion of the FIRE right display screen displays them.

7 Move the automatic brake handle to RELEASE. Wait for the message that the air brake is powering on to clear. If this does not happen, keep handle in suppression for 10 seconds.

8 Verify the following: • The equalizing reservoir display indicates the required pressure • The brake pipe is within 1 psi of the equalizing reservoir display

reading • The OPERATIONS display reads AIR BRAKE LEAD/CUT-IN

9 Wait for the system to be powered up for lead/cut-in operation. 10 Move the automatic brake handle to SUPPRESSION and wait 10

seconds. Move the handle to RELEASE to initialize the system. Figure 102-44. Procedure for Powering Up the CCB System.

B. Dead Engine Cutout Cock A dead engine cutout cock (located in the cab sub-base on the engineer’s side) limits the breaking effort on a locomotive being hauled dead-in-train or dead-in-tow. When the cutout cock is set for dead locomotive, the main reservoir and brake cylinder pressure are limited to 25 psi.


C. Power Loss—Lead If the CCB system loses power on the controlling locomotive, the following will occur:

• The AIR BRAKE FAIL indication appears on the right FIRE display screen and a trainlined alarm sounds.

NOTE: This alarm can be silenced from the unit that has had the air brake failure.

• Diesel engine RPMs reduce to IDLE.

• Brake pipe air pressure is reduced at a service rate.

• Independent brake does not release.

• The DEAD IN TOW (DIT) valve responds to automatic brake application.

After brake pipe pressure is below 20 psi, the brake cylinder pressure increases to 80 psi.

When the CCB loses power, it is possible to do the following:

• Make an emergency brake pipe reduction if the brake pipe pressure is greater than 40 psi.

• Operate a locomotive with a brake system failure as a trailing unit with the AIR BRAKE circuit breaker open.

D. Power Restore—Lead To restore power to the lead locomotive, follow these steps:

STEP DESCRIPTION 1 Ensure that the air brake and computer control circuit breakers are

closed. 2 Wait until a 30-second power delay occurs after power is restored. 3 Move the automatic brake handle to SUPPRESSION. Wait 10 seconds. 4 Move the automatic brake handle to RELEASE to recover brake pipe

pressure and re-establish control of the air brake system. Figure 102-45. Procedure for Restoring Power to the Lead Locomotive.


E. Power Loss—Trail If the CCB air brake system loses power, the trailing locomotive will lose power and the following conditions will occur:

• Independent brake does not release.

• Brake pipe is not vented.

• DIT valve responds to automatic brake applications.

• Alarm bell sounds.

When the CCB loses power, it is possible to do the following:

• Apply the independent brake up to 45 psi.

• Actuate automatic brake applications to 0 psi.

• Make an emergency brake pipe reduction as long as brake pipe pressure is greater than 40 psi.

F. Power Restore—Trail To restore power to a trailing locomotive, recover computer control by reducing brake cylinder pressure to 0 psi.

102.31 Locomotive Electronic Air Brake Computer Resets

To clear CCB system faults, either cycle the circuit breaker for the air brake computer or follow these steps:

STEP DESCRIPTION 1 Secure the locomotive with handbrakes. 2 Close all end cocks on the affected unit, including the main reservoir

line, and the angle cocks on the affected unit. 3 Verify that the air brake computer (CCB) circuit breaker is closed.

Remove reverser handle. 4 Set the unit air brake setup to TRAIL.

NOTE: If the unit will not go to TRAIL, select LEAD, ACCEPT SETTING, and ACCEPT SETTING. Try Step 4 again.

5 Place the automatic brake valve handle in the EMERGENCY position. 6 Place the independent brake valve handle in the RELEASE position. 7 Wait 60 seconds. Place automatic brake valve handle in the RELEASE

position.


STEP DESCRIPTION 8 Change the air brake setup to LEAD-CUT IN. Charge brake pipe to 90

psi. 9 Place the automatic brake valve handle in the SUPPRESSION position

for 10 seconds. 10 Return the automatic brake valve handle to the RELEASE position.

Allow the equalizing reservoir and brake pipe to charge fully. Allow brake cylinder pressure to go to 0 psi.

11 Place the independent brake valve handle in FULL APPLICATION. 12 Place the independent brake valve handle in RELEASE position. 13 ACTUATE for 10 seconds. 14 Place the automatic brake valve handle in the EMERGENCY position. 15 Wait 60 seconds. Place automatic brake valve handle in the RELEASE

position. 16 Place the independent brake valve handle in the FULL APPLICATION

position. NOTE: At this point, faults should be cleared. If faults do not clear, follow message instructions on operator’s display.

Figure 102-46. Resetting the Locomotive Electronic Air Brake System.

102.32 Electronic Alertness Device

An electronic alertness device stops the train with a service rate brake application if the engineer does not respond properly.

When this happens, the following progression is initiated and continues until/unless the operator takes appropriate action:

1. The device begins functioning when locomotive brake cylinder pressure falls below 25 psi.

2. It monitors the operator’s alertness and resets when the operator changes the position of or operates one of these locomotive controls:

− Throttle

− Horn


− Bell

− Dynamic brake

− Device reset button

3. A warning light flashes if the device is not reset within the reset cycle, which varies relative to speed.

4. A warning horn sounds off and on for 10 seconds and then continuously for 10 seconds.

5. If the device is not reset within 20 seconds after the warning light and horn come on, the train brakes will automatically apply at a service rate (penalty brake).

102.33 Overspeed Control

The overspeed control prevents the train from running faster than the safe mechanical limits of the traction motors. It functions as follows:

• If train speed increases to an unsafe level, the safety control device sounds a warning.

• If the train does not slow within 6 to 12 seconds of the first warning sound, the overspeed control device applies the train brakes and trips the PCS switch.

102.33.1 Slow the Train To slow the train when the safety control device sounds a warning, follow these guidelines:

• On locomotives with 26L and CCB brake equipment, move the automatic brake handle to SUPPRESSION within the 6- to 12-second warning period.


102.33.2 Recover from Overspeed To recover after the overspeed control has applied the train brakes, follow these steps:

STEP DESCRIPTION 1 Move the brake handle to the appropriate position:

• On locomotives with 26L and CCB brake equipment, move the automatic brake handle to SUPPRESSION.

2 Move the throttle to IDLE and wait 60 seconds. 3 After the train stops, move the automatic brake handle to RELEASE.

Note the following: • Brake pipe pressure returns • PC light goes out • Brakes release

Figure 102-47. Recovering from Overspeed.


102.34 MU-2A/Double Ported Cutout Cock

The handle for the MU-2A cutout cock is spring-loaded; push it in before changing its position.

Figure 102-48. MU-2A Cutout Cock.

The MU-2A valve has three positions:

POSITION DESCRIPTION LEAD OR DEAD

Engages control of the independent brakes. Use when a locomotive is a single unit, a controlling unit, or is being hauled dead-in-tow.

TRAIL 6 or 26 Disconnects control of the independent brakes from the independent brake valve. Use when a locomotive is a trailing unit is a multiple unit consist.

TRAIL 24 Disconnects control of the independent brakes from the independent brake valve. Use when a locomotive is a trailing unit in a multiple unit consist.

Figure 102-49. MU-2A Valve Positions.


102.34.1 Double Ported Cutout Cock This device is used in place of the MU-2-A valve, which cuts out the independent brake valve on trailing units. The double-ported cut-out cock has two positions:

Figure 102-50. Double Ported Cut-Out Cock

POSITION DESCRIPTION IN Engages control of the independent brakes on a single

locomotive, the controlling locomotive of a multiple-unit consist, or a locomotive being hauled dead-in-tow.

OUT Disconnects control of the independent brakes from the independent brake valve when a locomotive is trailing in a multiple-unit consist.

Figure 102-51. Double Ported Cut-Out Cock Positions

102.35 Automatic Brake Valve Cutout Valve

The automatic brake valve cut-out valve determines how and when the automatic brake controls brake pipe pressure. There are two-position and three-position cut-out valves. The cut-out valve handle is spring-loaded; push it in before changing its position.

NOTE: EMERGENCY is always available regardless of the position of the automatic brake valve cut-out valve.


Figure 102-52. Illustration of the Two-Position Cutout Valve.

102.35.1 Two-Position Cut-Out Valve The two-position cut-out valve has the following positions:

Figure 102-53. Two-Position Cutout Valve Positions.

POSITION DESCRIPTION IN Provides control of brake pipe pressure from the automatic

brake valve. Equalizing reservoir and brake pipe pressures will increase when the automatic brake valve is in RELEASE.

OUT Disconnects control of brake pipe pressure from the automatic brake valve. Use this when you are not using the automatic brake valve to control brake pipe pressure (e.g., on trailing locomotives or locomotives hauled dead-in-tow) or when conducting brake pipe leakage tests.


Figure 102-54. Illustration of Three-Position Cutout Valve Positions.


102.35.2 Three-Position Cutout Valve The three-position cutout valve has the following positions:

POSITION DESCRIPTION FRT Provides control of brake pipe pressure from the automatic

brake valve. Equalizing reservoir and brake pipe pressures will increase when the automatic brake valve is in RELEASE.

OUT Disconnects control of brake pipe pressure from the automatic brake valve. Use this position when you are not using the automatic brake valve to control brake pipe pressure (e.g., on trailing locomotives or locomotives hauled dead-in-tow) or when conducting brake pipe leakage tests.

PASS Provides control of brake pipe pressure from the automatic brake valve. Equalizing reservoir pressure and brake pipe pressure will increase from any movement of the brake handle toward RELEASE. Consider the following when using PASS:

• It should be used while the equalizing reservoir is leaking in a freight service only if it is necessary to maintain constant brake pipe pressure during an automatic brake application.

• It should be used only when the automatic brake valve handle is in RELEASE position to prevent an undesired release.

NOTE: Passenger equipment operated on the Alaska

Railroad is set for direct release Figure 102-55. Three-Position Cutout Valve Positions.

102.36 Air Flow Meter

The air flow meter measures the rate in cubic feet per minute (CFM) at which air flows into the brake pipe. The Air Flow Method (see Rule 101.9.1) uses this meter to determine brake pipe integrity.


Figure 102-56. Illustration of an Air Flow Meter.

102.36.1 Air Flow Meter Readings The air flow meter provides certain types of brake pipe flow information at the following times:

• As the brake system begins charging, a high flow into the brake pipe is indicated by

− Higher numbers (more than 60 CFM).

− The pointer moving to the right.

• As the brake system becomes charged, a lesser air flow into the brake pipe is indicated by

− Lower numbers (less than 60 CFM).

− The pointer moving to the left.

• When the brake system is charged

− The air flow meter shows a stable reading of less than 60 CFM or left of the calibration mark.


The air flow meter also provides the following information about the train’s brake system:

• After a brake application and release

− The air flow meter will indicate high flow.

• As the brake system recharges

− The brake pipe flow rate will decrease until the air flow pointer reaches the reference value, indicating that the brake system is recharged.

Incorrect air flow can indicate a number of conditions:

• Lower than the reference value may indicate a closed angle cock.

• Greater than the reference value may indicate increased leakage to the brake system.

• A CFM in excess of 60 may indicate brake system leakage. If the pointer does not return to normal range within a reasonable time, stop the train at the next available location and inspect the brake system for leaks.

• Decreased air flow with a brake application in effect may indicate an unintentional brake release.

102.36.2 Engineer Responsibilities Once the air flow meter shows a constant reading, the engineer should follow these guidelines:

• Note the rate of flow and use this number as a reference to determine when the brake system is charged. Use this reading as a reference value to monitor fluctuations in air flow to the brake pipe.

• If the locomotive is equipped with an air flow meter, adjust the reference pointer to agree with the flow pointer.


102.37 Numbering Wheels and Components on Locomotives The front of the locomotive is designated by the letter “F” on each side of the locomotive. Wheels, journals, and traction motors are numbered consecutively starting with “1” at the front of the locomotive.

Figure 102-57. Numbering Wheels and Components on Locomotives


103 Train Operations

103.1 Securing Equipment Against Undesired Movement

Crew members are responsible for inquiring and confirming with each other that equipment is secured in accordance with these instructions.

Keep in mind the following about securing equipment against undesired movement:

• Use hand brakes to prevent undesired movement.

• A hand brake must be applied fully to be effective.

• Do not depend on the air brake system to prevent undesired movement.

NOTE: Whenever weather or ground conditions require and/or before making the final stop, engineers must make a brake application sufficient enough to ensure that brake shoes on the cars and locomotives in their train are free of ice and snow to prevent movement after the locomotives are detached and hand brakes are applied.

To determine when hand brakes are to be applied, follow these rules:

• A single car must always be left with the hand brake applied.

• More than two cars always require at least two hand brakes.

• Never leave a car with a defective hand brake by itself. It must be coupled to another car with an effective hand brake.

• When setting out cars on a grade with slack bunched, apply the hand brakes on the low end of the cut of cars.

• When setting out cars on a grade with slack stretched, apply the hand brakes on the high end of the cut of cars.


The following variables determine the minimum number of hand brakes that must be applied:

• Grade and adhesion

• Number of loaded and empty cars

• Weather conditions (wind and temperature)

For minimum hand brake guidelines, see the Timetable Special Instructions.

It is acceptable to apply less than the minimum number of hand brakes when specified in Special Instructions, General Order, Operating Notices, or Other Instructions.

Verify that the hand brake(s) applied will prevent movement by releasing all air brakes and allow or cause the slack to adjust. It must be apparent when slack adjusts that hand brakes are sufficient to prevent movement. This must be done before uncoupling or before equipment is left unattended.

NOTE: All retainer valves must be in EXHAUST position.

103.2 Securing an Unattended Train or Portion of Train with Locomotive Attached

To secure a train or a portion of a train with the lead locomotive consist attached, follow these steps:

STEP DESCRIPTION 1 Apply hand brakes and check effectiveness.

NOTE: If securing an unattended train, apply all locomotive hand brakes on the lead consist in addition to other hand brakes required to secure train. Count the locomotive hand brakes toward the total number of hand brakes required to secure a train.

2 Release all air brakes to ensure that hand brakes will prevent movement.

3 Secure the locomotives as outlined in Rule 103.6. Figure 103-1. Securing a Train or Portion of a Train.

NOTE: Distributed power remote consists coupled to unattended trains do not require that hand brakes be applied or other securement steps outlined in Rule 103.3 be taken when the train is otherwise properly secured.


103.3 Securing Train Before Detaching Locomotives

When any part of a train is left standing and train brake inspection is not required, do not depend on the air brake system to secure the cars.

When detaching locomotives or locomotives and cars, follow these steps to secure the train:

STEP DESCRIPTION 1 Apply hand brakes and check effectiveness. 2 Release all air brakes to ensure hand brakes will prevent

movement. 3 Make a 20-psi brake pipe reduction. 4 Close angle cock on rear locomotive or last car to be detached

from portion left standing. Leave angle cock open on portion left standing.

5 Allow brakes on any standing portion to apply in emergency. When available, use the end-of-train telemetry device to make sure that brake pipe pressure drops to 0 psi.

Figure 103-2. Detaching Locomotives and Cars.

NOTE: Do not bottle air or maintain air pressure in the brake pipe when locomotives are detached or yard air is uncoupled. After the brake pipe pressure has been completely exhausted, the angle cock on the standing portion of the train may be closed to allow a locomotive to switch the cars from the opposite end.

Exception: If separating a train on a light grade (see Glossary) in temperatures below 25º F, follow the steps in Rule 101.18 (Inbound Train Inspection) to prevent vent valves from sticking open.

103.4 Releasing Hand Brakes

Hand brakes have the ability to provide far more brake force than air brakes. Before moving cars or locomotives, fully release all hand brakes to prevent wheel damage.

Note the following about releasing hand brakes:

• A hand brake has been released properly if the bell crank has dropped and the vertical rod and chain are slack.

• When releasing hand brakes, check at least three additional cars beyond the last applied hand brake to ensure that no other hand brakes are applied.


• Do not depend on brake shoes being clear of the wheels as an indication that the hand brakes are released. On many cars the hand brake applies on the “B” end only.

• Do not release hand brakes from cars or trains left standing on a grade until the train air brake system has obtained its fully charged pressure, unless the locomotive brakes will prevent movement.

NOTE: If a hand brake is difficult to release, charge the air brake system and make a full service application of the car or locomotive brakes before attempting to release the hand brake again. If the hand brake is still difficult to release place the car or locomotive brake system into emergency.

If this procedure does not release the hand brake, do not move the car except to set it out. Watch the car during the entire movement to set out and limit speed to 5 MPH if wheels are not turning freely. Properly tag and report defect to the Mechanical Department and the Train Dispatcher.

103.5 Blocking Wheels

For equipment with defective or inoperative hand brakes, block the wheels securely unless the cars or locomotives are attached to equipment with enough hand brakes to prevent movement.

To block wheels, follow these steps:

STEP DESCRIPTION 1 Obtain wood, chain, or chock blocks locally. 2 Place the blocks securely against the front and back of enough wheels to

prevent movement. 3 After applying blocks, release the air brakes to make sure that the blocks

prevent movement. CAUTION: Do not use metal such as tie plates, spikes, or angle bars to block wheels.

Figure 103-3. Wheel Blocking.


103.6 Unattended Locomotive(s)

When securing locomotives (excluding DP remote locomotives on secured unattended trains), follow these steps:

STEP DESCRIPTION 1 Place the throttle in IDLE unless you are protecting the engine from

freezing (see Rule 107.5, Cold Weather Protection for Locomotives). 2 Place the generator field switch in the OFF position. 3 Remove the reverser handle from the reverser slot. Do not remove the

reverser handle if you need to increase the throttle position to prevent freezing.

4 On locomotives coupled to other equipment, apply hand brakes on all locomotives, and release air brakes to determine if hand brakes will prevent movement.

5 Make a 20-psi brake pipe reduction after allowing the brake system to charge.

6 Leave the automatic brake valve cut in. 7 Check that independent brake is fully applied. 8 Place engine ISOLATION switch to ISOLATE on all locomotives

unless conditions require winter protection as prescribed by Rules 107.5. Figure 103-4. Securing Unattended Locomotives.

Exceptions: DP remote locomotives, when on unattended trains, do not require that hand brakes be applied or engine ISOLATION switch be placed in ISOLATE when the train is otherwise properly secured.


103.7 Brakes Not Operating Properly

If the train brakes are not operating properly, stop the train immediately and follow these steps:

STEP DESCRIPTION 1 Inspect the brakes to identify and correct the problem. 2 Before proceeding, conduct a brake pipe leakage test and a Class III

Trainline Continuity Inspection as specified in Rule 101.13 3 Once the train is proceeding, conduct a running test as specified in Rule

108.7 (Running Air Brake Test). Figure 103-5. Brakes Not Operating Properly.

103.8 Sticking Brakes

Sticking brakes occur when brakes on a car(s) remain applied after a train brake release. When brakes fail to release, follow these steps:

STEP DESCRIPTION 1 Stop the train as soon as possible. 2 Determine why the brakes are sticking. Some reasons for sticking brakes

include: • Overcharged air brake system • Applied hand brakes • Retaining valve not in EXHAUST • Air brake system leak • Release of a brake pipe reduction with brake pipe air still

exhausting • A brake pipe reduction too insufficient to cause proper release

3 Correct the problem. 4 If necessary, cut out the control valve or set out the defective cars. 5 Properly tag any defective cars and report any defects to the Mechanical

Department, Train Dispatcher and Customer Service Department. Figure 103-6. Releasing Sticking Brakes.


103.8.1 Minimizing Sticking Brakes To minimize the possibility of sticking brakes, observe the following precautions:

• Do not overcharge the train air brake system.

• Do not use the regulating valve to make brake pipe reductions.

• When handling cars to be placed on the rear portion of a train, make a full service brake pipe reduction before detaching locomotives.

• When a running release of train brakes is to be made and operating conditions permit, increase the brake pipe reduction to at least 10 psi and allow brake pipe exhaust to stop for at least 20 seconds before releasing.

• When the train air brakes are used to stop a train, when operating conditions permit, increase brake pipe reduction to at least 15 psi after stopping. The brakes must not be released until at least 20 seconds after exhaust stops.

103.9 Reducing Pressure in Overcharged Train Brake Systems

To reduce pressure in an overcharged train brake systems, follow these steps:

STEP DESCRIPTION 1 Adjust the regulating valve to the desired pressure. 2 Make a full service brake pipe reduction with the automatic brake. 3 Wait at least 30 seconds after the brake pipe exhaust stops. Move the

automatic brake handle to RELEASE and charge the system to the required pressure.

Figure 103-7. Reducing Pressure on Overcharged Brakes.

103.10 Cutting Out Air Brake Equipment

Cut out control valves or other air brake devices only if they are defective or if the brake rigging is being serviced. If air brake devices must be cut out en route, notify the Train Dispatcher, Mechanical Department and Customer Service Department with tagging information (See Rule 101.20.4 Tagging Information) Properly tag defective equipment.


103.10.1 Procedure to Cut Out Control Valve or Automatic Vent Valve

To cut out control valves or automatic vent valve, follow these steps:

STEP DESCRIPTION 1 Close the branch pipe cutout cock. 2 Drain the air reservoirs completely by operating the brake

cylinder release valve. Figure 103-8. Cut Out Control or Automatic Vent Valve.

103.10.2 Placement of Cars with Cut-Out Air Brake Equipment Follow these requirements when multiple air brake devices must be cut out:

• Make sure no more than two control valves that have been cut out are together in a train.

• If necessary to cut out a third consecutive control valve, separate it from the other two cars with cutout brakes by at least one car with operative brakes.

• If one control valve is cut-out on a car with multiple control valves, consider the brakes on that car to be operative.

103.10.3 Rear Car Brakes The rear car of a train must have operative air brakes. If the rear car air brakes become inoperative en route, follow these steps:

STEP DESCRIPTION 1 Before moving the train, test the hand brake on the disabled car. 2 If the hand brake is inoperative, do not move the car until it is repaired

and can be moved safely. 3 Chain, strap, or cable the disabled rear car to the rear of the train. 4 Move the car directly to the first auxiliary track and switch it ahead of at

least one car with operative brakes, or set it out. Figure 103-9. Rear Car Brakes Become Inoperative.

NOTE: Even when a disabled car has inoperative brakes, the air must be cut in to the brake pipe. If the brake pipe on the disabled car is broken, the car with a broken brake pipe should be handled with brake pipe pressure in air hoses between the car ahead and the disabled car. With air hoses coupled between the rear car and the car ahead, cut the air in between the rear car and the closed angle cock on the disabled car. (This ensures an emergency application of the train’s air brakes should the disabled car become separated from the train.)


103.11 Bleed Off Cars

Bleed off cars only when performing the following actions:

• Repairing the brake system

• Cutting out the brakes on a defective car

• Switching

103.12 Reporting Flat Spots

While inspecting car and locomotive wheels, measure and report flat wheels to the Train Dispatcher and Mechanical Department.

To inspect wheels for flat spots, follow these steps:

STEP DESCRIPTION 1 Determine the length of the flat area. 2 If the length of the flat area is more than 1 inch, report it. 3 If a locomotive has a flat wheel, inform the following:

• Mechanical Department • Supervisor

Figure 103-10. Inspecting Wheels for Flat Spots.

NOTE: See GCOR Rule 1.34 for set out and speed restriction guidelines.


103.13 Setting Out Defective Cars

Set out a defective car whenever it cannot be moved safely to the next repair location. To set out a defective car, follow these steps:

STEP DESCRIPTION 1 Report that the car must be set out to the Mechanical Department,

Train Dispatcher and Customer Service Department. 2 Set out the defective car where maintenance crews can access it. 3 If the journal is overheated, inspect the underside of the car

immediately if the maintenance crew is not available. 4 Include the location of an overheated journal on the defect tag. 5 When a derailed car with roller bearings is re-railed by anyone

other than a Mechanical Department employee, move it carefully to a setout point for inspection and maintenance.

6 Properly tag the defective equipment. Figure 103-11. Setting Out Defective Cars.

Report to the Train Dispatcher, Mechanical Department and Customer Service Department tagging information (See Rule 101.20.4 Tagging Information)

103.14 Coupling Brake Pipe Connections

Maintain brake pipe connections to enable the air brake system to function properly throughout the train. Never leave angle cocks partially closed or partially open.


Before coupling air hoses to charge brake pipe, follow these steps:

STEP DESCRIPTION 1 Before coupling air hoses, do the following:

• Remove all snow, ice, dirt, and other obstructions • Blow all condensation from the locomotive brake pipe

2 Inspect the air hose, gasket, and glad hand for damage. 3 Make a 20-psi brake pipe reduction.

NOTE: If on grade, make a 40-psi brake pipe reduction to prevent accidental release of the cars being coupled to.

4 Signal that the brake valve exhaust has stopped by sounding whistle signal 5.8.2 (2), or by using the radio.

5 Open angle cocks slowly to prevent an emergency brake application. CAUTION: If you hear a hissing sound or detect other evidence of a leak, replace the air hose gaskets.

6 Whenever possible, secure air hoses on locomotives and cars during all movements to prevent the hoses and glad hands from dragging and becoming damaged.

Figure 103-12. Maintaining Brake Pipe Connections.

NOTE: Distributed power trains, in some cases, require a different procedure when coupling to the rear portion of a train. Refer to instructions for DP.

When adjusting air hose height, take the following actions:

• Couple the air hoses.

• Verify that the brake pipe hose support is adjusted so that the glad hands are at least 4 inches above the top of the rail.

103.15 Air hoses Separated or Cars Uncoupled En Route

When air hoses separate en route, follow these guidelines:

• If the hoses seem to be in proper condition, replace the air hose gaskets and, when possible, wire, tie, or tape the glad hands together.

• If the hoses need to be replaced or extended (e.g., with a dummy air hose), stretch the connection before proceeding.

• If a dummy air hose is used, support it so it will not drag if the slack is bunched.


103.16 Powered Axle Limitation

Locomotive consists must not have in excess of 24 equivalent powered axles. Excess axles of power must be isolated.

103.17 Helper Operation

103.17.1 Manned Helper Entrained or Coupled at Rear of Train When a manned helper is cut in or coupled at the rear of the train, and before the angle cocks are opened, the engineer on the manned helper must follow these steps:

STEP DESCRIPTION 1 Make a 20-psi brake pipe reduction. 2 Cut out the automatic brake valve and place the handle in the

CONTINUOUS SERVICE position. 3 Couple the brake pipe hoses. Slowly open the brake pipe angle cock on

the locomotive first, then slowly open the brake pipe angle cock on the car.

4 Place the independent brake valve handle in the RELEASE position, and leave the independent brake valve cut in.

Figure 103-13. Cut-In Manned Helper.

After the manned helper is either cut in the train or coupled at the rear of the train, the engineer of the leading locomotive must follow these steps:

STEP DESCRIPTION 1 Increase the brake pipe reduction to 20 psi. (If the train brakes are

already applied with a 15-psi or greater brake pipe reduction, release and recharge before making the reduction for helper air test.)

2 Observe a brake pipe reduction of at least 5 psi at the rear of the train as indicated by a gauge or other device.

3 After obtaining the desired reduction, release the train brakes and determine there is at least a 5-psi brake pipe increase at the rear of the train as indicated by a gauge or other device.

Figure 103-14. Manned Helper Operation.


103.17.2 Removing a Cut-In Helper After a cut-in helper has been removed, conduct a brake test as specified in Rule 101.15 (Cutting Off and Recoupling Brake Test).

NOTE: This air brake test is not required when removing manned helpers from the rear of the train.

103.17.3 Manned Helper Added to Head End of Train When a manned helper is coupled to the head end of the train, the engineers on the road locomotive must transfer control of air brakes (and throttle with MU cable) to the manned helper.

The engineer on the road locomotive must follow these steps before opening the angle cocks between the road locomotive and the manned helper:

STEP DESCRIPTION 1 Make at least a 10-psi brake pipe reduction. 2 After the brake pipe exhaust has ceased, cut out the automatic brake

valve and place the handle in the RELEASE position. 3 Notify the engineer on the manned helper of the amount of brake pipe

pressure reduction made. NOTE: The independent brake valve must be left cut in.

4 If available insert an MU cable between consists. CAUTION: Do not exceed 24 powered axles.

Figure 103-15. Manned Helper Added to Head End of Train.

The engineer on manned helper will follow these steps:

STEP DESCRIPTION 1 Move the automatic brake valve handle into the service zone to reduce

the equalizing reservoir pressure at least 2 psi below the brake pipe pressure reduction made by the engineer on the road locomotive.

2 After opening the angle cock, increase the brake pipe reduction to at least 20 psi and observe a reduction of at least 5 psi at the rear of the train as indicated by a gauge or other device.

3 Release the automatic air brakes and observe that the brake pipe pressure is being restored at the rear of the train by observing a 5-psi increase in pressure as indicated by a gauge or other device.

Figure 103-16. Manned Helper Engineer Operation.


103.17.4 Manned Helper Removed From Head End of Train When a manned helper will be detached from the head end of train, the engineer on the manned helper will follow these steps:

STEP DESCRIPTION 1 Make a brake pipe reduction of at least 10 psi. 2 Notify the road engineer of the amount of brake pipe reduction made. 3 Detach the manned helper.

Figure 103-17. Manned Helper Removed from Train.

At this point, the road engineer will complete Step 4: STEP DESCRIPTION

4 Move the automatic brake valve into the service zone to reduce the equalizing reservoir pressure at least 2 psi below the brake pipe pressure reduction made by the helper locomotive engineer before cutting in the automatic brake valve.

5 Increase brake pipe reduction to 20 psi and observe at least a 5-psi reduction at the rear of the train as indicated by a gauge or device.

6 Release the automatic air brakes and observe that brake pipe pressure is being restored at the rear of the train by observing a 5-psi increase in pressure as indicated by gauge or device.

Figure 103-18. Manned Helper Removed from Train. (Road Engineer)

NOTE: End-of-Train (EOT) may remain ARMED to original road locomotive during such head end helper movements. However, the road engineer must remain on the original road locomotive, maintaining radio communication with the helper locomotive engineer in order to operate the EOT emergency valve if necessary.


103.17.5 Operating Responsibilities with Manned Helper Comply with these manned helper operating responsibilities:

• The engineer in the lead locomotive is in charge of train movement.

• The engineer in charge will communicate with and direct the helper locomotive engineer as follows:

− Identify speed restrictions and locations where a stop is to be made at least 2 miles in advance.

− Communicate clearly the name or aspect of signals affecting the helper locomotive’s movement as soon as the signals become visible or audible.

• When dynamic braking is used on both lead and helper locomotives:

− The helper engineer should maintain constant dynamic braking force at the direction of the lead engineer.

− The lead engineer should control variations in train speed.

• Do not cut off helper locomotive while the train is moving.

103.18 Two-Way End of Train (EOT) Telemetry System

103.18.1 Installing HOT/EOT Only use an EOT that has been calibrated within the last 366 days. With brake pipe present, make a comparison of pressure indicated on EOT and displayed at HOT. Do not use EOT if pressure readings differ by more than 3 psi.

To install an EOT follow these steps:

STEP DESCRIPTION 1 Ensure that the EOT is sufficiently charged at the installation point.

NOTE: Not all EOT battery requirements apply to Air-Generator Operated EOTs (AGEN EOTs). The HOT for an AGEN EOT will display generator voltage in lieu of battery charged units.

2 Locate the mounting screw handle below the carrying handle. 3 Unscrew the handle until the attached hook on the opposite side lies

flat. 4 Lift the unit upright and place the hook inside the top coring hole on

the side of the coupler.


STEP DESCRIPTION 5 Tighten the screw handle until the hook rotates upright and draws

the unit against the couple (make certain the V-jaw mount beneath the hook bottoms on the coring hole rib).

6 Firmly tighten by hand the screw handle. 7 Connect the EOT air hose to the brake pipe hose, and slowly open

the angle cock. Figure 103-19. Installing an EOT.

NOTE: If the rear-end unit is dormant, locate the “TEST” button next to the carrying handle. Push the test button 2 times to activate the unit.

103.18.2 Removing EOT STEP DESCRIPTION

1 Slowly close the angle cock on the last car connected to the EOT. 2 Depress the bleeder valve on the EOT gladhand until all pressure is

exhausted. 3 Disconnect the EOT gladhand and secure it to the “S” hook

provided. 4 Support the EOT and loosen the mounting screw handle until the

mounting hook rotates into a horizontal position, or hooks disengage from the coring holes.

5 Carefully remove the EOT from the coupler. Figure 103-20. Removing an EOT.


Figure 103-21. Two-way End of Train (EOT).


103.18.3 Arming HOT/EOT Two people are needed to arm the HOT/EOT, one person at the HOT and one person at the EOT.

To arm the HOT/EOT, follow these steps:

STEP DESCRIPTION 1 Press the TEST button on the EOT, which will display the ARM NOW

message on the message display window of the HOT or the FIRE screen.

2 Immediately press the COMMUNICATIONS TEST/ARM button on the HTD, which will display the ARMD message on the message display window of the HTD and light the EMERG ENABLED status LED at the same time.

3 If NOT ARMD appears on the HTD message display, the system did not accept the arming sequence and Steps 1 and 2 must be repeated.

Figure 103-22. Arming the HOT/EOT.

103.18.4 Testing HOT/EOT To test the emergency application capability from the rear of the train, follow these steps:

STEP DESCRIPTION 1 Close the angle cock between the train and the EOT. 2 Initiate an EOT emergency from the lead locomotive HOT emergency

switch. NOTE: The brake pipe pressure on the EOT must reduce to 0 psi.

3 Open the angle cock between the EOT and the train and determine that brake pipe pressure is restored before proceeding.

Figure 103-23. Testing HOT/EOT.

NOTE: When using an AGEN EOT, the air generator quickly depletes the air pressure trapped in hoses during an emergency test. To achieve the additional volume needed for an accurate emergency function test, perform the test after the angle cock ahead of the last car is closed. A successful AGEN EOT emergency function test can be determined by listening for the last car’s emergency application.


NOTE: When performing an EOT emergency test, allow the EOT emergency valve to close automatically before opening the angle cock. The EOT emergency valve will require a minimum of 15 seconds to reset after it is actuated. No attempt to restore brake pipe pressure should be made until the emergency brake valve on EOT has reset. Failure to wait a minimum of 15 seconds after testing valve before again opening brake pipe to valve may result in an erroneous “Valve Fail” indication.

A. Establishing Communications If the End-of-Train Telemetry System is unable to establish communications at the installation point, the train may be moved a maximum of one mile at restricted speed in an attempt to establish communications and to arm and test an EOT.

B. Engineer Notification At the initial terminal, the engineer must be notified when the emergency application capability from the rear has been completed successfully. Notification may be written or verbal. If verbal notification is made, the train crew must record this notification on the correct form.

The written notification must include the following:

• EOT number (example, ARR 30855)

• Date and Time of test (example, 08/08/05 04:05)

• Location of test (example, Fairbanks)

• Rear car number (example, ARR 9319)

• HOT PSI rear of train pressure as displayed on the HOT (example, 90 psi)

• EOT PSI rear of train pressure displayed on the EOT (example, 90 psi)

• Name of employee conducting test (example, B. Smith)

Written notification must be maintained in the cab of the controlling locomotive.

103.18.5 Disarming Head-of-Train (HOT) Device An HOT must be disarmed when a two-way EOT armed to an HOT is to be separated (as when reaching the train’s final terminal or changing either an EOT or HOT en route).


A. Disarming an HOT To disarm the HOT, follow these steps:

STEP DESCRIPTION 1 Set the HOT ID code to 00000 (or follow the disarm procedures on

electronic display). 2 Press the COMMUNICATIONS TEST/ARM button. 3 Verify the status:

• The HOT displays DISARMD in the message display window. • The EMERG ENABLED status LED turns off. • The EMERG DISABLED LED turns on.

Figure 103-24. Disarming the HOT.

NOTE: Disarming the HOT disables the emergency command for all EOT ID numbers.

103.18.6 Emergency Switch Once a system is properly armed, emergency brakes can be applied at any time. To initiate an emergency brake application at the end of the train, follow these steps:

STEP DESCRIPTION 1 Lift the red cover of the EMERGENCY SWITCH located on the right

side of the HOT. 2 Push the toggle switch up. 3 Verify the status:

• The message EMERGENCY briefly appears in the message display window.

• The brake pipe pressure reading quickly drops to 0 psi. • The LOW PRES message is displayed while the last car pressure

is below 45 psi. Figure 103-25. Initiate an Emergency Brake Application EOT.

NOTE: If the two-way end-of-train device is activated, it is possible that an emergency application may not occur immediately after release of a service brake application. If this is the case, it will only be during the initial stages of the release (approximately 4-10 seconds), and the brakes will apply on the rear end of the train at a service rate. Emergency brake capabilities from the head end of the train will not be affected.


103.19 Emergency Application Capability from Rear of Train

103.19.1 Requirements All trains in operation that are not specifically excepted must have a method for providing emergency application capability of the emergency brakes from the rear of the train.

The following trains are specifically excepted from this requirement:

• Passenger trains

• Engines without cars

• Locals, road switchers, and work trains that do not operate in the following conditions:

− On grades listed in the system special instructions

− On a continuous grade of 1% or more but less than 2% for a distance of three miles or more

NOTE: Locals, road switchers, and work trains are trains that meet both of the following conditions:

• The train does not exceed 4,000 trailing tons

• The train travels over a distance that can normally be operated by a single crew in a single tour of duty

103.19.2 Providing Emergency Application Capability from Rear of Train

Any one of the following methods fulfills the requirement to provide emergency application capability from the rear of the train:

• An operable two-way end-of-train telemetry system (HOT/EOT) which must be armed and tested at the point of installation

• Distributed power placed on the rear of the train

• Trains with a manned helper, caboose, or passenger equipment at the rear of a train that has the following:

− An emergency brake valve

− An employee who has two-way voice radio communication with the engineer at head end of train


103.19.3 On Moving Trains Equipped with a Two-way EOT Device A crew member must operate the emergency toggle switch without hesitation if any of the following situations occur:

• A crew member places the train into emergency in order to stop the train.

• The train goes into emergency from any source while moving.

• The braking response or EOT brake pipe pressure does not indicate that service brake pipe reductions are being communicated through the train.

If there is any reason to believe that the train braking system failed to perform as expected prior to or during the emergency stop, the train must not be moved after it has been stopped until the proper supervisor authorizes movement.

103.19.4 Loss of Emergency Application Capability from Rear of Train

Trains that must be equipped with rear-of-train emergency capability are considered to have an en route failure when one of the following conditions occurs:

• The EOT/HOT shows any of the following indications:

− Loss of front-to-rear communication (the message FR NOCOM or EOT COMM, depending on HOT type)

− Emergency valve not enabled (the message NOT ARMD and/or “Emergency Enabled” indicator NOT illuminated)

− Emergency valve failure (the message VALVFAIL or EOT VALVE)

• A loss of communication exceeding five minutes indicated by the control console for a distributed power locomotive on a lead controlling locomotive at the head of a train

• A loss of voice radio communication between the lead, controlling locomotive and a manned helper, a caboose, or passenger equipment at the rear of the train


When an en route failure occurs, a train must not exceed 30 MPH until the failure is corrected or another method of compliance is secured except in the following circumstances:

• A train separation and/or locomotive failure occurs while the train is ascending a grade that requires it to be moved in segments (doubling the hill).

− In these cases, a head portion that lacks emergency capability at its rear may be moved.

• Voice radio communication is lost between the lead, controlling locomotive and a manned helper, a caboose, or passenger equipment at the rear of the train while the train is descending grade.

− In these cases, a train may continue until it has cleared the grade as long as it does not exceeding 5 MPH above maximum authorized speed.

NOTE: All crew members on a train that is operating on a grade of 1% or greater must take action to stop the train with an emergency application of the brakes if the train exceeds 5 MPH over maximum authorized speed.

If the emergency feature of the EOT is needed, the command to initiate an emergency must be attempted even if the HOT does not indicate communications are effective.

103.20 AGEN End-of-Train Device (EOT)

This section describes rules that apply when a train is equipped with an AGEN End-of-Train device (EOT). Operation of AGEN EOTs is similar to other AAR style devices and arm identically to battery-operated units.

AGEN EOTs allow a small amount of trainline air to pass through an internal air generator that generates electricity to power the device. The air that escapes to the atmosphere will result in a minimal increase in the amount of brake pipe leakage.

103.20.1 Train Air Brake Tests The AGEN EOT must be properly installed and operable before performing any of the following pre-departure brake tests:

• Air Flow Method Test (AFM)—The AFM is the preferred method for conducting an initial terminal air brake test. The brake pipe flow indicator must remain at or below 60 CFM.

• Brake Pipe Leakage Test—Leakage associated with an AGEN EOT must be accounted for when determining total train line leakage. The total train line leakage must not exceed 5 psi per minute.


If a train has received an Air Flow Method brake test with an AGEN EOT and it becomes necessary to replace the device with a standard AAR EOT, the engineer must ensure that the following has occurred:

• The automatic brake is cut in and is in the released position.

• Air pressure on the rear is charged to within 15 psi of the locomotive regulating valve setting.

• The brake pipe flow indicator on the controlling locomotive is operational at or below 60 CFM.

103.20.2 Testing Rear Car Emergency Braking If testing the emergency braking on a rear car, the air generator must be temporarily disabled. To do this, press the START/ARM pushbutton twice when the brake pipe air pressure is greater than 0 psi. To re-enable the air generator, push the START/ARM pushbutton once.

103.21 Required Running Air Brake Test During Inclement Weather

Running air brake tests must be performed periodically to ensure proper braking effort whenever the following conditions occur:

• When inclement weather may cause snow or ice build-up between brake shoes and wheels

• Whenever snow is up to or above the top of the rail, or during inclement weather where icing conditions may exist and train is approaching either of the following situations:

− A meeting, passing, or waiting point

− A signal indication which will require the train to stop

NOTE: The engineer must determine that the brakes are working properly by making a brake pipe reduction at enough of a distance from the above locations to allow for an alternate method of stopping if necessary. If the brakes do not work properly, stop the train with a full service brake application and full dynamic braking effort. If the braking effort is still insufficient, the locomotive engineer must apply the emergency brake without hesitation. After the train is stopped, determine whether the brake rigging and shoes are free of snow and ice before proceeding.

See Rule 108.7 for instructions on conducting a running air brake test.


103.22 Dynamic Brake Warning Light

If the Dynamic Brake Warning Light comes on, reduce the dynamic brake retardation until the light goes out. If the condition continues, cut out and properly tag the dynamic brake on the effected locomotive.

NOTE: Report all dynamic brake defects to the Mechanical Department and the Train Dispatcher.

103.23 Unusual Conditions

Recognize the proper procedures for unusual train handling conditions.

103.23.1 Unusual Changes in Brake Pipe Pressure The engineer must stop and secure the train in either of the following situations:

• An abnormal change in brake pipe pressure has occurred when the train brakes have been released and a normal gradient established.

• A brake application cannot be transmitted.

103.23.2 Increased Air Brake System Leakage En Route For trains with air brakes tested by the Air Flow Method (AFM), stop the train and repair the brake system if both of the following occur:

• The brake pipe air flow or brake pipe gradient increases

• The air flow pointer does not return to a reading below 60 CFM within the appropriate time

NOTE: If you cannot repair the brake system to reduce leakage within the required limits, you may proceed with caution only if the brake pipe pressure on the rear car is at least 75 psi.

103.23.3 Reporting Unusual Air Brake Conditions Follow this process when reporting unusual air brake conditions:

• Immediately notify the Mechanical Department and the Train Dispatcher of any unusual air brake condition that affects safe train movement.

• The dispatcher must notify the appropriate supervisor.

• The supervisor assisting will determine if the train can be moved safely or if it must be held for inspection.


103.23.4 Unintentional Brake Release If an unintentional brake release occurs while the brakes are applied, increase the brake pipe reduction at least 5 psi below the last effective brake pipe reduction.

103.24 Verifying the Accuracy of Hand-held Gauges

Any hand-held gauge that has not been checked within the preceding 90 days must be checked. Train service personnel must verify the accuracy of such gauges by following these steps:

STEP DESCRIPTION 1 Before departing from the reporting location and after communicating

with an employee at the locomotive controls, attach the gauge to the brake pipe of the leading end of the locomotive.

2 Slowly open the angle cock, noting the air pressure reading on the gauge.

3 When the gauge has reached the maximum pressure reading, communicate with the engineer and compare the hand-held gauge reading with the locomotive brake pipe gauge reading at the locomotive control stand. Note any variation and record as outlined in Step 6.

4 After comparing the two readings, close the angle cock and release the pressure on the gauge.

5 Disconnect from the brake pipe. NOTE: Any hand-held gauge that varies from the locomotive brake pipe gauge reading by +/- 3 psi must be exchanged for a gauge reading within the +/- 3 psi tolerance.

6 Note the date the gauge was checked and the difference between the readings, if there are any.

Figure 103-26. Verifying the Accuracy of Hand-held Gauges.

A hand-held gauge must be removed from service and replaced immediately in either of the following circumstances:

• If it has been physically damaged

• If its reading varies from the locomotive brake pipe gauge reading by +/- 3 psi

NOTE: Replacement gauges may be obtained from the immediate supervisor.


104 Train Handling

(Refer to Chapter 106 for Distributed Power Train Handling Instructions.)

Before you read the following recommended methods of operating freight trains, it is essential to understand the limitations of these instructions. It is safe to say that no two trains are exactly the same. A train is a very complex system of machinery that can react in many different ways to a given situation. The reactions depend on many factors, including the following:

• Arrangement of cars within a train

• Whether or not cars are loaded or empty

• Train make-up, length, and speed

• Track grade and curvature

• Weather conditions

• Characteristics of the locomotive consist

While rules must be followed precisely, instructions should be adjusted to fit each situation in accordance with good train handling considerations. The instructions in this section apply to most situations.

Locomotive engineers must exercise judgment and plan ahead to operate their trains safely and efficiently. The engineer is responsible for properly controlling the slack in the train. Good train handling requires the proper combination of throttle modulation, dynamic braking, and air braking to achieve these important objectives:

• Protect yourself and others from injury

• Prevent damage to the track structure and equipment

• Protect the lading

• Use the most fuel-efficient method consistent with good train handling

• Controlling and limiting in-train forces


NOTE: Controlling and limiting in-train forces is essential for safe train operation. Unless an emergency or other condition requires immediate speed reduction, change throttle positions and dynamic and air brake applications slowly to allow slack to adjust gradually. Many locomotives can produce higher tractive effort than the average train’s draft gear and couplers can withstand.

High retarding force during dynamic braking can cause excessive buff forces. To limit these forces, observe dynamic braking limitations.

104.1 Train Status Information

The engineer must ensure that slack changes are controlled through the use of the throttle and dynamic, automatic, and independent air brakes while the train moves. Each train crew member must discuss with the engineer the status of the train and other conditions that affect train movement:

• Locomotive consist

• Train makeup

• Train length and tonnage

• Tons per operative brake

• Brake pipe leakage/air flow

• Speed

• Severity of the grade

• Block signal spacing

• Type and axle limitations (if any) of the dynamic brake

• Temperature and weather conditions

• Throttle response

• Amount and type of slack in the train


104.2 Dynamic Braking

Engineers must plan far enough in advance before using a dynamic brake to allow slack to bunch gradually. Engineers must operate the dynamic brake gradually to prevent excessive current surges, damage to locomotive equipment, and rough train handling.

To engage dynamic braking, follow these steps:

STEP DESCRIPTION 1 Pause for 10 seconds before changing from power to dynamic braking to

allow for electrical current decay and prevent a surge of dynamic braking.

2 Supplement the dynamic brake with the locomotive brakes only if the train is in the process of starting or stopping and moving at a speed below the effective range of the dynamic brakes in the locomotive consist.

3 Use the extended range dynamic brakes to their fullest extent. 4 Actuate the locomotive brakes frequently when applying the train brakes

during dynamic braking. Do not depend on the dynamic brake interlock (DBI) to keep locomotive brakes released.

5 Observe the brake cylinder gauge on the locomotive frequently to ensure that the locomotive brakes are kept released.

NOTE: Do not put an isolated unit online while the consist is in dynamic braking mode. Before isolating a unit, ensure that it is out of dynamic braking. CAUTION: Never rely on the locomotive brake to control speed in lieu of an effective dynamic brake.

Figure 104-1. Procedure for Dynamic Braking.


104.2.1 Dynamic Brake Limitations The dynamic brake retarding force may generate a high buff force, causing derailment or damage to the track structure. Therefore, to limit the dynamic brake retarding force, follow these steps:

STEP DESCRIPTION 1 Limit the total operative dynamic brake to 24 equivalent dynamic brake

axles unless further restricted by another rule or special instruction. EXCEPTION: Trains with remote and/or manned helper locomotive consists entrained or at the rear of the train may have the maximum allowable dynamic brake axles for each locomotive consist placed within the train.

2 Limit the dynamic brake retarding force: Cut out the dynamic brake on the trailing locomotive(s) using the dynamic brake cutout switch or the dynamic brake selector switch on the control panel. NOTE: The preferred option is to cut out the basic dynamic brake(s) on the trailing locomotive(s).

3 When approaching and operating through turnouts, sidings, yard tracks or disturbed track areas with train’s air brakes released, use dynamic brake handle position Number 4 to limit the retarding force to 50 percent of maximum. Continue to limit the braking effort until at least half the train has passed the restricted area. At speeds of 10 MPH or less, this limitation applies only if 12 axles or more of extended range dynamic brakes are being used.

Figure104-2. Procedure for Limiting Dynamic Brake Retarding Force.

104.2.2 Dynamic Brake Holding Feature If an emergency or penalty brake application occurs for any reason, this feature holds or maintains the dynamic brake. When this happens, the Power Cutoff Switch (PCS) immediately opens, but normal dynamic brake control is retained indefinitely. Trailing locomotives depend on the controlling locomotive for the dynamic braking holding feature. If the controlling locomotive is equipped with dynamic brake holding, then the trailing locomotives will hold the dynamic brake if an emergency brake application occurs. Conversely, if the controlling locomotive is not equipped with dynamic brake holding feature, trailing locomotives will not hold the dynamic brake if an emergency brake application occurs.

104.2.3 Dynamic Brake Holding Feature Operating Instructions Engineers should reduce the build-up of locomotive brake cylinder pressure by placing the independent brake valve handle in the actuating position. If this fails to reduce brake cylinder pressure sufficiently, the Dynamic Brake Holding Feature provides a measure of backup protection.


WARNING: The dynamic brake holding feature will be nullified unless the engineer regulates brake cylinder pressure to 15 pounds or less. Observe the dynamic brake effort display and locomotive brake cylinder pressure closely.

When the Power Cutoff Switch (PCS) light indicates OPEN, the dynamic brake interlock will not prevent the build-up of locomotive brake cylinder pressure caused by the drop in brake pipe pressure.

104.3 Dynamic Brake Interlock (DBI)

When a locomotive operates in the dynamic brake mode, the Dynamic Brake Interlock (DBI) feature prevents the build-up of brake cylinder pressure when automatic service brake applications are made. Unless otherwise specified, DBI does not function during Emergency or Penalty brake applications.

104.4 Use of Automatic Brake

104.4.1 Applying or Reapplying Automatic Brakes When applying or reapplying automatic brakes, follow these steps to make brake pipe reductions:

STEP DESCRIPTION 1 Make an initial brake pipe reduction. For a fully charged system, reduce

the brake pipe at least 6 psi. For an uncharged system, reduce the brake pipe 5 psi below the previous reduction. NOTE: The following are indications that the train’s air brake system is not fully charged:

• Air flow indicator reading higher than what it had been before the previous air brake application.

• Brake pipe pressure on rear car is lower than what it was before making the previous brake application.

• A shorter brake pipe exhaust then when the brake system was fully charged.

2 Use split reductions for planned slowdowns and stops. Make an initial reduction of 6 to 8 psi followed by additional reductions in 2 to 3 psi increments spaced 30 seconds apart.

3 For balanced braking, limit the brake pipe reduction to 15 psi or less to control speed.


STEP DESCRIPTION 4 Make a final reduction when operating conditions permit as train nears a

stop to prevent a run out of slack. NOTE: A final reduction is a brake pipe reduction made in such a way as to result in brake pipe pressure exhausting as the train comes to a stop.

NOTE: Do not place the automatic brake valve handle beyond SUPPRESSION position to apply the brakes unless putting the train brakes into EMERGENCY. Doing so after equalization of the train’s air brake system wastes air pressure, provides no additional braking effort, and may eliminate the ability to make an emergency air brake application.

Figure 104-3. Making Brake Pipe Reductions When Applying Dynamic Brakes.

104.4.2 Delayed Departure When the train is stopped and movement is delayed, observe these guidelines:

• When operating conditions allow, do not release the train brakes until you are ready to depart.

• If brakes must be released, reapply and release them again before departing.

NOTE: The brakes cannot remain applied in certain circumstances, such as during train inspection or when the train approaches a long, descending heavy grade and the brake system requires full charge before proceeding.


If operating conditions allow, increase the brake pipe reduction to at least 15 psi.

• Observe closely the equalizing reservoir pressure when the brakes are applied. Report any leakage to the Mechanical Department and note it on the Locomotive Daily Inspection and Trip Report.

• When a train is ready to depart and grade conditions allow the train brakes to be released, brake pipe pressure is being restored to the rear of train after the brakes are released. If end-of-train telemetry indicates that the brake pipe pressure is not being restored, follow these guidelines:

− Do not allow movement to exceed 10 MPH and the train’s length unless the reason for the brake pipe blockage indicated by telemetry is known. (This distance may be extended if public crossings or bridges not equipped with walkways are involved).

− Do check for a blockage with a visual observation of a set and release of brakes at the rear car. If no blockage exists, notify the dispatcher of a failed ETD when possible to avoid additional stops and delays.

• When the end-of-train telemetry indicates that a brake pipe pressure reduction at the end of the train does not have a corresponding brake pipe reduction at the head end of the train, there may be a blockage in the brake pipe. Determine the existence and cause of any blockage before proceeding.

NOTE: Refer to GCOR Rule 14.7 regarding reporting clear of limits. Refer to Distributed Power instructions for requirements concerning use of “Train Check.”

104.4.3 Releasing Brakes To release the brakes at slow speeds, use judgment and evaluate the following conditions before attempting a running release of the automatic brakes:

• Train speed

• Train makeup

• Brake pipe leakage/air flow

• Temperature

• Physical characteristics of territory

CAUTION: Attempting a running release at very low speeds may damage the equipment, lading, or track.


When operating conditions allow the locomotive engineer to release the brakes, follow these steps:

STEP DESCRIPTION 1 Increase the brake pipe reduction to 10 psi. 2 Allow the exhaust at the automatic brake valve to stop before releasing

the train brakes. NOTE: When a train brake application is in effect with pressure-maintaining equipment, do not move the automatic brake valve handle toward RELEASE unless a brake release is desired.

Figure 104-4. Releasing Automatic Brakes.

104.4.4 Use of Automatic Brakes During Cold Weather Conditions

In extremely cold weather (below zero degrees), use throttle manipulations and dynamic braking in lieu of train air brakes to control and stop freight trains whenever operating conditions and outstanding instructions permit.


104.5 Throttle Handling

To allow the train to absorb in-train forces gradually, follow these throttle- handling rules:

STEP DESCRIPTION 1 Change throttle positions one notch at a time. Allow sufficient time to

elapse between each change to give in-train forces a chance to adjust and prevent excessive tractive effort. NOTE: If making a transition from dynamic brake mode to power mode, wait 10 seconds in IDLE before advancing the throttle to a power position.

2 If the wheel slip light comes on, follow these steps: a. If the light is on continuously, reduce the throttle on the

locomotive until the light goes out.

b. If the light does not go out, stop the locomotive immediately and make sure the wheels are rotating freely.

c. If the wheels rotate freely and the wheel slip light remains on during throttle reduction, isolate the locomotive unit affected.

d. If the wheels do not rotate freely, notify the dispatcher and set out the locomotive if safe to do so.

WARNING: A wheel slip light continuously illuminated for 6-8 seconds or longer at speeds above 15 MPH may indicate a locked wheel or a slipped pinion gear. Should this occur, stop and determine that all wheels rotate freely. A slipped pinion gear is indicated by traction motor rotation while locomotive is stopped and under load.

Figure 104-5. Procedure for Handling Throttle.

104.5.1 Reverser Position To protect the locomotive equipment, follow these guidelines for correct throttle handling:

• Do not move the reverser handle to any position other than in the direction of travel while locomotive is moving except in an emergency.

• Never close or move the generator field switch to the ON position when the throttle is open.


• The reverser handle must be centered when stopped.

• Unless all locomotives are AC locomotives, do not apply power to hold a train stationary on a grade.

104.5.2 Short Time Ratings

A. Short Time Rating Short time rating limits on DC locomotives apply to high amperage levels in any throttle position.

A rating plate is located near the load meter and gives the time limits for operating locomotives at various amperage levels. Always stay within the time limits indicated by the rating plate on the lead, controlling locomotive. (AC locomotives do not require short time rating protection.)

B. More Than One Consecutive Short Time Rating When operating a locomotive consist at more than one consecutive short time rate, follow these guidelines:

STEP DESCRIPTION 1 Do not operate the locomotive continuously for more than the

maximum time of any one short time rating without stopping to cool traction motors. EXAMPLE: Do not operate a locomotive at the 1/4 hour rating for 1/4 hour, then at the 1/2 hour rating for 1/2 hour, then at the 1 hour rating for 1 hour, etc.

2 If the locomotive exceeds the short time rating indicated on the rating plate, either stop the train and double the train over the grade or allow traction motors time to become sufficiently cooled before continuing unless otherwise instructed. NOTE: Traction motors are considered sufficiently cooled when they allow the locomotive a minimum of 20 minutes without a short time event.

Figure 104-6. Operating a Locomotive at More than One Consecutive Short Time Rate.

104.5.3 Minimum Continuous Speed Minimum continuous speed is the slowest speed at which a DC locomotive can operate continuously in Throttle 8. Locomotive traction motors that operate under these conditions develop the highest amperage possible before overheating. The minimum continuous speed varies and is indicated by the rating plate on the locomotive.


104.5.4 Independent Brake (Locomotive Brake) When using the independent brake, follow these guidelines:

• Ensure that the independent brake valve on the controlling unit is cut in at all times and the handle is not blocked in ACTUATE position.

• When operating a locomotive consist and it is desired to prevent the locomotive brakes from applying during an automatic brake application, depress the independent brake valve handle to the ACTUATE position for a minimum of five seconds per locomotive before and during the automatic brake application. Keep it depressed until exhaust ceases.

• Do not apply the independent brake while the power or dynamic brake is being used, except when the train is starting or stopping in the dynamic brake mode and its speed is below the effective range of the dynamic brakes being used. Use independent brakes lightly to control wheel slips only if speed is below 10 MPH.

• When conditions require the application of the independent brakes, control the brake cylinder pressure to prevent the locomotive wheels from overheating or sliding, and/or excessive slack action and high in-train forces from occurring.

NOTE: Do not use the independent brake if the same results can be obtained with the dynamic brake and/or train air brakes.

• When controlling the independent brake during an emergency brake application, simultaneously perform these actions:

− Place the independent brake handle to the position in the correct APPLICATION ZONE to develop sufficient pressure without sliding the locomotive wheels.

− Depress the handle in the ACTUATE position five seconds per each locomotive in the consist to ensure brakes are released on trailing locomotives.

• When emergency brake cylinder pressure is desired, release the handle from the depressed position.

• Helper locomotive engineers must closely observe the brake pipe gauge to react to service or emergency brake pipe reductions and control locomotive brakes appropriately.

• Do not tamper with the independent brake valve pressure settings. If the settings do not comply with regulations, note it on the Locomotive Daily Inspection and Trip Report.


• Never exceed the maximum independent brake cylinder pressure designed for each locomotive type unless when EMERGENCY BRAKING is necessary to protect life or property.

• Do not use the independent brake at speeds above 10 MPH to control or retard the movement of a locomotive consist with cars attached except as specifically provided.

• Fully apply the independent brake to prevent movement any time the locomotive is stopped.

104.6 Train Handling Scenarios

Use the appropriate train-handling methods for starting, stopping, slowing, and controlling trains. Undesirable in-train forces can occur if proper train-handling procedures are not followed, including improper use of throttle, automatic brake, independent brake, and/or dynamic brake.

The following methods are used as guidelines. Heavy tonnage, heavy grades, or specific locations may require other combinations of throttle modulation, dynamic braking, or air braking.

104.6.1 Starting Train Locomotives equipped with automatic engine start/stop systems may shut down if the locomotives are inactive for a sufficient period of time. Before attempting to start a train, place the reverser lever in the direction of travel and momentarily open the throttle to RUN 1 to trigger start up. After waiting a minimum of two minutes, start the train as follows:

• Allow sufficient time for train air brakes to release.

• Use the lowest throttle position possible to start the train moving. It may be necessary to retard starting acceleration by use of the locomotive brake.

• Once the train is moving, do not increase the throttle until either the amperage or the tractive effort decreases.

• To accelerate, advance the throttle slowly, one notch at a time. Allow the locomotive load to stabilize before advancing the throttle to the next position.

• In curved territory, use only enough power to start the train. Regulate amperage to reduce the possibility of stringlining in curves due to excessive lateral forces.


A. Starting on a Level Grade Level terrain is defined as territory that is flat enough to prevent significant in-train forces from developing as a result of the track profile. However, high in-train forces can occur even on level grade if proper train handling procedures are not followed. Such undesirable in-train forces are caused by an improper use of the throttle, automatic brake, independent brake, and/or dynamic brake.

When starting the train on a level grade, follow these steps:

STEP DESCRIPTION 1 Release the automatic brake. 2 After the brakes have released on the entire train, move the throttle to

RUN 1 and release the independent brake. If the locomotive moves too rapidly in RUN 1, control the surge with the independent brake. If the train does not move, slowly advance the throttle.

3 Use the lowest possible throttle position to minimize in-train forces. NOTE: If the train does not move in RUN 4, return the throttle to IDLE, apply the independent brake, and determine the cause.

4 After the train starts to move, check the amperage or tractive effort levels. If these levels decrease, you may advance the throttle to the next position up.

NOTE: Excessive tractive effort can produce undesirably high in-train forces, particularly at low speeds. Do not advance the throttle too rapidly to avoid wheelslips and/or train separations.

Figure 104-7. Starting on a Level Grade.

Figure 104-8. Level Grade.

B. Starting on an Ascending Grade Normally, slack should be stretched to prevent high in-train forces when the train is stopping on ascending grade. Stretched slack also eliminates roll-out when brakes are released during the starting procedure.

Take care when starting a train on an ascending grade to prevent the development of an overly high tractive effort. Exercise extreme care and judgment, particularly when operating in heavy grade territory as curvature is usually found under heavy


grade conditions and such a situation can cause a stringlining effect that can result in excessive lateral forces.

Should the locomotive slip, surges in tractive effort may result in momentary excessive strain to couplers and draft gears that can cause train separation. The train should be started promptly after the power is applied to prevent stall burns to the traction motor commutators and/or rail burns from excessive wheel slippage.

When starting the train on an ascending grade, follow these steps:

STEP DESCRIPTION 1 Advance the throttle to RUN 1. 2 Reduce the independent brake. 3 Release the automatic brake. 4 As the brakes release toward the rear of the train, advance the throttle to

RUN 2 or higher to start the train moving. 5 Slowly reduce the independent brake until it is fully released. If the

train will not start, consider doubling or getting helpers. CAUTION: Applying power on a standing locomotive longer than necessary will damage DC traction motors.

6 After the train starts to move, check to see if the amperage or tractive effort levels are decreasing. If they decrease, you may advance the throttle to the next position up.

7 Observe the load meter and limit the throttle position if necessary to avoid high draft forces.

Figure 104-9. Starting on an Ascending Grade.

Figure 104-10. Ascending Grade.

C. Starting on a Descending Grade Safe train handling on descending grades depends on an understanding of certain basic factors. When a train travels downhill, gravity acts to increase speed; therefore, braking effort must act to overcome this force. The braking horsepower required to control the train increases directly with its speed and weight, and the


required braking horsepower is provided by the combination of train air brakes and/or the dynamic brake. Always keep an ample safety margin of braking capacity in reserve to allow stopping the train anywhere on a grade. Remember that greater braking forces increase the possibility of overheated wheels.

Improper judgment in braking may permit the speed to get out of control in a very short time. When in doubt as to whether of not the train can be properly controlled, stop the train. The crew must confirm with each other the possible effect of an emergency application versus the effects of a service application and apply the method that appears safest. If all of the dynamic brake suddenly becomes ineffective on a heavy grade, the train must be stopped. Use an emergency brake application if necessary.

WARNING: Do not move the train if there is any question that it can be controlled safely.

When starting the train on a descending grade, follow these steps:

STEP DESCRIPTION 1 Ensure that the independent brake is fully applied. 2 Activate the dynamic brake fully. 3 Release the automatic brake and wait for all brakes to release and slack

to adjust. 4 Reduce the independent brake until the train begins to move gradually. 5 Once the entire train is moving, gradually reduce the independent brake

to avoid abrupt changes in slack. 6 Slowly release the independent brake when the dynamic brake becomes

effective. Figure 104-11. Starting on a Descending Grade.

Figure 104-12. Descending Grade.


104.6.2 Slowing or Controlling Speed When operating conditions allow, use the following methods for slowing or controlling train speed in the order listed to achieve the best fuel efficiency:

STEP DESCRIPTION 1 Manipulate the throttle. Use coast braking when conditions allow. 2 Use dynamic braking. 3 Supplement dynamic braking with train air brakes. 4 When the desired speed has been reached, maintain enough dynamic

brake to control slack until the train brakes are fully released. NOTE: When using the stretch braking method and the desired speed has been reached, reduce the throttle until train brakes are fully released. CAUTION: If operating the train in curved territory, use the lowest level of total braking effort practical.

Figure 104-13. Slowing or Controlling Speed.

A. Slowing or Controlling Speed on a Level or Descending Grade with Dynamic Brakes, Slack Bunched

When planning to reduce speed or when controlling speed on level or descending grade with dynamic brakes and slack bunched, follow these steps:

STEP DESCRIPTION 1 If in power, gradually reduce the throttle to IDLE. 2 Wait 10 seconds. 3 Activate the dynamic brake and gradually bunch the slack. 4 Increase braking to the desired level. If the dynamic brake alone will

slow or control the speed sufficiently, do not use the train brakes. 5 At a sufficient distance from the speed restriction, make a minimum

brake pipe reduction and actuate. 6 Make further split reduction(s) as needed and actuate. 7 When the speed is controlled and the automatic brake is released,

maintain enough dynamic braking to keep the slack bunched until the brakes release throughout the train.

Figure 104-14. Slowing or Controlling Speed on a Level or Descending Grade with Dynamic Brakes, Slack Bunched


B. Slowing or Controlling Speed on a Level or Descending Grade without Dynamic Brakes, Slack Bunched

If the dynamic brakes are unavailable and train slack becomes bunched, follow these steps to slow or control speed:

STEP DESCRIPTION 1 If in power, gradually reduce the throttle to IDLE. 2 At a sufficient distance before the point at which a slowdown is desired,

make a minimum brake pipe reduction and actuate. 3 Make further split reduction(s) as needed and actuate. 4 When the speed is controlled, release the automatic brakes. 5 As the train brakes release, keep the locomotive brakes released unless

they are needed to avoid severe slack changes. NOTE: Before attempting a running release, consider the train makeup and speed. You may need to stop completely or choose an alternate braking method.

Figure 104-15. Slowing or Controlling Speed on a Level or Descending Grade without Dynamic Brakes, Slack Bunched.

C. Slowing or Controlling Speed on an Ascending Grade with Slack Stretched, Throttle Reduction

When slowing or controlling speed on ascending grade, follow these steps:

STEP DESCRIPTION 1 Gradually reduce the throttle one notch at a time. 2 Maintain a slack-stretched condition. 3 Allow the ascending grade to slow the train.

Figure 104-16. Slowing or Controlling Speed on an Ascending Grade with Slack Stretched, Throttle Reduction.


D. Slowing or Controlling Speed While Cresting Grade, Throttle Reduction Method

When slowing or controlling speed approaching a crest follow these steps:

STEP DESCRIPTION 1 Reduce the throttle before the locomotive crests the grade. 2 Continue to reduce the throttle to keep the speed from increasing until at

least half the train has crested the grade. Figure 104-17. Slowing or Controlling Speed.

Figure 104-18. Cresting Grade.

E. Slowing or Controlling Speed on Undulating Grade or Sag, Throttle Modulation Method

Follow these steps when slowing or controlling speed on an undulating grade or sag:

Figure 104-19. Procedure for Slowing or Controlling Speed on Undulating Grade or Sag.

STEP DESCRIPTION 1 As you approach the sag, reduce the throttle as necessary to control train

speed. 2 Reduce the throttle further as the head end of the train begins descending.3 Just before the head end of the train reaches the ascending grade,

increase the throttle. 4 Continue to increase the throttle as the train ascends the grade. 5 Reduce the throttle as the rear of the train approaches the ascending

grade.


Figure 104-20. Undulating Grade or Sag.

F. Stretch Braking Use stretch braking only if more fuel efficient methods will not provide the necessary control of train speed. When stretch braking is necessary, do not exceed throttle position number four.

When the train is in power above the throttle four position, and it is necessary to apply the train brakes, follow these steps:

STEP DESCRIPTION 1 Make the desired throttle adjustment sufficiently in advance to allow the

slack to adjust. 2 After the slack has adjusted, make a minimum brake pipe reduction and

actuate. 3 Reduce the throttle when amperage or tractive effort increases from the

effect of the brake pipe reduction. If a portion of the train is on a grade, the drawbar force may increase rapidly, requiring further throttle reduction(s).

4 Make additional brake pipe reductions and actuate as necessary. NOTE: If the entire train is on a descending grade and the train brakes must remain applied, you may use limited power to control train speed. Do not exceed throttle position four and reduce the throttle as necessary to prevent excessive amperage or tractive effort.

Figure 104-21. Stretch Braking.


104.6.3 Stopping

A. Stopping on a Level or Descending Grade with Dynamic Brakes Available, Slack Bunched

When stopping on level or descending grade with the dynamic brakes available and slack bunched, follow these steps:

STEP DESCRIPTION 1 Gradually reduce the throttle to IDLE. 2 Wait 10 seconds. 3 Activate the dynamic brake and gradually bunch the slack. 4 Increase braking to the desired level. 5 At a sufficient distance from the stop, make a minimum brake pipe

reduction and actuate. 6 Make further split reduction(s) as needed and actuate. 7 As speed drops below dynamic brake range, supplement with the

independent brake. 8 Make a final brake pipe reduction and allow the locomotive brakes to

apply. Figure 104-22. Procedure for Stopping on a Level of Descending Grade

with Dynamic Brakes Available and Slack Bunched.



B. Stopping on a Level or Descending Grade without Dynamic Brakes, Slack Bunched

When stopping on level or descending grade without dynamic brakes, follow these steps:

STEP DESCRIPTION 1 If in power, gradually reduce the throttle to IDLE. 2 Wait for the slack to adjust. 3 At a sufficient distance from the stop, make a minimum brake pipe

reduction and actuate. 4 Make further split reduction(s) as needed and actuate. 5 As the train comes to a stop, make a final brake pipe reduction and allow

the locomotive brakes to apply. Figure 104-24. Procedure for Stopping on a Level of Descending Grade

without Dynamic Brakes, Slack Bunched



C. Stopping on an Ascending Grade with Slack Stretched, Throttle Modulation Method

When stopping on an ascending grade using throttle modulation method, follow these steps:

STEP DESCRIPTION 1 Gradually reduce the throttle one notch at a time. 2 Maintain a slack-stretched condition and allow the ascending grade to

slow the train. 3 When the train stalls, place the independent brake in FULL

APPLICATION. 4 After the independent brake is fully applied, reduce the throttle to IDLE. 5 Apply train brakes as the train stops or just before it stops if immediate

movement after stopping is not anticipated. Figure 104-26. Stopping on an Ascending Grade with Slack Stretched,

Throttle Modulation Method

Figure 104-27. Ascending Grade.


104.6.4 Unplanned Stop An unplanned stop is necessary when a train encounters a sudden block signal change, a signal to stop by a flagman or other person, or other unpredictable situation.

To stop in the shortest distance possible without using an emergency brake application, follow these steps:

STEP DESCRIPTION 1 Make a brake pipe reduction. Immediately after, make a throttle

reduction. 2 After the initial brake pipe reduction and train slack has adjusted,

gradually reduce the throttle to the IDLE position. CAUTION: Do not apply the independent brake while still applying power.

Figure 104-28. Stopping in Shortest Distance without Using Emergency Brake.

104.6.5 Shoving Movements Use extreme care when applying tractive effort during shoving movements to avoid jackknifing, wheel climb, or rail turnover. When exceeding 12 equivalent axles of power during shoving movements, use only the minimum amount of tractive effort necessary to begin movement.

Consider the following factors before making a shoving movement:

• Short car/long car combinations and location(s) in the train or movement being handled

• The number of empties near head portion

• Tractive effort of power axles and type of locomotives being used

• Track curvature and grade


A. Starting Reverse/Shoving on a Level or Ascending Grade

When starting a reverse or shoving movement on a level or ascending grade, follow these steps:

STEP DESCRIPTION 1 Release the automatic brake and wait for all brakes to release and slack

to adjust. 2 Reduce the independent brake and use the lowest possible throttle

position to start the movement. 3 As speed increases, continue to reduce the independent brake until it is

fully released. 4 If you notice a significant increase in the load meter or if train speed

slows without a change in throttle position, stop immediately and determine the cause.

Figure 104-29. Starting Reverse/Shoving on a Level or Ascending Grade.

Figure 104-30. Reverse Shoving Ascending Grade.


B. Starting Reverse or Shoving on a Descending Grade, Slack Stretched

When starting a reverse or shoving movement on a descending grade with slack stretched, follow these steps:

STEP DESCRIPTION 1 Ensure that the independent brake is fully applied. 2 Activate the dynamic brake to full. 3 Release the automatic brake and wait for all brakes to release and slack

to adjust. 4 Reduce the independent brake gradually as the train begins to move. 5 Slowly release the independent brake when the dynamic brake becomes

effective. Figure 104-31. Starting Reverse or Shoving on a Descending Grade,

Slack Stretched.

Figure 104-32. Reverse or Shoving on a Descending Grade.


C. Starting Reverse or Shoving on a Descending Grade, Slack Bunched or Unknown

When starting a reverse or shoving movement on a descending grade with slack bunched or slack condition unknown, follow these steps:

STEP DESCRIPTION 1 Activate the dynamic brake. 2 Reduce the independent brake by 50 percent to allow the locomotive to

begin moving as slack adjusts. 3 Release the automatic brake and wait for all brakes to release and slack

to adjust. 4 Continue to reduce the independent brake gradually as the train begins

to move. 5 Slowly release the independent brake when the dynamic brake becomes

effective. Figure 104-33. Starting Reverse or Shoving on a Descending Grade,

Slack Bunched or Unknown.



D. Stopping Reverse or Shoving on an Ascending Grade, Slack Bunched

When stopping a reverse or shoving movement on an ascending grade with the slack bunched, follow these steps:

STEP DESCRIPTION 1 Use the lowest possible throttle position to maintain a slack-bunched

condition. 2 At a sufficient distance from the stop, make a minimum brake pipe

reduction and actuate. 3 Make further split reduction(s) as needed and actuate. 4 Observe the load meter and reduce the throttle as necessary to avoid

high buff forces. 5 As the train stops, place the independent brake in FULL

APPLICATION. 6 After the independent brake is applied, reduce the throttle to IDLE.

Figure 104-35. Stopping Reverse/Shoving on an Ascending Grade, Slack Bunched.

Figure 104-36. Reverse or Shoving on an Ascending Grade.


E. Stopping Reverse/Shoving on a Level or Descending Grade, Slack Stretched

When stopping a reverse or shoving movement on level or descending grade with the slack stretched, follow these steps:

STEP DESCRIPTION 1 If in power, gradually reduce the throttle to IDLE and allow the slack to

adjust. 2 Wait 10 seconds. 3 Activate the dynamic brake. If the dynamic brake is unavailable or

ineffective, use the independent brake to maintain a slack-stretched condition.

4 Gradually increase braking to the desired level. 5 At a sufficient distance from the stop, make a minimum brake pipe

reduction and actuate. 6 If needed, make further split reduction(s) and actuate. 7 As speed drops below the dynamic brake range, supplement with the

independent brake. 8 Make a final brake pipe reduction and allow the locomotive brakes to

apply. Figure 104-37. Stopping Reverse/Shoving on a Level or Descending

Grade, Slack Stretched.



104.7 Grade Operations

104.7.1 Operating on a Grade Since train speed largely determines the amount of braking distance needed, follow these guidelines to control train speed in a grade operation:

STEP DESCRIPTION 1 Do not exceed the speed limit. 2 Stop any train immediately if it is descending a grade of 1 percent or

greater and it exceeds the maximum authorized speed for that train by more than 5 miles per hour. Use an emergency brake application if necessary.

3 Use all available braking power when conditions warrant. For example, if you are not sure that a service brake application will control the speed, do not hesitate to make an emergency brake application.

4 Early in the braking process, achieve a balance between the level of dynamic brake and the level of air brake needed to control train speed on a descending grade.

5 At speeds below 10 MPH, use extended range dynamic brakes if available. Extended range dynamic brakes provide more retarding force than locomotive brakes.

Figure 104-39. Operating on a Grade.


104.7.2 Recharging on a Grade If the independent brakes will not hold the train on a grade, follow these steps to recharge the air brake system:

STEP DESCRIPTION 1 Apply a sufficient number of hand brakes and check their effectiveness.

WARNING: Do not proceed to Step 2 until you are certain that hand brakes have secured the train.

2 Release the automatic brake. 3 Recharge the air brake system. 4 After recharging the system, make a sufficient brake pipe reduction to

hold the train while releasing the hand brakes. NOTE: If all units in the consist are AC locomotives it is permissible to use them to hold the train on a grade to recharge the air brake system.

Figure 104-40. Recharging on a Grade.

104.7.3 Cresting a Mountain Grade Before passing the summit of a mountain grade, ensure that the rear car brake pipe pressure is within 15 pounds of the regulating valve setting and observe such conditions as the following:

• Abnormal brake pipe pressure changes

• Loss of brake pipe pressure

• Abnormal increase in airflow reading, etc.

NOTE: If minimum brake pipe pressure or unusual conditions are noted, stop and secure the train. Correct the problem before proceeding.


104.7.4 Balance Braking on Grade When a constant level of braking is required for long distances, follow these steps:

STEP DESCRIPTION 1 Make a minimum brake pipe reduction and make further reductions of 2

psi until the train maintains the desired speed. 2 Limit the effective brake pipe reduction to 15 psi or less. If a greater

than 15 psi brake pipe reduction is required to control train speed, stop the train and inspect it to determine the reason before proceeding.

3 If the equalizing reservoir leaks and pressure maintaining is required for long distances, place the automatic brake valve cutout valve in PASSENGER, if equipped. Do not move the automatic brake valve cutout valve from FRT to PASS until the train is at a complete stop.

CAUTION: Use extreme care when operating in PASSENGER. Any movement of the automatic brake valve handle toward RELEASE will release the brakes throughout the train.

Figure 104-41. Balance Braking on a Grade.

104.7.5 Regulating Valve Braking Do not use the regulating valve to brake the train.

104.7.6 Inclement Weather Running Air Brake Test on Grade A running air brake test (Rule 108.7) is required when snow has accumulated above the top of the rail or when snow is blowing within 10 miles of descending mountain grades.

If the ascending grade prior to the crest of a grade and/or train tonnage does not permit a running air brake test, use the stretch braking method and apply the brakes as the train begins to crest the grade. This allows you to determine the effectiveness of the brakes before the entire train descends the heavy/mountain grade.

104.7.7 Emergency Brake Applications Use an emergency brake application immediately whenever there is any doubt that the service applications can control train speed. To make an emergency brake application, move the automatic brake valve handle quickly to EMERGENCY and leave it there until the train or locomotive stops. In addition, lift the red cover of the EMERGENCY TOGGLE SWITCH and activate the emergency valve on the end-of-train device (EOT) utilizing the head-of-train (HOT) telemetry device, if equipped.


Use the following procedure using an emergency application to stop a train:

STEP DESCRIPTION 1 Move the independent brake valve handle to a position in the application

zone that will develop the desired brake cylinder pressure without sliding wheels or developing excessive buff or draft forces. Actuate the independent brake and hold the handle in the ACTUATE position. CAUTION: If using the dynamic brake mode while making an emergency application, use extra care to prevent sliding wheels.

2 Adjust brake cylinder pressure by moving the handle in the application zone while actuating.

3 If in power, return throttle to IDLE. 4 When maximum locomotive brake cylinder pressure is desired, release

the handle from the ACTUATE position. Figure 104-42. Emergency Brake Application.

A. Slack-Stretched Condition If an emergency brake application must be made from a locomotive while it is using power, and the train is in a slack-stretched condition, follow these steps:

STEP DESCRIPTION 1 Apply the brakes before closing the throttle. 2 Actuate the independent brakes until the train stops.

Figure 104-43. Applying Brakes, Train in Slack-Stretched Condition.

B. Slack-Bunched Condition If an emergency brake application must be made while the train is in a slack- bunched condition, follow these steps:

STEP DESCRIPTION 1 If not previously operating in dynamic braking mode, gradually adjust

dynamic brake to keep slack bunched until the train stops. 2 Actuate the independent brake valve to prevent the build-up of excessive

brake cylinder pressure. 3 Move the dynamic brake lever to the OFF position after the train stops.

Figure 104-44. Applying Brakes, Train in Slack-Bunched Condition.


C. Controlling Locomotive Brake Cylinder Pressure During Emergency Brake Applications

Maximum brake cylinder pressure develops on the locomotive when an emergency brake application occurs. When this occurs, it may be necessary to control the locomotive brake cylinder pressure to prevent wheels from sliding or excessive buff forces from developing.

NOTE: If the wheels slide, braking effort is greatly reduced. This will lengthen the stopping distance and damage the wheels.

If buff forces become excessive, the locomotive consist or train may jackknife. When controlling locomotive brake cylinder pressure to prevent excessive forces, the engineer must consider the following:

• Size of locomotive consist (the larger the consist the more likely excessive buff forces will develop)

• Train makeup (empty cars in forward portion of train are more likely to jackknife than loaded cars)

• Track curvature and grade

• Position of slack

• Cause of the emergency application


D. Proper Procedure To control locomotive brake cylinder pressure, follow these steps to position the independent brake valve:

STEP DESCRIPTION 1 Place the independent brake valve in a position in the application zone

that will develop the desired amount of brake cylinder pressure. 2 Depress the independent brake valve handle in this position to actuate.

The brake cylinder pressure will reduce from the emergency application pressure to a pressure that corresponds to the position of the independent brake valve in the application zone.

3 After the brake cylinder pressure has reached the desired level, depress and hold the independent brake valve for 5 seconds per each locomotive in the consist.

4 If additional changes in locomotive brake cylinder pressure are needed, change the position of the independent brake valve in the application zone.

Figure 104-45. Independent Brake Valve Position During Emergency Application.

104.7.8 Emergency Brake Application by Crew Member If using an emergency brake valve, open the valve completely and leave it open until the train has stopped. A crew member must initiate an emergency brake application without hesitation in any of the following situations:

• Human life or property is in danger

• The engineer cannot be informed to reduce train speed or stop the train

• The engineer does not respond to warnings or signals to reduce train speed or stop the train

The trainman must know the location of the emergency air brake valves, and when making the emergency brake application must perform these tasks:

• Notify other employees that an emergency brake application is in effect

• Determine if the emergency brake application is in effect on the entire train


104.7.9 Undesired Emergency Brake Application When an undesired emergency (UDE) brake application occurs, follow these steps:

STEP DESCRIPTION 1 Move the automatic brake valve handle to EMERGENCY. 2 Lift the red cover of the EMERGENCY TOGGLE SWITCH. 3 Activate the emergency valve on the end-of-train device (EOT) using

the Head-of-Train (HOT) telemetry device. 4 Wait until the train stops. If operating conditions permit, place the

automatic brake valve handle in RELEASE to release the brakes and help locate the air hose separation or other problem.

Figure 104-46. Correcting an Undesired Emergency Brake Application.

104.7.10 Unintentional Brake Release If an unintentional brake release occurs while the brakes are applied, increase the brake pipe reduction at least 5 psi below the last effective brake pipe reduction. Locomotive engineers are responsible for reporting undesired brake releases immediately with the following information

• Mile Post Location

• Description of use of the automatic brake prior to the release

• E.O.T.D. pressure reading at the time of release

• Air Flow reading at the time of release

• Amount of brake pipe leakage

• Condition of slack


104.7.11 Unplanned Stop To stop in the shortest possible distance without using an emergency brake application, such as when encountering a sudden block signal change or when being signaled to stop by a flagman or other person, follow these steps:

STEP DESCRIPTION 1 While actuating, make a brake pipe reduction then immediately make a

throttle change. 2 After the initial brake pipe reduction and train slack has adjusted, make

further split reduction(s) as needed and actuate. 3 Gradually reduce the throttle to the IDLE position. 4 With the dynamic brake in use, as speed drops below dynamic brake

range, supplement with the independent brake. Figure 104-47. Unplanned Stop without Using Emergency Brake.

104.7.12 Train Break-In-Two If the train is stopped with an emergency brake application due to a train break-in-two, follow these steps:

STEP DESCRIPTION 1 Apply the hand brakes to the extent needed on the low end of both

portions of the train. 2 Close the angle cock at the front portion of the separation. 3 Recharge the air brake system immediately.

EXCEPTION: If it is necessary to replace the knuckle or perform any work under or between the separated portions of the train, leave the angle cock on both portions of the train open while the work is performed.

Figure 104-48. Train Break-in-Two.

A. On a Descending Grade If the train separates on a descending grade, recouple the train then bunch the slack as much as possible before recharging the air brake system.

B. On an Ascending Grade If the train separates on an ascending grade, after the train is recoupled, stretch the slack as much as possible before recharging the air brake system.


C. Unknown Service Application If train brakes are applied with a service application from an unknown source, the engineer must follow these steps:

STEP DESCRIPTION 1 Leave the automatic brake valve handle in the RELEASE position. 2 Keep the locomotive brakes released until train stops. 3 Close the throttle gradually as train speed reduces. 4 Do not proceed until the train has been inspected.

Figure 104-49. Responding to a Service Brake Application from an Unknown Source.

104.8 Temporary Speed Restrictions

When moving through an area with a temporary speed restriction, follow these steps:

STEP DESCRIPTION 1 If possible, release train air brakes and dynamic brakes before entering

the restricted area. 2 Use the lowest possible throttle position for running or starting. 3 Avoid or minimize changes in train speed or slack condition. 4 Limit independent brake cylinder pressure as much as possible.

NOTE: Do not exceed the 50 percent limit for dynamic brakes as outlined in Rule 104.2.1 (Dynamic Brake Limitations).

Figure 104-50. Moving through an Area with a Temporary Speed Restriction.

104.9 Penalty Brake Application

A penalty brake application is initiated by one of the following safety control devices:

• Alertness Device

• Overspeed

• Collision Avoidance System (CAS)

• Distributed Power failures


When a penalty brake application occurs, observe the following procedures:

STEP DESCRIPTION 1 Move the automatic brake valve handle to SUPPRESSION position. 2 If independent brake cylinder pressure is needed, control it by moving

the handle into the application zone and actuating. (If in power, return throttle to IDLE position.)

3 Reset PCS after train stops. 4 After PCS closes, release brakes if operating conditions allow.

Figure 104-51. Responding to a Penalty Brake Application.

104.10 Switching Movements

104.10.1 General—Switching Use good switching practices for a safe, damage-free operation.

Switching frequently involves handling cars with the automatic air brake system bled off. The number of cars handled in a switching movement depends on the ability of the locomotive brakes to control the movement and the severity of the slack activity that is generated by the particular combination of loads and empties being handled. It may be necessary to use the automatic brake system on a sufficient number of cars near the locomotive to assist in controlling the switching movement.

When performing switching movements, be aware of the following:

• Begin switching movements by gradually bunching or stretching the slack. Increase the speed to the desired rate only after the slack is all in or all out.

• Keep coupling speeds below 4 mph to prevent damaging equipment and lading.

• Do not couple or uncouple cars in curves and switches if you can avoid it. The geometry of the curve can cause bypassed couplers and/or rail turnover. Take particular care when coupling long car/short car combinations in curves.

• Take care when switching with multiple unit consists, particularly when handling long blocks of cars. Operating a multiple unit consist in buff can result in rail turnover or jackknifing and careless control can damage equipment and cause train separations while switching.

• Note that cooperation between switchmen, trainmen, enginemen, and other employees is essential so that signals and information are transmitted to the enginemen in ample time to permit adjustments of slack and speed as needed.


104.10.2 Starting—Switching To begin a switching operation, follow these steps:

Figure 104-52. Beginning a Switching Operation.

104.10.3 Accelerating—Switching Apply additional power as needed once the entire block of cars is moving.

104.10.4 Negotiating—Switching Switching typically consists of many short moves in fairly busy or constricted working areas. To determine maximum operating speed, consider the time and distance needed to make slack changes and stop.

CAUTION: Do not move the reverser handle to any position other than in the direction of travel while the locomotive is moving.

104.10.5 Slowing—Switching Gradually close the throttle and follow with a light application of the independent brake as the slack adjusts fully. Once the slack is fully in or out, whichever the situation requires, make a sufficient application of the independent brake to slow the movement.

CAUTION: Do not apply and/or release the independent brake rapidly. The resulting increases and decreases of independent braking forces can cause severe changes in slack action.

104.10.6 Stopping—Switching Gradually close the throttle and follow with a light application of the independent brake as the slack adjusts fully. Once the slack is fully in or out, whichever the situation requires, make a sufficient application of the independent brake to slow the movement.

NOTE: Keep the locomotive wheels from sliding during a stop. To do so, you may need to reduce the locomotive brake cylinder pressure. If the automatic brake system is charged on some cars in the train, you may use the automatic brake in conjunction with the independent brake.

STEP DESCRIPTION 1 Release the independent brake. 2 Gradually apply light power until all slack is bunched or stretched,

whichever is required and the entire block is moving at a speed of about 1 mph.


105 Car Equipment and Components

105.1 Freight Car End and Platform Identification

Identify car ends as follows:

• On cars with one hand brake, the “B” end of the car is the end with the hand brake. The other end is the “A” end.

• On cars with more than one hand brake, the letters “A” and “B” are stenciled on the appropriate ends of the car.

• On cars with more than one platform, each section is stenciled. For example, a five-platform articulated-spine car will have an “A” platform on one end with the adjacent platforms designated as “C,” “D,” and “E.” “B” will be on the opposite end, just after “E.”

105.2 Wheels, Axles, Bearings, and Journals Identification on Cars

To determine the correct wheel numbers on cars, follow these steps:

Figure 105-1. Identifying Wheels and Journals on Cars.

STEP DESCRIPTION 1 Face the “B” end of the car. 2 Identify the designation of wheels, journals, and axles from the “B” end

of the car as follows: • Axles are numbered beginning with “1” for the axle closest to the

“B” end. • Wheels and journals are designated left or right as viewed from

the “B” end. • Specific wheels are identified according to the axle and wheel

designation.


Figure 105-2. Wheels, Axles, Bearings, and Journals Tag.


Figure 105-3. Tank Car as Viewed From the Top.


1. BRAKE SHOE2. WHEEL3. AXLE4. TRUCK LIVE LEVER5. BRAKE BEAM6. ROLLER BEARING ADAPTER7. ROLLER BEARING END CAP8. END CAP RETAINING BOLT9. END CAP LOCKING PLATE10. TRUCK SIDE FRAME11. TRUCK SPRING

12. TRUCK BOLSTER13. ROLLER BEARING ASSEMBLY14. TRUCK SIDE BEARING ROLLER15. TRUCK SIDE BEARING HOUSING16. TRUCK DEAD LEVER17. CLEVIS AT DEAD LEVER18. CLEVIS AT DEAD LEVER FULCRUM19. DEAD LEVER ANCHOR-UNDER FRAME MOUNTED20. CENTER PIN21. TRUCK CENTER PLATE CAST INTEGRAL WITHTRUCK BOLSTER

Figure 105-4. Identifying Wheels and Journals on Cars.


Figure 105-5. Wheel Set (Raised Wheel Seat).

NOTE: Wheel Seat is the term applied to the wheel and axle assembly.


Figure 105-6. Type E Coupler Assembly

Figure 105-7. Type F Coupler Assembly


Figure 105-8. Type H Coupler Assembly.


105.3 Coupler Assemblies

American railroads use three types of coupler assemblies, E, F, and H. Each coupler head and knuckle is marked with a letter that indicates its type.

Figure 105-9. Type E and F Knuckles.


Vent protector

Vent valve portionQuick service

volume exhaust

Quick servicevalve portion

Threadedplug

Figure 105-10. A-1 Reduction Relay Valve.

105.4 Freight Car A-1 Reduction Relay Valve

Some long cars have an A-1 Reduction Relay Valve that helps transmit a service or emergency brake pipe reduction by compensating for the added brake pipe length of the car.

The relay valve functions as follows:

• The B-1 quick service portion assists service brake reductions.

• The Number 8 vent valve portion transmits emergency brake pipe reductions.

NOTE: If the Number 8 vent valve fails to reset after an emergency brake application, causing a continuous blow at the exhaust port, plug the valve by removing the vent protector and screwing in the threaded plug.

The following freight cars are equipped with the relay valve:

• Cars with AB or ABD control valves and more than 75 feet of brake pipe between hose couplings.

• Cars with ABDW control valves and more than 100 feet of brake pipe between hose couplings.

NOTE: Cars with ABDW control valves that have between 75 and 100 feet of brake pipe should have a Number 8 vent valve as well.


105.5 Freight Car Automatic Vent Valve

Some multi-platform cars are equipped with an automatic vent valve (AVV). An AVV is an emergency portion of a control valve that is used only to propagate an emergency brake application through the brake pipe. Should an AVV become defective, use the cutout cock to cut out the AVV valve.

105.6 Retaining Valves

Alaska Railroad prohibits the use of retaining valves for train operation.

The retaining valve on each car controls the brake cylinder pressure exhaust. All freight cars have retaining valves at the “B” end of the car or on the side near the control valve. The retaining valve can be positioned so that the following occurs during a brake release:

• Brake cylinder pressure exhausts to the atmosphere

• Brake cylinder pressure is maintained while the system is recharged

105.6.1 Three-Position Retaining Valve The three-position retaining valve includes these positions.

Figure 105-11. Three-Position Retaining Valve Positions.

POSITION DESCRIPTION DIRECT EXHAUST (EX)

Exhausts all brake cylinder pressure. Turn handle down.

HIGH PRESSURE (HP)

Exhausts the brake cylinder pressure to 20 psi. Turn handle to 45 degrees below horizontal.

SLOW DIRECT EXHAUST (SD)

Exhausts brake cylinder pressure for a blowdown time of approximately 86 seconds; continues to exhaust until all pressure is vented. Turn handle to 45 degrees above horizontal.


Figure 105-12. Three-Position Retaining Valve Positions.


105.7 Charging Time Chart

105.7.1 Maximum Train Lengths When a train has a head end brake supply only and the ambient temperature is 25 degrees or less, the train length should not exceed the guidelines below.

AMBIENT TEMPERATURE (FARENHEIT)

LENGTH OF TRAIN (FEET)

20° to 25° 8,000 15° to 19° 7,500 10° to 14° 7,000 5° to 9° 6,500 0° to 4° 6,000 -1° to 5° 5,500

-6° to -10° 5,000 -11° to -15° 4,500 -16° to -25° 4,000

NOTE: This chart does not apply to Distributed Power trains. Figure 105-13. Maximum Train Lengths for Trains with Head-End Brake

Supply.

105.8 Determining Number of Hand Brakes

Consider the following factors when determining the appropriate number of hand brakes:

• Grade and adhesion

• Number of loaded and empty cars

• Weather conditions (wind and temperature)


Use the following chart to determine how many hand bakes to apply:

ROW GRADE NUMBER OF CARS ON WHICH TO FULLY APPLY HANDBRAKE

A Level 1 for every 50 B 0.1% - 1.0% 1 for every 6 C 1.1% - 2.0% 1 for every 4 D Greater than 2.0% 1 for every 2

Figure 105-14. Determining How Many Hand Brakes to Apply.

105.9 Equalization Pressure Use the following chart to determine the correct service and emergency equalization pressures for various brake pipe settings:

BRAKE PIPE

PRESSURE

FULL SERVICE

REDUCTION

SERVICE EQUALIZATION

PRESSURE*

EMERGENCY EQUALIZATION

PRESSURE** 110 32 78 93 100 29 71 85 90 26 64 77 80 23 57 68 70 20 50 60

* Between Auxiliary Reservoir and Brake Cylinder **Between Reservoirs and Brake Cylinder

Figure 105-15. Equalization Pressure Chart.


Figure 105-16. Freight Car Air Brake System Components.


Figure 105-17. Freight Car Air Brake System Components.


105.10 Car Brake Equipment

The air brake system is inherently fail-safe. Once the system is charged, a reduction of brake pipe pressure, regardless of how it is made, will automatically apply the brakes. An increase in brake pipe pressure will cause a release.

The freight car brake rigging parts are activated by a power source from the brake cylinder or the hand brake, and using leverage they transmit and deliver braking forces to the brake shoe at the wheels.

A central characteristic of the train air brake system is the serial action of brake applications and releases. During a brake application, the brakes apply on the head end first, progressing serially back through the train. The same serial action occurs during a release, whereby the brakes on the head-end release first. This serial action occurs because brake pipe pressure has to be reduced by exhausting at the automatic brake valve on the locomotive to apply the brakes. The reverse is true for releasing the brakes; brake pipe pressure must be increased by the automatic brake valve in order to release the brakes. Without features in the control valve to help speed up propagation of air pressure during brake applications and releases, in-train forces would be so severe that the longer and heavier freight trains that are typical today would not be possible.

The following parts make up the AB, ABD, ABDW, ABDX, or DB-60 freight brake equipment:

• Control Valve

• Brake Cylinder(s)

• Two-compartment Reservoir

• Combined Dirt Collector and Cutout Cock

• Retaining Valve

• Angle or End Cocks


The control valve consists of three portions:

• Pipe Bracket. The service and emergency portions are attached to the pipe bracket which is bolted to the car. This bracket contains a removable strainer and a quick action chamber.

• Service Portion. Controls charging the reservoirs and service application and release of the brakes.

• Emergency Portion. Locally vents brake pipe air and connects emergency reservoir air to the brake cylinder when an emergency rate of brake pipe reduction occurs. Also provides an accelerated emergency release.

CONTROL VALVE

QUICK SERVICE ACCELERATED SERVICE RELEASE

ACCELERATED SERVICE

APPLICATION AB X ABD X X X ABDW X X X ABDX X X X

Figure 105-18. Control Valve Features.


106 Distributed Power Operations

These rules outline the requirements for operating and conditioning locomotives equipped with multiple remote control systems (distributed power).

AKRR locomotives are equipped with GE/HARRIS LOCOTROL@LSI, a type of Integrated Distributed Power (DP). With DP technology, radio transceivers enable the engineer to control air brakes, power, and dynamic braking on each locomotive consist in the train from the lead locomotive. Up to six remote consists can be controlled by the lead locomotive (also called the “remote unit”).

For safety, operate DP-equipped locomotives only if the following conditions are met:

• The equipment is properly conditioned

• A brake pipe continuity test is confirmed

• The radio links the lead controlling unit and the remote-controlled unit(s)

A series of checks and comparisons to detect equipment status, communication errors, or procedure sequence errors must be conducted before and during operation.


106.1 Preparing for Distributed Power

Careful preparation is vital to prevent costly problems and delays. Double-check each step in the following procedure:

STEP DESCRIPTION 1 Before setting up and linking locomotives for DP, ensure that the

locomotives in each consist (lead and remote) have passed the following:

• Federal Locomotive Daily Inspection (Locomotive Daily Inspection)

• Locomotive Air Brake Test • Locomotive Load Test

NOTE: Consider remote locomotives to have the same inspection date as the lead locomotive when determining if inspection is required.

2 Place units in the train. 3 Link unit(s). 4 Ensure that the brake pipe is connected and open between the consists.

Figure 106-1. Preparing for Distributed Power.

106.2 Conditioning the Locomotive

Condition locomotives for distributed power in the following order:

STEP DESCRIPTION 1 Set up the remote units. 2 Set up the lead unit. 3 Link to remote(s) from the lead unit. 4 Perform a brake pipe test.

Figure 106-2. Conditioning the Locomotive.


106.3 Conditioning the Remote Unit

The remote unit is the locomotive from which the remote consists are controlled. To condition the remote unit, follow these steps:

STEP DESCRIPTION 1 Ensure that the Power Cutoff Switch (PCS) and all air brake faults are

reset. 2 Check electrical, antenna, and data connections on data radios for

physical tightness. 3 Cycle the computer control circuit breaker and air brake circuit breaker

for three minutes to reset any faults and allow the system to start “clear.”

4 Release the independent brake and actuate brake cylinder pressure to 0 psi. Reapply the independent air brake. Adjust the equalizing reservoir to the required pressure.

5 Ensure switch and handle positions are correct and follow Remote Setup Procedure (Rule 106.3.1 and 106.3.2, below).

Figure 106-3. Conditioning the Remote Unit.

106.3.1 Switch and Handle Positions Use the table below to configure switch and handle positions while conditioning a remote unit:

SWITCH/HANDLE POSITION Isolation switch RUN Dynamic brake circuit breaker ON Data radio circuit breaker ON Reverser Centered (handle removed) Generator field switch OFF Engine run switch ON Control and fuel pump switch ON Throttle handle IDLE Automatic brake handle CONTINUOUS SERVICE/Handle Off Independent brake handle Fully applied (at this time) Air brake setup Lead (freight) CUT IN Figure 106-4. Switch Handle Positions.


106.3.2 Remote Control Panel and Console Setup To set up remote units, use the right-hand FIRE screen and follow these steps:

STEP DESCRIPTION 1 Select the MORE CHOICES key. 2 Select the DIST POWER key from the menu options. 3 From the Distributed Power Main Menu, choose the REMOTE SETUP

key. 4 Enter the LEAD IDP unit number. 5 If this unit will run BACKWARDS with respect to controlling

locomotive select OPPOSITE DIRECTION of the lead unit. 6 Press DONE. 7 Verify LEAD/CUT-IN and DP REMOTE ENABLED. 8 Place the independent brake valve handle in RELEASE. 9 Do not attempt to reset the PCS. 10 Set Trailing headlight on dim as marker. 11 Fill Locomotive Daily Inspection forms out as required. 12 Close all cab windows and doors, turn cab lights off. 13 Verify handbrake is released.

Figure 106-5. Switch Handle Remote Setup Procedure.


106.4 Conditioning the Lead Unit

To condition the lead unit, follow these steps:

STEP DESCRIPTION 1 Ensure that the PCS and all air brake faults are reset before starting the

setup procedure. 2 Check electrical, antenna, and data connections on data radios for

physical tightness. 3 Cycle the computer control circuit breaker and air brake circuit breaker

for 3 minutes to reset any faults and allow the system to start “clear.” 4 Release the independent brake and actuate brake cylinder pressure to 0

psi. Reapply the independent air brake. Adjust the equalizing reservoir to the required pressure.

5 Ensure that switch and handle positions are correct (see below). 6 Conduct lead setup procedure (Rule 106.4.1 and 106.4.2 below).

Figure 106-6. Conditioning the Lead Unit.

106.4.1 Lead Control Panel and Console Setup Use the table below to configure switch and handle positions:

SWITCH/HANDLE POSITION Isolation switch RUN Dynamic brake circuit breaker ON Data radio circuit breaker ON Control and fuel pump switch ON Engine run switch ON Generator field switch OFF (until ready to move) Throttle IDLE Reverser Centered (handle removed) Automatic brake handle CONTINUOUS SERVICE/Handle

Off Independent brake handle Fully applied Air brake setup Lead (freight) CUT IN Enter “00001” as EOT number on non-EOT trains

Figure 106-7. Lead Unit Switch and Handle Positions.


106.4.2 Lead Setup Procedure To set up the lead unit, use the right-hand FIRE screen and follow these steps:

STEP DESCRIPTION 1 Select MORE CHOICES. 2 Select DISTRIBUTED POWER from the menu options. 3 Select the LEAD SETUP.

Figure 106-8. Lead Setup Procedure.

After completing the lead setup procedure begin the linking process.

106.5 Lead Consist Linking Procedure

If there is more than one remote consist, enter the locomotive remote nearest the lead consist first.

To link the remote consist(s) from the lead DP unit, follow these steps:

STEP DESCRIPTION 1 Enter the number of the remote DP unit to be linked and select LINK.

The system will perform a short test. 2 Check the system display for LINK OK, which means the test was

successful. 3 If the system display responds with LINK FAIL, check and re-enter the

number of the remote-controlled unit. If this step fails again, check the setup of the remote unit.

4 Repeat Step 1 for each remote consist. 5 Verify that all units are linked OK and then press the DONE key. 6 On prompt, move automatic brake valve handle to SUPPRESSION. 7 Perform the Brake Pipe Continuity Test to complete enabling the

distributed power. Figure 106-9. Linking the Remote.

NOTE: If a “Radio Fail A or B” message is received, unlink and then relink with remote. If a “Radio Fail A or B” message is again received, continue with linking process. Report the radio defect.


106.6 Brake Pipe Continuity Test

The brake pipe continuity test (BRK PIPE TEST) is an automated test that must be passed to complete the distributed power enabling process. The brake pipe test is performed after the consists are linked and before the locomotive or train is moved.

Keep in mind the following:

• This test is available only during the initial conditioning stage.

• The DP system mode must be IDLE.

After the correct locomotive(s) have been accepted in the linking process, follow these steps:

STEP DESCRIPTION 1 Ensure that the system is in IDLE mode. 2 Wait until flow values drop to 25 CFM on lead and remote(s) units

before proceeding to step 3. It may take several minutes to reach the desired rate.

3 When the message CHARGE TRAIN BEFORE RUNNING BRAKE PIPE TEST appears, place the automatic brake valve handle in RELEASE.

4 Press the BRK PIPE TEST key followed by the EXECUTE key. 5 When prompted, move the automatic brake valve handle to MINIMUM

REDUCTION. NOTE: If you move the handle beyond MINIMUM REDUCTION, change the display screen, or select cancel, then the test will be voided.

6 If the system screen displays BRAKE PIPE TEST OK, the test was passed.

7 If the system screen displays BP TEST FAIL, release the train brakes and recharge. Return to step 1, wait until the flow has stabilized, and repeat the test.

Figure 106-10. Brake Pipe Continuity Test.

106.7 Distributed Power Brake Pipe Leakage Test

This three-minute automated test reduces the steps required to cut out the brake valves on the lead and remote consists. The test will automatically reduce brake pipe pressure by 20 pounds and measure the timing for brake pipe cutout and leakage. The system screen will display the amount of leakage at the end of the test.


Perform this test instead of the Air Flow Method (AFM) test whenever a train requires a Brake Pipe Leakage Test. Distributed Power trains must be tested using only the Brake Pipe Leakage method.

NOTE: Train check (Brake Pipe Continuity Test) does not have to be performed if the train departs immediately after the Brake Pipe Leakage Test.

106.8 Performing the Distributed Power Brake Pipe Leakage Test

To perform the Brake Pipe Leakage Test on a train with Distributed Power, follow these steps:

STEP DESCRIPTION 1 Ensure that the system is in IDLE mode throughout this test. 2 Press the LEAKAGE TEST key that is located on the right FIRE screen.

NOTE: This key will appear on the system screen only when the train is stopped and the automatic brake valve handle is in the RELEASE or MINIMUM REDUCTION position. If the leakage test function is requested while the system is in the RUN mode, the mode will change to the IDLE mode.

3 Press the EXECUTE key. NOTE: At this point, a series of messages will be displayed updating the progress of the test, including the following:

• AIR LINE STABILIZING………...…WAIT • BRAKE VALVES OUT….……….….WAIT • BRAKE VALVES OUT TIMING……WAIT

4 When the test and equipment inspection has been completed, follow the message prompts displayed. WARNING: Do not move automatic brake valve handle to FULL SERVICE until after the inspection is complete.

5 Move the automatic brake valve handle to FULL SERVICE position. WARNING: The prompt will change to RELEASE BRAKES WHEN READY, but do not release the train brakes until after the inspection is completed.

6 The system log will display the test results as leakage in psi. Figure 106-11. Distributed Power Brake Pipe Leakage Test.


NOTE: A Brake Pipe Test will be cancelled if any of the following occur:

• CANCEL is selected

• The Automatic Brake Handle is moved to FULL service before the test is complete

• The display screen is changed

NOTE: Train check (Brake Pipe Continuity Test) does not have to be performed if the train departs immediately after the Brake Pipe Leakage Test.

106.9 Distributed Power System Operating Modes

The DP system operates in two modes, IDLE or RUN. The mode will be displayed and highlighted in a blue text box on the top left of the left screen. In IDLE mode, no tractive or dynamic braking functions are enabled on the remote. In RUN mode, traction and dynamic braking functions are enabled on the remote.

106.10 Changing System Operating Modes on DP Controlling Unit

To change system operating modes on an DP controlling unit, follow these steps:

STEP DESCRIPTION 1 Select DP MAIN MENU. 2 Select MODE. 3 Select RUN or IDLE. 4 Press EXECUTE.

Figure 106-12. Changing System Operating Modes on DP CU.

After the mode has changed, the following should occur:

• RUN or IDLE status appears in the upper left-hand corner of the left FIRE screen.

• All DP locomotive consists (including the lead consist) are now in the FRONT group.

• Remote consists will mirror the throttle and dynamic brake functions of the lead DP locomotive when the system operating mode is in RUN


106.11 Train Check

The train check operating feature verifies that the brake pipe is open and unrestricted between the lead consist and the remote consist(s).

Perform a train check in the following instances:

• Any time the train has been delayed

• Any time the train’s brake pipe may have been compromised

• To secure a train to be left unattended except when temperatures are below 25º F

It is not necessary to perform a train check on descending grades where train handling techniques require that automatic air brakes be applied when initiating movement.


106.12 Performing a Train Check

To perform a train check, follow these steps:

STEP DESCRIPTION 1 Ensure that the train is stopped. 2 Apply the train air brakes (make at least a 10-pound brake pipe

reduction). 3 Wait until the brake pipe exhaust has ceased before initiating the train

check. CAUTION: During extremely cold temperatures, do not initiate the train check until just before departure.

4 From the system display, select TRAIN CHECK. 5 Select EXECUTE. 6 Verify that the brake valves cut out on the remote consist(s) by checking

the status of the remotes brake valve(s) (OUT) and by seeing the prompt appear to release the brakes.

7 Move the automatic brake handle to RELEASE when ready to depart. 8 If the check is successful, the display will show TRAIN CHECK OK

and the train may proceed at maximum authorized speed. If the display shows TRAIN CHECK FAIL and the train was started before the fail indication was displayed, stop the train. NOTE: The train check may take up to 2 minutes. During this time, the system expects brake pipe pressure to increase on the remote consist(s). If it does not detect this increase, if the increase comes up too slowly, or if communication is interrupted, the result will be a FAIL.

Figure 106-13. Train Check.

NOTE: You may start the train while waiting for the check results.

The results of the train check must yield a TRAIN CHECK OK indication before either of the following may occur: • Train speed exceeds 10 MPH.

• Train movement exceeds the train’s length unless the entire train is visually inspected or the changing brake pipe pressure readings from the remote(s) or EOT indicate that the brake pipe is not obstructed.


106.13 Responding to Train Check FAIL

If the train check results in a FAIL, three chimes will sound and the system screen will say TRAIN CHECK FAIL. If the train has begun to move, stop the train and retry the train check (see Rule 106.12).

Any of the following conditions could cause a train check FAIL:

• A brake pipe blockage

• Excess brake pipe leakage

• An interruption in communications between the lead and remote(s)

A train check or the alternate method (see 106.13.2) must be successfully completed before the train can be allowed to proceed at maximum authorized speed.

106.13.1 Second Attempt of Train Check If a TRAIN CHECK PASS indication is given on the second attempt, proceed at maximum authorized speed.

If another TRAIN CHECK FAIL occurs, perform the alternative method for determining brake pipe continuity between the lead unit and rear of the train.


106.13.2 Alternative Method for Determining Brake Pipe Continuity

If there are no indications of communication interruptions between the remote(s) and/or the EOT and the lead unit, follow these steps for the alternative method:

STEP DESCRIPTION 1 Make a 10-psi brake pipe reduction with the automatic brake valve. 2 Cut out the brake valves on all remote(s) by placing each in BV OUT

mode. 3 After determining that all remote brake valves are cut out, return the

remotes to NORMAL mode. 4 Move the automatic brake valve handle to RELEASE. 5 Using a remote IDP at the rear of the train or an EOT, verify a rise of at

least 5 psi of brake pipe pressure at the rear of the train. 6 If a remote brake valve does not cut in with a rise in brake pipe pressure

of at least 4 psi at that remote as indicated by the control console, report condition on the Locomotive Daily Inspection and Trip Report.

7 If the brake pipe is unrestricted between the lead unit and the rear of the train, proceed at maximum authorized speed.

Figure 106-14. Brake Pipe Continuity Test, Alternative Method.

NOTE: If the brake pipe pressure does not increase or decrease properly, visually inspect the train. Correct and report any defect(s) found. Successfully complete the train check or the alternate method before allowing the train to proceed at maximum authorized speed.

106.13.3 Communication Interruption During Train Check or Alternate Method

During the train check or alternate method, if there are indications of a communication interruption between the remote(s) and/or end-of-train (EOT) device and the lead unit, follow these steps:

1. If needed, proceed one train length at no more than 10 MPH to try to improve radio reception.

2. Successfully complete the train check or the alternate method before allowing the train to proceed at maximum authorized speed.


106.14 Securing Train Using Train Check

Use train check when securing a distributed power train that will be left unattended unless the ambient temperature is below 25ºF. If the ambient temperature is below 25ºF, make a 20-psi brake pipe reduction and leave the brake valves on the lead and remote units cut in.

106.14.1 Securing an Intact Train Using Train Check To secure a train that will be kept intact, follow these steps:

STEP DESCRIPTION 1 Apply hand brakes and test their effectiveness. 2 Fully apply the independent brakes. 3 Make a 20-pound brake pipe reduction. 4 After the brake pipe exhaust stops, select TRAIN CHECK from the

system display. 5 Select EXECUTE. 6 Wait until the brake valves are cut out on the remote consist(s). 7 Leave the lead locomotive automatic brake valve cut in.

Figure 106-15. Securing an Intact DP Train.

106.14.2 Securing a Separated Train to be Left Unattended To secure a train that has not been kept intact, follow these steps:

Figure 106-16. Securing an Unattended DP Train.

STEP DESCRIPTION 1 Apply hand brakes and test their effectiveness on the portion to be

detached. 2 Use the SET OUT mode (see Rule 106.20) on any remote consist left

standing and detached from the lead consist. 3 Leave the rear portion of the train standing in emergency and leave the

angle cock open. 4 Use TRAIN CHECK to secure the front portion of the train if it contains

remote consists. 5 If no remotes are attached to the front portion of the train, apply hand

brakes and test their effectiveness. Make a 20-psi brake pipe reduction.


106.15 Remote Operating Modes

The system mode and the individual remote modes determine how each remote unit responds to the commands from the lead unit for throttle, air brake functions, and other operator inputs.

Use the REMOTE display to select limiting modes for the individual remote units.

The remote modes are as follows:

• NORMAL—All remotes will perform throttle, dynamic brake, and air brake functions for control. All remote air brake functions are enabled, and the brake valve may be cut in.

• IDLE—The remote throttle remains in IDLE. All remote air brake functions are enabled, and the brake valve may be cut in.

• BV OUT—All remote traction and dynamic brake functions are enabled for control. The emergency and independent air brake functions are enabled for control. Cutting out the brake valve causes the remote automatic air brake functions to be restricted.

• ISOLATE—The remote throttle does not respond to commands and remains in IDLE. The remote’s emergency air brake application function and independent brake functions are enabled for control. All other brake functions are disabled, and the brake valve is cut out.

• SET OUT—The remote throttle does not respond to commands and remains in IDLE. The remote’s emergency brake application is enabled for control. The independent brakes are fully applied (72 psi). All other air brake functions are disabled, and the brake valve is cut out.

• STOP—The remote’s throttle is set to ENGINE STOP (train-line stop). All other remote functions are in ISOLATE. These modes may be selected from the REMOTE display.

106.16 Remote Mode NORMAL

When the distributed power system is linked and the Brake Pipe Leakage Test is complete, the remote consists are in NORMAL.


106.16.1 Return Consist from Other Mode to NORMAL If a remote mode other than NORMAL has been selected for a consist, return it to NORMAL by selecting NORMAL from the remote display. Note the following exceptions:

• If the unit is in the SET OUT mode, see Rule 106.20.1 for instructions on returning it to NORMAL.

• If the unit is in the STOP mode, set it in the ISOLATE mode to restart, then return it to the NORMAL mode. After changing the remote consist to NORMAL, you may cut in the automatic brake valve.

106.16.2 Cut in the Automatic Brake Valve on Remote To cut in an automatic brake valve on a remote unit that has been returned to or is in NORMAL or IDLE, follow these steps:

STEP DESCRIPTION 1 Make at least a 10-psi brake pipe reduction with the automatic brake

valve. 2 After the brake pipe exhaust has ceased, move the automatic brake valve

handle to RELEASE. Figure 106-17. Automatic Brake Valve Cut In.

With the lead unit automatic brake valve in RELEASE, the remote brake valve will cut in when the brake pipe pressure increases at least 4 psi at the remote unit.

106.17 Remote Mode IDLE

The IDLE mode allows the remote consist to use all air brake functions, but disables all power or dynamic braking.

NOTE: A change to this mode can be made while the train is moving or stopped.

CAUTION: If the mode is changed while moving, care must be exercised to assure that slack adjustments are not affected by loss of power of dynamic brakes.

Use the IDLE mode under the following conditions:

• The remote consist’s tractive and dynamic brake functions are not needed.

• A unit in the consist may be causing a fault.


106.18 Remote Mode BV OUT

The BRAKE VALVE (BV OUT) mode can be used when troubleshooting air brake problems and when making a brake pipe continuity check as outlined in Rule 106.6. If a consist is operated in the remote BV OUT mode, the consist will not continue to operate in power or dynamic brake (no override) following a communication interruption of 45 seconds or more (Rule 106.26).

To cut in an automatic brake valve on a remote unit that has been returned to or is in RUN or IDLE, follow these steps:

STEP DESCRIPTION 1 Make at least a 10-psi brake pipe reduction with the automatic

brake valve. 2 After the brake pipe exhaust has ceased, move the automatic

brake valve handle to RELEASE. Figure 106-18. Remote Mode BV Out.

With the lead unit automatic brake valve in RELEASE, the remote brake valve will cut in when the brake pipe pressure increases at least 4 psi at the remote unit.

NOTE: You may change the mode while the train is moving or stopped.

106.19 Remote Mode ISOLATE

A remote consist changes to ISOLATE when a communication loss idle down has occurred.

NOTE: After communication is reestablished, you may change the mode to NORMAL while the train is moving or stopped.

106.20 Remote Mode SET OUT

The SET OUT mode conditions and helps secure a remote consist that will be left standing uncoupled from the front portion of a train operating in distributed power.

NOTE: A change to this mode must be made only when the train is stopped.


106.20.1 Separating Train from Remote Consist to be Left Standing

To separate the remote consist from the train, follow these steps:

STEP DESCRIPTION 1 Stop the train. 2 Fully apply the independent brakes. 3 Make a 20-pound brake pipe reduction. 4 On the REMOTE display, use the cursor to select the remote consist to

be left standing. Complete these actions: a. Select SET OUT.

b. Select EXECUTE.

c. Wait for the status to change to SET OUT.

d. Repeat actions A through C for each remote consist to be left standing.

5 Apply hand brakes and test their effectiveness on the detached portion, then separate the train when ready.

6 Close the angle cock on the last car of the head portion of the train to be moved.

7 Leave the angle cock OPEN on the detached portion of the train. 8 Ensure that the detached portion of the train goes into emergency. 9 Observe that each remote to be left standing indicates the following:

• Brake Pipe= 0 psi • Brake Cylinder 72 psi • PCS alarm is flashing

Figure 106-19. Remote Mode Set Out.


106.20.2 Returning Remotes to NORMAL After Recoupling Train To return the remotes to NORMAL after using the SET OUT mode to separate the train, follow these steps:

STEP DESCRIPTION 1 Re-couple and re-secure the train.

CAUTION: Do not open the angle cock to recharge the rear portion of the train at this time.

2 Make a 40-psi reduction. 3 Use the remote display to take the following actions:

a. Select the remote consist to be returned to NORMAL.

b. Select NORMAL.

c. Select EXECUTE.

d. Ensure that the remote consist status changes from SET OUT to NORMAL.

e. Repeat these steps for each remote consist to be re-coupled.

4 Open the angle cock. 5 Place the automatic brake valve in RELEASE.

Figure 106-20. Returning Remotes to Normal.

NOTE: After a PCS has opened on a remote consist, the following conditions are required to be met before the remote consist can produce tractive effort:

1. PCS on remote consist has been reset.

2. Automatic brake valve on remote consist has cut in.

3. A minimum brake pipe pressure of 25 psi has been restored at the remote consist.

106.21 Remote Mode STOP

Use the STOP mode to shut down units in a consist only if either stopped in a tunnel or if an emergency condition exists from a heavy impact, fire, or hazardous material leak. Executing the STOP mode will shut down all units in the selected remote consist.


To execute the STOP mode, follow these steps:

STEP DESCRIPTION 1 Use the remote display to select the remote consist that is to be shut

down. 2 Select STOP and then EXECUTE.

Figure 106-21. Remote Mode STOP.

To restart a remote consist, follow these steps:

STEP DESCRIPTION 1 Select the remote consist to be restarted. 2 Select ISOLATE and then EXECUTE. 3 Manually restart each unit in the remote consist.

Figure 106-22. Restarting a Remote Consist.

106.22 Ending Distributed Power Operation on the Lead Consist

Before ending DP on the remote consist(s), end DP on the lead consist. Stop and secure the train before ending DP, and follow the procedure listed below to unlink a DP lead unit.

106.22.1 Unlinking DP Lead Unit from Remote Consist To unlink a DP lead unit, follow these steps: STEP DESCRIPTION

1 Stop the train. 2 Fully apply the independent brake. 3 Place the throttle in IDLE. 4 Make a 20-pound automatic brake pipe reduction. 5 Ensure all remotes are in the front group. 6 Ensure all remotes are in IDLE. 7 Use the right FIRE screen (or DP Main Menu) to take the following

actions: a. Select the SYSTEM key.

b. Press the UNLINK key followed by the EXECUTE key.

NOTE: A penalty brake application will reduce brake pipe pressure to 15 psi.


STEP DESCRIPTION 8 Wait to proceed until the brake pipe exhaust has ceased and the

distributed power backup emergency valve drops the brake pipe pressure rapidly to zero.

9 If the lead unit will not be re-linked, end distributed power operation as follows:

a. Select the DISTRUBUTED POWER key.

b. Press the END DIST POWER key followed by the EXECUTE key.

c. Turn OFF DATA RADIO circuit breaker.

10 You may now operate the lead consist using normal operating procedures. Be sure to condition remote units for normal operation.

Figure 106-23. Unlinking DP Unit from Remote.

106.23 Ending Distributed Power on Remote Units

End distributed power on each remote controlling unit only after it has been unlinked from the lead unit.

Use the controlling remote unit to take the following steps:

STEP DESCRIPTION 1 Select the DISTRIBUTED POWER key. 2 Select END DIST POWER. 3 Turn OFF DATA RADIO circuit breaker. 4 Condition the locomotive brakes for normal operation by cutting in the

automatic brake valve. Verify that air brakes indicate LEAD/CUT IN. Figure 106-24. Ending Distributed Power on Remote DP Consist(s).

106.24 Special Operating Conditions

This section describes special operating conditions and procedures for:

• Handling a communication loss override

• Adding or removing units while linked

• Handling remote consist(s) by another train or engine

• Restarting the diesel engine of a lead or remote unit


Every few seconds, the distributed power system checks the radio and onboard computer communication on the lead and remote controlling units. If a communication check fails, the system will:

• Attempt to operate the lead and remote backup radios

• Declare a communication interruption at both the lead and remote units

106.25 Lead Unit Communication Interruption

The lead unit will declare a communication interruption if one of the following situations has occurred:

• The lead unit has not received a reply from a remote unit in 45 seconds.

• The lead unit has not received a reply in 10 seconds if an automatic brake application is made.

The DP unit will indicate that a communication interruption has occurred with the following signals:

• If a lead unit fails to receive an expected command reply from a remote unit, a yellow COMM light will come on.

• When a communication interruption is declared, a red COMM light will come on and a double chime alarm will sound.

NOTE: The status displayed for the remote consists will not change during the COMM interruption and will continue to indicate the remote status at the time of the failure.

106.26 Remote Unit Communication Interruption

When radio communication is interrupted, each remote consist will maintain the last throttle command and brake pipe pressure received from the lead unit.

If brakes were already applied before the communication interruption occurred, reduce brake pipe pressure by an additional 10 psi or more to signal the remote unit(s). If no changes in the actual brake pipe pressure are detected at the remote, the following will occur:

1. The remote consist will continue to act on last command received for no longer than 90 minutes.

2. At the end of 90-minute override, the remote consist will drop throttle (or dynamic brake) to idle at a rate of 3 seconds per throttle position, and the


automatic brake valve will cut out, if radio communication has not been re-established.

WARNING: If the brake system is not fully charged at the time of a communication interruption, make a brake pipe reduction sufficient to reduce brake pipe pressure at least 5 pounds below the last brake pipe reduction.

NOTE: The remote brake valve must be cut in and charging at the time of and during the communication interruption to allow the remote consist to operate in override.

106.26.1 Remote Unit Senses Brake Application or Release Without Command

If a remote unit senses a brake application or release via the brake pipe without receiving a radio command to reduce brake pipe pressure or to release the brakes, the unit will try to check with the lead unit via radio.

If no response is received, the DP system will do the following:

1. Step the throttle or dynamic brake to IDLE at 3 seconds per step.

2. Cut out the brake valve on the remote.

3. Place the unit in an ISOLATE mode.

NOTE: At this point, the engineer must verify that the process is complete.

If a communication interruption (45 seconds) is declared while the brake valve is cut out, the DP system will do the following:

1. Step the throttle or dynamic brake to IDLE at 3 seconds per step.

2. Limit to an ISOLATE mode

NOTE: The DP system uses the brake pipe as a backup communication tool (as described above), to eliminate tractive effort or dynamic braking. As a result, the engineer must do the following:

• Ensure that the brake pipe is unobstructed between the lead unit and the remote units.

• Always use train check just before moving after the train has been stopped for any length of time or any time the brake pipe may have been tampered with.


106.26.2 Radio Communication Reestablished When radio communication is reestablished at the lead unit, follow these steps:

STEP DESCRIPTION 1 Return the remote to the NORMAL mode (see Rule 106.20) to

restore the throttle and dynamic brake functions. 2 Cut in the automatic brake valve. (See Rule 106.18.)

Figure 106-25. Reestablished Radio Communication.

106.27 Operation During Loss of Communication

If communications between the lead and remote(s) are interrupted, and it is possible to keep the train moving, proceed to a location where communications might improve.

A communication interruption that exceeds 5 minutes should be considered an en-route failure. (See Rule 106.33 and Rule 103.19.4)

106.28 Adding or Removing Unit(s) in Lead or Remote Consist While Linked

A locomotive may be added or removed from the lead or remote consist without unlinking the distributed power system unless it is the controlling locomotive of a remote or lead consist.

If it is necessary to change out the controlling locomotive of a remote or lead consist, follow these steps:

STEP DESCRIPTION 1 Unlink the distributed power. (See Rule 106.22.) 2 When adding locomotives to a consist, perform locomotive air brake

test before linking. 3 Properly condition the new controlling locomotive and link it to the

other consists in the train. (See Rules 106.3 and 106.4.) Figure 106-26. Adding or Removing Unit.

106.28.1 Adding or Removing Trailing Locomotives Trailing locomotives may be added or removed while the train is stopped and linked. Perform the locomotive air brake test when adding or removing locomotives except when removing the rear locomotive(s) of the consist.

NOTE: The air brake test can be performed by the engineer from the lead consist.


NOTE: Do not operate a remote consist(s) from the lead consist unless the brake pipe is connected and open between the lead and remote consist to be moved.

106.29 Handling Remote Consist(s) by Another Train or Engine

If a remote unit must be moved or switched when it is not coupled to the same part of the train to which the lead unit is attached, the remote unit should be unlinked and conditioned for normal operation.

106.30 Restarting Diesel Engine of Lead or Remote Unit

Do not attempt to restart or crank a lead or remote unit that is operating in distributed power while the train is moving. It may be necessary to re-link the distributed power system after restarting the unit(s).

106.31 Alarm Warning from a Remote Unit

A defect on any unit in a remote consist may trigger that consist’s trainlined alarm.

NOTE: When the lead DP unit display indicates a wheel slip from a DP remote consist that is continuous (active alarms remain highlighted on alarm display screen and audible alarm is continuous), the train must be stopped immediately, the cause for alarm determined, and a rolling inspection of remote consist(s) is required before proceeding.

All other alarms must be investigated at the first opportunity.

106.32 Audible Alarms

The DP control console includes an audible alarm that sounds to alert the locomotive engineer of alarms and other significant conditions. This alarm device sounds once, twice, or three times based on the importance of the conditions being reported:

• Single chime. Information only, such as when a brake pipe test is completed.

• Double chime. Alarm or miscompare condition, such as an air brake warning.

• Triple chime. Major alarm, such as a sustained wheel slip or locked axle.


106.33 Using Remote DP Units as End-of-Train (EOT) Device

Remotely controlled equipment may be used as a two-way end-of-train (EOT) device when a remote unit is placed at the rear of the train.

When a remote DP locomotive consist is at the rear of a train and no EOT is being used, provide an alternative marker by placing the headlight at the rear of the rear locomotive on dim.

NOTE: If either the headlight or marker fails en-route, comply with GCOR Rule 5.10.2.

106.34 Load Testing Remote Units

The remote unit(s) should be tested in the synchronous mode (remote units mirrored to the lead DP unit) and the independent mode.

106.34.1 Synchronous Mode (Mirrored) To load-test remote units using the synchronous mode, follow these steps:

STEP DESCRIPTION 1 Apply locomotive air brakes. 2 Move reverser handle to FORWARD direction. 3 Ensure that the generator field switch is ON. 4 Advance throttle to position 2. 5 Verify remote units load properly. 6 Reduce throttle to IDLE. 7 Verify that the throttle returns to IDLE and the traction effort reduces to

0. 8 Move dynamic brake handle to FULL dynamic brake position. 9 Verify that remote units indicate DB 8. 10 Reduce dynamic brake to IDLE. 11 Verify that remote units return to IDLE position.

Figure 106-27. Load Testing Remote Units—Synchronous Mode.


106.34.2 Independent Mode To load-test remote units using the independent mode, follow these steps:

STEP DESCRIPTION 1 Go to the lead unit on the left FIRE screen and select MOVE TO BACK.

NOTE: The display will now show a white line between the A consist (LEAD) and the B consist (REMOTE).

2 Move the reverser handle to the FORWARD direction. 3 Ensure that the generator field switch is ON. 4 On the left FIRE screen, select TRACTION. 5 Select YES. 6 Select MORE TRACTION. Increase THROTTLE by 2 positions. 7 Verify that remote units load properly. 8 Select LESS TRACTION. Reduce the throttle to IDLE. 9 Verify that the throttle returns to IDLE and the tractive effort reduces to

0. 10 On the left FIRE screen, select DYN BRAKE. 11 Select YES. 12 Increase dynamic brake to FULL dynamic brake position. 13 Verify that remote units indicate DB 8. 14 Decrease dynamic brake to IDLE. 15 Verify remote units return to IDLE.

Figure 106-28. Load Testing Remote Units—Independent Mode.

106.35 Distributed Power Train Handling

Whenever possible, initially start the train with power from a remote consist. This will help ensure that the SAME/OPPOSITE direction command is in the proper position.

106.36 Operating Remote Units in Front Group (Mirrored)

After a distributed power train has been conditioned and the system has been placed in the RUN mode, the system is configured with all remote units in the front group (“synchronous mode”) and is controlled from the lead unit.


If possible, operate all remote units in the front group when the train is operating on the following types of terrain:

• Near-level or gentle undulating grades.

• Continuous descending or ascending grades without undulation.

106.37 Operating Remote Units in Independent Control

Control the independent operation for remote consist(s) using function keys displayed on the summary screen.

Note the following:

• Only the consist(s) displayed in the back group can respond to throttle and dynamic brake commands initiated from the Summary screen.

• Only the consist(s) operating in the front group can respond to throttle and dynamic brake commands made from the lead unit controller.

Independent control can also be used when a train is operating on undulating terrain. Improve the train handling or slack action with independent control—operating the remote consist(s) at a power setting different from the front part of the train.


To operate in independent control, move the remote consist(s) into the back group then provide independent control of the throttle or dynamic braking by following these steps:

STEP DESCRIPTION 1 Press the BACK soft key on the summary screen.

NOTE: A fence (bar) separates the front and back consists. All consists to the right of the fence are in the back group and those on the left are in the front group.

2 To control the remote consist(s) in the back group, use the summary screen key functions and choose more or less TRACTION/BRAKING.

3 To control the throttle or braking of the units in the front group, use the lead unit throttle controller.

4 To reassign a remote unit from the front group to the back group, press the BACK soft key.

5 To reassign a remote unit from the back group to the front group, press the FRONT soft key.

Figure 106-29. Operating Remote Units in Independent Control.

NOTE: The summary screen continues to display both the front and back throttle positions. A remote unit moved to a new group will immediately begin changing throttle or dynamic brake positions to match its new group assignment.

CAUTION: A remote unit always has the generator field circuit energized regardless of the position of the generator field switch of the lead unit. The reverser on the lead unit must be centered while the train is standing, until the train is ready to move.


106.38 Reassigning Units Between Front Group (in Dynamic Brake) and Back Group (in Throttle)

When reassigning units between the front and back groups while the front group is in the DYNAMIC BRAKE mode, the back group is in the THROTTLE mode, and the reverser is in the forward direction (as when cresting a grade):

STEP DESCRIPTION 1 Press the console’s FRONT button to initiate the back-to-front

transition. The following sequence will occur: a. The selected remote steps down in throttle at 3 seconds per step.

b. When it reaches IDLE, it pauses.

c. The remote configures for dynamic braking and advances at 3 seconds per step to match the lead unit.

Figure 106-30. Reassigning Brake Units.

NOTE: Having the front group in the THROTTLE mode and the back group in the DYNAMIC BRAKE mode is an invalid condition, unless the front group’s reverser switch is in the reverse setting. Then, the sequence above applies.

106.39 Starting

106.39.1 Level or Ascending Grade Less Than 1 Percent In most cases, use conventional train handling methods to start a train with all DP remote units in the front group (“synchronous mode”).


To start a train operating in independent control on a level or ascending grade of less than 1 percent, follow these steps:

STEP DESCRIPTION 1 Operate remote unit in independent control by pressing the BACK soft

key on the summary screen. 2 Move the automatic brake valve handle to RELEASE and use the

independent brake valve to reduce brake cylinder pressure to near zero. The brake cylinder pressure is the same on all distributed power consists and should be reduced according to grade conditions, train makeup, and the number of units in each consist.

3 Press TRACTION and ensure that TH 1 is displayed on the control screen for the remote(s) in the back group. Ensure that the train moves as soon as possible to prevent traction motor stall burns if any of the consists have DC locomotives.

4 If TH 1 does not close the slack and start the train, push the MORE TRACTION soft key to increase throttle position one notch at a time.

5 While observing the ground to judge speed and slack control, slowly release brake cylinder pressure using the independent brake valve handle. Be careful to prevent runout of the head portion of the train.

6 Advance the lead throttle and the MORE TRACTION soft key one position at a time. During acceleration, keep the remote(s) in the back group one or two notches above the front group until the train reaches THROTTLE 8 or the desired speed.

Figure 106-31. Independent Control, Level or Ascending Grade.

Figure 106-32. DP Ascending Grade.

NOTE: Using the above method to start a train with a single remote DP unit verifies that the SAME/OPPOSITE switch is properly positioned.


106.40 Ascending Grade of 1 Percent or More

To start a train in independent control on an ascending grade of 1 percent or more, follow these steps:

STEP DESCRIPTION 1 Place remote units in the back group. 2 Press MORE TRACTION and ensure that TH 1 is displayed on the

control console for the remote. 3 Release the independent brake to the desired amount (as determined by

the grade condition and locomotive consist). 4 Advance MORE TRACTION on the left FIRE screen one position at a

time until enough power is developed to prevent the rear of the train from rolling back.

5 Release the train’s automatic brakes. 6 Advance the lead throttle and the remote throttle one position at a time

to start the train as the brakes release. Figure 106-33. Independent Control, Ascending Grade of 1 Percent.

Figure 106-34. DP Ascending Grade.


106.41 Undulating Grade

When starting a train on grades that require continued braking, follow these steps:

STEP DESCRIPTION 1 Place the desired number of remotes on the ascending grade in the back

group. 2 Place the lead consist (front group) in full dynamic braking before

starting. 3 Reduce the locomotive brake cylinder pressure to the desired amount

and release the automatic brake. NOTE: On severely undulating territory, leave the train brakes applied until the remote in the back group develop enough tractive effort to prevent a rollback.

4 Press MORE TRACTION and ensure that TH 1 is displayed on the left FIRE screen for the remote in the back group.

5 If throttle Position 1 does not close slack and start the train, advance the remote throttle slowly, one position at a time, to close the slack and start the train.

6 Control brake cylinder pressure with the independent brake valve to prevent the wheels from sliding and the train slack from running out. Do this until the train reaches a speed where the dynamic brake would be effective. Then, move the independent brake to RELEASE.

Figure 106-35. Independent Control, Undulating Grade.

Figure 106-36. DP Undulating Grade.


106.42 Descending Grade of 1 Percent or More

To start a train on a descending grade of 1 percent or more, follow these steps:

STEP DESCRIPTION 1 Place all remotes in the front group. 2 Place the lead consist in maximum dynamic brake. 3 Release the automatic brakes and slowly reduce the independent brake

cylinder pressure to allow gravity to start the train. 4 Control brake cylinder pressure with the independent brake valve to

prevent the wheels from sliding and the train slack from running out. Do this until the train reaches a speed where the dynamic brake would be effective. Then, move the independent brake to RELEASE.

5 When the dynamic brake is in maximum and the train speed cannot be maintained within the prescribed limits, use the train air brakes to supplement the dynamic brake to maintain a uniform speed.

Figure 106-37. Independent Control, Descending Grade of 1 Percent or More

Figure 106-38. DP Descending Grade.


106.43 Cresting Grade

When cresting the grade, follow these steps:

STEP DESCRIPTION 1 Prior to reaching the crest of the grade, place remote consists in the back

group. 2 As the lead consist crests the grade, reduce the throttle and maintain a

constant speed until at least one half of the train has crested the grade. 3 If continuing on a descending grade and braking is required, apply

dynamic braking to the lead consist. 4 As the remote consist reaches the crest of the grade, reduce the throttle

on the remote consist to IDLE and move the remote consist to front group.

Figure 106-39. Independent Control, Cresting Grade.

Figure 106-40. DP Cresting Grade.


106.44 Slowing or Controlling Speed

When possible, use the dynamic brake to control or reduce train speed.

Use conventional train handling methods to slow or control speed on level or light undulating territory when all DP remote units are in the front group (“synchronous mode”).

To slow or control speed of a train operating in independent control on severely undulating terrain, follow these steps:

STEP DESCRIPTION 1 Slowly reduce power on the lead and remote consists, keeping the

remote one or two notches above the lead consist, until the lead consist is in IDLE.

2 Gently apply the dynamic brake on the lead consist to regulate speed and allow the slack to adjust gently.

• Control the speed by varying the dynamic braking effort on the lead consist.

• Apply power on the remote consist to keep the slack closed between the lead and the remote.

NOTE: If the maximum dynamic brake on the lead consist cannot control the speed, slowly reduce the remote throttle to IDLE and wait 10 seconds.

3 Select BRAKE and slowly increase dynamic braking on the remote to the desired braking effort.


STEP DESCRIPTION 4 Place the dynamic brake on the lead consists in maximum and control

the speed by varying the dynamic braking effort on the remote(s). If grade conditions prevent the lead and remote(s) from controlling speed with the maximum dynamic brake, take the following actions:

a. Actuate the independent brake valve to prevent brake cylinder pressure from developing on all consists. Move the automatic brake valve handle to MINIMUM.

b. Make additional reductions as necessary to maintain or reduce train speed. Allow enough time between reductions for the slack to adjust.

c. Actuate to prevent brake cylinder pressure from developing on all consists from each brake pipe reduction.

5 When you must release the train brakes, ensure that the dynamic brake on the lead consist is in maximum. Then, release the train brakes. After the train brakes are released, you may again manipulate the dynamic brake on the remote to control speed. CAUTION: Never apply the dynamic brake on the lead consist to a lesser degree than the dynamic brake on the remote.

Figure 106-41. Independent Control, Slowing or Controlling Speed.

NOTE: When operating distributed power on unit trains, operate the remote unit in the front group (synchronous mode) when possible. If conditions require the remote consist to be operated in back group (independent mode), do not exceed Run 3 power position on remote unit if lead consist is operating in dynamic brake mode.

106.45 Stopping

106.45.1 Stopping on Level or Descending Grade Less than 1 Percent

To stop on level or light grade with the remote unit in the front group (synchronous mode), use conventional train handling methods.


However, to stop a train operating in independent control on a level or descending grade of less than 1 percent, follow these steps:

STEP DESCRIPTION 1 Slowly reduce power on the lead consist and remote, keeping the remote

one or two notches above the lead consist until the lead consist is in IDLE.

2 Apply the dynamic brake on the lead consist, allow the slack to adjust gently, then slowly increase to maximum dynamic braking effort.

3 Slowly reduce the remote to IDLE using the control console and wait 10 seconds.

4 Select BRAKE for the back group and slowly increase to maximum braking effort.

5 Actuate the independent brake and move the automatic brake valve handle to MINIMUM.

6 Make additional brake pipe reductions using the automatic brake valve to complete the stop at the desired point.

a. Allow time between brake pipe reductions for the slack to adjust.

b. Actuate to prevent brake cylinder pressure from developing on all consists from each brake pipe reduction.

7 Apply just enough brake cylinder pressure with the independent brake valve to prevent a run-out-of-slack.

8 Make a final brake pipe reduction to complete the stop with the service exhaust blowing at the stopping point.

9 After stopping, move the dynamic brake controller to OFF and reduce the remote DB to IDLE.

10 Fully apply the independent brake when stopped.


Figure 106-42. Stopping, Level or Descending Grade Less Than 1 Percent.

Figure 106-43. DP Descending Less Than 1%.

106.45.2 Stopping on Descending Grade of 1 Percent or More To stop on a descending grade of 1 percent or more with all DP units in the front group, use conventional train-handling methods. However, independent control may be used if grade conditions require.

To stop a train on a descending grade of 1 percent or more when the dynamic brakes on both the lead and remote(s) are controlling speed, with or without the air brakes applied, follow these train handling methods:

A. Stopping—Dynamic and Automatic Brakes Applied To stop the train when the dynamic brake is supplemented by automatic brake to control speed, follow these steps:

STEP DESCRIPTION 1 Make additional brake pipe reductions using the automatic brake valve

to stop at the desired point. • Allow time between reductions for the slack to adjust. • Actuate to prevent brake cylinder pressure from developing on

all consists from each brake pipe reduction. 2 When the dynamic brake effort is less than maximum, reduce the

dynamic brake on the remote(s) before reducing the dynamic brake effort on the front group.

3 As dynamic braking becomes ineffective near the stopping point: a. Develop enough brake cylinder pressure with the independent

brake valve to prevent a run-out-of-slack.

b. Move the dynamic brake controller to OFF.


STEP DESCRIPTION 4 Make a final brake pipe reduction to complete the stop with the service

exhaust blowing at the stopping point. 5 When the train is stopped, fully apply the independent brake and turn off

the sand. Figure 106-44. Speed Control, Dynamic and Automatic Brake.

B. Stopping—Speed Controlled with Dynamic Brake When the dynamic brake is controlling speed, follow these steps to stop the train using the automatic brakes.

STEP DESCRIPTION 1 Actuate the independent brake valve to prevent brake cylinder pressure

from developing on all consists. Move the automatic brake valve handle to MINIMUM.

2 Make additional brake pipe reductions using the automatic brake valve to stop at the desired point.

3 Allow time between reductions for the slack to adjust. 4 Actuate to prevent brake cylinder pressure from developing on all

consists from each brake pipe reduction. 5 As dynamic braking becomes ineffective near the stopping point, apply

enough brake cylinder pressure with the independent brake valve to prevent a forward surge.

6 Move the dynamic brake controller off. 7 Make a final brake pipe reduction to complete the stop with the service

exhaust blowing at the stopping point. 8 Fully apply the independent brake when the train is stopped.

Figure 106-45. Speed Control, Dynamic Brake.


Figure 106-46. DP Descending Greater Than 1%

NOTE: When operating distributed power on empty unit trains, operate the remote unit in the front group (synchronous mode) when possible. If conditions require that the remote consist be operated in the back group (independent mode), do not exceed Run 3 power position on the remote unit if operating in dynamic brake mode in lead consist.

106.46 Penalty Brake Application

If a penalty brake application occurs during distributed power operation, follow these steps:

STEP DESCRIPTION 1 Control the lead locomotive consist brake cylinder pressure to prevent

excessive buff or draft forces. NOTE: The remote consist locomotive brake cylinder pressure is automatically regulated to maintain 45 psi of brake cylinder pressure during a penalty brake application and cannot be controlled by the lead unit.

2 Move the automatic brake valve handle to SUPPRESSION. 3 Place the lead and remote throttle in IDLE. 4 After the train has stopped and the PCS has reset on the lead unit

(approximately 2 minutes), move the automatic brake valve handle to RELEASE. NOTE: The remote brake valve will cut in and begin charging the brake pipe after sensing a brake pipe pressure increase.

Figure 106-47. Penalty Brake Application.


106.47 Emergency Brake Application

When an emergency brake application occurs during distributed power operation, follow these steps:

STEP DESCRIPTION 1 Control the lead locomotive consist brake cylinder pressure to prevent

excessive buff or draft forces. NOTE: The remote consist locomotive brake cylinder pressure is automatically regulated to maintain 45 psi of brake cylinder pressure during an emergency brake application and cannot be controlled by the lead unit.

2 Move the automatic brake valve handle to EMERGENCY. 3 Move throttles to IDLE. 4 After the train has stopped and the PCS has reset on the lead unit

(approximately 1 minute), move the automatic brake valve handle to RELEASE. NOTE: The remote brake valve will cut in and begin charging the brake pipe after sensing a brake pipe pressure increase.

Figure 106-48. Emergency Brake Application.


107 Fuel Conservation

Fuel is one of Alaska Railroad’s biggest operating expenses. Not only is using less fuel good for the environment, it’s good for the railroad. All employees must be aware of opportunities to reduce fuel consumption and a locomotive engineer has the responsibility to choose train handling techniques that conserve fuel whenever doing so is consistent with safety guidelines and rules.

To help ensure that engineers are complying with safety guidelines, rules, and fuel conservation objectives, operating officers monitor performance through random event recorder downloads and on-the-job observation.

To conserve fuel while maintaining safety and rules compliance, follow these guidelines:

• When choosing between two good train handling options, choose the one that is most fuel-efficient.

• Use the dynamic brake as the first choice for controlling and reducing train speed.

• Use throttle modulation by allowing the natural resistance of grade, curvature and friction to slow the train naturally.

• Combine low power split reductions with dynamic braking.

• Isolate or shut down GP38-2 and GP49 types of locomotives when meeting maximum horsepower per ton guidelines unless other local isolate/shut down instructions apply. These locomotives are the least fuel-efficient.

CAUTION: GP38-2 and GP49 types of locomotives are prone to emit sparks and may become a fire hazard. If used, watch them closely and isolate or shut them down if spark emissions are detected.

• Use the throttle manipulation technique of coasting whenever appropriate as it prevents energy from dissipating through braking.

NOTE: Do not use the coasting method when a reduction in speed is greater than one-third of the original speed.

• Use low power split reduction-power braking, not exceeding Run 4 Throttle position, only on territory where throttle manipulation, dynamic braking, and coasting do not provide necessary train control.


When choosing the low power split reduction method, follow these steps:

STEP DESCRIPTION 1 Reduce the throttle to the throttle position FOUR or lower. 2 Make an effective minimum brake pipe reduction to apply the

train’s air brakes. 3 Reduce the throttle again. 4 Make additional brake pipe reductions in 2-to-3 psi increments as

required, throttling down if possible between each subsequent brake pipe reduction.

Figure 107-1. Using Low Power Split Reduction.

When choosing the low power split reduction method, follow these guidelines:

• Avoid high throttle power breaking (notch 5-8).

• Avoid increasing the throttle while train brakes.

• Slow down and pace movement when expecting delays.

• Avoid short bursts of speed.

• When charging the train air brake system, advance the throttle only when the main reservoir pressure drops below 100 psi. Promptly return throttle to IDLE as soon as main reservoir pressure exceeds 100 psi.

NOTE: Open the generator field switch before advancing the throttle.

107.1 Isolating or Shutting Down Locomotives En Route

When isolating locomotives in a consist en route for fuel conservation purposes, follow these guidelines:

• Isolate any excess locomotives that are not required to make track speed.

• Do not place any locomotive on-line while the train is moving on a heavily ascending grade.

• Be aware that it may be necessary to isolate or to place on-line additional locomotives after setting out or picking up tonnage.

• Conductors are responsible for noting on their delay report which locomotives were isolated and the mileposts between which they were isolated.


• If the ambient temperature is 40°F or above, shut down the locomotive. Do not drain.

NOTE: This includes locomotives equipped with automatic start/stop systems.

• If the ambient temperature is below 40°F, isolate the locomotive. Do not shut down.

Exceptions to the above guidelines include the following:

• Do not isolate locomotives that are not equipped with freeze protection equipment if the temperature is below 32°F.

• Do not shut down DP remote consists for fuel conservation purposes. Isolate them instead by placing them in remote mode IDLE. This prevents all throttle activity by the remote consist but allows for continued air brake function by the remote consist. Continue to perform the DP train check as required.

107.2 Shut Down Requirements for Locomotives Not In Use

Shut down any locomotive that will not be used for one hour or more when current and expected ambient temperature is 40°F or above except in the following circumstances:

• The locomotive maintains a train’s air brake pipe system

• The locomotive is occupied and must run to maintain cab heat

• The locomotive is equipped with one of three automatic engine start/stop systems (ASSS, Echotrans, or Smart Start) as identified by the label and instructions inside the locomotive cab

NOTE: Contact the train dispatcher or local supervisor if in doubt as to the temperature or the length of time the locomotive(s) will not be used.

NOTE: The automatic start/stop system on a single locomotive within a locomotive consist may be used to maintain a train’s air brake system. Shut down manually any locomotives in a consist that are not equipped with an automatic start/stop system.


107.3 Shut Down Procedures

To shut down locomotives that are to be left standing, follow these steps:

STEP DESCRIPTION 1 Isolate the engine. 2 Depress the engine stop button. 3 Attempt to restart the unit immediately. If it fails to restart, notify

the Mechanical Department or the Train Dispatcher immediately and place a tag or note on the isolation switch. If the unit restarts, depress the engine STOP button again and proceed with step 4. NOTE: Some computer-equipped locomotives require a two-minute wait after shut down, before successful restart can be made.

4 Open the battery knife switch. Figure 107-2. Shutting Down a Locomotive to be Left Standing.

When shutting down locomotives in consist, such as light engines and excess power in a train, the following switches and circuits must be on or closed, in addition to those above:

• Battery knife switch

• Control circuit breaker

• Local control circuit breaker

NOTE: Do not shut down DP remote consists for fuel conservation.

107.4 Locomotive Starting

The following are basic instructions for all locomotives:

STEP DESCRIPTION 1 Close the battery knife switch. 2 Verify that the isolation switch is in the START/STOP/ISOLATE

position. 3 Close the ENGINE RUN, CONTROL, and FUEL PUMP

SWITCHES on control stand. 4 Close all the necessary switches and circuit breakers on the engine

control panel. NOTE: On EMD locomotives, all circuit breakers in the black area must be on for the engine to start.


STEP DESCRIPTION 5 Check all fluid levels and engine protection devices before starting. 6 Prime the engine with the FUEL PRIME/ENGINE START switch

for about 20 seconds or until fuel appears in the fuel sight glass. 7 Place the ENGINE START switch in the START position. Move

the lay shaft to about 1/3 of travel. If the locomotive does not restart, follow these guidelines:

• If the locomotive does not start within 20 seconds, wait two minutes to allow starting motors to cool before making another attempt.

• Recheck the position of each circuit breaker and switch. • If these measures do not work, contact the Mechanical

Department for assistance. • Never attempt to jumpstart a locomotive unless under the

direction of the Mechanical Department or other supervisor. Figure 107-3. Basic Procedure for Starting a Locomotive.

107.5 Cold Weather Protection for Locomotives

When the temperature is below or is expected to drop below 0°F, take the precautions described in this section to prevent locomotives from freezing.

107.5.1 Locomotives Set Out for Service and/or Left Unattended STEP DESCRIPTION 1 Secure the locomotive. 2 Advance throttle to RUN 3-NO LOAD. Place the generator field

switch in the off position. 3 Notify train dispatcher, advising location set out, fuel readings, and

method used to prevent freeze damage. Figure 107-4. Protecting a Locomotive from Freezing when Set Out for

Service or Left Unattended.


107.5.2 Locomotives Set Out Due to Defects STEP DESCRIPTION 1 Secure the locomotive. 2 Advance the throttle to RUN 3-NO LOAD. Turn off the generator

field switch. 3 Notify the train dispatcher of the set out location, fuel readings, and

the method used to prevent freeze damage. 4 Drain the cooling water system if the locomotive cannot be left in

RUN 3-NO LOAD or the defect requires that the locomotive be shut down.

5 Remember to contact the Mechanical Department and Train Dispatcher any time a defect occurs.

NOTE: Do not set out locomotive(s) for defect(s) unless a safety issue exists or under direction of the Mechanical Department.

Figure 107-5. Setting Out a Locomotive Due to Defects.

107.5.3 Locomotives Developing En Route Failures When the temperature is below or is expected to drop below 40°F, take the precautions described in this section to prevent locomotives from freezing.

Drain the locomotive cooling system if any of the following conditions exist:

• The locomotive has shut down and will not restart.

• The locomotive has defect(s) that prevent loading or throttle speeds from developing.

NOTE: Take care to place the locomotive so that if the cooling water system must be drained, fluids will not enter a waterway or public road. Be sure to advise the Mechanical Department of the action taken and whether the cooling water system was drained manually or automatically. Advise the Environmental Department if a waterway was impacted.

107.5.4 Locomotive Fuel Level Reporting When trains are left between terminals during cold weather, the crew must advise the train dispatcher of the fuel readings on all locomotives in a consist.

NOTE: Compare the fuel gauges on both sides of each locomotive.


107.6 Fuel Consumption Gallons Per Hour

THROTTLE POSITION

MP-15 GP38-2 GP-40-2 GP-49 SD70MAC

8 92.6 122.4 164.4 166.47 191.9 7 79.6 102.8 133 149.7 165.1 6 62.1 83 100.2 115.32 130.4 5 52.2 63.8 79.7 88.35 86.2 4 38.7 46.8 60.5 73.47 63.8 3 25.2 31.4 44.1 47.43 46.7 2 11.5 16 25.4 22.32 22.3 1 6.5 7 9.3 13.95 11.7

IDLE 3.8 5 5.2 4.25 3 LOW IDLE -0- -0- 4.1 -0- 3 DYNAMIC

BRAKE -0- 15 18.4 7 22.6

Figure 107-6. Fuel Consumption Rates.

107.7 Fuel Conservation General Guidelines

To operate a locomotive in the most fuel-efficient manner, follow these guidelines:

• Plan ahead to make speed reductions using throttle reductions or dynamic braking rather than heavy brake pipe reductions. Always reduce the throttle at the earliest opportunity.

• Accelerate without incurring wheel slip. Let the amperage/tractive effort level off before you advance the throttle to a higher notch. Avoid changing throttle positions unnecessarily.

• Use dynamic braking instead of stretch braking or power braking whenever possible.

• Plan ahead so that speed may be controlled at currents below 550 amps per motor.


• Keep speed deviations below the maximum authorized speed while operating in throttle position TWO or higher to control the train and slack.

• Always proceed as soon as possible after receiving an authority or signal indication. Keep the train moving if possible. When locomotive or train is stopped, center the reverser lever to permit units to set at low idle, or use main engine shut down feature, if equipped.

107.8 Locomotive Operating Conditions Related to Fuel Usage

Locomotives must be in good operating condition in order to give the best possible fuel performance. Maintenance personnel must give high priority attention to fuel-related items. Report any abnormal conditions, particularly those evident during full throttle operation, to the Mechanical Department.

Because locomotive engineers observe locomotives under varying operating conditions, they are in a unique position to analyze and report locomotive performance. The following items are of particular significance concerning the efficient use of fuel. Observe them carefully and report conditions in as much detail as possible to the Mechanical Department:

• If locomotive exhaust is anything but clear, it indicates that fuel combustion is incomplete. Use the following categories to report this problem:

− Steady light smoke exhaust

− Steady heavy smoke exhaust

− Black smoke puffs in exhaust

− White smoke puffs in exhaust

• Oil exhausting from the stack

• Low fuel oil pressure as indicated by gauge or fuel sight glasses

• Air bubbles in the fuel sight glasses

• Fuel in the bypass sight glass

• Engine “hunting” or loss of power in higher throttle positions

• Fuel oil leaks

• Non-operating, malfunctioning, or ineffective dynamic brakes

• Low battery that would make starting difficult


107.9 Ecotrans Engine Run Manager/Auxiliary Power Unit (ERM/APU) Equipment

Engine Run Manager/Auxiliary Power Unit (ERM/APU) equipment incorporates fuel and emissions-conserving activity with locomotive operation every day of the year. While operating, this equipment consumes 2 quarts of fuel per hour to protect the diesel engine systems instead of permitting the locomotive engine to idle and consume fuel at 3 to 5 gallons per hour.

107.9.1 Required Use of the ERM/APU Equipment If a locomotive is equipped with ERM/APU equipment, ensure that it is always enabled unless a problem or fault prevents its use.

107.9.2 ERM/APU Setup Always leave an ERM/APU-equipped locomotive conditioned so that the diesel engine is permitted to idle. To help ensure the reliability of ERM/APU equipment, follow these guidelines:

• Always leave the CONTROL/FUEL PUMP switch turned ON.

• Always keep the battery knife switch CLOSED.

• Never use the ENGINE STOP or EFCO button to shut down the diesel engine.

When enginemen take charge of an ERM/APU-equipped locomotive that has the diesel engine shut down, they must check the ERM status panel for an indication of normal operation (green LED). If any of the following conditions exist, they must set up the equipment:

• A red LED is lit.

• No LEDs are lit.

• It is during the initial setup of the APU equipment.


A. Inside the Operating Cab To set up ERM/APU equipment, follow these steps inside the cab:

STEP DESCRIPTION 1 Close the battery knife switch. 2 Close all circuit breakers necessary for locomotive operation. 3 Make certain the ERM circuit breaker is closed.

Figure 107-7. Setting Up ERM/APU Equipment, Inside the Cab.

B. At the APU Control Panel To set up ERM/APU equipment, follow these steps at the APU Control Panel:

STEP DESCRIPTION 1 Ensure that the red APU EMERGENCY STOP button is pulled out. 2 Place the mode selector switch into CONT. RUN position.

NOTE: A tone alarm will sound while the APU prepares to start. 3 Permit the APU engine to run for one minute after it starts. 4 Reposition the mode selector switch to AUTOCYCLING. 5 Start the main diesel engine. 6 Return to the operating cab and observe the ERM status panel.

Wait for a green ERM status light to come on, indicating that the APU system is enabled. NOTE: A red ERM status light will appear for up to 30 minutes before changing to a green status light.

NOTE: The ERM will automatically perform a main engine shutdown after the green ERM status light comes on and either of the following has occurred:

• A predetermined period of locomotive inactivity has lapsed (based on the position of the reverse lever).

• The operator has depressed and held the yellow headlight RESET & MAIN ENGINE SHUTDOWN button (on the ERM status panel) and has heard an audible tone. This action cancels any time remaining on the ERM computer’s idle timer, resulting in a main engine shutdown.

Figure 107-8. Setting Up ERM/APU Equipment, at the APU Panel.


107.10 ERM Status Panel Devices

The ERM Status Panel Devices are located on the back wall of the operating cab.

107.10.1 LED Light Indications When the main engine is not running, a red LED (disabled light) indicates that the ERM cannot restart the main engine. If this occurs, identify the appropriate situation from the following options and follow the correct procedure.

A. Red LED, Main Engine Off When a constant red LED is illuminated and the auto start/stop system is disabled, follow these steps:

STEP DESCRIPTION 1 Record the fault on the Locomotive Daily Inspection and Trip

Report. 2 Depress and pull out the APU emergency stop button to reset. 3 Operate the PRIME/START switch to manually restart the main

engine. Make sure the isolation switch is in the ISOLATE position. NOTE: Pressing the ENGINE STOP button (EFCO) on the EC panel instead of using the yellow main engine shutdown button can cause a red status light. If this occurs, prime and restart the main engine to reset the APU operating circuit.

Figure 107-9. Restarting ERM, Red LED On and Engine Off.


B. Red LED, Main Engine On When a red LED is illuminated and the main engine is on, follow these steps:

STEP DESCRIPTION 1 Verify that the reverser lever is centered and that the main engine

has idled for the prescribed period of time. 2 Watch the red LED change to a green LED. When this occurs,

depress the yellow main engine shutdown button to initiate a main engine shutdown. NOTE: If the light does not turn green, check that the following conditions have been met:

• The water temperature is below 120°F • Battery voltage is less than 68 volts • Main reservoir air pressure is below 130 psi

Figure 107-10. Restarting ERM, Red LED On and Engine Running.

C. Red and Green Flashing LEDs When either of the following conditions occurs, both the red and green LEDs will flash:

• The main engine is idling and an ERM-controlled main engine shutdown is pending.

• The main engine is shutdown and an ERM-controlled main engine start is pending.

D. Green LED If a green ENABLED LED is illuminated when the main engine is idling, the ERM is enabled and is capable of performing a shutdown after the main engine has idled a sufficient time.

E. Yellow LED A yellow LED refers to the status of the APU engine. When this light is on, the APU engine is operating and developing a load. When the APU engine stops operating, this light will turn off.

NOTE: This light can be observed in combination with a green LED.


F. Headlight Reset and Main Engine Shutdown Button The locomotive operator can use this yellow button to direct the ERM to shut down the main engine after determining that a green LED is lit on the ERM status panel.

NOTE: You can also depress this button after an ERM-controlled main engine shutdown to reconnect the light circuits for a two-minute interval.

To direct the ERM to shut down the main engine, take this step:

STEP DESCRIPTION 1 Depress and hold this button until an audible tone alarm is heard and

alternating red and green LEDs flash to signify a pending shutdown. Figure 107-11. Directing the ERM to Shut Down Main Engine.

107.11 Operator Actions that Affect the ERM/APU System

107.11.1 Cancelling a Pending Shutdown of the Main Engine When the green and red lights on the ERM status panel flash, cycle the reverser lever out of the centered position.


107.11.2 Restarting the Main Engine After an ERM-Controlled Shutdown

To restart the main engine after an ERM-controlled shutdown, follow these steps:

STEP DESCRIPTION 1 Verify that the isolation switch is in the RUN position. 2 Move the reverse lever to the FORWARD or REVERSE position

until the main engine starts. 3 Listen for a five-second tone alarm followed by a five-second pause.

Wait for this cycle to repeat two more times while the main engine is being primed. NOTE: When the third tone alarm sounds, the main engine will begin cranking. If the engine does not start, the ERM will attempt to restart the engine two more times.

NOTE: If the ERM fails to restart the main engine, manually restart the main engine.

Figure 107-12. Restarting the Main Engine After an ERM-Controlled Shutdown.

107.11.3 Preventing Trailing Units Equipped with APU from Continued Idling, or Preventing a Restart After an ERM-Controlled Main Engine Shutdown

Isolate each trailing locomotive in the consist when it is to remain stationary for more than 30 minutes. Isolating a locomotive prevents the ERM from receiving a signal to restart the main engine from reverse lever movement or through the directional control circuits of the MU jumper cable per operator request. The ERM still retains the ability to restart the main engine at any time to supplement the APU engine with maintaining minimum values of temperature, battery voltage, and air pressure.


107.11.4 Initiating an Immediate Main Engine Shutdown To initiate an immediate shutdown of the main engine, follow these steps:

STEP DESCRIPTION 1 Verify that a green light on the ERM status panel is illuminated. 2 Depress and hold the yellow HEADLIGHT RESET & MAIN

ENGINE SHUTDOWN button until you hear a tone alarm. 3 Release the button. Verify that red and green lights are flashing on

the ERM status panel indicating that a main engine shutdown will follow.

4 Wait for the shutdown. Listen for an intermittent tone alarm to inform you that the ERM/APU system is enabled. NOTE: Two minutes following shutdown, all low-voltage lights are connected.

Figure 107-13. Initiating an Immediate Main Engine Shutdown.

107.11.5 Re-establishing Lights After a Disconnect To re-establish lights, locate the glow-in-the-dark ERM status panel and momentarily depress the yellow headlight reset button. Lights will operate for two minutes unless the main engine is restarted or the yellow button is pushed again.

107.11.6 Emergency Shutdown To initiate an emergency shutdown, press the ENGINE STOP button—emergency fuel cutoff (EFCO)—on the EC panel.

CAUTION: Perform this action only in an emergency. It causes a simultaneous shutdown of the main engine and APU engine.

NOTE: If you accidentally press this button, the APU circuit must be reset to operate. To reset the APU circuit, manually operate the prime/start switch. The main engine will not restart automatically unless it has been restarted manually first.


107.11.7 Requesting ERM Monitoring and Replacement of Main Reservoir Air Pressure

To direct the ERM to monitor No. 2 main reservoir pressure, follow these steps:

STEP DESCRIPTION 1 Determine that the train brake system has been properly charged. 2 Condition the automatic brake by reducing brake pipe pressure to at

least 75 psi but no lower than 60 psi. NOTE: When the main reservoir pressure drops to 105 psi, the APU air compressor replenishes air to attain 120 psi and cycles off. When pressure falls to 105 psi the process repeats. If the main reservoir pressure falls to 100 psi, the ERM starts the main engine to supplement the APU.

Figure 107-14. Requesting ERM Monitoring.


107.12 Managing Locomotive Equipment

107.12.1 Preparing to Leave a Locomotive Unattended STEP DESCRIPTION 1 Secure the locomotive or train per rules and/or special instructions. 2 Condition the locomotives that are to be left idling. 3 Verify that any locomotive that is not attached to a car has its

automatic brake handle in RELEASE. 4 Verify that the APU emergency stop button is pulled out on the

APU control panel. 5 Verify that a green light on the ERM status panel is lit.

NOTE: If a red light on the panel is lit, allow the locomotive to idle. The ERM will perform a main engine shutdown after parameters are met.

6 Depress the yellow HEADLIGHT RESET & MAIN ENGINE SHUTDOWN button on the ERM status panel until you hear a tone alarm. NOTE: Flashing green and red lights indicate a main engine shutdown.

7 Repeat this procedure on each APU-equipped locomotive in the consist.

Figure 107-15. Preparing to Leave a Locomotive Unattended.


107.13 Troubleshooting

If there are no lights lit on the ERM status panel, the ERM circuit breaker has been opened. Close the circuit breaker.

If the rotating beacon light above the locomotive start station door is lit, follow these steps:

STEP DESCRIPTION 1 Check the APU control panel for the presence of red fault lights.

Note the indicated fault(s) on a locomotive work report. 2 Attempt a reset by pushing in and pulling out the APU emergency

stop button. NOTE: The rotating beacon should be cancelled after the fault lights go out.

3 Place mode selector switch in CONT. RUN. If the APU starts, wait one minute before changing the switch to AUTOCYCLING.

Figure 107-16. Turning Off a Rotating Beacon Light.

If neither the APU engine nor the main engine start and the main engine coolant temperature falls to 45°F, the rotating beacon light will come on. To turn it off, follow these steps:

STEP DESCRIPTION 1 Open the electrical cabinet door on the side of the APU control

panel cabinet. 2 Operate the metallic toggle switch labeled ALO (on extreme right

side of cabinet). 3 Attempt to restart APU and/or main engine. 4 Follow the procedure for cold weather protection listed in Rule

107.5. 5 Report the condition to the Train Dispatcher and Mechanical

Department immediately. Figure 107-17. Turning Off Rotating Beacon Light if Neither APU Nor

Main Engine Start.

107.14 Automatic Dump Valve (Guru Valve) Operation at 40°F

A temperature-specific dump valve located in the engine sump water-piping drains coolant water from the main engine when coolant temperature falls to 40°F. Once the thermostatic portion drops out, notify Mechanical Department personnel to reset the dump valve component.


107.14.1 Main Engine Cannot Continue to Idle Due to Problem with the Locomotive and Ambient Temperature is 40°F or Less

If the locomotive malfunctions or develops a problem that prevents the main engine from continued idling, and the ambient temperature is 40°F or less, follow these guidelines:

• If the ERM and APU are set up properly, it is not necessary to drain the main engine.

• If the locomotive has a malfunctioning or disabled APU and it shuts down and will not restart, drain the main engine.

• Make certain the APU emergency stop button is pushed in and locked with the safety bail in place. Tag the APU with a Do Not Start tag that explains the problem.

107.15 Safety Considerations

107.15.1 An ERM-Controlled Shutdown An ERM-controlled shutdown puts a locomotive through the following process:

1. Cab heater shuts down immediately.

2. Locomotive’s air compressor stops producing air to prevent a “bottled air” situation from developing.

EXCEPTION: The air compressor may continue to operate if the APU has an electric air compressor and brake pipe pressure has been reduced to between 75 and 60 psi.

3. All lights including headlight drop two minutes after shutdown.


107.15.2 Shutting Down a Diesel Engine for Maintenance To shut down a diesel engine for maintenance activities such as adding coolant water, follow these steps:

STEP DESCRIPTION 1 Open the ERM circuit breaker or the maintenance breaker. 2 Depress the APU emergency stop button.

Figure 107-18. Shutting Down a Diesel Engine for Maintenance.

107.15.3 Reporting ERM/APU Problems/Malfunctions Make a verbal report of any problem or malfunction to the Mechanical Department. Make a written entry on the Locomotive Daily Inspection and Trip Report.

NOTE: A rotating beacon light over the start station door indicates that the APU failed to start. Notify the Train Dispatcher and the Mechanical Department of the engine number, location, status of the rotating beacon light, and any possibility of freeze damage to the locomotive.

107.16 APU Inspection

107.16.1 Inspecting the APU STEP DESCRIPTION 1 Check the APU equipment area for the presence of leaking water or

oil. 2 If there are leaks, push in and tag the APU emergency stop button to

discontinue operation. Figure 107-19. Inspecting APU for Leaks.


108 Passenger Train Rules

These instructions are the basic requirements essential to proper handling of passenger trains. When operating in passenger service, the safety and comfort of the passengers is of the utmost importance. While every reasonable effort should be made to consider the demands of the schedule, the primary concern of the locomotive and train crew must be the safe operation of the train. To avoid personal injury or discomfort to passengers and employees, the proper management of the air brake, dynamic brake, and traction effort is of vital importance. Properly managing brakes depends entirely on the manner in which the engineer applies and releases brakes when stopping and controlling trains.

Good train handling over a given terrain is dependent on many factors. The first, and perhaps most important, factor is the engineer’s attitude, knowledge of the road, judgment, and skill.

Train handling involves many factors that demand constant attention, conformity with the rules, and the exercise of good judgment and common sense. Engineers must sufficiently plan and execute operating procedures in advance to ensure that speed does not become excessive and to avoid sudden changes in power or braking that would cause excessive slack action.

These instructions cannot provide detailed rules and instructions for all subdivisions or on individual trains. Much depends on the physical characteristics of the track over which the train is operating, train length, weight, speed, weather and also on the judgment exercised by the crew in the handling of the train. The time element is very important in all forms of brake applications and releases and its relation to other functions becomes more important as train length and train speed increases.

Conditions that arise but that these rules and instructions do not cover demand the exercise of sound judgment in applying correct principles of safety, efficiency, and economy. All train crew members must study and so familiarize themselves with the operations of the air brake equipment that they will act intelligently under all circumstances.


108.1 General Responsibilities

The following are responsible for testing and inspecting the brakes in a passenger train:

• Only a qualified maintenance person (QMP) may perform a Class I Brake Test and an Exterior Calendar Day Mechanical Inspection. A locomotive engineer may participate in a Class I Brake Test by manipulating the automatic brake valve, checking brake pipe leakage, and testing the alerter and communication signal system.

• Supervisors are jointly responsible with inspectors, engineers, conductors, and trainmen for detecting defects that can be determined by other than the Class I Air Brake Test and Exterior Calendar Day Mechanical Inspection.

• Either a QMP or a QP may perform a Class II Brake Test and an Interior Calendar Day Mechanical Inspection.

• Only a locomotive engineer may perform a Running Air Brake Test. The engineer must perform this test from the controls of the lead locomotive.

108.2 Passenger Train Air Brake Tests

A Class I Air Brake Test means a complete passenger train brake system test and inspection performed by a QMP to ensure that the air brake system is 100% effective.

108.2.1 Class I Brake Test Requirements Each passenger train must be tested:

• Prior to the train’s departure from its original/initial terminal.

• Once each calendar day beginning the day the train is placed in passenger service and continuing each day that the train remains in passenger service.

A passenger train that misses a scheduled Class I Brake Test due to a delay en route may continue in service to the location where the inspection was scheduled to be performed.

The QMP can only qualify a passenger train by using the Brake Pipe Leakage Method


108.2.2 Class I Air Brake Test Only a QMP may perform this test, but the engineer may participate by manipulating the automatic brake valve and performing a brake pipe leakage, alerter, and communication signal system test.

STEP DESCRIPTION 1 Fully apply the locomotive independent brake. 2 Charge the train to within 15 psi of the regulating valve setting, but

not less than 95 psi. 3 Couple all air hoses and ensure they are in suitable condition. 4 Ensure that angle cocks, cut out cocks, and retaining valves (if

equipped) are properly positioned and in condition for service. 5 Close the reservoir drain cocks if not already closed. 6 Make repairs necessary to reduce leakage to a minimum. 7 Release the hand brakes unless required to secure the train. 8 Wait for the signal to apply the air brakes. 9 Make a 20-psi automatic brake pipe reduction. 10 After the exhaust has stopped, wait 60 seconds, then cut out the

automatic brake valve. 11 Wait 60 seconds. 12 Measure the brake pipe leakage for 60 seconds. To qualify, leakage

must not exceed 5 psi for that minute. 13 Ensure that all brake shoes and pads are firmly seated against the

wheel or disc of all locomotives and cars and remain applied until the QMP or engineer initiates a release of the brakes.

14 Ensure the brake rigging does not bind or foul. 15 Ensure that each brake shoe or pad is not below the minimum

thickness. 16 Ensure that each brake disc is free of any defect. 17 Ensure that each brake shoe or pad is securely fastened and correctly

aligned in relation to the wheel/disc. 18 Ensure that piston travel is within prescribed limits. 19 Ensure that brake indicators operate properly. 20 Wait for the signal to release the air brakes. 21 Release automatic brake valve. 22 Cut in automatic brake valve. 23 Verify that all brakes release on each car and the brake rigging does

not bind or foul.


STEP DESCRIPTION 24 Verify that a qualified person has tested the communicating signal

system and knows it operates. A tested and working two-way radio system meets this requirement.

25 Release independent brake and allow alertor to activate the PCS switch. When PCS opens immediately place train into emergency using the automatic brake valve on the controlling locomotive. Observe the emergency application of the brakes on the last car.

26 Release air brakes and verify brake pipe pressure changes at the rear of the train by observing the release of the brakes on the last car.

Figure 108-1. Class I Test Procedure.

108.3 Condition of Brakes

The following requirements apply to the condition of brakes:

• Passenger trains must have 100% operative brakes on all cars and locomotives at any point where a Class I Brake Test is performed.

• Passenger trains must not depart a terminal, which is a repair point, where a Class II Brake Test has been performed with brakes cutout, inoperative, or defective.

• Passenger trains in passenger service must not leave a designated repair point with less than 100% operative brakes.

• Graduated Release feature is not used on equipment operated on the Alaska Railroad

108.4 Notification of Completion of Class I-Initial Terminal Air Brake Test and Mechanical Inspections

A QMP who participated in the Class I Brake Test and inspection must notify the engineer that the required inspection is complete. The following rules ensure the test is properly documented:

• The QMP must provide the notification of Class I Brake Test on the Class I Brake/Initial Terminal Test form (ARR1233-007) for all passenger trains.

• Passenger trains must not leave a point where a Class I Brake Test was performed without the Class I Brake/Initial Terminal Test form(s) for the equipment tested and inspected at that point.


• The Class I Brake/Initial Terminal Test form must remain in the cab of the controlling locomotive (also refers to cab cars and rail diesel cars (RDCs) in this section).

• When the controlling locomotive changes, the engineer must move the Class I Brake/Initial Terminal Test form(s) to the cab of the new controlling locomotive. In turnaround service, when Class I Brake/Initial Terminal Test form(s) are placed on both ends of the equipment, forms need not be moved to controlling end.

• The Class I Brake/Initial Terminal Test Form, once completed, is valid until the train receives another Class I Brake Test.

• The Class I Brake/Initial Terminal Test form is valid if any one, or more than one, of the following train consist changes occur:

− Adding or removing a block of cars from the head end or rear end of train.

− Changing the motive power, controlling cabs with M.U.ed locomotives, cabs on locomotives with double end control (RDCs), ends on push-pull trains, or running around train with locomotive(s).

• If the controlling locomotive changes and the ARR1233-007 remains otherwise valid, a QMP or QP will “Line Out” the previous controlling locomotive number and write in the new controlling locomotive number. This will not require another Class I Air Brake Test.

108.5 Class IA Brake Test A Class IA Air Brake Test means a test and inspection performed by a qualified person of the air brake system on each car in a passenger train to ensure that the brakes apply and release on each car in the train in response to trainline commands.

108.5.1 Test Requirements Perform this test under the following conditions:

• When adding Passenger Cars and Unpowered Vehicles En Route (includes cab cars and MU locomotives)

• When ARRC form 1233-007 Class I/Initial Terminal Test is not available or crew cannot verify that Class I brake test has been performed

• When equipment has been off a source of compressed air for more than four hours since the last Class I brake test

• When inadequate brake performance is detected


Whenever a Class IA brake test is performed, the following information must be noted on “Condition En Route” section of ARRC form 1233-007 Class I/Initial Terminal Test.

108.5.2 Test Procedure STEP DESCRIPTION

1. Fully apply locomotive independent brake. 2. Charge the train to within 15 psi of the regulating valve setting, but

not less than 95 psi. 3. Wait for the signal to apply the air brakes. 4. Make a 20-psi automatic brake pipe reduction. 5. After the exhaust has stopped, wait 60 seconds, then cut out the

automatic brake valve. 6. Wait 60 seconds. 7. Measure the brake pipe leakage for 60 seconds. To qualify, leakage

must not exceed 5 psi for that minute. 8. Ensure that all brake shoes and pads are firmly seated against the

wheel or disc of all locomotives and cars and remain applied until the QMP or QP initiates a release of the brakes.

9 Ensure that angle cocks, cut out cocks, and retaining valves (if equipped) are properly positioned and in condition for service.

10 Wait for the signal to release the air brakes. 11 Release automatic brake valve. 12 Cut in automatic brake valve. 13 Verify that all brakes release on each car and the brake rigging does

not bind or foul. 14 Verify brake pipe pressure changes at the rear of the train by

observing the release of the brakes on the last car. 15 Verify that a qualified person has tested the communicating signal

system and knows it operates. A tested and working two-way radio system meets this requirement.

Figure 108-2. Class IA Test Procedure.


108.6 Class II Brake Test Requirements

The Class II Brake Test is a test and inspection of brake pipe integrity and continuity from the controlling locomotive to the rear unit of a passenger train. A qualified person must perform this test in the following situations:

• When control stand is changed, except when control stand is changed to allow movement from one track to another within a terminal complex while not in passenger service

• When previously tested and inspected cars/locomotives are added to a passenger train

• When cars or equipment are removed from the train

• When engineer first takes charge of train except for face-to-face relief

• After any emergency application of brakes

• Where indicated by rule or special instructions

108.6.1 Class II Brake Test STEP DESCRIPTION

1 Charge system to within 15 psi of the regulating valve setting. 2 Wait for signal to apply the air brakes. 3 Make a 20-psi automatic brake pipe reduction. 4 Verify brakes apply on rear passenger equipment. 5 Wait for signal to release the air brakes. 6 Release automatic brakes and observe that brakes release on rear

passenger equipment. If rear passenger equipment is equipped with a gauge or end-of-train Device (EOT) capable of indicating/displaying brake pipe pressure, device may be used to determine application and release on rear passenger equipment.

7 Communicating signal and/or two-way radio system tested and operating.

Figure 108-3. Class II Brake Test Procedure.


108.7 Running Brake Test

A qualified person must perform a Running Air Brake Test. It is a test of a train’s system components performed while the train is in motion to verify that the system or component functions as intended. A qualified person must perform the test in the following situations:

• After leaving the originating terminal (initial terminal)

• At any point where motive power, engine crew, or train crew has been changed

• At any point where a brake pipe angle cock or end cock has been turned

• After any standing brake test has been made

• After striking debris on tracks

• Periodically, when communication of the two-way EOT device (if equipped) has failed en route

• When indicated by special instructions or required by rules

• When control stand is changed to allow movement from one track to another within a terminal complex while not in passenger service

• When inadequate brake performance is detected


108.7.1 Running Brake Test STEP DESCRIPTION

1 Must be made as soon as speed of train permits but not exceeding 20 mph.

2 During test, locomotive and/or dynamic brake must not be permitted to apply except when locomotive and/or dynamic brake cannot be released due to equipment configuration.

3 Apply train air brakes with sufficient force to ascertain whether or not brakes are operating correctly.

4 If air brakes do not operate properly, train must be stopped, cause of failure ascertained and corrected, and Class II and Running Brake Tests repeated.

Figure 108-4. Running Brake Test Procedure.

108.8 Exterior Calendar Day Mechanical Inspection Requirements

A QMP or QP must perform the Exterior Calendar Day Mechanical Inspection once each calendar day on passenger equipment.

When adding locomotives to a train, a QMP or QP must determine that the dynamic brake is operating. If the dynamic brake is found to be inoperative, the locomotive may still be added.

A passenger train that misses a scheduled Exterior Calendar Day Mechanical Inspection due to delay en route may continue in service to the location where the scheduled inspection was to be performed. Locomotives must be inspected and tested on each calendar day, regardless of whether the train was delayed en route.


108.8.1 Running Gear Inspection Use the table below to determine the necessary action to be taken at the time of inspection for specific running gear defects.

DEFECT DESCRIPTION ACTION • Suspension components

(including air bellows) • Draft system components • Trucks and components

(including Bolster Anchor Radius Rods)

• Wheels and components (including hot journals and locomotive support bearings)

Repair or Move for repair in a non-revenue train not in passenger service or Set out

Figure 108-5. Actions for Running Gear Defects—Exterior Inspection.

108.8.2 Non-Running Gear Inspection Use the table below to determine the necessary action to be taken at the time of inspection for specific non-running gear defects.

DEFECT DESCRIPTION ACTION • Exhaust gases released inside

cab or other compartments • Batteries not properly vented • Jumper cables—hanging free,

exposed wire, broken plugs or receptacles

• High voltage safety labels for exterior doors and cover plates missing

• Buffer plates not in place • Diaphragms not in place or

not aligned

May be moved for repair in passenger service, provided:

• QMP determines that it is safe to do so, including all movement restrictions and

• Car is locked out and empty NOTE: Car may be occupied by crew member only in the performance of duty.

Figure 108-6. Actions for Non-Running Gear Defects—Exterior Inspection.


108.9 Interior Calendar Day Mechanical Inspection

The Interior Calendar Day Mechanical Inspection has the following requirements:

• A QMP or QP must perform the Interior Calendar Day Mechanical Inspection once each calendar day on passenger cars (includes cab cars and MU locomotives).

• A passenger train that misses a scheduled Interior Calendar Day Mechanical Inspection due to delay en route may continue in service to the location where the scheduled inspection was to be performed.

108.9.1 Non-Running Gear Inspection Use the table below to determine the necessary action to be taken at the time of inspection for specific non-running gear defects.

DEFECT DESCRIPTION ACTION • Exposed moving parts and

electrical equipment not equipped with guards

• Floors that contain oil, water, waste, or any obstruction

• Manual door releases not in place

• Emergency equipment—as applicable, missing

May be moved for repair in passenger service provided:

• QP or QMP determines that it is safe to do so

and

• Car is locked out and empty. NOTE: Car may be occupied by crew member only in the performance of duty

• Safety-related signage missing or not legible

• High voltage safety labels for interior doors and cover plates missing

• Emergency brake valves not stenciled.

May remain in passenger service until the next Interior Calendar Day Inspection, provided a QP or QMP determines

• That the repairs cannot be made

and

• Equipment is safe to move.


DEFECT DESCRIPTION ACTION • Trap doors that do not safely

operate or securely latch. May remain in passenger service until the next Interior Calendar Day Inspection, provided a QP or QMP determines:

• That the repairs cannot be made and

• Equipment is safe to move. NOTE: Defective trap doors must be secured by locking out door for which it is used.

• Vestibule steps that are not illuminated.

May remain in passenger service until the next interior calendar day inspection, provided QP or QMP determines:


• Equipment is safe to move. NOTE: Vestibule may be used solely at high platforms when steps are non-illuminated


DEFECT DESCRIPTION ACTION • End doors and side doors that

do not operate safely or as intended.

May remain in passenger service until the next Interior Calendar Day Inspection, provided a QP or QMP determines:

• That the repairs cannot be made

and

• Equipment is safe to move NOTE: At least one operative and accessible door must be available on each side of car. A notice must be displayed directly on each defective door.

• Seats or attachments broken or loose.

May remain in passenger service until the next Interior Calendar Day Inspection, provided a QP or QMP determines:


• Equipment is safe to move NOTE: Broken or loose seats or seat attachments must be rendered unusable and display a notice indicating defect directly on seat.

Figure 108-7. Actions for Non-Running Gear Defects—Interior Inspection.

108.10 Change of Crew—Determining Condition of Brakes

Prior to a change of engine crews, an engineer must complete the appropriate section of the Class I Brake/Initial Terminal Test form (ARR1233-007), adjusting for any equipment added or removed and listing any equipment with defective brakes.


The engineer will then provide the following for the relieving engineer:

• Time (example, 14:45)

• Number of cars (example, 17)

• Condition of brakes (example, see below)

− Acceptable—at least 85% operative brakes

− Unacceptable—less than 85% operative brakes—trains in passenger service proceed as per instruction

• Car numbers and number of axles cut out of any equipment with brakes cut out (example, ARR 501 2 axles, brakes would not release)

• Signature (in Conditions En Route section: example L. Hopkins, Engineer)

After change of engine crew, outbound engineer will review “Conditions En Route” section of ARRC-1233-007 to determine whether any brakes are cut out.

108.11 Change of Crew—Passenger

With face-to-face relief, the outbound engineer must follow these steps:

STEP DESCRIPTION 1 Ascertain the condition of brakes from inbound engineer. 2 Perform a Running Brake Test.

Figure 108-8. Change of Crew with Face-to-Face Relief.

Without face-to-face relief, the outbound engineer must follow these steps:

STEP DESCRIPTION 1 Determine the condition of brakes by reviewing ARRC-1233-007. 2 Perform a Class II Brake Test. 3 Perform a Running Brake Test.

Figure 108-9. Change of Crew Without Face-to-Face Relief.


108.12 Passenger Train Handling

This section provides engineers with approved standards for handling Alaska Railroad’s passenger trains. The engineer should use these acceptable train- handling techniques to maximize the smooth handling and safe operation of trains. Whenever train handling is not acceptable, the conductor must inform the engineer at once so the engineer may change the train-handling technique.

Engineers must handle the train in a safe and fuel-efficient manner, taking full advantage of throttle modulation and dynamic braking where conditions permit. They must handle train braking in a manner that will ensure passenger safety and prevent damage to cars, keeping brake shoe, wheel wear, and fuel consumption to a minimum. Engineers must be familiar with physical characteristics of the territory and they must plan ahead for the actions they will take.

The following factors affect the slowing and stopping ability of mixed consist trains:

• Speed

• Weight

• Length of train

• Grade

• Weather conditions

• Brake pipe leakage

• Gradient

Where conditions permit, engineers should slow down or stop with not more than 15 psi total brake pipe reduction. This reduces in-train forces and provides reserve braking capability should additional retardation be required.

CAUTION: Prolonged use of locomotive air brakes or excessive brake cylinder pressure, especially at high speeds, is prohibited. Such action will cause burned and damaged brake shoes, brake pads, discs, and overheated wheels.

During switching operations, engineers must handle throttle and independent brakes in a manner that permits slack to be adjusted smoothly. Except when absolutely necessary, avoid the following actions, which cause the most severe slack action at slow speeds:

• Sudden heavy brake application

• Sudden placing of throttle on diesel locomotives to idle


• Sudden heavy dynamic brake application

• Misuse of the air brakes and locomotive power and dynamic braking

108.13 Starting Passenger Trains

When starting a passenger train, engineers must follow these steps:

STEP DESCRIPTION 1 Start the train in the lowest possible throttle position. 2 Do not advance the throttle while load meter indicates increasing

amperage/tractive effort. 3 If the train does not start after applying reasonable power, return the

throttle to idle and determine the cause. CAUTION: Further advancement of the throttle may cause train separation, damage to traction motors, or rail burn.

4 While starting the train, keep locomotive speed slow and uniform until the entire train is moving.

5 When starting a train on a curve, avoid high amperage/tractive effort that could cause stringlining.

6 With slack bunched: • On level track: slowly open the throttle until the entire train is

moving • On descending grade: release brakes, allow train to start

moving, advance throttle to RUN 1 until train is stretched, then accelerate

7 With slack stretched, advance throttle to RUN 1, allow amperage/tractive effort to increase, release brakes, and accelerate.

Figure 108-10. Starting Passenger Trains.

108.14 Accelerating

When accelerating a passenger train, engineers must follow these steps:

STEP DESCRIPTION 1 Advance the throttle one position at a time. 2 Allow ample time between throttle movements. Do not advance

throttle to the next higher position until amperage/traction effort has stabilized from the last throttle advance.

Figure 108-11. Accelerating a Passenger Train.


108.15 Braking

When braking a passenger train, engineers must follow these steps:

STEP DESCRIPTION 1 To reduce train speed, use dynamic brake and/or throttle reductions

where conditions permit in lieu of braking with power applied. 2 Do not attempt initial reductions of less than 8 psi.

CAUTION: Reductions of less than 8 psi may result in unintentional release of train brakes.

3 Start braking at a distance from the objective point that is sufficient to allow use of a split reduction.

4 When conditions permit, use the minimum reduction position for the initial brake pipe reduction.

5 When conditions permit, wait 20 seconds after the brake pipe exhaust stops blowing from initial reduction, then follow with additional reductions as required.

6 To brake with power off, reduce throttle slowly to idle, allowing the slack to bunch gradually. If necessary, use the dynamic brake to bunch slack prior to initial reduction. If the dynamic brake is not available, use the independent brake.

7 To brake with power applied: a. Reduce throttle to RUN 4.

b. Make the initial reduction after reducing throttle and do not permit locomotive brakes to apply.

c. Observe amperage/tractive effort at time of initial reduction.

d. As amperage/tractive effort increases from effect of brake application, reduce throttle.

e. Maintain only enough power to control slack.

Figure 108-12. Braking a Passenger Train.


108.16 Slowing Using Only Dynamic Brake

To slow a passenger train using only the dynamic brake, engineers must follow these steps:

STEP DESCRIPTION 1 Reduce throttle to idle. 2 Wait 10 seconds before going into dynamic brake mode. 3 Exercise care by applying or releasing dynamic brake gradually to

avoid unnecessary slack action. 4 Avoid heavy dynamic braking when negotiating turnouts, crossovers,

and sharp curves, or when otherwise directed. Figure 108-13. Slowing Using Only the Dynamic Brake.

108.17 Slowing or Stopping, Train Air Brakes Only

When slowing or stopping using only train brakes, engineers must follow these steps:

STEP DESCRIPTION 1 Reduce throttle to RUN 4. 2 Make an initial automatic brake reduction of no less than 8 psi. 3 Actuate locomotive brakes. 4 Reduce throttle to idle. 5 Make further reductions as needed. 6 Leave a minimum 20 psi reduction on the train while stopped and

fully apply independent brake. Figure 108-14. Slowing or Stopping Using Only Train Brakes.


108.18 Stopping

When stopping a passenger train, engineers must follow these steps:

STEP DESCRIPTION 1 At a sufficient distance to ensure stopping at the desired point, make

an initial brake pipe reduction. Follow with additional brake pipe reductions as required.

2 When stopping with power applied, make initial reduction after reducing throttle to RUN 4 and do not permit locomotive brakes to apply.

3 a. Observe amperage/tractive effort at the time of initial reduction.

b. As amperage/tractive effort increases from effect of brake application, reduce throttle.

c. Maintain only enough power to control slack.

4 Make the final reduction when the train is 40 to 50 feet from stopping. Brake pipe exhaust must be blowing as the train stops.

5 When conditions permit, engineers may use the dynamic brake to reduce train speed prior to stopping.

6 When train speed is reduced to the point where the dynamic brake is no longer effective, apply the independent brake lightly to prevent slack run out as dynamic brake fades.

7 Leave a minimum 20-psi reduction on the train while stopped, and fully apply the independent brake.

Figure 108-15. Stopping a Passenger Train.


108.19 Stopping Immediately After Starting

To stop a passenger train immediately after starting, engineers must follow these steps:

STEP DESCRIPTION 1 Make an initial automatic brake reduction of no less than 8 psi. 2 Maintain only enough power to control slack. 3 Gradually increase brake pipe reduction until the train stops,

actuating locomotive brakes off. 4 Leave a minimum 20-psi reduction on the train while stopped and

fully apply independent brake. Figure 108-16. Stopping Immediately After Starting.

108.20 Releasing Brakes

To release brakes on a passenger train, engineers must follow these steps:

STEP DESCRIPTION 1 Do not release brake applications while brake pipe exhaust is

blowing. 2 After desired braking has been accomplished, release the brakes. In

the event of sticking brakes, make no less than a 12-psi reduction and release brakes on the entire train before the train speed is reduced to 10 mph.

3 If train slack is bunched when the brake valve is moved to release position, use the dynamic brake or independent brake to prevent run-out-of-slack until train brakes are fully released.

4 If power is applied when the brake valve is moved to RELEASE position, note the amperage/tractive effort reading and handle the throttle so as not to exceed that reading until the train brakes are completely released.

Figure 108-17. Releasing Brakes.


108.21 Backing/Shoving Train Movements

To shove or back a passenger train, engineers must follow these steps:

STEP DESCRIPTION 1 When shoving or backing trains, no more than two locomotives may

be working in a consist. Isolate any excess locomotives before starting a shoving or backing move unless additional power is necessary due to an ascending grade.

2 Control the air brakes at all times from the controlling locomotive. EXCEPTION: When performing a running test of the back-up hose or when conditions require an emergency application of air brakes from the back-up hose.

3 Start smoothly, avoiding excessive amperage/tractive effort to limit buff forces; give consideration to physical characteristics, train consist, prescribed speed, and distance involved.

4 All crew members involved with movement must remain alert for any indication of unusual conditions, such as sudden harsh slack action or loss of communication. If detecting unusual conditions, take immediate action(s), using good judgment, to ensure safe movement.

5 When backing onto station tracks, make a preliminary stop 250 feet from bumping post or final stopping point. Back-up movements adjacent to station platforms must not exceed 5 mph before preliminary stop and 2 mph after preliminary stop.

Figure 108-18. Backing or Shoving Passenger Trains.

108.22 Movement of Passenger Equipment with Defective Power Brakes

Do not move passenger equipment with defective power brakes in passenger service except as provided in Rule 101.20.3, which addresses brakes that become defective en route after a Class I Brake Test was performed.

Passenger equipment that develops inoperative or ineffective power brakes or any other power brake defect while en route after receiving a Class I Brake Test may be moved to a repair point if all of the following conditions have been met:

• The equipment is moved without passengers.

• The speed of the movement is restricted by the percent of operable brakes in the consist.


• The equipment is properly tagged on both sides. The information on the tag must include:

− Equipment identification and number (example, MSEX 7082)

− Name of railroad (example, Alaska Railroad)

− Location (example, Willow)

− Date (example, 08/31/05)

− Nature of defect (example, brakes would not release)

− Destination location for repairs (example, Anchorage)

− Signature of person reporting the defects (example, B.L. Jefferson)

108.22.1 Determining Operable Brake Percentage Determine the percentage of operable brakes in the train in accordance with the following procedure:

STEP DESCRIPTION 1 Count the number of cut-out axles. Count each cut-out locomotive

axle as two cut-out axles. 2 Subtract the number of cut-out axles from the train’s total number of

axles. Divide the result by the train’s total number of axles and multiply the results by 100. EXAMPLE: A train with 2 GP locomotives and four 4-axle coaches has 24 total axles. If one passenger car truck (2 axles) must be cut out, 22 axles with operable brakes remain in service. The number of axles with operable brakes (22) divided by the total number of axles (24) multiplied by 100 results in 91.66 percent operable brakes.

3 Notify the Train Dispatcher of the percentage of operating brakes and the movement restriction. Notify the Mechanical Department of failures, and confirm the percentage of operating brakes by a walking inspection.

Figure 108-19. Determine Percentage of Operable Brakes.


108.22.2 Operable Brake Percentage Restrictions Restrictions are as follows:

OPERABLE LEVEL OF BRAKES

RESTRICTION

99%-85% Operate at normal track speed and continue normal operation. Use the train in passenger service only to the next open repair point or the end of the trip, whichever is closest. If the open repair point does not have facilities to safely unload passengers, the train may move in service past the repair point to the next forward passenger station where passengers can be unloaded safely. After all passengers are unloaded, move the defective equipment to the nearest repair point where the necessary repairs can be made.

84%-75% The speed of the train shall be restricted to half of the train’s maximum allowable speed. Use the train in passenger service only to the next forward passenger station. After all passengers are unloaded, move the defective equipment at no more than half the maximum allowable speed to the nearest repair point where the necessary repairs can be made.

74%-50% The speed of the train shall be restricted to 20 MPH. Use the train in passenger service only to the next forward passenger station. After all passengers are unloaded, move the defective equipment at no more than 20 MPH to the nearest repair point where repairs can be made

Less than 50% Do not move the train with passengers on board. Move the defective equipment at no more than 20 MPH to the nearest repair point where the necessary repairs can be made.

Figure 108-20. Movement Restrictions According to Operable Brake Level.

108.22.3 Conditions Not Considered as Inoperable Brake For the purpose of calculating inoperable brakes, the following conditions do not render power brakes inoperable:

• Inoperative or otherwise defective handbrakes or parking brakes

• Piston travel that is in excess of the Class I Brake Test limits


NOTE: These conditions apply only when calculating inoperable brakes. Brakes must be 100% operative to pass a Class I Brake Test.

108.23 Inadequate Performance of Train Brakes En Route

If brake performance is found to be inadequate for the brake application made, the engineer must stop the train and inspect the brake system. Perform a Class II Brake Test before proceeding.

If no defects are found, the train may proceed, making periodic Running Brake Tests. When the train is equipped with a two-way EOT device, verify the changes in brake pipe pressure at the rear of the train during Running Brake Tests.

108.24 Failure to Maintain Required Pressure

If pressure required for safe handling of the train cannot be maintained, engineers must stop and secure the train and notify the Train Dispatcher and Mechanical Department.

If the main reservoir pressure falls below 100 psi, engineers must immediately bring the train to a safe stop.

NOTE: If the brake pipe pressure falls below 50 psi, the engineer will not be able to transmit an emergency application of the brakes.

108.25 Sticking Brakes

Train and engine crews must keep a lookout for brakes sticking on their train and on trains being met or passed. They must advise one another of the location in the train of cars with sticking brakes.

The following are probable causes of sticking brakes:

• Hand brake/parking brake not fully released

• Overcharged brake system

• Binding or fouling brake rigging

• Retaining valve (if equipped) not in release position

• Defective control valve

• Excessive brake pipe leakage

• Improper handling of automatic brake valve


• Partially closed angle cock

NOTE: If brakes are stuck from improper handling of the automatic brake valve, usually an additional heavy automatic brake reduction and release will correct the condition.

108.26 Train Breaks in Two

If the train breaks in two, shut down and isolate Head End Power (HEP), if equipped, as soon as possible. After the train is recoupled and the brake system has been recharged, perform a Class II Brake Test.

After proceeding, as soon as the speed of the train permits, make a Running Brake Test.

After any train parting, the conductor or engineer must immediately notify the Train Dispatcher of the following information:

• Location where parting occurred

• Position in train and identification of equipment involved

• Position of knuckles at parting, if determinable

• Distance between parted sections and whether or not any run-in occurred following parting

• Throttle position, speed type/amount of air applied, if any

• Apparent reason for parting

• Any other unusual conditions


108.27 Emergency Application: Undesired Emergency UDE, Engineer-Initiated Emergency EIE

In an engineer-initiated emergency or undesired emergency (UDE), the engineer must perform the following steps:

STEP DESCRIPTION 1 Allow full emergency brake effort to apply. 2 Leave automatic brake valve handle in emergency until stopped. 3 Move throttle to idle.

NOTE: It is acceptable to regulate locomotive brake cylinder pressure from an emergency brake application.

Figure 108-21. Emergency Application.

108.27.1 Activation of EOT When the train is equipped with a two-way EOT device, the engineer or other train crew members must activate the EOT using the EMERGENCY toggle switch when any emergency application occurs.

108.27.2 Applying Brakes from the Rear of Train with the Conductor’s Valve or Back-Up Hose

When train brakes are to be applied from the rear of the train, the engineer must consider the train speed, train length, tonnage, and grade. The conductor’s valve or back-up hose must not be used to apply the train’s brakes to control speed or train slack.


The conductor’s emergency valves are located throughout the train and in each baggage compartment. To operate, follow these steps:

STEP DESCRIPTION 1 Open the valve quickly by pulling down the handle or moving the

handle to the fully open position. 2 At once communicate to others by radio of the emergency

application. 3 Leave the valve open until the train stops. 4 Reset the valve. 5 After stopping, perform a Class II Brake Test. 6 After proceeding, make a Running Brake Test.

Figure 108-22. Using the Conductor’s Valve or Back-Up Hose.

108.28 Reporting Defects

The engineer must report any known locomotive defects on form ARRC 22-0105 Locomotive Daily Inspection and Trip Report.

The conductor must report any known car defects on form ARRC 22-1002 Passenger Daily Inspection and Trip Report.

Conductors and engineers on relieved trains must inform relieving conductors and engineers of any known defects in their train.

Both the engineer and the conductor are jointly responsible for reporting all cases of undesired emergency.

108.29 Requirements for Two-Way EOT in Passenger Service

Alaska Railroad passenger trains must have an operable two-way EOT whenever one or more of the following occurs:

• The train has 25 or more cars and a crewmember does not have access to an emergency brake valve on the last car of the train.

• The train has 13 to 24 cars and a crew member does not have access to an emergency brake valve on the last car of the front two-thirds (or further back) of the train consist.

• The train has 12 or fewer cars and a crew member does not have access to an emergency brake valve on the last car of the front half (or further back) of the train consist.


Use the following table to determine if a two-way EOT is required. If the train exceeds the maximum number of inaccessible cars on the rear, a two-way EOT is required. Count back from the locomotive (do not count any locomotive).

Figure 108-23. Determining when EOT Is Required.

NUMBER OF CARS IN TRAIN

TWO-WAY EOT NOT REQUIRED IF CREW

MEMBER HAS ACCESS TO THIS CAR

MAXIMUM NUMBER OF INACCESSIBLE CARS ON

REAR

1 1 0 2 1 1 3 2 1 4 2 2 5 3 2 6 3 3 7 4 3 8 4 4 9 5 4 10 5 5 11 6 5 12 6 6 13 9 4 14 10 4 15 10 5 16 11 5 17 12 5 18 12 6 19 13 6 20 14 6 21 14 7 22 15 7 23 16 7 24 16 8

25 or more Rear 0


108.30 Location of Crew Members on Trains Not Equipped with EOTs

Crew members must take the following actions when a train that is NOT required to be equipped with a two-way EOT (due to meeting the criteria shown in the previous table) descends a section of track on which the average grade is 2% or greater for at least two continuous miles:

STEP DESCRIPTION 1 At least 10 minutes prior to descending the specified grade, the

engineer must communicate with the conductor to ensure that a crew member with a working two-way radio is stationed in the rearmost car equipped with a readily accessible emergency brake valve when the train begins its descent.

2 The crew member must remain stationed at this location and remain in constant radio communication with the engineer until the train has completely traversed the grade.

EXCEPTION: This requirement does not apply to trains where all cars are equipped with a readily accessible emergency brake valve or to those in which the rear car has a readily accessible emergency brake valve.

Figure 108-24. Actions when Descending Grades Greater than 2% Without an EOT.

108.30.1 En Route Failures An en route failure of the two-way EOT is defined as the inability to initiate an emergency brake application from the rear of the train due to a communication failure or other reasons.

A communication failure is considered a loss of communication between the head of train (HOT) and EOT for a continuous period of 16 minutes and 30 seconds.


108.30.2 Operating Restrictions En Route Failure If a train that is required to have a two-way EOT experiences an en route failure, the train may proceed to the next location where repairs can be made or where the next required train brake test is to be performed (whichever point is reached first) and must comply with all of the following:

• The train must not descend a section of track on which the average grade is 2% or greater over a distance of two continuous miles until one of the following conditions is met:

− An operable two-way end-of-train device is installed

− An alternative method of initiating an emergency brake application from the rear of the train is achieved

• Until reaching the next repair or test location, a member of the crew equipped with an operable two-way radio that communicates with the engineer must occupy the rearmost passenger-carrying car equipped with a readily accessible emergency brake valve.

• The engineer must make periodic running tests of the train’s air brakes until the failure is corrected.

108.30.3 Running Brake Test Required When Last Car Indicates 0

In the event that brake pipe pressure on the last car indicates 0 or *** (asterisks) on the HOT/FIRE screen and brake pipe pressure on the locomotive is “normal” (i.e., in correspondence to position of automatic brake valve), perform a Running Brake Test.

A marker light failure does not render the two-way EOT inoperative. If the EOT marker light fails, the train may proceed to the next designated terminal for repair.

108.30.4 Circumstances Requiring Emergency Application Using Two-Way EOTs

Whenever it becomes necessary to place the train air brakes in emergency using either the automatic brake valve or the emergency brake valve, the engineer or other train crew members must also activate the two-way EOT on trains equipped with the device, using the EMERGENCY toggle switch.

The engineer or crew members must also activate the two-way EOT whenever an undesired emergency application of the train air brakes occurs.


108.31 Changing Operating Ends Push-Pull Service

When changing operating ends of a train in push-pull service, perform the following on the operating cab being cut out:

STEP DESCRIPTION 1 Apply hand brakes and check effectiveness 2 Make a 32-psi (full service) brake pipe reduction. 3 When the exhaust stops, cut out the automatic brake valve. 4 Observe brake pipe pressure and ensure there is no increase in air

pressure. If an increase is noted, place the train brakes into emergency before changing operating ends.

5 Place the automatic brake valve handle in the HANDLE OFF position and remove the handle.

6 Without actuating, release the independent brake valve. 7 Turn the generator field switch off. 8 Center the reverser handle and remove.

Figure 108-25. Actions on Cut-Out Cab when Changing Operating Ends.

When changing operating ends of a train in push-pull service, perform the following on the operating cab being cut in:

STEP DESCRIPTION 1 Apply the independent brake. 2 Insert the automatic brake valve handle and move to the RELEASE

position. 3 Cut in the automatic brake valve by moving the cut-out valve to the

FRT or IN position. 4 Insert the reverser handle. 5 Close the generator field switch. 6 Check operating air pressures. 7 Perform required air brake test.

Figure 108-26. Actions on Cut-In Cab when Changing Operating Ends.


108.31.1 26 L Brake Equipment Positions Use the following table to position brake valves and cutout cocks on 26 L brake equipment when conditioning equipment for push/pull operation.

VALVE OR CUTOUT COCK

LEAD REAR PUSH/PULL UNIT


RELEASE

CONTINUOUS SERVICE

Independent Brake Valve APPLIED FULL

RELEASE

Automatic Brake Valve Cutout Valve

FRT/ IN OUT

MU-2A Valve LEAD OR DEAD

LEAD OR DEAD

Double-Ported Cutout Cock IN IN Figure 108-27. Equipment Position for 26L Air Brake When Operating in

Push/Pull Mode.

108.31.2 Computer Controlled Brake (CCB) Equipment Positions Use the following table to position brake valves and cutout cocks on a locomotive with Computer Controlled Brake (CCB) equipment when condition equipment for push/pull operation.

VALVE OR SETUP LEAD REAR PUSH/PULL


RELEASE

CONTINUOUS SERVICE

Independent Brake Valve APPLIED FULL

RELEASE

Air Brake Setup LEAD/CUT IN

LEAD/CUT-OUT

Figure 108-28. Equipment Position for CCB Air Brake When Operating in Push/Pull Mode.


108.32 Head-End Power (HEP) System

3013, 3014, and 3015

The Head-End Power (HEP) system on locomotives and other equipment supplies electrical power to a train for air conditioning, heat, and lights. HEP options include:

• Normal HEP—The head-end power alternator supplies 480 volts AC to the train.

• Shore Power—An external (non-locomotive) source supplies 480 volts AC to the train.

108.32.1 Startup To start up a HEP, perform the following steps:

STEP DESCRIPTION 1 Check the fluid levels. 2 Open the upper right hand electric cabinet door and turn on the

circuit breakers located at the bottom portion of the door. 3 Place the isolation switch to the 240-volt position for KFF service or

the 480-volt position for passenger service. 4 Verify that the green trainline complete indicator lamp is illuminated.

NOTE: In 480-volt (passenger) service, if the green trainline complete indicator is not illuminated, ensure all the cables and connections are properly connected and the last coach is looped back into itself.

5 Turn the start switch to the start position until the engine starts. Release the switch and it will return to the run position.

6 Let the engine warm up for approximately two to three minutes. Push the reset button. Using the speed control switch, increase the RPMs by pushing up and holding the switch until the cycle gauge shows 60 cycles. NOTE: If, after increasing the RPMs, the cycle gauge does not show an amount of cycles, push the reset button again.

7 When the cycle gauge reads 60, the voltage gauge will read 240 volts for KFF service or 480 volts for passenger service plus or minus a maximum of 5 volts.


STEP DESCRIPTION 8 Push the HEP ON button. 9 Verify voltage and cycles are still correct. Adjust, if necessary, by

increasing or decreasing RPMs using the speed control switch. NOTE: The voltage setting cannot be adjusted. It increases or decreases in direct relation to the cycles, but if the cycles are set on 60 and the voltage only shows, for example, 440 volts in the passenger position, there is a problem. This is the same for the 240-volt service. NOTE: The amperage gauge also cannot be adjusted. This gauge fluctuates as the load demands from the equipment change.

Figure 108-29. Starting Up HEP.

108.32.2 Shutdown To shut down a HEP, perform the following steps:

STEP DESCRIPTION 1 Push the HEP OFF button. The amperage gauge will drop to 0. 2 Using the speed control switch, decrease the engine RPMs by

pushing and holding down on the switch until the cycle gauge shows approximately 45 to 50 cycles.

3 Turn the engine start switch from the RUN position to the OFF position.

4 Turn isolation switch to isolate. 5 Turn off the circuit breakers located on the inside of the upper right

front cabinet door. Figure 108-30. Shutting Down HEP.

108.33 HEP Instructions for Locomotives 3013, 3014, and 3015

Ensure the following for proper trainline setup:

• When running from long hood end both rear plugs must be jumpered.

• When running from short hood end all three corners must be jumpered.


108.32.1 Startup To start up a HEP on locomotives 3013, 3014, or 3015, perform the following steps:

STEP DESCRIPTION 1 Ensure that all breakers mounted inside the upper right electrical

cabinet are in the CLOSED position. 2 Select long or short hood trainline set up. 3 Put the isolation switch in RUN position. 4 Ensure that the idle switch and HEP switch are in NORMAL

position. After the above procedures the HEP ready light and both green trainline complete arrow lights should be on.

Figure 108-31. HEP Startup on Locomotives 3013, 3014, and 3015.

108.33.2 Startup (If Standby Mode Is Used) To start up a HEP on locomotives 3013, 3014, or 3015 using standby mode, perform the following steps:

STEP DESCRIPTION 1 Ensure that all breakers mounted inside the upper right electrical

cabinet are in the CLOSED position. 2 Put the isolation switch in the START/STOP position. 3 Put the isolation switch in LOW position. 4 Press START.

Figure 108-32. HEP Startup in Standby Mode on 3013, 3014, and 3015.


108.33.3 Troubleshooting To troubleshoot HEP on a 3013, 3014, or 3015, perform the following:

STEP DESCRIPTION 1 In passenger service, if power is lost to the train, first verify the

engine is not in an overheat condition by looking at the temperature gauge. An overheat condition is a reading on the gauge of more than 200 degrees. The engine can still be running in this situation because the first stage of correction is to nullify power to the train. If it continues to overheat, the engine will eventually shut down. When shutdown occurs, the control circuits will not allow the engine starter to be engaged until the temperature decreases to approximately 180 to 190 degrees.

2 Allow the engine to cool. Verify the Train Line Complete light is on. If the engine is running, push the reset button, verify that the voltage and cycles are correct, and push the HEP ON button. Verify the voltage and cycles are correct once more. Adjust, if necessary, using the speed control switch. The AMP gauge should show amperage.

3 If the engine is not in an overheat condition and the green Train Line Complete light is on and no other fault lights are on, push the reset button, verify the voltage and cycles are correct, push the HEP ON button. Verify once more that the voltage and cycles are correct. Adjust if necessary.

4 If the engine is not running, verify it is not in an overheat condition. If it is, allow the engine to cool to 180 to 190 degrees, then check the fluid levels and that the circuit breakers are in proper position. Verify that the green Train Line Complete light is on. Turn the engine start switch to the OFF position to reset the starting circuit and restart the engine. Press the reset button and verify again that there are no fault lights on. Check voltage and cycle gauges, push the HEP ON button. Verify voltage and cycles are correct. Adjust if necessary.

5 If the green Train Line Complete light is not on, verify cables and connections are intact. When the missing link is found, correct it and verify the green Train Line Complete light is on. Push reset button, then push the HEP ON button. NOTE: The HEP OFF and HEP ON buttons do not shut the engine on or off. They energize or de-energize the train. If doing anything to the connections, push the HEP OFF button. If the Train Line Complete light is not on, do not be concerned with the train line being energized. It will automatically de-energize the train. Confirm there is no electricity to the train by verifying the reading on the amperage gauge is 0.

Figure 108-33. Troubleshooting on 3013, 3014, and 3015.


108.34 HEP Power Units 31 and 32

Follow these steps to set up HEP power units 31 and 32 with generator sets offline:

STEP DESCRIPTION 1 Plug 480-volt plugs into coach. 2 Horseshoe front end of unit. 3 Set switches on cabinet door of unit to

a. Train lined on HEP source

b. Pass through on HEP direction

4 In the battery switch compartment, put the battery switch in and turn on all breakers except HEP TL CONT F and HEP TL CONT R. NOTE: With 480 applied to trainline from an alternative source, the auxiliary generator should be running, providing DC battery charging for batteries in the units and DC control voltage for operation.

Figure 108-34. Setting Up HEP Power Units 31 and 32.

108.34.1 Setup for Baggage Car Generators Follow these steps to set up baggage cars 100, 101, 110, and 111:

STEP DESCRIPTION 1 Jumper 480-volt cables on all corners of the baggage car that are not

in use. 2 Set the switches in the light plant cabinet to

• MANUAL RUN-OFF • Remote Run Switch in REMOTE RUN position • Compartment overheat detection switch in NORMAL

position 3 Place the two large breaker switches at the bottom of Electrical

Cabinet A in the UP position. 4 Place the engine breaker switches up on both generator’s panels in

Electric Cabinet A. 5 Select one generator as the primary generator. 6 For the unit that has been selected as the primary generator, place the

generator On-Off-Auto switch to the ON position. 7 On the panel for the generator selected as secondary, place the

generator On-Off-Auto switch to the AUTO position.


STEP DESCRIPTION 8 Place the Primary Generator Selector Switch to correspond with the

primary generator selected in step 6. 9 Place the Secondary Generator Selector Switch to correspond with

the generator selected in step 7. 10 Place HEP Receive Enable—HEP Feed Enable switch to HEP FEED

ENABLE position. 11 Place Trainline Control Switch to OFF. 12 Wait until both generators come on and both corresponding red

Generator Contractor Closed Indicator lights are on, indicating generators are paralleled.

13 Place Trainline Control Switch to HEP FEED. Figure 108-35. Setting Up Baggage Car Generators.

108.34.2 Baggage Car Shut Down Follow these steps to shut down the baggage car generators:

STEP DESCRIPTION 1 Place the Trainline Control Switch to OFF. 2 Place the HEP Receive Enable—HEP Feed Enable Switch to OFF. 3 Place the generator On-Off-Auto switch to OFF for both generators. 4 Leave all other switches alone. 5 Leave Engine Breaker Switch ON. This is an emergency switch only. 6 Engines are on a three-minute timer before shutting off. 7 When shutting down the baggage car power for more than six hours,

shut off the engine breaker switches after the engines shut down on the three-minute timer.

Figure 108-36. Baggage Car Shut Down.

Air Brakes and Train Handling Manual Last Updated: 01/24/2006 Glossary - 1

Glossary

Accelerated Application Valve A feature of the ABDW control valve which provides local venting of brake pipe pressure at each car after initial quick service.

Accelerated Service Release A feature of ABD & ABDW control valves which assists brake pipe recharging at each car to serially transmit a brake release rapidly throughout the train

Accelerometer An indicator that displays in MPH per minute the rate of increase/decrease of speed.

AC Locomotive AC locomotives are equipped with AC traction motors and are not affected by maximum continuous current ratings or short time operating ratings.

Actuate/Actuating Using a feature of the independent brake valve to charge the actuating pipe from the main reservoir and prevent or release a locomotive brake application from a brake pipe reduction.

Adhesion The coefficient of friction between the wheel and the rail of a car or locomotive. Adhesion indicates the amount of rotating force the wheel can place on the rail before wheel slip occurs during acceleration or deceleration.

Air Brake A system of compressed air devices, controlled manually, electronically, or pneumatically, that make the car or locomotive slow down or stop.

Air Brake Equipment The equipment that supplies and exhausts air to and from the brake cylinders, but does not include foundation brake gear and hand brakes.

Air Brake Hose A reinforced tubing. On each car or engine, the tubing is attached to a nipple that screws into the angle cock at the end of the brake pipe. The other end of the hose includes a coupling (glad hand) that fits into an identical coupling on the adjoining car. The complete arrangement connects air between the brake pipes of the cars and the locomotives throughout the train.

Glossary - 2 Last Updated: 01/24/2006 Air Brakes and Train Handling Manual

Air Brake Inspection and Test Certificate (Class I/Initial Terminal Test) Written certification indicating that air brakes have been properly tested and inspected. Must include the following information:

a. Date

b. Terminal

c. Lead locomotive – including cab cars that will be used to operate train

d. AFM Reading/Brake Pipe Leakage

e. Cars tested

f. Time

g. Signature of employee certifying test was completed

h. Communication signal status (passenger trains only)

i. EOT tested

j. Engineer must list defective car number(s) indicating condition en route and sign the form. (passenger trains only)

Air Brake System All of the devices for operating air brakes to control the speed of and stop a locomotive or train. The system includes the operating devices, pipes, hoses, fittings, and foundation brake gear.

Air Compressor A locomotive device, powered by the diesel engine or an electric motor, that compresses air for operating the air brakes and all other air-operated devices on locomotives and cars.

Air Compressor Control Switch A device that controls the loading and unloading of the compressor at the proper main reservoir pressures.

Air Flow Meter (AFM) An instrument that indicates the volume of the air flowing through the automatic brake valve into the brake pipe.

Air Gauge An instrument that indicates air pressure in pounds per square inch (psi).


Alerter A device which detects the frequency of movement of the engineer and initiates a penalty brake application when the required frequency of movement is not maintained.

Alignment Control Coupler Specially equipped couplers, installed on most locomotives that only allow the coupler in buff to move laterally within certain limits. This equipment minimizes rail turnover, wheel climb, and jackknifing.

Ampere (Amperage, Amps) The standard unit for measuring electric current delivered to traction motors on DC locomotives.

Angle Cock A manually operated device located at each end of the brake pipe on locomotives and cars to permit or prevent air flow.

Articulated Multi-platform Car A car with multiple units (segments) that have articulated couplings and for which the units share a common truck.

Automatic Brake Valve A manually operated electronic controller or pneumatic valve on the locomotive that controls the train and engine brakes.

Automatic Brake Valve Cutout Valve A device on locomotives equipped with 26L air brake equipment that can cut out the charging and service application functions of the automatic brake valve. This valve properly positions the automatic brake valve for freight operations.

Automatic Drain Valve An automatic device which assists in draining condensation from the compressed air system.

Automatic Slack Adjuster A device to maintain brake cylinder piston travel within a predetermined range.

Auxiliary Reservoir A storage volume, charged from the brake pipe, to receive and store air to apply brakes on a car or locomotive. In freight car equipment, the auxiliary reservoir and emergency reservoir are combined in one structure.

“B” End (of car) The end where the hand brake is located unless otherwise identified.


Back-up Valve or Hose A device, either portable or permanently connected to the brake pipe, that controls brakes from the car to which it is attached. The device can apply the brakes with a service or emergency application.

Balanced Braking Controlling train speed by making enough of a brake pipe reduction to stabilize speed on a grade, then allowing the automatic brake valve pressure maintaining feature to hold the brake application constant regardless of brake pipe leakage. This ordinarily is accomplished in combination with dynamic braking.

Bleed (Bleed-off) Venting air pressure to the atmosphere, such as venting air pressure from the brake cylinder of individual cars, by using the release valve.

Block of Cars One car or multiple cars in a solid unit coupled together for the purpose of being added to or removed from a train as a solid unit.

Brake Application A brake pipe pressure reduction (no matter how made) that causes the control or distributing valve to move to the service or emergency position.

Brake Cylinder A metallic cylinder containing a piston. Compressed air forces the piston outward to apply the brakes. When the air pressure is released, the piston returns to its normal position by a release spring coiled around the piston rod inside the cylinder.

Brake Cylinder Release Valve (Bleed Rod) A manually operated valve on freight brake equipment which permits the brake cylinder to be released without draining the reservoirs.

Brake Indicator A device actuated by brake cylinder pressure which indicates whether brakes are applied or released.

Brake Pipe The section of air brake piping of a car or locomotive that supplies the reservoirs. It also connects the piping to allow the locomotive engineer to control the car brakes.

The pipe is 1-1/4 inches in diameter and extends from one end of the car to the other. At the ends, flexible hoses connect the cars. When a train is made up and all brake pipes on the cars are joined together, the entire pipe line is called the brake pipe.


Brake Pipe Gradient The difference in brake pipe pressure between the locomotive (or source of supply) and the rear car of the train. Brake pipe gradients may be:

Normal Gradient. The gradient that exists when the system is fully charged.

False Gradient. The temporary gradient that exists when the system is less than fully charged (for example, the exaggerated difference between the head end and rear end after a release).

Inverse Gradient. The temporary condition when the brake pipe pressure is higher at the rear of the train than at the head end of the train (for example, during a service brake application).

Brake Pipe Pressure The amount of pressure in pounds per square inch (psi) in the brake pipe (commonly expressed in pounds).

Brake Shoe A replaceable friction element secured to the brake head for the purpose of producing retarding force.

Braking Ratio The percentage obtained by dividing the total braking force by the weight of the car or locomotive.

Branch Pipe Cutout Cock A device on locomotives and cars that isolates the control valve from the brake pipe.

Buff Force Compressive coupler forces that occur during a slack-bunched condition.

Bunch Breaking A method of slowing a train by allowing the train to slowly run in against the locomotive before air brakes are applied. This has the effect of stopping the train with all of the slack between the cars bunched, which can aid the subsequent starting of the train.

CFM Cubic feet per minute

Cab Control Car A passenger car equipped with a control compartment from which a train can be operated while being pushed by a locomotive.


Charge A supply of compressed air in the brake system of a locomotive, car, or on-track equipment utilizing air brakes, commonly expressed in pounds.

Class I Brake Test (Passenger) Complete passenger train brake system test and inspection performed by a QMP to ensure air brake system is 100% effective. This test fulfills the requirements of a Class IA and Class II brake test.

Class II Brake Test (Passenger) Test and inspection performed by QP or QMP to determine brake pipe integrity and continuity from the controlling locomotive to the rear passenger equipment of a passenger train.

Communicating Signal System A manually operated device used to transmit an electronic signal to the operating cab. If the electronic communication signal system is inoperative or not equipped, a two-way radio system may be substituted.

Coefficient of Friction The ratio between the braking force caused by brake cylinder pressure and the resulting retarding force of the brake shoe at the wheel.

Computer Controlled Brake (CCB) Microprocessor locomotive air brake control system.

Control Valve A device on locomotives or cars that charges the reservoirs and applies or releases brake cylinder pressure when brake pipe pressure reduces or increases.

DC Locomotive DC locomotives are equipped with DC traction motors and are affected by maximum continuous current ratings or short time operating ratings.

Dead Engine Feature A device near the locomotive control valve that is used when the unit is handled dead-in-train. When the dead engine cutout cock is opened, the main reservoirs are charged from the brake pipe to operate the engine brakes.

Dead-in-Consist (DIC) A method of transporting a locomotive unit or units with the diesel engine not running, but coupled Multiple Unit (MU) to an operating unit.


Dead-in-Tow A dead locomotive that does not have its main reservoirs being charged from another locomotive.

Disc Brakes An arrangement of brake cylinders and levers which force brake pads against a disc fastened to the wheel or axle.

Distributed Power One or more locomotive consists that are remotely controlled from the lead locomotive.

Disturbed Track A section of passable track that has a temporary speed restriction imposed because various defects or track maintenance have affected the integrity of the track.

Draft Force Pulling force (tension) on couplers and draft gear during a slack-stretched condition.

Draft Gear The connection between the coupler rigging and the center sill. This connection receives and cushions the shocks associated with in-train forces or coupling.

Drawbar Forces (In-train Forces) Forces at the couplers between cars and/or locomotives that may be either draft (stretched) or buff (compressed), depending on train operation.

Dual Ported Cutout Cock A device on some 26 L equipment that cuts the independent brake valve in or out.

Duplex Release Valve An appliance permitting manual depletion of auxiliary reservoir pressure alone, or auxiliary and emergency reservoir pressure together.

Dynamic Brake An electrical device that converts some of the energy developed by a moving locomotive into an effective retarding force.

Dynamic Brake Holding Feature (Continuous Dynamic Brake) A feature of the lead, controlling locomotive that allows dynamic braking effort when a PCS open condition exists.


Dynamic Brake Interlock (DBI) A device that will automatically keep the locomotive brakes from applying when automatic brakes are applied during dynamic braking.

High Capacity Dynamic Brakes – provide approximately 13,500 lbs. of effort per axle instead of 10,000 lbs. per axle as other dynamic brake systems.

Flat (Grid Control) Dynamic Brake System – a dynamic brake system that provides retardation that is controlled solely by the position of the dynamic brake lever. Maximum retardation occurs at Position 8.

Taper (Speed Control) Dynamic Brakes – a dynamic brake system that provides retardation relative to both speed and dynamic brake handle position. The higher the speed, the greater the retarding force developed for a given handle position. At higher speeds, full dynamic brake effort is reached at Position 4.

Electronic Alertness Control A safety control system that senses the activity of the engineer. As the engineer goes about normal activities, any such changes will reset the control and start a timing circuit. If, during the timing period, no additional activity is detected, an audible and/or visual alarm occurs. If activity still doesn’t occur for another period, approximately 6 seconds, a penalty brake application is initiated.

Emergency Application A rapid reduction of brake pipe pressure that causes the control valves to move to the emergency position and the vent valves to open. This equalizes auxiliary reservoir, emergency reservoir, and brake cylinder pressures which produces 15% to 20% more braking effort than a full service.

Emergency Brake Valve A manually operated device on equipment that initiates an emergency brake application.

Emergency Reservoir A storage volume, charged from the brake pipe, to receive and store air used during emergency brake applications and certain recharge features.

Empty Bulk Commodity Unit Train A train made up entirely of empty cars used to transport coal, rock, oil, or other bulk commodities.

Empty-Load Feature A system installed on various cars that will adjust the braking force to a lower level to prevent wheels from sliding when the car is empty or lightly loaded.


End of Train Telemetry System Telemetry Components An end-of-train telemetry device is a radio end-of-train telemetry system that consists of:

• End-of-train device (EOT) mounted on the trailing coupler of the last car

• Head-of-train device (HOT) mounted in the locomotive

An EOT that has not been armed to, provides:

• Last car brake pipe pressure monitoring

• Last car motion status (moving or stopped)

• Marker light status (on or off)

• EOT battery status

An EOT that has been armed to (emergency enabled), provides capability to initiate an emergency brake application at the rear of the train. Both the HOT and EOT must be equipped for two-way communication and the HOT must be armed to the EOT. An emergency toggle switch associated with the HOT cab display is used to activate the EOT emergency valve.

A two-way EOT transmits and receives information between the head-end and rear-end units. The additional purpose of a two-way EOT is to provide a way to initiate from the locomotive an emergency brake application at the rear of the train. For this to happen, both the head-end and the rear-end units must be equipped for two-way communication and armed. An emergency toggle switch associated with the EOT cab display is used to activate the EOT emergency valve located on the rear-end unit.

Equalizing Reservoir A small reservoir connected to a piston or diaphragm chamber and used in automatic air brake operations. It is only cut in on the controlling unit. The reservoir’s purpose is to add a volume of air to one side of the chamber which can be accurately controlled.

When a brake pipe reduction occurs, air is drawn from the equalizing reservoir. The reservoir then automatically draws the proper amount of air from the brake pipe. For this reason, the brake pipe pressure and the equalizing reservoir pressure are always the same, except when they are equalizing after a brake pipe reduction or a brake pipe charging operation.


Event Recorder A device on a locomotive that records pertinent information about the operation of the locomotive.

False Gradient Difference in brake pipe pressure between the front and rear of a train when the brake equipment is not charged as much as possible with a particular regulating valve setting.

Flat Spot Loss of roundness of the tread of a wheel, caused by wheel sliding.

Foundation Brake Gear The levers, rods, brake beams, etc. that connect the brake cylinder piston rod to the brake shoes so that when air pressure forces the piston out, the brake shoes are forced against the wheels.

Full Service Application A brake pipe reduction made only to the point at which the auxiliary reservoir and brake cylinder pressures equalize. Any further reduction in the brake pipe pressure, except an emergency application, will not affect the amount of pressure in the brake cylinder. Therefore, air is being wasted from the brake pipe (over-reduction).

The chart below shows the reduction needed for a full service application for various initial brake pipe pressures. Also listed is the brake cylinder pressure at full service for various initial brake pipe pressures:

Initial Brake Pipe Pressure Service Equalization

Pressure Brake Pipe Reduction to Obtain Equalization

90 psi 64 psi 26 psi

110 psi 78 psi 32 psi

Grade (of Track) Grade is other than level track and is usually expressed as a percentage. The percentage is the number of feet the track rises or falls in a distance of 100 feet. For example, a 1 percent ascending grade means that the track rises 1 foot in elevation for every 100 feet the equipment travels on the track. Unsecured rail equipment may roll on a grade.

Grade designations include the following:

Light Grade: Less than 1.0 percent.


Heavy Grade: At least 1.0 percent for a distance of 3 miles or more.

Mountain Grade: 2.0 percent or greater for a distance of 2 miles or more.

Gradient, Brake Pipe The difference in brake pipe pressure between front and rear of train.

Harmonic Rocking The excessive lateral rocking of cars and/or locomotives that may result in wheel lift. Harmonic rocking usually occurs at speeds between 13 and 21 MPH on jointed rail.

Hand Brake A mechanical arrangement of levers, chains, rods, gears, and fulcrum. When applied manually by wheel or lever, the hand brake forces the brake shoes against the braking surfaces (wheel tread or disc) to control car or locomotive movement.

Head End Power (HEP) The system on a locomotive of passenger equipment that supplies electrical power to a train for air conditioning, heat, lights, etc.

Head of Train Device (HOT) A radio device located in the locomotive cab that communicates with an End of Train Device (EOT). The HOT displays:

• Last car brake pipe pressure

• Last car motion status (moving or stopped)

• Marker light status (on or off)

• EOT battery status

• Communication Status with EOT

• Two-way Armed Status

• Distance measurement referenced to locomotive movement

And provides:

• Audible alarms pertaining to status changes

• Arming capability to a selected two-way EOT

• Interface for Manual and Automatic initiated EOT emergencies


Helper Distributed power or manned helper added to a train to assist movement.

Horsepower Per Trailing Ton (HPT) The total horsepower of all working locomotives divided by the total trailing weight of the train in tons. For example, a train powered by 15,000 horsepower and having a trailing weight of 4,285 tons has a 3.5 horsepower per trailing ton ratio (15,000 HP divided by 4,285 tons).

Independent Brake Valve A brake valve that controls the locomotive brakes independent of the automatic brake valve handle position.

Independent Pressure Switch (IPS) A device on a locomotive that cancels the extended range portion of dynamic braking or all dynamic braking when a sufficient independent brake application occurs. This switch prevents the locomotive wheels from sliding because of excessive braking.

Initial Terminal Place where a train is originally made up.

Integrated Cab Electronics (ICE) The feature that uses computer-controlled display screens to integrate the control stand functions with the operator-controlled electronics.

Interchange A location where railroads exchange rolling equipment.

Intermodal Equipment Equipment designed to carry trailers, containers, automobiles.

Intermodal Trains Trains made up of entirely of intermodal equipment.

Isolation Switch A switch on diesel electric locomotives that has two or three positions. In the RUN position, the unit is “on the line,” responds to control, and develops power. In the ISOLATION (or Stop-Start) position, the unit is isolated from the consist and does not develop power or respond to control. In DYNAMIC BRAKE ONLY position the unit will produce Dynamic Brake retarding force.

Jackknifing When the center sill between two rail vehicles is excessively misaligned or the coupler is angled sharply. Usually caused by excessive buff force.


L/V Ratio The ratio of lateral force (a wheel trying to climb the rail) to vertical force (weight of a car or locomotive and its load.) Excessive L/V can contribute to rail turnover, wheel climb, and derailments,

Linking The process of electronically connecting the controlling lead unit to the controlling distributed power unit on a distributed power train.

Light Locomotive One or more units, with or without a caboose, not coupled to cars.

Loaded Bulk Commodity Unit Train A train made up entirely of loads of coal, rock, oil, or other bulk commodities.

Local Train (This definition applies to two-way telemetry requirements only.)

A train assigned to perform switching en-route which operates with 4,000 trailing tons or less and travels between a point of origin and point of final destination for a distance that is no greater than that which can normally be operated by a single crew in a single tour-of-duty.

Locomotive On-track equipment, other than hi-rail, specialized maintenance, or other similar equipment, which may consist of one or more units operated from a single control stand with one or more propelling motors designed for moving other equipment, with one or more propelling motors designed to transport freight or passenger traffic, or both, or without propelling motors but with one or more control stands.

Main Reservoir An air reservoir on the locomotive for storing and cooling compressed air.

Manned Helper A helper controlled by an engineer in the controlling unit of the locomotive helper consist.

Measured Miles Mile post designating measured miles to check accuracy of locomotive speed indicators.


Minimum Continuous Speed Minimum continuous speed is the slowest speed at which a DC locomotive can operate continuously in throttle 8. Locomotive traction motors operating under these conditions develop the highest amperage possible before overheating. The minimum continuous speed varies and is indicated by the rating plate on the locomotive.

Minimum Reduction The first position of the automatic brake valve that initiates a service application of 6 to 8 psi.

MU Cutout Cock (MU-2-A, Dual-Ported Cutout Cock) A device for cutting in or out the independent brake valve.

Multiple Unit (MU) Connections The hose and cocks at both ends of locomotives that connect air brake equipment in a locomotive consist, allowing operation from a single control. MU connections include:

Actuating (ACT): When charged with main reservoir air causes a release of an automatic brake application on locomotives.

Independent Application and Release (IAR): Controls independent brakes on locomotives from a single control.

Main Reservoir (MR): Equalizes the main reservoir pressure between locomotives.

Brake Pipe: The pipe, angle cocks, hoses, and hose couplings that distribute compressed air through the automatic brake system.

MU Hoses Air hoses that are only common to locomotives, including main reservoir equalizing, actuating, application and release, and brake pipe.

Non-articulated Multi-platform Cars A car with multiple units (segments) that are connected with solid drawbars. Each unit is a stand-alone unit and does not share a common truck with another unit.

Off Air Not connected to a continuous source of compressed air of 60 psi or more.

Operative Brake An air brake system on a car or locomotive that is in operative condition.


Over-Reduction A service brake pipe reduction to a pressure lower than a full service application.

Overcharge Brake equipment charged to a higher pressure than the regulating valve is adjusted for or can maintain. In such a condition, brakes on a portion of the train may not release.

Passenger Car Rail-rolling equipment intended to provide transportation for members of the general public and includes a self-propelled car designed to carry passengers, baggage, mail, or express. This term includes a Passenger Carrying Car, Cab Car, and a MU locomotive. This term does not include a Private Car.

Passenger Carrying Car A car designed to carry passengers and/or to provide on-board services; e.g., coaches, sleepers, food service, or cars designed with a combination of passenger facilities.

Passenger Equipment All powered and unpowered passenger cars, locomotives used to haul a passenger car, and any other rail-rolling equipment used in a train with one or more passenger cars. Passenger equipment includes:

• A passenger car

• A cab car

• A MU locomotive

• A locomotive that is used to power a passenger train

• Any non-self- propelled vehicle used in a passenger train, including an express car, baggage car, mail car, freight car, or a private car

This definition does not include a freight locomotive when used to haul a passenger train due to failure of a passenger locomotive.

Penalty Brake Application An automatic full service brake application caused by various safety devices.

Piston Travel The distance, measured in inches, that a brake cylinder piston moves when the air brake is applied.


Planned Braking The braking process that occurs when the engineer has enough time and distance to slow, control, or stop the train in the safest and most efficient manner.

Pneumatic Control Switch (PCS) An air-operated switch, activated by an emergency or penalty brake application, that drops the engine speed to idle on EMD locomotives.

Power Braking Slowing, controlling, or stopping the forward movement of a train by application of automatic brakes while the locomotive is in power, RUN 1-4. This tends to keep the slack in a draft (stretched) condition.

Powered Axles Axles driven by a traction motor.

Pressure-Maintaining Feature A system designed to overcome brake pipe leakage both in the RELEASE and SERVICE positions of the automatic brake valve. This allows a constant brake application to be held as long as needed.

Propagation The serial action of a brake application from car to car throughout a train.

Qualified Maintenance Person (QMP) A person who has received instruction and training that includes “hands-on” experience in one or more of the following functions:

• Troubleshooting

• Inspection

• Testing

• Maintenance or repair of specific train brake and other components and systems for which the person is assigned responsibility

The person’s primary responsibility includes work in the functions listed above and is designated to

• Conduct Class I brake tests

• Conduct Exterior Calendar Day Mechanical Inspections

• Determine whether defective equipment may be moved


T & E employees are not considered QMPs.

Qualified Person (QP) Person who has received instruction and training to perform various functions as determined by the railroad. Qualified Supervisors and T & E crews are considered QPs. This individual may perform Interior Calendar Day Mechanical Inspections, Class IA and Class II brake tests.

Quick Action The feature whereby the emergency brake pipe reduction is passed rapidly from car to car through the train.

Quick Service The local venting of brake pipe pressure at each car. This venting occurs every time the control valve on a car moves from RELEASED position to the SERVICE position.

Radial Truck A steerable truck with axles mechanically coupled through steering linkage. Axles deflect a few degrees within the truck.

Reduction (of the brake pipe) A decrease in brake pipe pressure at a rate and of an amount sufficient to cause a train brake application to be initiated or increased.

Reduction Relay Valve A device on long cars that helps brake pipe pressure reduce during service and emergency brake applications. The valve compensates for the added length of brake pipe on long cars.

Refresher Training Periodic retraining required for employees or contractors to remain qualified to perform specific equipment inspections, testing maintenance, or repair functions.

Regulating Valve The valve that reduces air pressure from the locomotive’s main reservoir to the desired pressure in the brake pipe. The regulating valve will automatically maintain that pressure when the automatic brake valve is in the RELEASE position.

Repair Point Location designated by a railroad where inspections and/or repairs of the type necessary occur on a regular basis. A repair point has or should have the facilities, tools, and personnel qualified to make the necessary repairs.


Retaining Valve A manually operated valve used on cars to exhaust brake cylinder pressure completely or to maintain a predetermined pressure.

Ruling Grade The section of track which will offer the most resistance to train movement between two specific points.

Run-in The rapid change of the train’s coupler slack to buff (compressed).

Run-out The rapid change of a train’s coupler slack to draft (stretched).

Running Brake Test A test performed by a locomotive engineer while the train is in motion to verify that the brake system functions as intended.

Running Release The release of an automatic brake application while the train is moving.

Safety Control Devices A variety of safety devices including event recorders, alerter, deadman controls, automatic cab signals, cab signal whistles, or automatic train stop equipment. All will cause an automatic brake application to be initiated when the engineer becomes incapacitated, inattentive, or exceeds the speed limit of the locomotive or authority limits of the train or locomotive.

Service Application When brake pipe pressure exhausts at a service rate to apply the train brakes.

Service Rate of Reduction A reduction of brake pipe pressure at a rate fast enough to cause control valves to move to the service position,

Service Zone That portion of the brake valve quadrant on 26, and CCB-types ranging from minimum reduction position to full service position that produces a self-lapping brake pipe reduction at a service rate proportional to handle position. Not fast enough to cause them to move to emergency.

Slack Action Movement of part of a coupled train at a speed different from another part of the train.


Split Reduction An automatic brake application consisting of an initial reduction of 6-8 psi followed 20 to 30 seconds later with additional reductions to the desired amount.

Stretch Braking Slowing or stopping a train using the automatic air brakes and enough power to maintain a slack-stretched condition.

Stretch Coupling Movement of the locomotive in the opposite direction a sufficient distance to ensure coupling was made.

Stringlining The result of excessive draft forces in a train negotiating a curve. Stringlining causes wheel to climb the low rail or rail roll-over.

Suppression Position Handle position on 26, and CCB-type automatic brake valves used to forestall or recover from a penalty brake application.

Solid Block (of cars) One or more cars coupled together that:

• Are charged or have not been off air for more than 4 hours

And

• Have been tested as outlined in Rule 101.10 or 101.12 (Procedure for Inspection and Test)

Thermal Cracks (in wheels) Cracks in a railroad wheel, normally caused by heat generated on the tread and flange of the wheel from excessive braking.

Throttle Modulation The action of adjusting the throttle one notch at a time between idle and position 8 to control train speed without the application of air brakes.

Tier I Train (Passenger) Operating at speeds not exceeding 125 mph.

Train, Long Distance Intercity Passenger train that provides service between large cities more than 125 miles apart and is not operated exclusively on Amtrak’s NEC.


Train One or more locomotives coupled with one or more freight cars, except during switching service.

Train, Passenger Train that transports or is available to transport members of the general public. If a train is composed of a mixture of passenger and freight equipment that train is considered a passenger train.

Tons per Dynamic Brake Axle The total gross trailing tonnage of the train divided by the number of axles of locomotives, including helper locomotives, operating in dynamic brake. When making this calculation, include in the gross trailing tonnage the weight of any locomotive, including a helper locomotive, not operating in dynamic brake or with dynamic brake cut out.

Tons per Operative Brake The gross trailing tonnage of the train divided by the total number of cars having operative brakes. For example, a 100-car train with all brakes operating, having a total train weight of 6,000 tons, has 60 tons per operative brake (6,000 tons divided by 100 cars). Train lists showing average tons per car or platform will equal tons per operative brake when:

• The train list is current (no additional pickups or setouts have been made).

• No brakes have been cut out.

• There is one brake per car or platform (NOTE: This is not the condition for some equipment, such as articulated intermodal cars).

Tractive Effort The effort exerted by a locomotive on the track to move a train. Tractive effort is measured in pounds and decreases as locomotive speed increases.

Tractive Effort Meter The device that indicates the tractive effort being produced by a locomotive with AC traction motors. It reads as a display showing pounds of tractive effort.

Transfer Train Movement A movement of an engine and one or more cars between a point of origin and a point of final destination of at least 1 mile but not more than 20 miles. Such trains may pick up or deliver freight equipment while en route.

Unattended Means cars and/or locomotives left standing and unmanned in such a manner that the brake system of the cars and/or locomotives cannot be readily controlled.


Undesired Emergency (UDE) Emergency brake application on a train for which no apparent cause can be determined.

Vent Valve A valve attached to the brake system of a car or locomotive. The valve responds to an emergency brake pipe pressure rate of reduction by venting the brake pipe at each vehicle to the atmosphere. As a result, the emergency application spreads throughout the train.

Work Train (This definition applies to two-way telemetry requirements only.)

A non-revenue service train of 4,000 trailing tons or less used for the administration and upkeep of the railroad.

Wheel Sliding When the wheel rotates slower than lengthwise movement dictates.

Wheel Slipping When the wheel rotates faster than lengthwise movement dictates.

Yard Test Plant A system of piping and fittings that supplies air at convenient locations to charge and to test cars without a locomotive.

Air Brakes and Train Handling Manual Last Updated: 01/24/2006 23

Index

A-1 reduction relay valve, 105-9 Accelerating, 108-16 Adding or removing units, 106-24 AGEN End-of-Train (EOT) Device,

103-23 Air brake equipment, 102-25, 103-7,

103-8 Air Brake Test, 100-3, 102-15, 102-

16, 102-18 Air flow meter, 102-53 Air Flow Method (AFM), 101-5,

103-25 Air Flow Method Test (AFM), 103-

23, 106-8 Air Hoses, 101-2, 102-26, 103-11 Air pressures, 102-19 Alarm Warning, 106-25 Alcohol and Drug, 100-5 APU Control Panel, 107-10 APU inspection, 107-20 Automatic brake, 104-5 Automatic Brake Valve, 102-38 Automatic Dump Valve (Guru

Valve), 107-18 Automatic vent valve, 103-8, 105-10 Backing/shoving train movements,

108-21 Baggage cars, 108-37 Bleed off cars, 103-9 Brake cylinder pressure, 104-33 Brake equipment, 108-32 Brake pipe connections, 103-10 Brake Pipe Continuity Test, 106-7,

106-9, 106-13 Brake Pipe Leakage Method, 101-5,

108-2 Brake Pipe Leakage Test, 103-23,

106-7, 106-8 Brake requirements, 101-2 Brake valve (BV OUT), 106-17 Braking, 108-17, 4, 5, 16, 19 Car brake equipment, 105-16 CCB Air Brake System, 102-41

CCB Automatic Brake Valve, 102-39

Change of crew, 108-14 Changing operating ends, 108-31 Charging Air Brake System, 101-3 Class I Air Brake Test, 101-6, 108-2,

108-3 Class I Brake Test, 108-4 Class IA Brake Test, 101-11, 101-12,

108-5 Class II Brake Test, 101-12, 101-13,

108-2, 108-4, 108-7, 108-14, 108-24, 108-25, 108-27

Class III Brake Test, 101-13, 101-15 Code of Federal Regulations (CFR),

100-1, 100-3, 100-5, 100-6 Cold weather protection, 107-5 Collision Avoidance System (CAS),

104-37 Communication

Interruption, 106-22 Loss, 106-24

Computer Controlled Brake (CCB), 102-25, 102-38, 108-32

Condition of brakes, 108-4, 108-14 Control valve, 103-8 Coupler assemblies, 105-8 Cutout valve, 102-50, 102-51, 102-

53 Cutting Off and Recoupling Brake

Test, 101-14 Daily Inspection, 102-2, 102-3, 102-

7 Dead engine cutout cock, 102-43 Defective equipment, 101-16 Defective power brakes, 108-21 Delayed departure, 104-6 Designated Supervisor of

Locomotive Engineers (DSLE), 100-1, 100-7

Distributed power, 106-1, 106-2, 106-20, 106-21


Dynamic brake, 102-33, 102-34, 106-30, 108-18 Warning light, 103-25

Dynamic Brake Interlock (DBI), 104-5

Dynamic braking, 104-3 Electronic air brake computer resets,

102-45 Electronic alertness device, 102-46 Emergency application, 103-21, 103-

22, 108-26, 108-30 Emergency Application, 8 Emergency brake application, 104-

31, 104-34, 104-35, 106-42 Emergency braking, 103-24 Emergency shutdown, 107-15 Emergency switch, 103-20 En route failures, 108-29 End-of-Train (EOT) Device, 101-4,

101-11, 104-31, 104-35, 106-26 Engine Run Manager/Auxiliary

Power Unit (ERM/APU) Equipment, 107-9

Engineer Certification, 100-6 Engineer initiated emergency (EIE),

108-26 Engineer responsibilities, 100-1 Equalization pressure, 105-13 ERM monitoring, 107-16 ERM status panel, 107-18 ERM Status Panel Devices, 107-11 ERM/APU System, 107-13 ERM-controlled shutdown, 107-14,

107-19 Event Recorder, 102-21 Federal Railroad Administration

(FRA), 100-1, 101-1 FIRE Left display screen, 102-32 FIRE Right display screen, 102-31 Flat spots, 103-9 FRA, 100-1, 100-3, 101-1, 102-3,

102-5 Freight car end, 105-1 Front group (mirrored), 106-27 Fuel conservation, 107-1 Fuel conservation guidelines, 107-7

Fuel consumption, 107-7 Fuel level reporting, 107-6 Fuel usage, 107-8 General Code of Operating Rules

(GCOR), 101-1 Grade

Ascending, 104-13, 104-24, 104-27, 104-36, 106-30, 106-32

Balance braking, 104-31 Cresting, 106-35 Cresting a mountain, 104-30 Descending, 104-14, 104-26,

104-28, 104-36, 106-34 Level, 104-13, 104-24, 104-28,

106-30 Operations, 104-29 Recharging, 104-30 Undulating, 106-33

Hand brakes, 102-32, 103-3, 105-12, 105-13

Hand-held gauges, 103-26 Head-End Power (HEP), 108-25,

108-33 Head-of-Train (HOT) Device, 103-

19, 104-31, 104-35 Helper operation, 103-12 HEP instructions, 108-34 HEP power units 31 and 32, 108-37 Identification on cars, 105-1 IDP controlling unit, 106-9 Impact collisions, 102-15 Inbound Train Inspection, 101-15 Independent Brake Valve, 102-38,

102-41 Independent control, 106-28 Independent mode, 106-27 Inspection, 101-6 Integrated cab electronics, 102-30 Integrated Distributed Power (DP),

106-1 Interior Calendar Day Mechanical

Inspection, 108-2 Internal Defects, 102-14 Lead consist, 106-20 Lead unit, 106-5, 106-6, 106-22

Air Brakes and Train Handling Manual Last Updated: 01/24/2006 25

Leakage Testing Requirements, 101-4

LED light indications, 107-11 Light Locomotive Consists, 102-24 Locomotive Daily Inspection and

Trip Report, 108-27 Locomotive equipment, 107-17 Low power split reduction, 107-2 Main reservoir air pressure, 107-16 Main Track Authority, 100-4 Mechanical Department Limits, 102-

24 Mechanical inspections, 108-4, 108-

9, 108-11 MU-2A/double ported cutout cock,

102-49 Multiple Unit Consists, 102-26 Non-Complying Condition, 102-9,

102-11 Operating ends, 102-28 Operative Speed Indicator, 102-20 Overspeed control, 102-47 Passenger Daily Inspection and Trip

Report, 108-27 Passenger Train Air Brake Tests,

108-2 Passenger trains, 108-1 Penalty brake application, 104-37,

106-41 Pilots, 100-8 Pipe bracket, 105-17 Piston Travel Limits, 101-15 Platform identification, 105-1 Power Cutoff Switch (PCS), 104-4,

104-5, 106-3 Powered axle, 103-12 Pressure, 108-24 Rear car brakes, 103-8 Reducing pressure, 103-7 Releasing brakes, 104-7, 108-20 Remote consist(s), 106-25 Remote operating modes, 106-15,

106-16, 106-17, 106-18, 106-19 Remote unit, 106-22, 106-23 Reporting defects, 108-27 Reservoir leakage, 102-18

Retaining valves, 105-10 Rotating beacon light, 107-18 Running Air Brake Test, 108-2, 108-

8 Running Brake Test, 108-24, 108-25,

108-30 Safety, 107-19 Safety devices, 100-4, 102-19 Short time rating, 104-10 Shoving, 104-25, 104-26, 104-27,

104-28 Shoving movements, 104-23 Shutdown, 108-34 Shutdown procedures, 107-4 Slack bunched, 104-20, 104-21, 104-

26, 104-27, 104-32 Slack stretched, 104-22, 104-25,

104-28, 104-32 Slowing or controlling speed, 104-

16, 106-36 Snow Plow Brake Test, 101-15 Speed restrictions, 104-37 Standard Brake Pipe Pressure, 101-3 Starting, 106-30, 107-4, 108-16 Startup, 108-35 Sticking brakes, 103-6, 108-24 Stopping, 106-37, 108-19, 108-20 Stretch braking, 104-19 Switching, 104-38, 104-39 Synchronous mode, 106-30 Synchronous mode (mirrored), 106-

26 Telemetry System, 103-15, 103-19 Territory Qualifications, 100-6 Tests and Inspections, 101-1 Throttle handling, 104-9 Throttle modulation method, 104-22 Train breaks in two, 104-36, 108-25 Train check, 106-10, 106-11, 106-12,

106-14 Train handling, 100-3, 104-1, 104-

12, 106-27, 108-15 Train length, 105-12 Train speed, 100-2 Train status information, 104-2


Transfer Train Brake Test, 101-14, 101-19

Two-Way End of Train (EOT), 103-15, 108-27

Two-Way End of Train (EOT), emergency application, 108-30

Unattended locomotive, 103-5

Undesired emergency UDE, 108-26 Undesired movement, 103-1 Unintentional brake release, 104-35 Unplanned stop, 104-23, 104-36 Unusual conditions, 103-25 Valve braking, 104-31

alaska railroad - amazon s3s3.amazonaws.com/trainmedia/rulebooks/arr/abth.pdftoc - 2 last updated:...

Documents