INSTRUCTOR EMPLOYEE: ID NUMBER: DATE: INSTRUCTOR: SCORE:

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1 TRAIN HANDLING PHYSICAL CHARACTERISTICS LOCOMOTIVE ENGINEERS NEBRASKA CENTRAL RAILROAD COMPANY EMPLOYEE: INSTRUCTOR ID NUMBER: DATE: INSTRUCTOR: SCORE: 1

2 CIRCLE THE CORRECT RESPONSE TO EACH QUESTION DIRECTLY ON THIS EXAMINATION (NO ANSWER SHEET) TRAIN HANDLING (INCLUDING PHYSICAL CHARACTERISTICS) Train Handling Responsibilities 1. The is responsible for properly controlling the slack in the train. A. Entire crew B. Conductor C. Engineer D. Employee in Charge 2. Good train handling requires the proper combination of communication, throttle modulation, dynamic braking, and air braking to: A. Prevent injury. B. Prevent damage to the track structure, equipment and lading. C. Use the most fuel-efficient method consistent with good train handling. D. All of the above. 3. Controlling and limiting in-train forces are essential to safe train operation. Unless an emergency or other condition requires immediate speed reduction, make: A. Throttle position changes one notch at a time. B. Dynamic brake changes gradually. C. Air brake applications to allow slack to adjust. D. All of the above. Starting/Accelerating Train 4. On level and ascending grade: Advance the throttle to a position sufficient to hold the train when necessary. Release the automatic brake. 2

3 Use the lowest throttle position possible to start the train. It may be necessary to retard starting acceleration by use of the independent brake. Allow the locomotive load meter to stabilize before advancing the throttle to the next higher position. Once the train is moving, do not increase the throttle until the locomotive load meter stabilizes. To accelerate, advance the throttle slowly, one notch at a time to avoid excessive draft forces. In curved territory, use only enough power to start the train to reduce the possibility of string-lining in curves because of excessive lateral forces. If the train will not start, reapply brakes, reduce throttle to idle, and determine the cause. Applying power on a standing DC locomotive longer than necessary will damage traction motors. 5. On descending grade: With the independent brake fully applied, activate the dynamic brake. Release the automatic brake and wait for all brakes to release and slack to adjust. On heavy descending grades the automatic brakes may remain applied. Gradually reduce the independent brake until the train begins to move. Release the independent brake as the dynamic brake becomes effective. Adjust dynamic brake to allow train to accelerate. Slowing or Controlling Speed 6. When slowing or controlling train speed, the following methods should be utilized (listed in preferred order for best fuel efficiency): Throttle modulation/drifting when conditions allow. Dynamic braking. Dynamic braking supplemented with train air brakes. Stretch braking. 3

4 7. When it becomes necessary to apply stretch braking (applying the train brakes while in power), ensure that locomotive brakes do not apply and make the desired throttle adjustment sufficiently in advance to allow the slack to adjust. A. False B. True 8. When stretch braking, after the slack has adjusted, make a brake pipe reduction, and then make brake pipe reductions as necessary. A. full service; no further B. full service; additional C. minimum; additional D. All of the above 9. When stretch braking, if the entire train is on a descending grade and the train brakes must remain applied, do not exceed throttle position and reduce the as necessary to prevent excessive tractive effort (pulling forces). A. 7; radio volume B. 6; throttle C. 5; main reservoir D. 4; throttle 10. Stretch braking above throttle position is prohibited. A. 4 B. 5 C. 6 D When slowing or controlling speed on an ascending grade, do the following: Allow the grade to slow the train. Reduce the throttle one notch at a time to maintain a slack-stretched condition. If necessary, make automatic brake pipe reduction(s) to reduce speed. 4

5 12. When approaching and cresting a grade: Reduce the throttle as the lead locomotive crests the grade. On the lead consist, continue to reduce the throttle and/or apply dynamic brake when necessary to keep the speed from increasing or make slack adjustments. When cresting grade with helper(s) on rear or entrained, reduce helper throttle consistent with good train handling to minimize in train forces. Stopping 13. When stopping on level or descending grade: If in power, gradually reduce the throttle to idle and wait for the slack to adjust. At a sufficient distance from the stop, make a minimum brake pipe reduction. Make further split reduction(s) as needed. As the train comes to a stop, use no more independent brake than necessary to maintain a slack bunched condition. 14. To stop in the shortest possible distance without using an emergency brake application: Make a minimum brake pipe reduction before making a throttle change. When exhaust stops, make additional brake pipe reduction(s) as necessary (consider train make-up when determining the amount of additional brake pipe reduction(s) necessary to stop train safely). As train comes to a stop, apply independent brake. 15. When emergency braking is necessary to protect life or property, use the maximum braking effort available consistent with safe train handling techniques. 5

6 Physical Characteristics ALBION SUBDIVISION 16. What is the main track authority between MP 0.0 and MP 34.0? A. TWC B. Yard Limits C. Block Register 17. Wye tracks are located at? A. Genoa and Oconee B. Monroe C. St. Edward 18. What is the operating authority between MP 34.0 and 34.7? A. TWC B. Other than Main Track C. Yard Limits 19. Where are permanent 10 MPH tracks located? A. MP B. MP C. Both A. and B. are correct CEDAR RAPIDS SUBDIVISION 20. At what milepost is a derail located? A B C

7 21. What is the maximum authorized speed between MP 0.0 and MP 1.6? A. 10 MPH B. 15 MPH C. 25 MPH 22. At what location are six axle locomotives not allowed? A. Cedar Rapids B. Genoa C. Fullerton and Stockyard 23. At what location does TWC authority end? A. MP 7.5 B. MP 22.0 C. MP NORFOLK SUBDIVISION 24. At what maximum authorized speed are you allowed to travel between MP 9.0 MP 9.4? A. 25 MPH B. 40 MPH C. 10 MPH 25. Remote Control Zone is located between what Mile Posts? A B C The Cab Test Loop is located at what Milepost? A. 1.5 B. 3.5 C What is the maximum authorized speed between MP 2.5 and 5.5? A. 10 MPH 7

8 B. 25 MPH C. 5 MPH 28. What is the maximum authorized speed on Track 101? A. 10 MPH B. 5 MPH C. 25 MPH ORD SUBDIVISION 29. How are you goverened between MP 0.0 and 0.5? A. BNSF System Special Instructions B. UPRR System Special Instructions C. Both A. and B. are correct 30. Yard limits are located between: A and B C What is the track designation between MP 61.0 and 61.3? A. Other than Main Track B. Main Track C. Industrial Lead 32. The Cab Test Loop is located at located at MP How are you governed between MP 1.0 and MP 60.5? A. Other than Main Track B. UPRR System Special Instructions 8

9 C. TWC STROMSBURG SUBDIVISION 34. What is located at MP 23.5? A. Railroad Crossing B. Wye Track C. Locomotive Servicing Track 35. How are trains governed at the above location (MP 23.5)? A. GCOR 6.28 B. GCOR C. GCOR What speed is required between MP & ? A. 5 MPH B. 10 MPH C. Walking Speed 37. How are trains governed between MP ? A. BNSF Timetable B. UPRR Timetable C. NCRC Timetable 38. What is the Main Treack authority between MP 74.5 and MP 14.0? A. TWC B. Automatic Block System C. Block Register 9

10 UNION PACIFIC 39. What is the milepost at Columbus? A B C At what locations may a train enter the UPRR mainline without Cab Signals? A. Columbus and Freemont B. Columbus and Grand Island C. Columbus only 41. As a basic procedure, are shuttle trains allowed to be left for the UPRR crews to pick up on NCRC property? A. No B. Yes C. Does not apply 42. What is the exception to the above procedure? A. MNCB may be left for UPRR crews on NCRC property B. Shuttle trains of less than 10 cars may be left for UPRR crews on NCRC property C. No exceptions 10