Air and Dynamic Brakes
and Train Handling

By Marcel Derrick

For suggestion or comments contactMarcel Derrick via E-Mail

In this issue, I'm going to address a situation which a number of individuals have asked me about; what finally led me to go this route was a request from some of our folks at the Fort Worth diesel shop. >From the time of the initial inquiry, the thoughts and views on this have included, "It's not that clear", "It does not apply in this instance", and other related statements.

My intent again was to do a different subject for this month; but the more I worked on that project, the more heavily it kept being placed for me to do this upcoming story instead. So now, I am about to do two things: Attempt to settle an issue, along with getting this off of my thought patterns. Here we go.

THE MATTER IN QUESTION

The layout: You have a DPU train. Now, you have unlinked the DPU control system. With the train now in this state of being, is it permissible to leave the remote consist(s) in the body of, or at the rear third of the train like a boxcar, and operate the train? NO, IT'S NOT!!!

To do so is contrary to Item 4A of U.P. R.R.'s revised system special instructions of June 1st, 1998. Now, I'm going to use a road map format to take you through to the whys for this answer.

DISTRIBUTED POWER LOCOMOTIVES

First, the locomotive itself. A locomotive IS NOT A BOXCAR!!! A locomotive is: "A unit, or combination of units, used in train and yard service, propelled by any form of energy, and operated from a single control." To date, I am not aware of any type of freight car which can propel itself (Switching and train handling rules can prove this 100%).

Now, let's define a locomotive consist: "One or more units with MU connectors coupled, cut in, and operated from a single control."

There are two more definitions which will offer input to this outline; they are:
ISOLATED LOCOMOTIVE - A locomotive that will not respond to control, or develop power.
On DPU trains, all remote consists become isolated locomotives whenever you unlink the DPU control system. Performing this action is no different than pulling the MU (Jumper) cables from between two locomotives in a conventional consist.
DISTRIBUTED POWER LOCOMOTIVE - A locomotive which is outfitted with equipment that allows for capability of remotely controlled locomotive operations. The locomotive becomes a DP Unit whenever this equipment is fully enabled.

The DPU system is an option available for installation, factory fresh or post date retrofit, for a conventional locomotive. And, like the dynamic braking system, this application allows for greater flexibility of locomotive capabilities in train service.

TTSI ITEM 4A: MORE DATA

So far, the main event player has been the term of isolated locomotives. The reference to this is contained in Item 4A, which contains the phrase "Immediately behind the locomotive consist." It also specifies this application for lead or helper consists.

Now to the next point: The consists referred to here have in common that they are manned by railroad crew members operating from the controlling units of those consists (Thus demonstrating the meanings of locomotive and locomotive consist). DPU trains are controlled by the operator of the lead consist with the DPU control system.

So whenever you unlink the DPU control system, you now have back there unmanned, isolated locomotives (Refer back to the definition of what is an isolated locomotive). Therefore, the next question would be: Does an unlinked DPU train, with those locomotives still being back there, meet all the criteria necessary to perform proper train handling, according to the definitions for locomotive and locomotive consist operations?
NO, IT DOES NOT!!!
Let's now take things up to another stage to ascertain why this is THE answer.

First up:
Rule 30.10.2C, part 2: If you are employing a remote consist as an equivalent device, it clearly states that the engineer of the lead DP unit MUST HAVE CONTROL OVER THAT CONSIST. This is NOT possible whenever the DPU system is unlinked. Additionally, the engineer is blind to what his air pressures are at the rear end of the train if the remote is placed behind the last car of the train as I see in use on the DPU coal trains on my territory. So this results in failure to comply with the DPU portions contained in ABTH Rule 31.3.2..

Rule 31.1.8: An unlinked, unmanned locomotive has no means by which "bailing off" automatic brake pipe reductions may be performed, leading to violations of this guideline.

Rule 32.1: Manned or unmanned, linked or unlinked, this action is NEVER to be done.

Rule 32.3: With the lesser control over that much weight, you have the potential for running into train handling problems, along with damaging the locomotives and their equipment.

Note that you saw in this outline a number of references to manning the locomotive consist. So now ponder this question: Could this train now be transformed by operating it, utilizing the remote units as manned helper consists?
YES, IT CAN!!!

Section 31.8 in the newly issued ABTH rule book of June 1, 1998, has the information for how these operations are governed, along with TTSI Item 4 and Item 4A, as well as any system and division general orders and general notices in effect.

Here is another question: Why not relink the train the DPU control system and go back into DPU configuration? This results in not burning up manpower, as well as giving you safe train handling. In fact, this way is even better, in that all locomotive consists are now pumping air into the brake pipe, whereas in manned helper operations, only the lead consist is performing this responsibility.

But now, this comes up: You don't wish to do either of these solutions. You have already read what will occur whenever locomotive consists are improperly conditioned. In order to fulfill 100% compliance to the rules, the only alternative is to hostle the locomotives to the head end of the train. The requirement for this action may be found in ABTH Rule 31.13.1, and Rule 31.13.2..

ABTH RULES 31.13.1 & 31.13.2: THE DPU MYTHS

These two rules address both what and why they are they are necessary for the handling of isolated locomotives. Now, there are individuals who have expressed the view that these are ABTH rules not specifically with DPU operations in mind.

The thought patterns they base their interpretations on are the contemporary standards we are accustomed to. So now, I'm going to put this position to a test, along with seeing how well versed you are overall about DPU train operations. The example train will be a job I reported on in the March 1998 issue: Job 2CCDSA-20, which came into Fort Worth on Feb. 26th with this arrangement:

The scenario I'm going to set up is most familiar to the engineers who operate the Choctaw Sub between Mc Alester, Ok. and Fort Worth: Pulling into Caddo, Oklahoma, you've noticed that the speed of the train when you hit the north siding switch was lower than expected. Your troubleshooting has determined the cause is the MU cable between the UP 8099 and the UP 8214 has gone bad (This now leaves you with the rest of the units in your lead consist as isolated locomotives). But obviously, you cannot have only the lead unit and the UP 8218 remote as working units, since now you don't have enough power to make it over Ray Hill and into the yard at Denison, Texas.

There are no extra MU cables on any of the lead consist units. It is 2 AM when you made this discovery, and not other jobs are in the area to help you out.

Question: In order to fulfill 100% compliance with all applicable ABTH rules, what do you need to do in order to get your train on the move again? (The answer to this question is located elsewhere in this issue. Before turning over to it, give it your best try. The answer will become clearer to you once you have read this entire feature; as you have already read what the solution is).

Here is the next portion for why these rules do apply: The birth of a DPU train occurs during these portions of the linking and setup process: (1). The release of the automatic brakes after receipt of the Leakage Test Pass message. This causes the remote units to cut in their brake valves, now making the air brake system into DPU configuration, (2). The execution of Run mode to the DPU system electronics (Turning on the generator field switch on the remote units). These steps now give the operator full control of the remotes from the lead consist.

So prior to these performances, you still have a train with conventional air brake conditions in effect, just like what you have in place whenever the DPU control system is unlinked (SD90/43MAC locomotives make this a no-doubts statement; they have a System screen soft key selection of END DIST PWR).

So, upon adding the former remote units to the lead consist, remember that you are also governed by TTSI Item 4 and Item 4A for operating guidelines. Also possibly affecting you will be TTSI Item 2E, as well as any system or division general orders and general notices presently in effect for conventional formatted train operations.

Next Step: Since your train no longer has in use any form of an equivalent device, ABTH Rule 30.10, Rule 30.10.1, and TTSI Item 4B and Item 4C must be adhered to, as the train must now be operated with the two-way E-O-T-D system.

CONCLUSION

I have been told by many individuals that my features go too deep for them to comprehend (Translation: It is far too technical for them to understand what I'm describing). That's because I dig much deeper than most; It is my way for getting down to THE ANSWERS to questions and issues in my field. In my years of doing these monthly visits, this has been the hardest article (In more ways than one) that I have done to this date.

In order to unlock rules interpretations, you must go this direction in order to have THE ANSWER.

So, by what you have just read, I trust that this demonstrates that in order to achieve this level, you must go outside of normal thought patterns to get THE ANSWER (In team leader training, this was called using a paradigm). May this feature put an end to all of the debates surrounding what never should have become a controversial subject.

Any comments or questions concerning this feature may be forwarded to the E-Mail addresses listed above, or contacting the CROSSROADS voice mail on company network a 8-878-4528 (If calling long distance, the area code is 817). It is immaterial to me as to whether your submissions are positive, negative, both or neither. I welcome your feedback.

MY CLOSING OBSERVATION

Teaching is an action intended to make us stronger at what we do in life. The Bible also points this out; the verses containing them are in Romans 10: 1-4.

Marcel is a Fort Worth Based Locomotive Engineer.
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