His test results came back, all completely negative. For my twin brother and I (if you're wondering, we are identical) to receive this special a gift on our 36th birthday has been to this point the best present one could pray for. So as always, thank you everyone from our family to yours for allowing us to have this special a day in our lives. I would also like to thank my wife Stephanie for her caring and understanding on so much that goes on with me as far as with my occupation.
It does indeed take someone special to relate to this job, and sometimes me too. It has been said that all of us are unique and blessed, and most definitely, Stephanie is that and more. So thank you sweetheart for a wonderful honeymoon that is not over yet.
Better known as the E-Brake systems, they are available as either the stand alone version (which may be identified by a keypad being on the cab control unit), or the version whereby changing the functions may be done thru the integrated display screens.
The stand alone system will have its own message display screen for display of run time messages, whereas this same data for the integrated displays will be contained in the lower left hand side the screen.
Both type formats of E-Brake systems are in use on locomotives in the UP fleet.
UP 5000: An E-Brake Test Vehicle
One of the key reasons behind why pre-production testing
is performed is to examine how various equipment will react
on a locomotive.
This was the case when UP SD50 unit No. 5000 was retrofited with the WABCO E-3101 stand alone brake system. The specific areas being looked at were how the E-Brake portions would react alongside other electronic equipment such as the CCS-SC system, along with how well the system would perform.
Once these studies were completed, this locomotive was
converted back to its original configuration of 26L pneumatic
brake.
EPIC Anf CCB: New Technology from longtime Producers
Currently, there are two companies, both of whom are
well respected in the railroad industry, which manufacture E-
Brake systems for both road and yard locomotives.
They are the Westinghouse Air Brake Co. (WABCO) and the division of New York Air Brake Co. (NYAB) called Knorr Bramzah (KNORR for short). The WABCO product is called the EPIC brake (Electric Pneumatic Integrated Control); KNORR's version is called the CCB (Computer Controlled Brake) system. Outwardly, the cab control unit will look much like the pneumatic versions of the 26L types still applied to the majority of locomotives.
On the Knorr system, you will see the handle position label of CS; this stands for continuous service. It is merely another name used for the handle off position, so its function is identical.
Keep in mind though that the brake control handles on the control unit are not removeable types as what you run across with conventional cab pneumatic brakes.
E-Brake System Operation
In the pneumatic air brake system, various piping is
operated to control the air flow for the areas such as the
brake pipe, main reservoir, brake cylinder and equalizing
reservoir.
The E-Brake system performs these same items, but it does so by way of a computer; through a logic program it contains, the proper sequencing of events is carried out via electrical messages. The handles on the cab control unit serve as the messenger; from here, the amount of the signal it sends to the brake control computer "tells" it what amount of brake application the operator has requested, or when to release the brakes.
The E-Brake system has the capability of pressure maintaining against moderate equalizing reservoir leakage. Although not in use on the UP locomotives, a customer, upon request, may have an E-Brake system outfitted with the Freight-Passenger positions selection.
Except for the emergency position, the E-Brake system, when it is setup in the trailing unit mode, totally ignores all handle positions.
So under this condition, it is permissible to have an E- Brake equipped unit in trail with the automatic brake handle in the release position since, upon the operator's confirmation of the trailing mode selection, the equalizing reservoir pressure will be drawn down at a service rate to zero pressure automatically.
Depending upon the manufacturer, there are different ways by which the operator may "bail off" an automatic brake pipe reduction on the E-Brake system when it is the lead unit; the WABCO system retains the same format as the pneumatic brake, in that depressing the independent brake handle sends the signal to do this function.
On the KNORR system, there are a couple of ways this may be performed (the one used depends upon customer request). The type used on the BN SD70MAC employs a spring loaded switch located below the knob on the independent brake handle; pulling up this switch will set the "bail off" process into motion.
The C44AC units of the CSX use a pushbutton which is positioned on the left side of both the automatic and independent brake handles in the knob. Regardless of the format, it does not alter the provisions in UP's train handling guidelines for properly "bailing off" an automatic brake application on a locomotive consist.
In addition, the air brake rules for events such as changing ends, brake tests, and others are not altered with the E-Brake system.
Forced Leading Capability
Another key item which you come to note about E-Brake
systems is that they do not use conventional cutout cocks for
setting up the brake system for lead or trail operation (this
is done by, depending upon the format. the stand alone keypad
or thru the integrated display screens).
So in order to prevent you from moving one of these type locomotives with the brakes cutout, a safety feature called Forced Leading was created.
It is designed to give you at least independent braking control of the unit. To enable Forced Leading requires that the reverser be out of neutral and the generator field switch in the On position.
This activates an electrical tie-in wire which will send a signal to the brake control computer to give you independent brake cutin. Forced Leading does not however give you cutin of the automatic brake; to accomplish this requires the setup from the operator.
Forced Leading will not function if the E-Brake system is dead, or if the air brake circuit breaker is turned off.
E-Brake Emergency Braking Operation
Along with my reference earlier in this article, there
is another item you should remember about emergency brake
operations and the E-Brake system: regardless of its state,
a fully charged E-Brake system will be able to give you an
emergency brake application.
This capability is possible due to the use of a backup system to the main E-Brake system. As a sidenote from history: the type of E-Brake system field tested on unit UP 5000 was not outfitted with the backup system. This paved the way for its development onto the later versions now in use.
E-Brake System Applications: Their Advantages
The E-Brake system is easier and more logical to
troubleshoot that its pneumatic system counterpart. The
system has its own diagnostics recorder which logs via codes
the details surrounding a given problem experienced.
Also, fewer moving parts means less to cause a problem, thus improving overall mission reliability.
Other E-Brake System Pointers
1. The E-brake system's readout is an all digital format;
however, it will not give you a reading such as, for example,
40 1/2 lbs..
2. The display screen will inform the operator of what type
of emergency or penalty brake application is in effect. It
will also deliver message prompts instructing you on how to
recover the air brakes.
E-Brake Q & A
1. Q. Can an E-brake equipped trailing unit have its E-Brake
system setup for trailing operations by way of using
the setup function system on the lead unit's E-Brake
controller?
A. No. The air brake setup functions are a per locomotive
function; it is not and does not trainline thru a
consist like other functions such as, for example, the
headlight control switch.
2. Q. On E-Brake equipped units, is the sound the operator
hears actual air or a simulated sound.
A. It's the real thing.
System Failure
If you should incur a failure of the E-Brake system, the
result will be a penalty brake application onto the train.
During a system failure, you will not have the capability of
"bailing off" the automatic brake application, so under these
conditions, careful train handling is a must.
Should you be unable to repair the problem (in the field, the only attempt you can make is by cycling the air brake circuit breaker to see if that works), you then must setup the locomotive as the trailing unit in the consist.
Once this has been accomplished, turn off the air brake circuit breaker, and then apply to it a non-compliance tag, along with reporting this situation to the power desk in Omaha and /or other appropriate mechanical personnel.
In this condition, the locomotive may be used only as trailing power; the key item to remember is that in this condition, the maximum amount of independent brake cylinder pressure you will have is 45 lbs..
This is because when the circuit breaker was turned off, it automatically transferred control of the air brakes to the backup system, and for the backup, there is the 45 lb. limit.
Additional Material
Today, you have read a lot about the E-Brake system.
There is additional information available via videotape and
other materials which outline how to operate the E-Brake
system; they will also contain the instructions for how to
properly perform the required tasks for operations. Consult
your supervisor for obtaining this information.
A LOOK AHEAD
Recently, a fellow engineer had a question for me about
the Integrated Distributed Power system. In next month's
issue, the focus will be an introduction to this latest
feature in locomotive technology; comparing it with the stand
alone control box console presently operating in the DPU
fleet on the UP.
I will in more depth be answering his question.
Now, for some updates and other issues:
Integrated Display Screens
In the last edition of CROSSROADS; the subject matter
was on the integrated display screens now appearing more on
locomotives.
One of the items I pledged to give you a follow up report on was with the power surge condition that happened here last year involving a Conrail SD60M and a UP Dash8, which resulted in the ICE display condition of INITIALIZATION DATA NOT FINALIZED.
Here is the background: this particular Conrail locomotive was among the first production units built with the ICE system. The power supply system this version uses was succeptible to this situation.
Now installed on units with the ICE system is a different type of power supply controller, which should not be likely to trainlined power surges from cranking a Dash8 unit.
Also, we recently had an engineer experience a situation of a screen loss on the IFD, but did not along with it endure a penalty brake application. The background on this: this was because the screens had become overheated. Under this condition, an E-Brake failure penalty brake application will not happen.
Because the locomotive was equipped with a cab air conditioner, the cooler environment also filtered over to the screens, resulting in no additional failures.
Be aware of the following situation which has occurred on two of the C44/60AC convertible units (series 7013-7047): if for any reason the locomotive is shutdown and you do not pull the battery switch, then the VID screens will become overheated and burn up due to a lack of cooling air to them (the present design requires that air comes from a running locomotive). A software along with some hardware changes are need for the modification to correct this; until that happens, make absolutely sure that whenever you shutdown one of these locomotives, that you pull the battery switch.
This action will shutoff the VID screens, prolonging their life.
Other Q & A
Not too long ago, an engineer who had a train with the
lead unit CP 5980 (an SD40-2), noted the presence of a hot
plate as one of it options. The question forwarded to me was
why the UP does not equip its units with this appliance. I'll
begin by stating why it was applied: the Canadian law
requires that any locomotive operating within that nation
that is subject to be used as a lead unit on a cabooseless
train must be so equipped (you will also notice that Soo Line
units are also equipped with hot plates).
The drawback with the feature is they're difficult at times to maintain. Additionally, it is feared that an employee could end up being burned accidentally on them, so the safety factor is also viewed as an item to consider.
Another engineer who has had the opportunity to operate as a lead unit a BN SD70MAC had a question for me about why we do not equip our units with the headsets/intercom system.
This type of system was field tested on the UP. Along with complaints about being incumbered by the wiring, the testors did not feel that comfortable with wearing them. So the eventual ruling was not to go further with it.
MAC Unit Report
Being based in Fort Worth, it is a common sight for
myself and others to see at Tower 55 the UFIX coal train sets
powered by a trio of the BN's SD70MAC units. Well, in light
of the recent appearances of these units on the run-thru jobs
going to Pryor, Oklahoma, I had wondered if one day one of
those jobs would end up with an exclusive trio of SD70MAC's.
Well, this did take place; it was on July 6th with train CRHGD-06 (110-0-14716, 6135 ft.), as it had units 9540, 9702, and 9424 as the power.
As far as with the UP's current fleet of SD90MAC, there was an occasion which a trio of them were put together on a train. This job was the CBTHS-28 (115-0-15177, 6450 ft.); on June 28th, it left the coal fields for South Morrill with units 8023, 8021, and 8015.
This trio would not get to make it to Texas; though, as the 8023 came off at South Morrill, and the other two made it to North Platte, where again a power exchange was made.
Our New Slogan
Longtime employees and railfans can vividly remember the
days when UP locomotives wore slogans, there have been many
of them over the years. Now comes the newest one: We Will
Deliver. It is being applied to the units which are
undergoing painting at the Jenks shop facility in North
Little Rock.
So far, this reporter has seen this application on C30- 7, GP50, SD50, and Dash8 units in recent time. Stay tuned; more such units of all models will be appearing across the system soon.
Marcell is a locomotive engineer working out of Fort Worth.