Best Practices Train Handling Guide. Yale Revision 2007

Transcription

1 Best Practices rain Handling Guide Yale Revision

2 Introduction his book is intended as a guide only to assist Locomotive Engineers and Conductor Locomotive Operators in applying Best Practices rain Handling echniques. Colour references to HROLE MANIPULAION, DYNAMIC BRAKE & AUOMAIC BRAKE are based on an optimum train run and may vary dependent on a number of variables, such as train characteristics, meets, weather, etc... he following instructions and required compliance will serve to address a number of ongoing issues within CN. Dynamic braking will provide an additional braking system and improved safety margin. heel and brake shoe wear/damage will be reduced providing for a safer operation, especially during winter conditions, and reduce costs associated with wheel and brake shoe change outs. uel efficiency will be greatly improved reducing expenses and improving the environment. rack damage and chance of derailment, the result of condemnable wheel conditions will be substantially reduced. All applicable Operating Rules, General Operating Instructions and Special Instructions remain in effect. 2

3 rain Handling Policy General Instructions 1. Locomotive Engineers should have a thorough knowledge of the physical characteristics of the territory over which they will be operating and use this knowledge and good judgment to ensure proper train handling techniques. 2. Locomotive Engineers must utilize forward planning in consideration of territory profiles, planned stops, required speed adjustments and slack control, avoiding aggressive use of the locomotive throttle and train braking systems. 3. o ensure avoidance of wheel slip and control in-train-forces the throttle must be increased gradually and incrementally. 4. hrottle manipulation must be utilized as the primary means of controlling train speed. 5. Dynamic Brake must be fully utilized as the initial braking force. he use of Dynamic Brake will ensure less wear/damage to equipment components and improve fuel efficiency. 6. Power braking MUS be avoided. hat is, the automatic brake must not be set with the throttle above idle. hen unavoidable the lowest throttle position must be used. Power braking is defined as the simultaneous use of the throttle and automatic brake. 7. he Independent Brake is not to be used at speeds in excess of 15 M.P.H.. 3

4 8. ollowing any Automatic Brake Release, throttle position must not be advanced until the IDU pressure has increased for 30 seconds. 9. he lowmeter and IDU must be closely monitored to identify Brake Release Status and also to provide indication of air flow which could lead to an Unintentional Release following an automatic brake application. Brake Release Status can be determined by observing an increase in the IDU pressure. 10.(i)o ensure a positive freight car brake pipe reduction and to avoid sticking brakes, the train brakes must not be released until a positive brake pipe reduction of at least 6 PSI, as indicated by the IDU, has been made on the last car of the train. (ii) hen a running release of the brakes is to be made and the operating conditions permit, the brake pipe must be reduced to ensure a positive brake pipe reduction. hen operating conditions do not permit, a positive brake pipe reduction must be achieved at the next appropriate opportunity. NOE: he RC Centre may contact a train while enroute and request a 6 PSI reduction, then release, in an effort to correct a suspected sticking brake. Cycle Braking 1. Cycle braking, on other than long descending grades must be avoided and can be offset with good planning, throttle manipulation and the use of Dynamic Brake. 2. hen Cycle Braking, subsequent brake applications must be made at least 5 psi beyond the previous application to avoid an inadequate brake application and Unintentional Release. 4

5 Dynamic Brake 1. Dynamic Brake is defined as the use of the locomotive traction motors as generators in creating retarding forces which provide responsive and fully variable train braking forces. 2. he use of Dynamic Brake is effective in slowing the train for planned stops, speed restrictions and speed control. 3. hen Dynamic Brake is available it must be used as the first means of initiating required train braking forces. 4. hen Dynamic Brake is in use, the Automatic Brake may be required to provide additional braking effort. 5. here is no limit on the amount of time spent in Dynamic Brake. 6. he Speedometer and loadmeter should be closely monitored as they provide the required information concerning the use and effectiveness of Dynamic Brake. 7. In consideration of slack action and control, depending on track gradient and curvature, Dynamic Brake application should be gradual and incremental. Note: Dynamic becomes disabled on a locomotive with cut-out traction motors!!! 5

6 Pictorial References Pictorial references in this book have been located as close as possible to actual locations, but may not be 100% accur Numbers next to signals indicate the signal number, not the signal location. HROLE MANIPULAION LE CURVE SIDINGS/SPUR DYNAMIC BRAKE RIGH CURVE MAIN LINE * AUOMAIC BRAKE (if no D.B. available) ELECRIC LOCK DIRECION SIGNAL NUMBERS 63 SS SPRING SICH GRADE PSGR. PLAORM HO BO DEECOR & MILE DON SAION NAME PUBLIC CROSSING 30 SPEED ZONE ANI-HISLE = SLIDE DEECOR ENCE (located above curve line) = UNNEL (located below curve line) 6

7 YALE SUB HC BOSON BAR YARD MAIN LINE 24 B.C. ORES S 1254N BOSON BAR EAS PRODUCS DERAIL * YALE SUB Bunkhouse ASHCRO SUB Kamloops 13D Vancouver BOSON BAR ES 7

8 RC CN 02 *1# / / Road Access 13.8 ESBOUND Boston Bar est Road 13D YARD R D KOMO D & HICKS BOSON BAR ES 1.3 BOSON BAR /30 30/25 EASBOUND 8

9 RC CN 02 *1# / 30/25 /30 ESBOUND YALE D D.D H..S & 189D SOU / 30/25 /30 EASBOUND 9

10 RC CN 02 *1# pso frt Squeah orestry Road / /45 40/ ESBOUND RAALGAR D D YALE pso frt 40/40 50/45 40/ EASBOUND 10

11 /30 55/55 55/50 ESBOUND Peters Road St. Elmo Road RC CN 02 *1# 44 loods Road 43 Yale Road /40 40 PSO rt 6th Ave. 3rd Ave D LOODS D & HOPE /30 55/55 55/50 40/40 PSO R EASBOUND 11

12 Nevin Road /65 45/45 McGrath Road ord Road Yale Road East Old Yale Road Gravel Pit Road PSO 61 Popkum Road /45 Julseth Road RC CN 02 *1# Herrling Island Road /30 ESBOUND Peters Road 654D OSEDALE CHEAM VIE /65 45/45 PSO 50/45 /30 EASBOUND 12

13 50/ Cannor Road RC CN 02 *1# /50 70/65 70/65 rontage Road Lickman Road 55 mph rt. 100 OB & 8000 ft or longer Aitken Road Young Road 50 mph rt. 100 OB & 8000 ft or longer Prest Road Bamford Road RC CN 02 *1# Gibson Road Upper Prairie Road Annis Road ESBOUND ord Road Nevin Road Broadway Street 775N S ARNOLD MPH 758N 758S ILD SRY Interchange D D & 714 CHILLIACK D D ROSEDALE /45 50/50 70/65 70/65 55 mph rt. 100 OB & 8000 ft or longer 50 mph rt. 100 OB & 8000 ft or longer EASBOUND 13

14 / /55 86 RC CN 02 *1# / / /45 Glenmore Road Sorenson Road Riverside Road Swanson Road Hargitt Road Bell Road Beharrell Road Sumas Mountain Road Little Road Cox Pit Road ESBOUND MOVEABLE POIN ROG 909N Refer Cascade Sub. Profile 897B 897A N B MASQUI JC N 867 MOVEABLE POIN ROG S ABRAHAMSON 90.9 PAGE S 881 CPR 868S SUMAS MN MASQUI /40 MPH DIAMOND 55/55 45/40 30/25 50/45 EASBOUND 14

15 222nd Street 96th Ave. 96th Ave. Glover Road Church Street 252nd Street 264th Street RC CN 02 *1# /50 65/ nd Street Lefeuvre Road Bradner Road PSO /40 ESBOUND 1034N 1034S 1033N 1033S 1018S 1018N 1015N 1015S 994N 994S 993N 993S 969N 970N 970S 969S MOVEABLE POIN ROG 946N 946S HYDRO GLEN VALLEY 94.5 rains to Rawlison/Page/Port Subs. Confirm with BCR RC Chan / /60 PSO 45/40 EASBOUND 15

16 RC CN 02 *1# RULE 105 ERRIORY / ESBOUND MACDONALD END O M/ DOUGLAS ISLAND HAMPON RIVER LEAD MIDDLE LEAD OLD MAIN PA D RULE 105 ERRIORY D N 1125S 1125D 1108N 1108S 1105N 1105S 1093N S N 1092S 1078N 1078S 1077N 1077S 1064N 1064S 1063N 1063S 1051N 1051S 1050N 1050S PLAN VIE (GRADE NO SHON) DERAIL - PA00 (JUS ES O SIGNAL 1128D-1) RULE 105 ERRIORY 104th Ave. 179th Street 182A Street elegraph rail 192nd Street 50/50 201st Street 208th Street 216th Street 96th Ave. 222nd Street EASBOUND 16

17 POR MANN BRIDGE hornton Yard East (Surge Yard) Page 608 MACDONALD END O M/ CC SIGNALS NO SHON REER O PAGE 16 DERAIL - PA00 (JUS ES O SIGNAL 1128D-1) DOUGLAS ISLAND HAMPON Marvin Stewart 1997