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1
Best Practices Train Handling Guide
Yale Revision 2007
2
Introduction
This book is intended as a guide only to assist Locomotive Engineers and Conductor Locomotive Operators in applying Best Practices Train Handling Techniques. Colour references to THROTTLE MANIPULATION , DYNAMIC BRAKE & AUTOMATIC BRAKE are based on an optimum train run and may vary dependent on a number of variables, such as train characteristics, meets, weather, etc...
The 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. Wheel 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. Fuel efficiency will be greatly improved reducing expenses and improving the environment. Track 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.
3
Train 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. To ensure avoidance of wheel slip and control in-train-forces the throttle must be
increased gradually and incrementally. 4. Throttle manipulation must be utilized as the primary means of controlling train speed. 5. Dynamic Brake must be fully utilized as the initial braking force. The use of Dynamic
Brake will ensure less wear/damage to equipment components and improve fuel efficiency.
6. Power braking MUST be avoided. That is, the automatic brake must not be set with the
throttle above idle. When unavoidable the lowest throttle position must be used. Power braking is defined as the simultaneous use of the throttle and automatic brake.
7. The Independent Brake is not to be used at speeds in excess of 15 M.P.H..
4
8. Following any Automatic Brake Release, throttle position must not be advanced until the IDU pressure has increased for 30 seconds.
9. The Flowmeter 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)To 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) When 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. When operating conditions do not permit, a positive brake pipe reduction must be achieved at the next appropriate opportunity.
NOTE: The RTC 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. When 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.
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. The use of Dynamic Brake is effective in slowing the train for planned stops, speed
restrictions and speed control.
3. When Dynamic Brake is available it must be used as the first means of initiating required train braking forces.
4. When Dynamic Brake is in use, the Automatic Brake may be required to provide additional
braking effort.
5. There is no limit on the amount of time spent in Dynamic Brake.
6. The 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!!!
6
THROTTLE MANIPULATION
DYNAMIC BRAKE
HOT BOX DETECTOR
X PUBLIC CROSSING
LEFT CURVE
RIGHT CURVE
0.3 GRADE
PSGR. PLATFORM
AUTOMATIC BRAKE (if no D.B. available) SIGNAL NUMBERS
63
DON STATION NAME
* ELECTRIC LOCK
DIRECTION
SIDINGS/SPUR
Pictorial References Pictorial references in this book have been located as close as possible to actual locations, but may not be 100% accurate. Numbers next to signals indicate the signal number, not the signal location.
30 SPEED ZONE
SPRING SWITCH SS
123.57
& MILE
MAIN LINE
ANTI-WHISTLE W
F= SLIDE DETECTOR FENCE (located above curve line)
T= TUNNEL (located below curve line)
7
B.C. FOREST
PRODUCTS
18
20
06
04 03
02 01
24
Vancouver
Kamloops
YALE SUB ASHCROFT SUB
BOSTON BAR YARD
HC
YALE SUB
92796
00 MAIN LINE
DERAIL
*337
13D
14
1254N 1254S
W
BOSTON BAR EAST
BOSTON BAR WEST
13
Bunkhouse
8
1 2 3 4 5 6 7 8 9 10 11 12 13
WESTBOUND
0
EASTBOUND
HICKS 3.1
13D
30/25 35/30
X
14
35 36
63
62
77
76
93 105
105D 125
139
138 126
106 94D & 94
BO
STON
BA
R
YARD R.105
KOMO 10.2
6040’
48
0.1 0.2 0.1
0.3 0.2
0.4
0.3
0.2
0.3
BOSTON
BAR WEST
1.3
F F F F F F
T T T T T T T T
47 X
Road Access 13.8
Boston Bar West Road
RTC CN 02 *1#
13
30/25 35/30
9
D.D
. 25
.0
14 15 16 17 18 19 20 21 22 23 24 25 26
WESTBOUND
EASTBOUND
35/30 30/25
40/35
139 151
163 175
189 & 189D
211
241
261 262
262D
236
208
190
176
150 162
138
STOUT 18.3
YALE 26.7
6030’
0.1
0.3
0.2
0.3 0.1 0.1
F F F
T T T T T T
RTC CN 02 *1#
H.W
.S.
24.7
4 –
24.9
9
35/30 40/35 30/25
10
WESTBOUND
27 28 29 30 31 32 33 34 35 36 37 39 38
EASTBOUND
40/35
275D
323 357
369
391
392 358 324 296
276 262
262D
YALE 26.7
6030’
TRAFALGAR 36.0
50/45
370
0.3
0.4
0.1 0.4 0.1 0.4 0.1
0.2
0.4 0.2
40/40
T
X X
Squeah Forestry Road
RTC CN 02 *1#
275
40/35 50/45 40/40
35 p
so fr
t 35
pso
frt
11
WESTBOUND
40 41 42 43 44 45 46 47 48 49 50 52 51
EASTBOUND
X X X X
429 443
443D
489 529
488 458 444
430D & 430
391
392 X
HOPE 40.2
FLOODS 44.0
6030’
55/50 55/55 35/30
X X
X
0.2 0.4 0.3
0.2 0.3
0.1 0.1
W W W
X X
6th Ave. 3rd Ave.
Yale Road Floods Road St. Elmo Road Peters Road
RTC CN 02 *1#
35 PSO FRT
40/40
55/50 55/55 35/30 35 PSO Frt
40/40
12
WESTBOUND
53 54 55 56 57 58 59 60 61 62 63 65 64
EASTBOUND
529 543
X
605 621
X X X
653
654 604
558 544 530
CHEAM VIEW
54.1
ROSEDALE 65.9
5930’
35/30 50/45 45/45 70/65
X X X
0.1 0.2
0.2 0.2 0.2
0.1
3535
654D X X
X X X
PSO
Peters Road Herrling Island Road Nevin Road
Ford Road McGrath Road
Yale Road East Gravel Pit Road Old Yale Road Popkum Road Julseth Road
RTC CN 02 *1#
35/30 50/45 45/45 70/65 PSO
3535
13
WESTBOUND
66 67 68 69 70 71 72 73 74 75 76 78 77
EASTBOUND
X X
653 665D
X X X X X X X X
689 713 719
719D 776 757
775N
775S 758S
737
738
720
714D & 714
690 666 654
ROSEDALE 65.9
5930’ CHILLIWACK 71.8
ARNOLD 76.5
8360’ 30MPH
70/65 50/45
758N
X X
X 0.1
0.2 0.1
0.2
0.2 0.1
654D
W W
X
X
W
SRY Interchange
Broadway Street
Young Road Cannor Road Frontage Road Lickman Road
Aitken Road Prest Road Bamford Road Gibson Road
Upper Prairie Road Annis Road Nevin Road
Ford Road
RTC CN 02 *1# RTC CN 02 *1#
WIL
D 7
4.6
665
50/50 70/65
70/65 50/45
50 mph Frt. 100 TOB & 8000 ft or longer
50/50 70/65
55 mph Frt. 100 TOB & 8000 ft or longer
50 mph Frt. 100 TOB & 8000 ft or longer
55 mph Frt. 100 TOB & 8000 ft or longer
14
X
X X
Riverside Road
Sorenson Road
Glenmore Road Hargitt Road Bell Road
Swanson Road
Little Road
Sumas Mountain Road Cox Pit Road Beharrell Road
X
WESTBOUND
79 80 81 82 83 84 85 87 88 89 91 90
795
X X X X X X 819
841 867 879
897B 909N
909S 910
X X X X X 898
882N
882S 868S 842 820
SUMAS MTN.
86.7
MATSQUI 87.4
50/45 30/25 45/40 55/55 45/40
868N
X X 881
796
CPR
880
14B
X 0.1 0.1 0.1 0.3 0.2 0.3
EASTBOUND
35 M
PH
DIA
MO
ND
02
897A
Refer Cascade Sub. Profile MATSQUI JCT.
87.9
PAGE 89.8 ABRAHAMSON
90.9
86 RTC CN 02 *1#
MOVEABLE POINT FROG
50/45 30/25 45/40 55/55 45/40
MOVEABLE POINT FROG
15
WESTBOUND
92 93 94 95 97 99 100 101 102 104 103
EASTBOUND
45/40
927 945
X X
X X X X X X X X X X X X X X
969N
969S
993N
993S
1015N
1015S
1033N 1018N
1018S
994N
994S
946N
946S 928 910
GLEN VALLEY 94.5 HYDRO
101.7
65/60 5045 50/50
X
970N
970S
X X 1033S
X
1034N
1034S
0.2 0.2 0.2
W W W
Bradner Road Lefeuvre Road 264th Street
96
272nd Street
98
252nd Street Church Street
Glover Road 96th Ave.
96th Ave.
222nd Street
RTC CN 02 *1#
Trains to Rawlison/Page/Port Subs.
Confirm with BCR RTC Chan. 39-39
3535 PSO
45/40 65/60 5045 50/50 35
35 PSO
MOVEABLE POINT FROG
16
WESTBOUND
105 106 107 108 109 110 111 112 113 114
EASTBOUND
X X X X X X
X X X X
X X X
X X
X X 1051S
1051N 1063N 1077N
1077S
1093N
1093S
1105N
1105S 1125S
1140
1128
1108S 1050S
1064N
1064S
HAMPTON 110.7
DOUGLAS ISLAND
112.6
MACDONALD 113.8
END OF M/T
MIDDLE LEAD
50/50
1125D
1108N 1092N 1078N
1078S
X X
1063S
X
1050N
1092S
1139
1140D 0.2 0.3 0.2 0.3 0.3 0.1 0.5 0.4
0.2
1128D-1
1125N
PLAN VIEW
(GRADE NOT SHOWN)
PA00
OLD MAIN
RIVER LEAD
RULE 105 TERRITORY
W W W W
RULE 105 TERRITORY
DERAIL - PA00
(JUST WEST OF SIGNAL 1128D-1)
222nd Street 96th Ave.
216th Street 208th Street 201st Street Telegraph Trail
192nd Street 182A Street
179th Street 104th Ave.
RTC CN 02 *1#
50/50 RULE 105 TERRITORY
17
PORT MANN BRIDGE
Thornton Yard East
(Surge Yard)
Page 608
Marvin Stewart 1997
MACDONALD 113.8
END OF M/T
DOUGLAS ISLAND
112.6
HAMPTON 110.7
CTC SIGNALS NOT SHOWN REFER TO PAGE 16
DERAIL - PA00
(JUST WEST OF SIGNAL 1128D-1)