Air Brake Rules - Locomotive and Train Operation

Locomotive engineers are responsible to ensure they are familiar with current information regarding the systems and mechanical procedures, which apply to locomotives in service on CPR. Engineers are responsible for the locomotive power in their care and when other duties permit, must make every effort to ensure their efficient and productive operation.

1.2 Safe Operation of Locomotive and Train

The locomotive engineer must take charge, inspect and leave the train in ways that ensure safe operation of both the locomotive and train.

1.3 Central Locomotive Specialist

Central Locomotive Specialist's (CLS) provide
24-hour assistance to crew to troubleshoot en routed locomotive problems. As soon as possible, the locomotive engineer must advise the CLS of locomotive failures, defects, safety hazards or any occasion when a train stalls.

Phone:	1 800 308-6426
	1 403 260-5860
Fax:	1 403 260-5843

2.0 General Instructions

2.1 Engine Covers and Electrical Doors

Employees are restricted from opening engine covers and electrical cabinet doors unless authorized or in the case of emergency.

2.2 Locomotive Fire and Mishaps

In case of mishap or fire to locomotives, the engines and fuel pumps should be stopped, emergency fuel cutoffs tripped and battery switches opened as soon as possible.

2.3 Locomotive in Motion

When locomotive consists are in motion, personnel may move from one locomotive to an adjoining locomotive only when both locomotives are equipped with walkways or vestibules. Hinged walkways should be in the raised position, with safety chains in place, on single locomotives or when coupled to other locomotives not equipped with walkways or vestibules.

2.4 Control Cabs on CP 1100-1104

Operation of the uncoupling lever by an
employee standing on the side ladder of control cabs 1100-1104 while in motion is prohibited.

Note: These units are used in Canada only.

2.5 Stopping Locomotive over Open Flame

Locomotives or rail diesel cars must not be stopped over open flame switch heaters unless absolutely unavoidable in which case they should be moved off promptly or switch heaters extinguished.

3.0 Maximum Speed of Locomotives

3.1 Maximum Speed - Light Engines

Locomotives operated singly, not coupled to other equipment, and must not exceed 40 MPH.

3.2 Maximum Speed - Coupled to Train

Maximum locomotive speed coupled to a train is governed by traction motor gearing. The table below lists the maximum speed for locomotives.

Class or Locomotive Number	MPH
SOO 6000 – 6041	70
SOO 6042 – 6062	73
DRF-43, DRF-44, DRF-60	68
DRF-30	65
DRS-12	75
DRS-17, DRS-20, DRS 22	65
DS-12, DS-15, DS-17 When Operating	35
DS-12, DS-15, DS-17 When Dead or Isolated	65

Note:

DRF =	Diesel Road Freight	6 axle
DRS =	Diesel Road Switch	4 axle
DS =	Diesel Switcher	4 axle

The number following the initials DRS or DRF indicates horsepower.

Example: DRF - 44 is a 4400 horsepower Diesel Road Freight locomotive.

4.0 Locomotives Basic Consist

4.1 Maximum Number of Driving Axles
in a Consist

A basic consist is the number of locomotives which may be coupled together. The number of locomotives permitted in a basic consist is dependent on the number of driving axles. A driving axle is an axle capable of delivering power to the rail regardless of locomotive type.

Note 1: In application of this Rule, use the following table to determine the number of powered axles.

Loco Model	No. Of Powered Axles	Loco Model	No. Of PoweredAxles
MP15, SW15	4	B30-7A B36-7	5
GP7/9	4	B32-8	5
GP38	4	B40-8	5
GP40/49	5	C32-8	8
GP50/59	5	C36-7	8
GP60	5	C39-8	8
SD40/ -2	6	D8-40C	8
SD50	8	D8-40CW	8
SD60/I/M	8	D9-40CW	8
SD70/M	8	All GM AC	12
SD80/90	8	All GE AC	12

Examples

Example 1	With 4 SD40s , the consist would be considered as having 24 powered axles.
Example 2	With 2 SD60s, the consist would be considered as having 16 powered axles.
Example 3	With 1 GE AC4400s and 1 SD60, the consist would be considered as having 20 powered axles.
Example 4	With 2 SD40s and 1 SD60, the consist would be considered as having 20 powered axles.

4.2 Maximum Driving Axles—NEUS

The maximum number of driving axles permitted on the NEUS Service Areas is 32.

Note 1: This rule does not supercede the requirements of Section 6, Rule 8.0, Restrictions when Moving Backward.

Note 2: On consist with more than 24 powered axles, throttle 8 must not be utilized below
12 mph.

4.3 Adding Locomotives to the Basic Consist

Dead, or isolated locomotives may be added to the basic consist, but the consist must not exceed 8 locomotives total. When dead or isolated locomotives are added, the following restrictions will apply:

· Weight of dead or isolated locomotives must be included in weight of the train;

· All locomotives must have coupler alignment control/bolster stops.

Example: A consist of 5, six axle locomotives is considered to have a basic consist of 30 axles. With this consist, 3 additional dead or isolated locomotives may be added, provided the locomotives have alignment control.

Non-alignment control locomotives may not be handled in addition to the basic consist, but may be part of the basic consist, and handled per
Rule 5.3.

Example: An operating consist of two, six axle locomotives may have non-alignment locomotives added to its consist providing the consist does not exceed a total of 30 axles.

5.0 Handling of Locomotives Not Equipped with Coupler Alignment Control or Bolster Stops

5.1 Locomotives Not Equipped with Alignment Control

The following locomotives are not equipped with alignment control or bolster stops:

Table 5-2: Locomotives With
Non-Alignment Couplers

Type	Locomotive Number (Soo)
SW 9	2112-2115, 2117-2119
SW 1200	322, 325, 328, 1200-1205, 1207, 1209, 1211, 1213, 1220, 1222, 2122, 2126
SW 1500	1401
MP 1500	1500-1563
GP 7	378, 381-383
GP 9	401, 402, 404, 405, 410-412, 414 2403-2405, 2408, 2411, 2551, 4229-4230
SD 10	532, 534, 543

CP Locomotive series CP 1500 and 1600, slug locomotives CP 1018 and 1019 are not equipped with alignment control and, unless stenciled with the words “Bolster Stops” or “Bolster Limiting Blocks Applied” on the side frame in line with the center castings, are also not equipped with bolster stops.

5.2 Leased Locomotives

Unless otherwise specified, all locomotives leased by CPR will be equipped with coupler alignment controls or bolster stops.

Note: It may be necessary to move locomotives owned by industries that perform their own in-plant switching. Unless it can be positively ascertained from the Central Locomotive Specialist that these locomotives are equipped with coupler alignment control or bolster stops, they must be regarded as not being so equipped, and must be marshaled as outlined in Rule 5.3 below, or 7.5.

5.3 Requirement For Handling One or More Locomotives without Alignment Control

The method for handling locomotive consists in which one or more locomotives is not equipped with coupler alignment control or bolster stops is as follows:

a) When locomotives not equipped with coupler alignment control or bolster stops are marshaled as the first and/or second locomotive of a consist, and all other locomotives are equipped with coupler alignment control or bolster stops no special operating instructions are required.

b) When three or more locomotives not equipped with coupler alignment control or bolster stops are in a locomotive consist, they are to be marshaled ahead of the locomotives with coupler alignment control or bolster stops. The use of independent brake on curves must be avoided.

c) When locomotives without coupler alignment control or bolster stops are not marshaled according to a) or b) above, the use of dynamic brake and or independent brake on curves must be avoided.

5.4 Engineer Responsibility

When three or more locomotives are coupled together in a consist, it is the locomotive engineers responsibility to know before proceeding which locomotives in his care are not equipped with coupler alignment control or bolster stops and to handle the train accordingly.

Note: There are no restrictions on the use of locomotives in passenger service, which are not equipped with coupler alignment control or bolster stops.

6.0 Moving Locomotives

6.1 Moving Locomotives within Engine Servicing Areas

When moving locomotives on engine servicing tracks, locomotive engineers and engine servicing engineers (hostlers) must:

a) Charge main reservoir to 100 psi and properly position brake equipment before moving the locomotive.

b) Apply and release locomotive brakes to verify that brake cylinder pistons are operating and brake cylinder lines to trucks are not cut out.

c) Verify that the way is clear before moving the locomotive

d) Ring the locomotive bell prior to and during movement.

e) Do not exceed 5 MPH within engine servicing areas.

f) Do not move on or off a turntable unless the table is correctly lined and locked. Do not exceed 1 MPH when moving on or off a turntable.

When assisted by a hostler helper, do not move the locomotive until signaled to do so.

6.2 Before Moving Locomotive

a) Verify that hand brakes are released on all locomotives.

b) On multiple locomotives consist ensure:

· MU hoses are coupled.

· MU cutout cocks and valves are properly positioned.

c) Ensure main reservoir pressure is 100 psi or greater.

6.3 Initial Movement of Light Engines

After initiating movement, the following will apply:

a) At a speed of 1 to 3 MPH, allow the locomotive to drift with the throttle in IDLE
(if conditions permit).

NOTE: If the locomotive consist does not roll freely when movement is initiated, stop and check hand brakes on all locomotives.

b) Check locomotive brake by applying and releasing independent brake and note development of brake cylinder pressure sufficient to reduce speed and stop locomotive.

c) Increase locomotive speed if conditions permit, and make a service brake pipe reduction sufficient to develop brake cylinder pressure.

d) When speed decreases to approximately
5 MPH, actuate for 4 seconds per locomotive to ensure the brakes release.

6.4 Initial Movement of Engines and other Equipment

When first starting out and locomotives are attached to rail cars or other equipment with air brakes cut in, before speed exceeds 10 MPH, actuate and determine if brakes apply on trailing locomotive(s) in consist.

Note: If actuating results in brakes applying on trailing locomotives in consist, stop and check MU hose connections.

6.5 Light Engine Movement within Yards and Terminals

a) Multiple locomotive consists may be moved within a terminal area with only the brake pipe connected under the following conditions:

· Distance traveled does not exceed 2 miles.

· Speed does not exceed 10 MPH.

b) When starting movement with only the brake pipe connected:

· At a speed of 1 to 3 MPH, apply the automatic brake by making a 10 psi brake pipe reduction. Make sure the brakes apply.

· After stopping, release the automatic brake and make sure all brakes release.

c) Operate a light locomotive consist from the cab nearest the direction of travel when:

· Distance to be traveled exceeds 2 miles.

· Visibility is impaired.

6.6 Reverse Movements of
CP 9000 - 9024 Locomotives

CP locomotives numbered CP 9000-9024 are car body type road locomotives. These locomotives are not equipped with an emergency brake valve adjacent to each end exit door. Crew members controlling a reverse movement from the rear of one of these locomotives must be visible to the engineer.

7.0 Dead or Disabled Locomotives

7.1 Notification of Dead or Disabled Locomotives

The appropriate mechanical officer at the originating point must notify the following (in writing) of the movement of disabled locomotives, specifying speed or other restrictions:

· Operations Manager - NMC

· Yardmaster

· Central Locomotive Specialist.

7.2 Yardmaster

Yardmaster must secure authority of the Locomotive Distributor on which train to move the disabled locomotive.

7.3 Dispatcher

Will notify in writing, the conductor and locomotive engineer of any specific train handling required; the connecting service area of the movement and restrictions required.

7.4 Handling Dead or Disabled Locomotives in a Train

A dead or disabled locomotive, equipped with coupler alignment control or bolster stops, which cannot be added to the basic consist, may be handled in the train provided:

a) It is separated from the locomotive consist handling the train and from other locomotives by at least 6 loaded cars, but not more than 16 loaded cars;

Exception: The requirement to separate locomotives by loaded cars will not apply when there are no loaded cars marshaled to the rear of the locomotives being handled in the train.

b) Not more than 2 such locomotives are coupled together.

c) A single locomotive which has a damaged drawbar may be moved as the last car on a train providing:

· The locomotive is dead, with air brakes set for “Dead in Train.

· The air brakes are operative.

· The train is mostly loaded cars (at least 2/3 loads).

· There are no large blocks of empty cars (10 or more) marshaled anywhere ahead of the disabled locomotive.

7.5 Dead or Disabled Locomotive Not Equipped with Coupler Alignment Control

When a dead or disabled locomotive WITHOUT coupler alignment control or bolster stops is marshaled in accordance with item 7.4(a):

· It must not be coupled to another locomotive;

· Dynamic brake factor must not exceed 10 and the use of independent brake on curves must be avoided.

7.6 New Locomotives Moving from EMD Factory

When moving locomotives from the EMD factory in London, Ontario the following will apply:

a) Locomotives will be handled trailing in the lead locomotive consist, DEAD and with only the brake pipe coupled.

The above information must be recorded on the Crew to Crew Information Form.

b) The locomotives have operative air brakes and should be tested in accordance with train air brake tests (automatic brake application and release only).

Note: General Motors' personnel at London Ontario will set up the air brake system properly and will ensure all controls and switches are properly positioned; locomotive cab doors will be subsequently locked. CPR employees must not alter any controls or switches on these locomotives unless so advised by the Central Locomotive Specialists.

c) The locomotives will be handled in standard freight service.

d) The total number of these locomotives plus the operating locomotives must not
exceed 8.

WARNING! Wheel slip protection will NOT be available for these locomotives. It is mandatory that train crew members make frequent running inspections on both sides of the locomotive consist to ensure that all wheels are turning freely.

e) Any time one of these locomotives is set off and left standing, apply a hand brake and test it’s effectiveness. It will not be possible to re-position the air brake handles and valves.

f) Should difficulty be experienced with one or more of these locomotives during transit, or should one of these locomotives need to be picked up or set out en route, crews must immediately notify the Central Locomotive Specialists.

g) Special Instructions will be issued for EMD passenger locomotives and for EMD export locomotives destined for railroads outside North America, which may not be equipped with alignment control couplers. All new EMD freight locomotives built for North America are equipped with alignment control couplers.

8.0 Pre-Departure Locomotive Inspections

8.1 Crew Change Points

Before departing, the locomotive engineer must:

a) Record any malfunctions or defects on the Crew to Crew Form.

b) Know that the DB factor does not exceed the maximum permissible limit, and record the DB factor on the Crew to Crew Information Form.

c) Ensure that the headlights, ditchlights, bell and whistle are working on the lead locomotive.

d) Know that the flagging equipment is fully supplied on the lead locomotive.

e) Ensure that the hand brakes are released.

NOTE: If the locomotive consist does not roll freely when movement is commenced, stop and check hand brakes on all locomotives.

f) Ensure the locomotive brakes and devices for regulating air pressures, including automatic and independent brake valves operate as intended.

g) Perform a Daily Locomotive Inspection if required.

h) Check locomotive fuel level and ensure it is sufficient. If it is not sufficient, notify the dispatcher

8.2 Pre Departure of Locomotive at Layover Points

At locations where a locomotive has laid over, the locomotive engineer or other qualified person must perform a locomotive pre-departure (walk around) inspection as follows:

a) Start up the engines, if shutdown.

b) Inspect the running gear and trucks for visible defects.

c) Inspect the locomotive(s) for any other apparent hazards likely to cause an accident or injury.

d) Where applicable, the Automatic Reporting Unit (ARU) must be disconnected. (See Rule 10.4 in this section.)

e) Record any malfunctions or defects on the Crew to Crew Form.

f) Know that the DB factor does not exceed the maximum permissible limit and record the DB factor on the Crew to Crew Information Form.

g) Know that the air brake system is set up correctly for lead and trailing locomotives.

h) Ensure that the headlights, ditchlights, bell and whistle are working on the lead locomotive.

i) Ensure water and oil have are drained manually from the air brake system once each day.

j) Know that the flagging equipment is fully supplied on the lead locomotive.

k) Ensure that the hand brakes are released on all locomotives before moving.

l) Perform a locomotive brake test in accordance with Section 3, Rule 3.0.

m) Perform a Daily Locomotive Inspection if required.

n) Check locomotive fuel level and ensure it is sufficient. If it is not sufficient, notify the dispatcher

8.3 Changing Off with another Locomotive Engineer

a) Examine the Crew to Crew Information Form. If the form does not indicate that the DB factor is within permissible limits, check each locomotive and then update the Crew to Crew Information Form.

b) Know that the flagging equipment is fully supplied on the lead locomotive.

9.0 Movements Not Controlled by the Lead Locomotive

See Operating Rules and Timetable Special Instructions. when engineer is not controlling movement from the leading end.

10.0 Winter Operation: (Nov 15 - Mar 15)

10.1 High Idle Protection

Most CPR road locomotives (and SOO 6000 to 6062 - SD60s) have been equipped with high idle feature, which will automatically increase engine RPM to 4th notch if cooling water temperature drops below a certain point.

This feature is not trainlined. Locomotives not equipped with this feature must be throttled up manually (from the controlling locomotive); this is essential to maintain engine temperature and circulation of cooling water.

10.2 Locomotives without High Idle Protection (NOT Equipped)

Leased locomotives, DS Class yard engines, DRS class low horse power road switchers
(CP 1200s, 1500-1705, 8100s, 8200s) and most SOO locomotives are NOT equipped with High Idle protection.

Note: Former SOO locomotives (now CP 740 to 787, CP 1404 to 1437, CP 4406 to 4620, CP or StL&H 5447 to 5484, and CP or D&H or StL&H 7303 to 7312) are NOT equipped with high idle protection.

10.3 Locomotive High Idle to Protect Engine from Freezing

Locomotive must be throttled-up if temperatures are at or expected to be below zero degrees Fahrenheit, and;

Winter Operation High Idle Requirements
IF	THEN
1. Any locomotive in the consist is not equipped with high idle protection; and,	The consist must be manually throttled up as follows:
2. Such locomotives are being left unattended;

On Leading locomotive ensure:

Step	Switch / Lever	Action
1	Generator Field	OFF.
2	Control/Fuel Pump & Engine Run	ON
3	REVERSER	Inserted and in NEUTRAL
4	Throttle	Throttle 4 position

NOTE: Locomotives that are equipped with the High Idle feature should be ISOLATED so that they do not rev up unnecessarily. This should be noted on the Crew to Crew Information Form.

Example: Your locomotive consist includes
CP 8603, CP 8515, SOO 6602 and DH 7303. You have to leave your train unattended. You have heard it is below zero Fahrenheit and you are concerned about the 2 trailing locomotives freezing up. You protect your locomotives by:

Manually throttle up to # 4,

· ISOLATE all locomotives except the
SOO 6602 and the DH 7303.

Even on a shop track, you would leave this consist, or a yard engine, manually throttled up, if temperature is at, or expected to drop below zero degrees Fahrenheit.

It is recognized that train crews do not have easy access to the exact outside temperature. Care and good judgment are essential in the application of this rule.

10.4 Automatic Reporting Units (ARU)

The following will apply where ARUs are used:

a) In areas where locomotives are connected to an ARU, do not increase the throttle to notch 4 unless advised to do so by Mechanical Services or supervisor.

b) All unattended locomotive consists which are tied up at locations where an ARU is located, must have ARU connected as follows:

1) Leave the locomotive on RUN. DO NOT ISOLATE or put to RUN after ARU is connected.

2) Plug in the ARU cable into MU receptacle on front of lead locomotive.

3) Place the antenna on the outside of the locomotive cab using the magnetized antenna base.

c) Before moving the locomotive, check to ensure ARU cable is unplugged as follows:

1) Remove the ARU from the locomotive MU receptacle.

2) Remove the antenna from outside to locomotive cab.

3) Store the ARU in the designated area to avoid damage to equipment.

NOTE: If the reverser is placed in a direction before the ARU is unplugged, the locomotive wheel slip alarm will activate.

d) Portable Type ARUs are available at locations indicated in notices and must be used when locomotives are to be tied up at remote locations. Locomotive Engineers are responsible to ensure that the portable ARU is with the consist prior to leaving the initial location as well as the remote location.

e) If responding to an alarm from an ARU:

1) If the locomotive(s) is shut down, find and correct fault and restart.

2) Ensure locomotive(s) is running in idle. Check isolation switch to ensure it is in RUN position.

3) Ensure the ARU plug is correctly set into MU receptacle on the locomotive.

11.0 Draining a Locomotive in Freezing Weather

Note: CP 9300—9303 (SD90MAC/6000s) and UP 8500—8561 (SD90MACs) are equipped with anti-freeze in the cooling system and must not be drained.

11.1 Winter Operation (Nov 15 - Mar 15) Draining Locomotives

During winter operations locomotive(s) must be drained under the following conditions:

Winter Operation Draining Requirements
IF	THEN
Any locomotive dies and cannot be restarted.	The cooling system MUST be drained using the manual drain valve.
IF	THEN
A leased locomotive is trailing and 1. It has to be left ISOLATED and 2. It is not equipped with an Alarm Silence Switch	The cooling system MUST be drained using the manual drain valve.

Caution: refer to rule 11.5 of this Section.

Silent Alarm Circuit

CPR locomotives are equipped with an Alarm Silence Switch so even when isolated will “sound the alarm” if the engine shuts down.

About one half of leased locomotives do not have this feature and if ISOLATED, will NOT “sound the alarm” if the engine shuts down.

Automatic Drain Valve

Do not rely on automatic drain valves. When a crew members responds to an alarm, the cooling water temperature may still be warm enough to prevent the valve from opening. When it cools, no one may be present to confirm that the valve opens automatically and if it doesn’t, serious damage is likely.

11.2 Draining Locomotive

When the engine of a locomotive is shutdown and there is a possibility of damage from freezing, the engine cooling water must be drained.

a) Refer to the draining instruction posted in the cab.

b) Open main valve to drain diesel engine.

c) If the locomotive is equipped with a pressure relief valve on the expansion tank, relieve the pressure in the system by pulling down on the fill valve handle (pressure relief valve) until the pressure is vented. Stay clear of the filler pipe connector when releasing pressure. Once the pressure is vented, carefully remove filler pressure cap.

Note: The following locomotives are equipped with a pressure relief valve.

CP 671-676	SOO 4400-4452
CP 762	SOO 4506-4515
CP 777-780	SOO 4598-4599
CP 783-786	SOO 6000-6062
CP 3021-3135	SOO 6450
CP 3253-3254	SOO 6601-6617
CP 4404-4406	CP 9500-9683
CP 5400-5485	CP 8500-8580
CP 5560	CP 8600-8655
CP 5565-6080	CP 9700-9740
CP 6603-6607	CP 9750-9784
CP 9000-9024	CP 9100-9160
SOO 757-789	DH 7303-7312
SOO 1532-1563

All other CP, SOO and foreign locomotives are assumed not equipped with a pressure relief valve on the expansion tank.

d) If the locomotive is not equipped with a fill valve handle (pressure relief valve) observe coolant temperature gauge at engine start station.

1) If coolant temperature gauge indicates that coolant temperature is normal
or cold - green or blue section of the gauge - open and remove expansion tank cap carefully.

2) If coolant temperature gauge indicates that coolant temperature is hot - red section - leave expansion tank cap on and allow engine to cool. Only when temperature gauge indicates that coolant temperature is normal should cap be opened and removed.

e) Open the inlet, outlet and vent valves at the cab heater where provided.

f) Open drain valve at the fuel oil heat exchanger (if applicable).

g) Drain water cooled air compressor (if applicable).

h) Drain air system condensation.

i) Drain the air start condensation if applicable.

j) Any former SOO, D&H, foreign and leased locomotives not equipped with an Alarm Silence Switch that for any reason are required to be ISOLATED when trailing in a consist must be shut down and drained during freezing weather.

CAUTION: Care should be taken as to where cooling water containing compound is drained.

k) The MAIN BATTERY SWITCH must be "OPENED" and the circuit breakers must be placed in the "OFF" position after draining. This is to prevent the batteries from discharging. Discharged batteries will freeze.

11.3 GE AC4400 Locomotives - Dry-Radiator Cooling-Water System

When the engine is running, the water in the water sight glass will fall below the FULL AT IDLE mark. The following GE Maintenance Instruction should be followed for checking the cooling-water level and adding water to the system.

Check the cooling-water level after the engine has been idling for at least ten minutes. This will ensure that all water has been drained from the radiators back in the water storage tank. Correct water level is between the FULL AT IDLE and LOW AT IDLE marks in the water-tank sight glass.

Caution: Do not fill the cooling-water system above the FULL AT IDLE mark, since the system may run cold, causing serious engine damage and possibly frozen radiators. Do not allow level to go below the LOW AT IDLE mark, since water pump cavitations will take place, resulting in low water pressure, poor cooling and a hot engine.

If cooling water is below the LOW AT IDLE mark, add water by one of the following methods:

Preferred method (through the water fill pipe):

a) Attach the water supply hose to the water-fill pipe connection. Turn on the water supply.

b) Pull down the spring-loaded handle of the water-fill valve and allow it to fill until the sight glass water level is at the FULL AT IDLE mark.

c) Slowly return the spring-loaded handle of the water-fill valve to its normal horizontal position.

d) Shut off the water supply. Remove the water supply hose from the water-fill pipe connection.

Alternate method (through the fill pipe under the pressure cap):

a) Pull the vent-valve handle downward and hold for 60 seconds to vent pressure from the cooling water system.

Warning: Do NOT remove the pressure cap until the cooling-water system has vented for a full 60 seconds. Removing the pressure cap before the cooling-water system is fully vented will cause hot water to spray out of the fill pipe, possibly resulting in personnel being burned.

b) With the vent-valve handle still held downward, remove the pressure cap.

c) Continuing to hold the vent-valve handle down, add water through the fill pipe until the sight glass water level is at the FULL AT IDLE mark.

d) Still holding the vent-valve handle down, replace the pressure cap on the fill pipe and allow the vent-valve handle to return to its normal horizontal position.

11.4 GE AC4400 Locomotives
Drain Valve Circuit Breaker

The drain valve circuit breaker located on the engine control panel is to remain ON at all times.

11.5 Safety Hazard - Draining Leased Locomotives

When it is necessary to drain the coolant from a leased locomotive, ensure the drain pipe is not pointed at you.

a) Inspect the drain pipe arrangement from the drain valve to the pipe outlet.

b) Determine if the drain pipe outlet is below the walkway or into the engine sump.

c) If the drain pipe outlet is below the walkway, as is customary on CP locomotives, open the drain valve.

d) If the drain pipe outlet is into the engine sump, and pointing upward, ensure that when opening the drain valve, you will not come in contact with the coolant.

12.0 Causes of a PCS Operation (Pneumatic Control or
Power Cut-Off Switch)

NOTE: In the following instructions, PCS also refers to PC or Power Off lights.

12.1 Causes of PCS Switch Operations

Any one of the following will cause the PCS switch to operate:

a) An emergency brake application.

b) A penalty brake application caused by:

· A timing out of the Reset Safety Control (RSC, also known as an Alerter),

· The safety control foot pedal being released, or

· Exceeding the maximum speed of the locomotive.

13.0 Recovering a PCS Following a Penalty Brake Application

13.1 Procedure

The following procedure will apply when recovering a PCS after a penalty brake application:

a) On a locomotive equipped with a RSC

1) Place the independent brake handle in FULL application.

2) Place the throttle/dynamic brake handle(s) in IDLE/OFF.

3) Place the automatic brake handle in SUPPRESSION (or LAP for No 6 and 24 equipment).

4) Operate any system reset and wait for the brake pipe exhaust to cease, or the PCS light to extinguish.

5) Return the automatic brake handle to RELEASE (or RUNNING for No 6 and 24 equipment).

b) On a locomotive equipped with a Safety Control Foot Pedal:

1) Place the independent brake handle in FULL application.

2) Place the throttle/dynamic brake handle(s) in IDLE/OFF.

3) Depress the safety control foot pedal.

4) Place the automatic brake handle in SUPPRESSION (or LAP for No 6 and 24 equipment) and wait for the PCS light to extinguish.

5) Return the automatic brake handle to RELEASE (or RUNNING for No 6 and 24 equipment).

NOTE: On some locomotives, after brake valve exhaust ceases, the PCS light will not extinguish until the automatic brake handle is returned to the RELEASE or RUNNING position.

WARNING - PCS RECOVERY

(GM & GE Locomotives)

The throttle and dynamic brake handle MUST NOT be moved from the IDLE position before attempting an automatic brake release. Following the release, ensure brake pipe pressure is being recharged AND the PCS light is out.

14.0 Recovering a PCS Following an Emergency Brake Application

14.1 Procedure

The following procedure will apply when recovering a PCS switch after an emergency brake application.

a) Place the independent brake handle in FULL application.

b) Place the throttle/dynamic brake handle(s) in IDLE/OFF.

c) Place the automatic brake handle in EMERGENCY (or LAP for No 6 or 24 equipment).

d) Wait 60 seconds AND on locomotives equipped with an electronic display screen, ensure reset message appears or the fault disappears.

e) Return automatic brake handle to RELEASE, pausing briefly in HANDLE OFF and SUPPRESSION; (on No 6 or 24 equipment, return automatic brake handle to RUNNING position).

WARNING - PCS RECOVERY

GM & GE Locomotives

The throttle and dynamic brake handle MUST NOT be moved from IDLE position before attempting an automatic brake release. Following the release, ensure brake pipe pressure is being recharged AND the PCS light is out.

14.2 PCS Recovery / TIBS Failure

When recovering PCS and there is a TIBS failure the following will apply:

THEN

1. The TIBS is known to be defective and it is necessary to recover the PCS while standing on a grade, and;

2. The state of charge of the brake pipe cannot be determined or is in doubt, and;

3. The locomotive brakes are not sufficient to prevent train movement;

A sufficient number of retainers and/or hand brakes must be applied to hold the train standing, before releasing the automatic brake.

14.3 Emergency Brake Application Recovery Procedure - Retainers and Handbrakes

a) Refer to Section 10, “Moving from a Stop on Heavy grades” – Rule 1.9 “Use of Retaining Valves”. Also see Section 4, Rule 4.0, and Section 6, Rule 1.4 through 1.7.

b) When hand brakes are used, they must be released before moving the train, but only after the train air brake system is fully charged.

c) When High Pressure (HP) retainers are used, the train must not exceed 20 MPH. The train must be stopped every 20 minutes for a period of 10 minutes in order to allow the wheel and brake shoe time to cool off.

15.0 Changing Operating Cab of a Multiple Locomotive Consist

Note: Ensure that the locomotive is protected from unintended movement.

15.1 At the Cab Being Cut-Out

The following procedure must be used when Cutting-Out the LEAD locomotive and setting it up for TRAIL:

a) Place

· The throttle in IDLE

· The selector handle in OFF (if applicable) and

· Remove the reverser handle.

b) Place the independent brake handle in FULL application.

1. Make a full service reduction.

· Cut-out the automatic brake.

· Move the automatic brake handle to HANDLE OFF and remove the handle, if removable.

2. With No. 6 and 24 equipment

· Make a full service reduction and move the brake handle to LAP.

· Close the brake valve cut-out or double heading cock.

· Move the automatic brake handle to RUNNING and remove the handle, if removable.

c) Place the MU-2-A valve or electronic equivalent in TRAIL position. With No. 6 and 24 equipment, place the Rotair valve in FREIGHT LAP or PASS LAP.

d) Place the independent brake handle in RELEASE and remove the handle if removable.

Note: Brake cylinder pressure is not maintained when the independent brake is cut-out. Observe brake cylinder pressure for leakage, and if necessary apply hand brake(s).

e) At the control stand, ensure the Generator Field switch is OFF. Leave the Control/Fuel Pump and Engine Run switches ON until after having set up the controls on the locomotive being cut in as the controlling locomotive.

Note: On AC4400 locomotives, ensure the dynamic brake circuit breaker on the control stand is OFF.

15.2 At the Cab Being Cut In

The following procedure must be used when Cutting-In the trailing locomotive to set it up for LEAD:

a) Replace the handles to the automatic and independent brake, and move the independent brake handle to FULL application.

b) Place the MU-2A valve or electronic equivalent in LEAD. With No. 6 or 24 equipment, move the Rotair valve to FRT or PASS as required.

c) Move the automatic brake handle to RELEASE. With No. 6 or 24 equipment move automatic brake handle to RUNNING. If necessary adjust Equalizing Reservoir Pressure.

d) Cut-IN the automatic brake. For No. 6 or 24 brake equipment, open the brake valve cut-out or double heading cock.

e) At the control stand, ensure the Control/Fuel Pump, and Engine Run switches are ON.

Note: On AC4400 locomotives ensure the dynamic brake circuit breaker on the control stand is ON.

f) Return to the cab of the locomotive being cut out, place the Control/Fuel Pump and Engine Run switches to OFF.

g) Perform a Locomotive Air Brake test.

16.0 Coupling Locomotive Consist

16.1 Procedure

a) Couple the locomotives and STRETCH to ensure that the couplers are locked.

b) On the controlling locomotive, apply the independent brake FULLY.

c) Before coupling the air hoses, open the cocks enough to blow out any accumulation of dirt or snow from the hose couplings. Check the air hose gaskets.

d) Ensure that all air hoses are properly connected, and that the air line cocks are open.

e) Ensure that the jumper cables are properly connected and secured in the captain hook, or other securing device.

f) Ensure that the controls and switches are properly positioned on all locomotives in the consist. (e.g. for lead or trailing.)

g) Release the hand brakes where applied.

h) Perform the required air brake test.

Note: Ensure that any locomotive(s) to be left standing is properly secured with hand brakes and in accordance with Section 7, Rule 4.2.

17.0 Starting/Stopping the Diesel Engine

17.1 Battery Knife Switch

CAUTION

Electrical arcing may occur when opening or closing the main battery knife switch

· Do not wear dangling accessories, jewelry or other similar items likely to come in contact with the bare metal parts of the switch

· Grasp the battery knife switch by the handle only

· Avoid direct contact with the bare metal bars and bare metal surfaces of the battery knife switch

17.2 Locomotive Shut Down by Start Stop System

If a diesel engine has been shut-down by ZTR Smart-Start or Q-Tron QEG or GE Auto Engine Stop/Start System (AESS), it can be re-started as follows:

· Insert reverser and move to Forward or Reverse

· Some locomotives (GP7s, GP9s and GEs) may also require Generator Field switch moved to the ON position.

18.0 Starting/Stopping the Diesel Engine - GMs and GEs

18.1 GM Locomotives - Starting

Step	Description	Action
1	Lube oil, cooling water, compressor oil	Check
2	On control stand
	· Engine Run switch	On
	· Generator Field switch	Off
	· Control/Fuel Pump switch	On
	· Throttle	Idle
	· Reverser handle	Centered
	· MU Engine Shutdown (if equipped)	Run
3	On SD90MACs ensure the following:
	· CONTROL circuit breaker	Off
	· COMPUTER CONTROL circuit breaker	Off
4	Main Battery Knife Switch	Close
5	On SD90MACs in the following order:
	· FUEL INJECTION SWITCH (on #2 Circuit Breaker Panel)	Start/Run
	· Circuit breakers in black and yellow striped zone.	On
	· COMPUTER CONTROL circuit breaker	On
	· CONTROL circuit breaker WAIT 2 MINUTES TO ALLOW COMPUTER POWER-UP	On
6	Isolation switch	Stop/Start Isolate
7	Alarm Silence Switch (if equipped).	On

GM Locomotives – Starting - continued

Step	Description	Action
8	On DC traction locomotives, at the start station:
	· Governor low oil button (if equipped)	Reset if tripped
	· Engine over speed lever (if equipped)	Reset if tripped
	· Fuel Prime Engine switch (if equipped) Prime until return fuel sight glass is full and free of bubbles.	Prime
	· Fuel Prime/Engine Start switch (20 seconds maximum).	Activate Start Switch
	· Lay-shaft (if equipped)	Move 1/3 of full travel
	CAUTION: Do not use lay-shaft on engines equipped with Q-Tron (QEG) electronic governor.
	· Low Water protective device (within 1 minute of starting)	Reset
9	On SD90MACs, in the locomotive cab on Engine Control Panel:
	Engine Start	Press for 2 sec and release.
Note: An alarm will sound for 5 seconds prior to start-up. If the engine fails to start, the computer will display a fault message on the left operator screen. CP 9300 - 9303 are “air start” equipped. An air reservoir is provided allowing for approximately 3 attempts before being re-charged from another locomotive (using Main Reservoir Equalizing Pipe connections).
10	If engine fails to start within 20 seconds, re-check steps 1-9, allow at least 2 minutes between attempts (for starting motors to cool or computers to reboot) and try starting again.

18.2 GM Locomotives - Shutting Down

Note: On GM locomotives equipped with a turbocharger, ensure the engine has been in throttle 4 or lower for at least 15 minutes before shutting the engine down.

Step	Description	Action
1	Ensure that the locomotive is protected from unintended movement.
2	On control stand:
	· Throttle	Idle
	· Selector handle (if equipped)	Off
	· Reverser handle	Removed
3	Isolation switch	ISOLATE
4	Emergency Fuel Cutoff Switch (EFCO)	PRESS to shutdown the engine
	SD90MACs
	· COMPUTER CONTROL circuit breaker	Leave On
	· All circuit breakers protected by shield (e.g. TURBO, etc.)	Leave On
	· All other circuit breakers.	Off
5	Main Battery Knife Switch	Open
6	Doors and Windows	Closed
7	At diesel facilities, advise shop planner locomotive number and shutdown date and time.

18.3 GE AC4400 Locomotives - Starting

Step	Description	Action
1	Lube oil, cooling water, compressor oil	CHECK
2	On control stand
	· Engine Run circuit breaker	On
	· Generator Field circuit breaker	Off
	· Control circuit breaker	On
	· Throttle	Idle
	· Reverser handle	Centered
	· MU Engine shutdown (on overhead console)	Run
3	Engine Control (EC) switch	START
4	Main Battery Knife Switch	CLOSE
5	Engine Control Panel:
	· Drain Valve circuit breaker	On
	· Top Row circuit breakers:
	Ø On TRAILING unit	Off
	Ø On LEAD unit	On/Off as required
	· Lower Row circuit breakers:
	Ø LEAD & TRAILING units	On
6	Miscellaneous
	· DID panel	Check for fault messages
	· Alternator Field (BFCO) switch	Normal
	Note: The BFCO switch is in center electrical cabinet near top.
	· Traction motors #4 and #5	Cut-in
	· Barrier Bar (in Auxiliary Cab doorway)	Down

Continued on next column

GE AC4400 Locomotives – Starting Continued

Step	Description	Action
7	At start station:
	· Fuel Prime/Engine Start switch. (Prime until fuel sight glass is full and free of bubbles and ensure fuel pressure gauge reads 55 psi).	PRIME
	· Fuel Prime/Engine Start switch NOTE: There will be a 5 to 40 seconds delay before engine begins to crank. If engine fails to start within 20 seconds cranking re-check steps 1-6, and try starting again.	Engine Start
8	Lubricating oil pressure gauge	CHECK for proper pressure

18.4 GE AC4400s Locomotives - Shutting Down

NOTE

Ensure the engine has been in IDLE for at least 5 minutes before shutting the engine down.

Step	Description	Action
1	Ensure that the locomotive is protected from unintended movement.	Apply hand brakes
2	Throttle	Idle
3	Reverser handle	Removed
4	Engine Control (EC) switch	Start position
5	Engine STOP push button	Press to shutdown the engine
6	Circuit Breakers:
	· Water drain circuit breaker	Leave On
	· All circuit breakers protected by shield	Leave On
	· All other circuit breakers	Off
7	Main battery knife switch	Open
8	Doors and windows	Closed
9	At diesel facilities, advise shop planner locomotive number, shut down date and time.

19.0 Engine Shutdown Account Crankcase Overpressure

19.1 Crankcase Overpressure

Certain conditions can cause a severe build-up of dangerous gases within the engine crankcase. GM and GE engines are protected in different ways and therefore respond differently.

GM Engines

If the crankcase pressure button trips (pops out), DO NOT attempt to restart the engine. Explosive gases in the crankcase could be ignited and cause injury.

GE Engines

Low levels of overpressure
On GE engines, when crankcase overpressure is sensed, the computer will return the engine to idle speed for low levels of overpressure, but will not shut the engine down for this indication alone. The DID panel on the back cab wall will indicate “7A7F SHUTDOWN: Crankcase Overpressure.”

When this occurs, isolate the locomotive and do not reset any such indication.

If an idling engine with a 7A7F fault displayed is to be left unattended for more than one hour, or if any abnormal engine noise or condition becomes apparent at idle, the engine must be shutdown manually, and must not be restarted.

High levels of overpressure:

Will be indicated on the DID panel by “7A80 SHUTDOWN: Crankcase Overpressure,” and the engine should shutdown automatically and must not be restarted.

When this occurs, isolate the locomotive and do not reset any such indication.

Summary

Any engine shutdown (GM or GE) account excessive crankcase pressure must be left shutdown until inspected by qualified mechanical personnel.

Report defect to the Central Locomotive Specialist and book on the Crew to Crew Form. Arrangements will then be made for Mechanical Services to perform a thorough inspection of the engine crankcase, and repair as necessary.

20.0 Locomotive Stop Start Systems

20.1 Stop Start System must be Operational

All Stop Start Systems must be operational on a year round basis. Do not disable or override these systems except as provided in the following rules or authorized to do so.

20.2 Types of Systems - ZTR, QEG, AESS

CPR uses the following Stop Start Systems:

· ZTR Smartstart System is on GP9s, GP38s and some SD40s.

· QEG 1000 (Q-tron Electronic Governor) Start Stop System are on GP9s, GP38s and some SD40s). QEG also increases tractive effort, improves traction motor cooling in Dynamic Brake and improves fuel economy.

· AESS - GE AC4400s have a system called “Auto Engine Stop Start System (AESS).”

20.3 Switches and Circuit Breakers

ZTR System

Switch or Circuit Breaker Name and Switch Position	Location of Switch or Circuit Breaker
Autostart Circuit Breaker	Single pole breaker located in circuit breaker panel or electrical cabinet. There is no label applied to help identify the circuit breaker.
· ON	Normal position
· OFF	When performing maintenance or when manually shutting down.
BYPASS/NORMAL switch	This switch on SD40s only and is located on the engine control panel.
· NORMAL	Normal position. Must be ON in order for locomotive to load.
· BYPASS	Disable position. This position will inhibit shutdown on lead locomotive only.

NOTE: Do not place this switch in “bypass” position unless authorized to do so by the Central Locomotive Specialist or immediate supervisor.

QEG 1000 System

Switch or Circuit Breaker Name and Switch Position	Location of Switch or Circuit Breaker
QEG 1000 Circuit Breaker	Located on circuit breaker panel.
· ON	Normal position.
· OFF	When performing maintenance or when manually shutting down.
Autostart Disable Switch	Located on engine control panel.
· Autostart Enabled	Must be in this position in order for locomotive to load.
· Lead Unit Disabled	Switch will prevent automatic shutdown on lead locomotive only
WARNING
IF		THEN
· The lead locomotive is a CP 3000 series GP38, and; · An automatic brake application is being used to hold a train standing;		The start stop system must be disabled to prevent lead unit shutdown. This is to maintain main reservoir pressure. Failure to comply with this instruction may result in an undesired release of train air brakes if one of these locomotives CP 3000 series GP38s had shut down and then automatically restarted.

GE AC4400 AESS

Switch or Circuit Breaker Name and Switch Position	Location of Switch or Circuit Breaker
Autostart Disable Toggle Switch	Located behind DID panel.
· ON	Must be in this position in order for locomotive to load.
· OFF	When performing maintenance or when manually shutting down.
Auto Stop Override Switch	Press and release switch located on engine control panel. This switch must be pressed for two seconds each time to be effective. This is how the Override switch works: · If the switch is not pressed, shut will occur in 10 or 30 minutes. · If the switch is pressed once, shutdown will be delayed for 2 hours. · If the switch is pressed twice, shutdown will occur in 1 minute. *

** Note: Do not use the 2-hour delay feature unless authorized to do so by the Central Locomotive Specialist, immediate supervisor or unless cab heating or air conditioning feature is being used.

*** Note: If it is known that the locomotive will not be used for 30 minutes, crews are required to press this switch twice to allow the soonest possible engine shutdown, such as in 1 minute.

20.4 Stop Start System Does Not Shut Down Engine

If a stop start system did not shut down the engine, it will not re-start the engine; manual re-start is required (e.g., place the isolation switch in START/STOP/ISOLATE position and re-start as per normal procedure).

20.5 Shutdown Parameters

With systems enabled and with engine oil and water at certain temperatures, throttle in IDLE, reverser CENTERED, independent brake applied, ambient temperature above 32° F (40° F on GEs) automatic shutdown will occur:

· In 30 minutes after loading on GEs

· In 20 minutes after loading on QEG/ZTR system

20.6 Re-Start

If a stop start system did shut down the engine, the system will re-start the engine automatically. With systems enabled, and throttle in IDLE, any one of the following will cause automatic re-start to occur:

· Coolant temperature falls below 100° F, or

· Ambient temperature falls below 28 F (40° F on GEs), or

· Battery voltage falls below 63 Volts, or

· Locomotive brake cylinder pressure falls below certain levels, or

· Main reservoir pressure falls below 100 psi (this feature not on GP38s - CP 3000 series locomotives).

· Reverser: moved to FORWARD or REVERSE.

· ZTR system, BYPASS/NORMAL switch moved to BYPASS position.

Some locomotives (GP7s, GP9s and GEs) may also require Generator Field switch moved to the ON position.

20.7 Train Handling Considerations

Train handling considerations (when moving a train from a stop):

· Lead and trailing locomotives will re-start within a minute when reverser is moved to FORWARD or REVERSE.

· After an automatic re-start, the locomotive(s) will not load for 1 minute.

· QEG 1000 system will limit engine to throttle 3 until engine temperature is 130° F or greater.

Note: On GM engines, you must wait
60 seconds before moving throttle out of Idle position to allow lube oil pressure to stabilize otherwise the low oil button will trip.

20.8 Stopped on a Descending or Ascending Grade.

GE locomotives, which are equipped with AESS, will shutdown 10 to 30 minutes after loading
and other locomotives may shutdown after
20 minutes.

To begin auto re-start of the locomotives:

· Ensure Generator Field is ON.

· Move reverser to Forward or Reverse.

Before releasing the brakes and attempting to move the train wait 3 minutes. It will take this long for the locomotive(s) to be re-started and then provide traction or dynamic brake.

21.0 Operating Over Railway Crossings at Grade

21.1 Throttle Position

Before passing over Railway crossings at grade, the throttle must be reduced to No. 4 position or lower at least eight seconds before reaching the crossing. If speed is less than 25 MPH and throttle is in No. 4 position or lower, the throttle must be reduced one position, adhering to the same eight-second interval. This procedure is necessary, to ensure reduction of motor and generator voltage to a safe level, to prevent damage to electrical equipment from flashovers.

22.0 Operating Through Water

22.1 Water 3 Inches Over the Top of the Rail

Locomotives should not be operated through water of a depth of more than three inches above the rail. They may be operated through water if the depth is three inches or less above the top of the rail, but at a speed not exceeding three miles per hour. Should it be necessary for a locomotive to operate through water above rail level the following should be done:

a) Place the throttle in idle and reduce the speed as quickly as possible.

b) Place the generator field switch in OFF and advance throttle to notch 4 to increase the volume of air supplied by the traction motor blowers to prevent water from entering the traction motors.

c) After passing through the water, resume power with caution and watch for ground relay action. If no ground relay action occurs it may be considered safe to proceed normally.

d) If the motors are flooded, power should not be reapplied.

e) Whether water has affected the motors or not, the occurrence must be reported on a Crew to Crew Information Form and Central Locomotive Specialist must be notified.

23.0 Cutting Out Traction Motors

23.1 General Requirement

Engineers must contact Central Locomotive Specialist or Dispatcher for authority to cut out traction motors.

23.2 EMD (GM) Locomotives (Except SD90MAC)

Locomotive must be isolated before cutting out traction motor(s). After isolating locomotive, depress and rotate traction motor cut-out switch to the desired traction motor. After traction motor is cut out, place isolation switch to run. When traction motors are cut out, dynamic brake on locomotive is nullified.

23.3 SD90MAC

On an SD90MAC locomotive (CP 9100 to 9160 and CP 9300 to 9303), it is not possible to cut-out a single traction motor. You may cut-out one truck (3 traction motors).

a) When the #1 Truck is cut-out:

· DB approximately 50%

· Power 55%-70%

b) When the #2 Truck is cut-out:

· DB is nullified

· Power 55%-70%

23.4 Traction Motor Cut-Out Procedure SD90MAC

The following procedures will apply when cutting out traction motors on SD90MAC. It is not possible to cut-out a single traction motor. If necessary, to cut out a traction, cut-out one truck (3 traction motors).

Action
Left Screen
Step	Action	Result
1	Ensure screen displays “Operational Menu” with “SELECT LOCOMOTIVE DATA” option.
2	Press LOCO DATA	Main Menu displayed
3	Use arrow keys to highlight Traction Cut-Out.
4	Press SELECT	Traction Status screen displayed.
5	Use arrow keys to highlight truck to cut-out.
6	Press DISABLE.	Status changes to Disabled.
7	Press EXIT.	Main Menu displayed

23.5 GE AC4400

Traction motors can be cut-out one at a time on a GE AC4400 locomotive. With a traction motor cut-out, DB is available but at a reduced level (5/6 capacity). This does not alter the DB factor of 8.

Traction motors can be cut out manually by isolating the locomotive and using individual Motor Cut-Out switches on the EC panel.

24.0 Locomotive Load Meter

Note: AC traction locomotives are not subject to short time ratings or traction motor stall burn.

24.1 Operating Requirements

a) Unless the locomotive is isolated, Locomotive Engineers should observe the load meter, but particularly so when under slow speed (12 MPH or less) full throttle conditions.

b) If the load meter enters the short time current rating, or if an AC locomotive is controlling in a consist with DC locomotives trailing, the rating table must not be exceeded in order to avoid traction motor damage.

Short Time Rating Table

Speed	Rating
11.0 MPH	Continuous
10.5 MPH	60 Minutes
10.0 MPH	30 Minutes
9.0 MPH	15 Minutes
8.0 MPH	10 Minutes
5.0 MPH	5 Minutes

24.2 Short Time Rating

If the load meter enters the short time current rating, to avoid traction motor damage, the short time rating must not be exceeded.

24.3 Short Time Rating Zones – Not Consecutive

It should be understood that the different short time rating zones are not to be considered as consecutive ratings.

For example: The locomotive must not under any circumstances be operated at the ¼ hr rating for ¼ hr, then at the ½ hr rating for ½ hr, then at the 1 hr rating for 1 hr.

24.4 Load Meter Pointer Drops Out of Short Time Rating Zone then Returns

If operating in the short time rating zone, but the load is then reduced such that the load meter falls below the short time rating zone for less than 20 minutes, and then the pointer re-enters the short time rating zone, the time operating in the short time rating zones must be added together. Do not exceed the time indicated by the most restrictive zone reached by the load meter.

24.5 Advise Dispatcher Train Will Exceed Short Time Rating

Should it appear that the short time rating will be exceeded, the Dispatcher must be advised and the train crew shall take the necessary corrective action by either,

a) Stopping the movement and cooling the traction motors for 20 minutes by centering the reverser, place the generator field switch OFF and advance the throttle to No. 4 position, or;

b) Stopping the movement before short time rating is reached and either reducing or doubling the grade. Cool traction motors if short time rating is exceeded.

24.6 Avoid Stall Burns

To avoid traction motor damage, DO NOT power up the locomotive to hold a train at a stand still on a grade OR allow the locomotive to stand without movement for more than 10 seconds after the throttle is opened.

25.0 Locomotive Speed Indicators

25.1 Locomotive Engineer Requirements

Locomotive engineers must verify that speed indicators are in working order when leaving a shop track.

25.2 Speed Indicator Accuracy

The speed indicator must be checked for accuracy, as soon as possible after leaving a terminal. This check must be made before reaching maximum speed and again after maximum speed is reached, and thereafter as often as may be required. When speed indicator inaccuracy is observed, speed must be adjusted accordingly and the exception noted on a Crew to Crew Information Form.

25.3 Speed Indicator En Route Failure

In the event the speed indicator on a controlling locomotive fails en route, the locomotive engineer will advise the Central Locomotive Specialist and Dispatcher. Locomotive with a malfunctioning speed indicator may remain as the controlling locomotive until the next daily locomotive inspection or the next forward point where repairs can be made. Train may operate at track speed. Locomotives with malfunctioning speed indicator can be placed in the trailing position without restrictions.

25.4 Locomotives Not Equipped with an
8 Event Recorder

Locomotives not equipped with an 8 event recorder, when operated as a single unit or in multiple consist with other units not equipped with 8 event recorder must not exceed 30 MPH.

This does not apply if another unit(s) within the consist is equipped with an operating 8 event recorder.

Locomotives listed below are not equipped with an 8 event recorder.

Locomotives Without 8 Event Recorders

Locomotive Type	Locomotive Numbers
GP 7	1511-1513
GP 9	402
SD 10	532, 534
MP 15	1403, 1404, 1415, 1422, 1426, 1428, 1429, 1433-1437 1532, 1535-1544, 1546-51, 1553-1555, 1557, 1560-1562

26.0 Locomotive Event Recorders

26.1 Event Recorder Data

Locomotive Event Recorders are installed to record the following data:

· Locomotive number

· Speed

· Distance and direction

· Time/Date

· Brake pipe pressure

· Brake cylinder pressure

· End of train pressure

· Throttle position

· Dynamic brake position

· Horn

· Bell

· RSC system operation and system failure

· Lead locomotive initiated emergency brake application

· Train initiated emergency brake application

· Lead locomotive power reduction

· RSC override operation

· Locomotive over speed

· Time out of RSC

· End of train messages

· Additional engine/locomotive diagnostic data

26.2 Event Recorder Monitoring

The data will be monitored to provide information in of the following areas:

a) Rule compliance/speed control

b) Train handling/fuel conservation

c) Training/qualification standards

d) Accident/incident analysis

e) Litigation/claims and legal

f) Identifying mechanical and electrical problems.

27.0 Pumping Air

27.1 Maintaining Main Reservoir Pressure

If main reservoir pressure cannot be maintained above 105 psi at low engine speed, air compressor output can be increased by:

a) Place reverser handle in NEUTRAL.

b) Place generator field switch OFF.

c) Advance throttle to not exceed No. 4.

NOTE: AC locomotives have two-speed air compressors for quicker charging of the main reservoir. The two speeds are low and high. High speed increases the air compressor output. On certain GE or GM AC locomotives there are different control strategies as indicated in the following table:

Locomotive Series	Throttle Position	For High Air Compressor Speed
GE CP9500 - 9683	1	Generator Field (GF) Off and Reverser Centered
GE CP8500 - 8550
GE CP8600 - 8655 CEFX 1001-1025
GE CP9700 - 9740	3	Generator Field (GF) Off and Reverser Centered
GE CP9750 - 9784	Idle	Generator Field (GF) Off and Reverser Centered Locomotive(s) Automatically Sense Demand for High Speed
SD90/43 CP9100 – 9160 CEFX 100-139
SD90/60 CP9300 - 9303

Older GE units will be modified the same as CP9750-9784 and SD90

28.0 Response to Wheel/Pinion Slip and Alarms

28.1 Response to Continuous Wheel Slip/Pinion Slip Indication

If wheel slip and/or pinion slip indicator and accompanying ALARM indicates slipping, even though throttle or dynamic braking are reduced enough to prevent slipping. When this occurs, the following will apply:

Step	Action
1	STOP MOVEMENT IMMEDIATELY
2	Check locomotive wheels while moving slowly to see that all wheels are rotating freely.
3	If all wheels are rotating freely, a traction motor pinion may have loosened. Contact the Central Locomotive Specialist and be governed by his instructions. Inform Dispatcher of potential train delay.
4	If no loose pinion is detected and the locomotive is equipped with a traction motor cut-out switch, cut out the motors in sequence until the wheel slip indicator stops. The locomotive can now be worked unless special instructions specify otherwise.
5	If a locked pair of wheels is found the locomotive must not be moved further, until instructions are received from the Central Locomotive Specialist.

28.2 Other Locomotive Alarm Indications

If the locomotive alarm is sounding and/or being displayed, the cause of the alarm must be investigated as soon as practical. If, after investigating, the cause of the alarm cannot be determined (i.e. NOT hot engine, engine shutdown, ground relay etc.), the alarm indication may indicate pinion or wheel slip problems and must be handled according to item 28.1.

Note: Before silencing continuous alarms by cutting out traction motors or isolating a locomotive when the cause cannot be determined, It must be known that:

a) All wheels are rotating freely, and

b) There is no evidence of overheating or disintegration of rotating electrical equipment.

28.3 Reserved

28.4 Locked Axle Protection GE AC4400 Locomotives.

a) Traction Motor Cut-Out Switch

· If one or more traction motors are manually or automatically CUT-OUT but their speed sensors are all CUT-IN, then the locomotive may continue to operate in the lead consist.

b) Locked Axle Cut-Out Switch

· This switch may be placed in the CUT-OUT position only when advised to do so by the Central Locomotive Specialist.

· The Locked Axle Cut-Out Switch is used only when the Speed Sensor Cut-Out Switch does not suppress a locked axle alarm. This switch will disable the operation of the alarm bell for a false locked axle alarm. Protection for locked axles is still provided through the Wheel Slip light.

· The locked axle trainline alarm bell will operate even if the locomotive is isolated, except when the Locked Axle Cut-Out Switch is in the CUT-OUT position.

c) Speed Sensor Cut-Out Switch

· This switch may be placed in the CUT-OUT position only when advised to do so by the Central Locomotive Specialist.

· This switch is used to cut-out a faulty traction motor speed sensor, but the corresponding traction motor MUST be cut-out as well.

d) Speed Sensor Failure

· All GE AC4400 locomotives have software that automatically monitors traction motor (TM) rotation when the locomotive is in RUN and all TMs are
cut-in.

· If a speed sensor fails, the DID panel will display “Fault Message Stored” or “Ready” and the locomotive monitor will display a calculated speed for the affected TM. The affected motor will continue to power and a locked axle fault will be logged. At this point, the locomotive engineer requires no special actions.

· If the locomotive is subsequently isolated, and if the locomotive is moving above 8 MPH, the usual locked axle alarm bell will immediately sound, the DID panel will display “Locked axle no. _” and the locomotive monitor will display 0.0 MPH for the affected TM. If moving at less than 8 MPH, a wheel slide fault will log instead of a locked axle.

· Immediately stop and check locomotive wheel rotation as per paragraphs 28.1 steps 1), 2) and 5) of this section.

· If it has been confirmed that all wheels are rotating freely, and if the locomotive is operated in RUN and all TMs are cut in, then the locomotive does not need to have the TM or speed sensor cut out and can continue to operate at track speed. However, if any TM is cut out, or if the locomotive is ISOLATED, or if the speed sensor is cut-out then the defective locomotive may be moved to a maintenance facility at a speed not exceeding 30 MPH, marshalled in lead consist to enable close observation. The locomotive engineer must update the Crew to Crew Information Form accordingly.

28.5 Locked Axle Protection SD90MAC

a) Traction Motor - Truck/Inverter Cut-Out

· SD90MAC locomotives do not have individual traction motor cut-outs and there is no mechanical cut-out switch as on other locomotives. SD90MAC locomotives do not have automatic traction motor (truck) cut-out. A fault in a motor or in an inverter requires the entire truck to be cut-out.

Caution: Cut-out a truck only when the throttle is in IDLE.

· A fault will cause the display of a fault message and a prompt to press the F3 key on the crew message screen. Pressing F3 causes the Traction Cut-out screen to appear. Select the faulted truck and then press F3 to cut-out (disable) that truck. Exit the Traction Cut-out screen. After a short delay, the message screen will show the truck cut-out.

· If only a truck is cut-out but all axle speed sensors are still cut-in (e.g. locked axle detection status for all axles is shown as enabled), then the locomotive may continue to operate in the consist.

a) Locked Axle Detection Status

· There is a Locked Axle Status screen available from the main menu on the message display screen. Normal cut-in status is shown as ENABLED (locked axle detection is enabled). An axle that does not have locked axle protection (due to a possible faulty or cut-out speed sensor) will be shown as DISABLED.

b) Speed Sensor Cut-out

Caution: Cutting-out (disabling) a speed sensor must only be done when advised to do so by the Central Locomotive Specialist and after following instructions in Rule 28.2 of this section.

· Cutting-out a faulty speed sensor is achieved by selecting the appropriate axle and pressing the disable key on the Locked Axle Detection screen. A disabled speed sensor does not require the corresponding truck to be cut-out.

· The locked axle trainline alarm bell will operate even if the locomotive is isolated providing all speed sensors are cut-in (enabled).

· If a truck is cut-out and the speed sensor on that truck is also cut-out (disabled) because of wheel slip or locked axle alarms, the locomotive can continue to operate at track speed (this differs from GE AC4400 locomotives).

28.6 Dummy Wheel sets

At the set-off point, a defective traction motor assembly is sometimes removed and replaced with a temporary dummy wheel set. The locomotive engineer will be advised of the repair made and will be advised if there are any speed restrictions. In most cases, a locomotive can be towed at track speed with dummy wheel sets, depending on Mechanical Services specifications. The defective locomotive must be isolated and marshalled in the lead consist to enable close observation. The Crew to Crew Information Form must be updated accordingly.

29.0 Passenger Car Equipment

29.1 UC Brake Equipment

Unless in regular passenger train service, passenger cars with UC type brake equipment are normally set to be hauled in freight trains. If on occasion they are to be hauled in a passenger train, it is only necessary to cut in the supplementary or emergency reservoir if so equipped.

29.2 Passenger Cars Equipped with D-22 or 26F Control Valves

When passenger cars equipped with D-22 or
26-F control valves are handled in freight trains, the graduated release cap on the control valve must be turned to the direct release position.

29.3 Procedure Prior to Coupling Air Hoses

Prior to coupling brake pipe hoses between equipment, employees must ensure that the hoses are either blown free of foreign matter (dirt or snow) or in the case of an uncharged system; the hoses must be shaken to ensure such foreign matter is removed.

30.0 Work Equipment and Snow Plows

30.1 Connecting Air

Snowplows, spreaders, air dumps or other work equipment requiring a supplementary source of air, must be connected to the locomotive main reservoir equalizing pipe.

31.0 Overcharged Conditions

31.1 Trains with an Overcharged Brake Pipe - Requirement

When a train’s air brake system is charged to a pressure higher than the prescribed standard for that train, the overcharge will be maintained to the train's destination, providing the brake pipe pressure is not higher than 110 psi.

31.2 Causes of Overcharged Brake Pipe

An overcharged air brake system occurs when the storage reservoirs on the locomotive and/or cars are charged to a value higher than the feed or regulating valve setting on the controlling locomotive. This is indicated by the air brakes being applied on the train or portion of the train, when the automatic brake handle is in the RELEASE position on the controlling locomotive.

An overcharged brake system is most likely to occur in the following situations:

a) When adding one or more cars with an overcharged condition to a train.

b) When attaching locomotive to the opposite end of a train.

c) When changing the locomotive.

d) When picking up cars that were set off of a train operating with higher brake pipe pressure.

31.3 To Eliminate an Overcharge on a Car or Block Of Cars.

a) Close the angle cock between the locomotive and the overcharged car(s).

b) Bleed the reservoirs on the overcharged car(s).

c) Cut the air in on the car(s).

31.4 Eliminate an Overcharge on a Train.

To eliminate an overcharge brake pipe on a train the following will apply:

a) Protect against undesired train movement

b) Place the automatic brake handle in RELEASE position.

c) Using the feed/regulating valve, ensure equalizing reservoir pressure is adjusted to the required pressure.

d) Place the automatic brake handle in EMERGENCY position. Wait at least
2 minutes before recharging the train air brake system.

e) A pull-by inspection must always be made to ensure the overcharge has been eliminated.

f) Repeat the above procedure if the pull-by inspection reveals the overcharge has not been eliminated.

32.0 GE AC4400 Locomotives - Special Instructions

32.1 4000/4400 HP Power Limit Switch.

In a locomotive consist, when an AC4400 is leading, and a SOO SD60 in the number series 6000-6020 is trailing, the Power Limit Switch on the AC4400 locomotive must be placed in the 4000 HP position at all times. Placement of the Power Limit Switch to the 4400 HP position will place these SOO SD60 locomotives in Pacesetter mode, resulting in the SD60 not loading

If similar difficulties are experienced with certain foreign or leased locomotives, do not place the Power Switch in the 4400 HP position.

32.2 Distributed Power Circuit Breaker.

This circuit breaker on the engine control panel must be placed in the OFF position unless required for Locotrol operation. A non-recoverable emergency brake application will result if this instruction is not complied with.

33.0 Fire Season and Prevention - Locomotive Exhaust

33.1 Sparks from Locomotive Exhaust

Some locomotives have a tendency to discharge sparks (carbon deposits or unburned oil) from the exhaust stack, especially if they have been idling for extended periods of time (6 to 8 hours). The following will assist in preventing fires during seasons when there is high risk of starting fires along the right of way.

33.2 Actions to Reduce Exhaust Sparks

Locomotive engineers will take the following actions to reduce exhaust sparks:

· Before departing from a location where locomotives may have been idling for 6 to
8 hours, it is beneficial to advance the throttle to notch 5 for at least ten (10) minutes before working the locomotives under heavy load. Extra care is required near open top bulk sulfur trains.

· While operating under load, if spark emissions do occur, decrease throttle to reduce the distance that such sparks may be thrown. This will also help reduce the size and heat content of the sparks.

· En route, to minimize sparks due to stack emissions and automatic brake applications;

Ø If the locomotives have been “drifting” in IDLE or operated in low throttle positions for several miles, it is beneficial to advance the throttle slowly, one notch at a time.

Ø Use dynamic brake. It should be considered the primary choice of retardation, and

Ø Use contour braking/throttle modulation by allowing the natural resistance of grade, curvature and friction to slow the train.

33.3 Shutdown Locomotive that is Starting Fires

Whenever possible, if a locomotive is suspected of starting fires, it must be shut down to prevent further damage to right of way or adjacent areas. Report accordingly on the Crew to Crew Information Form and notify the Central Locomotive Specialist.

33.4 Vigilance of Excessive Sparks

Train Crews should be particularly alert to detect any evidence of excessive spark emission from locomotives or the train. Your cooperation in the prevention of fires along the right of way is essential.

33.5 Yard Locomotives Deadheaded in Road Consist

Due to the danger of fires being ignited on the right of way, when yard locomotives are moved on freight trains, they must be moved dead or isolated to their destination. CPR locomotives in 1200, 1500, 1600, 6700 and 8100 series will be shut down or isolated at origin (by the Mechanical Services where available) and must not be restarted or operated by train crews en route.

34.0 Broken Drawbar - Locomotive Towing Cable Safety

34.1 Weight Limitations when Using A 7/8 Inch Cable

When using locomotive 7/8” tow cables to move equipment (including multi-platform cars), do not exceed the following maximums:

Car Weight	Maximum Ascending Grade
331 to 400 tons	Level to 0.7 percent
261 to 330 tons	0.7 to 1.0 percent
211 to 260 tons	1.0 to 1.5 percent
181 to 210 tons	1.5 to 2.0 percent
156 to 180 tons	2.0 to 2.5 percent
Nil to 155 tons	2.5 to 3.0 percent
Not permitted	Over 3.0 percent

EXAMPLE: You may tow a 5 platform car whose weight is between 331 to 400 tons up a grade that is .7 percent maximum. If the grade is steeper, be governed by Rule 34.4 in this section.

34.2 Safety Precautions

The following safety precautions must be observed when using a tow cable:

· WARNING! Tow cable may snap. DO NOT stand within striking distance of a tow cable when pulling a car.

· Do not attempt to tow a car with any cable less than 7/8” diameter.

· Do NOT attempt to tow more than one car at a time.

· Cable must be carefully inspected for surface defects (such as nicks or gouges), which will drastically reduce safe load limit; do NOT use defective cables.

· Avoid pinching the cable while pulling, as this will also reduce the safe load limit.

· Whenever possible, an employee should be in position to operate the hand brake on a car being towed unless doing so will place this employee in vicinity of tow cable.

· Whenever possible, apply a light hand brake to the car being towed to avoid slack action that will cause shock loading of the cable and may result in cable failure.

34.3 Tow Cable Connections

Following procedure must be adhere to when applying tow cable:

· Do NOT connect a tow cable to an axle.

· Do NOT connect a tow cable to a truck side frame.

· DO connect a tow cable securely to the center of a car (e.g., at center sill near broken drawbar/knuckle location); if this is not possible, be governed by Rule 34.4 in this section.

34.4 Ensure Safe Movement

When there is doubt about the safe movement of any car with a locomotive tow cable, arrangements must be made to:

· Have another locomotive couple onto and move the car from the other end, or

· Have Mechanical Services employees deployed to assist and supervise movement of the defective car.

34.5 Report when Tow Cable has been Used

After a locomotive cable has been used to tow a car, report must be made on the Crew to Crew Information Form to advise subsequent crews the cable has been used. The Central Locomotive Specialist must also be advised. This is so arrangements can be made for a locomotive service facility to inspect the cable and if damaged, replace it.

34.6 Remove Broken Drawbar from Track

IMPORTANT: Find and remove the broken drawbar (and related debris) from the track. If this removal cannot be safely accomplished because of the size and weight of a drawbar, request help from Mechanical Services or other employees in the area.

35.0 AC Locomotive Electronic Display Screen Failure

SD90MAC and GE AC4400 locomotives have two electronic display screens on the control stand. Should one or both screens fail en route, the following will apply:

35.1 One Display Screen Failure

If one display screen fails, the locomotive may continue in service.

35.2 Two Display Screens Failed

a) If both display screens have failed completely or display asterisks (***) instead of air pressure readings, the problem may be due to one of the following conditions:

· Display screen loses communication with the electronic brake valve. This results in a PENALTY brake application, which is non-recoverable unless communication is restored.

· If locomotive speed is 0 MPH, the computer is programmed to perform a periodic “self diagnostic check” during which air pressure readings will be replaced with asterisks (***). When the self-test is complete normal air pressure readings should return.

b) Trouble shooting procedure:

1) Ensure train is stopped, because the next step will also cause a penalty brake application.

2) On GE locomotives, reset (switch OFF, then ON) the ELECTRONIC AIR BRAKE & BATTERY CHARGE/COMPUTER circuit breaker.

On 8 GM locomotives, reset (switch OFF, then ON) the AIR BRAKE COMPUTER & CAB/DISPLAY COMPUTER circuit breaker.

This will put the computers through a self-check and should reactivate the screens to display all air pressure functions.

3) If step 2) was successful, recover penalty PCS, perform a Class III brake test and proceed.

4) If step 2) was not successful, a replacement lead locomotive is required. If the train has to be moved in order to exchange locomotives, it will be necessary to operate the brakes and controls from a trailing locomotive. Change operating cabs as follows:

· Protected equipment from unintended movement.

· To ensure brake pipe pressure is
0 psi throughout the train, place automatic brake valve handle in EMERGENCY and activate TIBS emergency braking feature.

· On the defective locomotive, turn the air brake computer circuit breaker OFF; this will automatically configure the defective locomotive’s automatic and independent brakes for trailing mode; set up all other controls for TRAILING. See Rule 15.1 of this section.

· Set up the controls on one of the trailing locomotives for LEAD. See Rule 15.2 of this section.

· Enter the SBU # into the EOT setup screen or TIBS display unit and perform a pre-departure test of TIBS. See Section 8, Rule 5.0.

· Perform a locomotive brake test and a Class III train air brake test.

The train may proceed at a speed not exceeding 30 mph to the first available point where the defective locomotive can be set-off or re-marshaled to a trailing position.

Note: If there is no available trailing locomotive, do not move the train. Wait for another locomotive.

35.3 Reporting Screen Defects

When reporting screen defects, please report with as much detail as possible what the failure mode was (e.g., screen went completely blank, or screen momentarily re-booted etc.). Quite often the display screens seem to be working properly when locomotive arrives at the diesel shop tracks.

36.0 Snowblaster GEAC 4400 – SD90MAC

36.1 AC4400 Locomotives Equipped with Snowblaster

The snowblaster uses compressed air to clean snow off the railhead. The intention is to prevent train stalls when operating through snow (or other poor rail conditions such as rain etc.) on heavy ascending grades. At speeds below 12 mph, the snowblaster will operate when the locomotive engineer uses the “lead axle sand pushbutton.”

Additional Information

· The device will be mounted on each lead axle sand bracket on the front of the locomotive.

· It will blow compressed air, fed from # 1 Main Reservoir, at the railhead to clear snow.

· It will be triggered by the lead axle sand pushbutton providing certain conditions are met (e.g., locomotive speed below 12 mph, tractive effort, engine RPM, no bell and no horn).

· A manual electrical switch (toggle) and label will be mounted on the EC panel next to the rotary switches for the heaters. This will manually bypass the circuit and disable the snowblaster.

· A manual shut-off valve will be located below deck (on the locomotive engineer’s side in front of the fuel tank) that will allow manual shut-off of air flow to the device. This shut-off valve will be identified with permanent metal tag labeled “Snow Remover.” There is also a decal on the scotch-lite strip on the side sill that says “Rail Cleaning C/O Cock.”

· A pressure switch will disable the snowblaster if #1 Main Reservoir pressure drops below 125 psi.

Use of the “Snowblaster”

When operating less than 12 MPH in full throttle conditions, when rail conditions are poor account snow or rain, the lead axle sand pushbutton must be used so that the snowblaster will operate.

CAUTION: Use of the device may result in reduced visibility near ground level account blowing snow or other debris. On locomotives equipped with “Snowblaster,” when employees are entraining or detraining, or when other persons are standing on or near the track, lead axle sand switch must not be used.

36.2 SD90MAC Locomotives Equipped with Snowblaster

Activation:

· On the SD90MAC/4300s (CP 9100 - 9160), a separate switch on the control console (labeled “Snow Remover”) will activate the snowblaster.

· On the SD90MAC/6000s (CP 9300 - 9303) an operator console computer screen button (labeled "Snow Removal") will activate the snowblaster.

Automatic Operation:

· The GM snowblaster will automatically operate when the snow removal switch is "ON" and certain other conditions are met (no bell, main reservoir pressure greater than 120 psi, sand application).

Manual Operation:

· At any speed, by cycling the snow removal switch ON-OFF-ON, the snowblaster will manually operate for a period of 60 seconds. This feature is useful when approaching snow-covered rails, or wet rails where loss of traction is anticipated.

· Below 12 MPH the snowblaster can be manually activated by pressing the "lead axle sand" push-button.

Use of the “Snowblaster”:

· When operating less than 12 MPH in full throttle conditions, when rail conditions are poor account snow or rain, the lead axle sand push-button must be used.

CAUTION: Use of the device may result in reduced visibility near ground level account blowing snow or other debris. On locomotives equipped with snowblaster, when employees are entraining or detraining, or when other persons are standing on or near the track, Snowblaster must not be manually activated either by pressing the lead axle sand switch or cycling the “snow removal” switch.

37.0 Hump Engines - Quantum Semi-Remote Control Equipment

37.1 Locations where Used

Timetable Instructions will designate hump towers and hump engines that are equipped with a Quantum Semi-Remote Control System.

37.2 Engineer Responsibility

A locomotive operated using manual or automatic Quantum hump control equipment must be monitored at all times by the Locomotive Engineer. The Locomotive Engineer is responsible for the safe operation and control of the movement. If any abnormal conditions exist, or if the equipment is not properly controlling the speed, the Engineer must stop the movement.

37.3 Turn Off Quantum Semi-Remote

The Quantum Semi-Remote control equipment must be turned off if:

· Defective.

· Locomotive is left unattended.

· Locomotive is not being used in hump operation.

· Locomotive is not the controlling locomotive in the consist.

NOTE: Ensure locomotive brakes are fully applied using the independent brake valve handle before turning the hump control equipment ON or OFF.

Caution

The locomotive independent brakes may release if not fully applied when changing from TOWER AUTO mode to any other mode.

A locomotive operated in hump service must have the MANUAL / AUTO switch in the MANUAL position unless a portion of the cars being handled are on the hump control track circuit.

37.4 Quantum Semi-Remote Control Operating Procedures

When Quantum equipped engines are used during hump operations the following procedures will govern.

Step	Action	Result
1	Obtain movement authority.
2	Select direction of movement with the Reverser. Leave the Independent Brake on.
3	Place AUTO / MANUAL switch in AUTO.	Tower CAB SIGNAL light will be illuminated.
4	Push the ON-BOARD ACKNOWLEDGE.	ON-BOARD AUTO light will be illuminated.
5	Press SPEED INCREASE or DECREASE buttons to adjust to desired speed.	When locomotive is not moving, Requested Speed will show 2.0 MPH.

Quantum Semi-Remote Control Operating Procedures - continued

Step

Action

Result

Place the throttle handle in the 1^st notch.

Quantum Hump Control will advance the throttle further as needed.

Load will gradually increase until the desired speed is obtained.

Computer selected throttle notch may be overridden by depressing the ON BOARD ACKNOWLEDGE button within 5 seconds

Release the Independent Brake when the load builds to a level sufficient to prevent roll back. Do not wait longer than 20 seconds.

37.5 To Stop Automatic Operation

Step	Action	Result
1	Move the throttle handle away from the 1^st notch.	The Quantum Semi-Remote Control will revert to Tower Cab Signal mode. Switch the AUTO / MANUAL switch to MANUAL.
2	Or apply the Independent Brake.	The Quantum Semi-Remote Control will revert to Tower Cab Signal mode. Switch the AUTO / MANUAL switch to MANUAL.

37.6 To Latch-Up On-Board Mode on the Fly

Step	Action	Result
1	Secure desired locomotive speed. Return throttle to Notch 1.
2	Place AUTO / MANUAL switch in AUTO.
3	Press the ON-BOARD ACKNOWLEDGE button.	The Quantum Semi-Remote Control will advance the throttle and maintain the present speed. When locomotive is moving, Requested Speed display will show current Locomotive Speed.

37.7 To Stop Automatic Operation

Step	Action
1	Move the throttle handle away from the 1^st notch.
2	Or apply the Independent Brake.
3	Move the AUTO / MANUAL switch to MANAUAL.

37.8 Tower Auto Mode (Hump Tower Control)

To operate hump engines in the Tower Auto Mode the following must be applied:

Step	Action	Result
1	Obtain movement authority.
2	Select direction of movement with the Reverser. Leave the Independent Brake on.
3	Place the AUTO / MANUAL switch in AUTO.	Tower Cab Signal light will be illuminated.
Note: When a command from the Tower Operator is received, the TOWER AUTO light will blink signifying a Tower latch-up signal is present.
4	Push the TOWER ACKNOWLEDGE button.	TOWER AUTO light will be illuminated and a Requested Speed will be displayed.
5	Place the Throttle handle into the 1^st Notch.	Quantum Semi-Remote Control will advance the throttle further as needed.
Note: Computer selected throttle notch may be overridden by depressing the TOWER ACKNOWLEDGE button within 5 seconds.
6	Release the Independent Brake when the load builds to a level sufficient to prevent roll back. Do not wait longer than 20 seconds.

37.9 To Stop Tower Automatic Mode Operation

Step	Action
1	Move the throttle handle away from 1^st notch.
2	Or apply the Independent Brake.

NOTE: In TOWER AUTO MODE, the hump yardmaster can start, stop and control speed for the hump movement. The yardmaster can APPLY and RELEASE the Independent Brake. Power output is regulated by the computer. The Quantum Hump Control will revert to Tower Cab Signal mode. Alternatively, switch the AUTO/MANUAL switch to MANUAL.

37.10 To Change From On-Board Auto to Tower Auto on the Fly

Step	Action	Result
1	Secure operation in ON-BOARD mode · Leave throttle handle in Notch 1. · Leave independent brake off.
2	When the Tower Auto light is blinking (“Call Waiting”), press the TOWER ACKNOWLEDGE button.	· The TOWER AUTO light will be on and the Hump Control will be controlled by the Tower Operator. · No changes in operation will be detected if the new Requested Speed is the same as the Requested Speed from the ON-BOARD mode.
CAUTION If there is a difference of more than 3 mph between requested speed and the locomotive speed, an over speed condition will be tripped and the brakes will be applied.

37.11 To Stop Automatic Operation

Step	Action
1	Move the throttle handle away from 1^st notch.
2	Or apply the Independent Brake.
3	Pace the AUTO / MANUAL switch in MANAUAL.

38.0 Locomotive Safety Devices

38.1 Cut-In Safety Devices

Locomotive safety devices must be cut in and operating on controlling locomotives when equipped.

a) CP road units are equipped with one or more of the following safety devices:

· Over speed.

· Alerters (RSC)

· Deadman controls.

b) Safety devices do not have to be operating when:

· Locomotives are hauled in tow.

· A safety device becomes defective en route.

· Operating locomotive on engine servicing tracks for the purpose positioning locomotives for service and repair.

Some Soo and leased locomotives are not equipped with above safety devices.

38.2 Verify and Report Safety Device Function

Engineers must check to make sure safety devices are operative. If a safety device becomes defective en route, a report must be made on the Crew to Crew Information Form and Central Locomotive Specialist must be notified.

38.3 Cutting-Out Safety Devices

Do not cut out, tamper with, or defeat a safety device without proper authorization.

39.0 Positive Traction Control (PTC)

39.1 Increase Tonnage Capacity

The Tonnage Rating chart that is in the current Timetable has a column for SD40s equipped with PTC (Positive Traction Control). Locomotives with PTC will deliver approximately 3.5% more adhesion than non-PTC locomotives. With the increase adhesion, these units can haul more tonnage than a similar unit without PTC.

39.2 Locomotives with PTC

The following locomotives are equipped with PTC:

CP 787	CP 5528	CP 5693, 5696
SOO 788	CP 5530	CP 5702-5715
CP 5401-5403	CP 5533	CP 5758-5772
CP 5407	CP 5535	CP 5800-5817
CP 5411	CP 5537	CP 5865-5879
CP 5501	CP 5545	CP 5919-5934
CP 5503, 5504	CP 5548, 5549	CP 5940-5999
CP 5508, 5509	CP 5554	CP 6000-6028
CP 5513, 5514	CP 5556-5559	CP 6046-6049
CP 5517	CP 5557	CP 6055-6080
CP 5520	CP 5559	CP 6411
CP 5525	CP 5561-5563	CP 9000-9025

40.0 De-Rating Tonnage Ratings

40.1 Mixed Locomotive Consist -
AC and DC Locomotives

The tonnage rating chart in the current Timetable Special Instructions lists haulage capacity for CPR locomotives. When locomotive consist include both AC and DC locomotives SD40, SD40-2 or SD40 with PTC, the tonnage rating listed for the AC locomotives in the tonnage rating chart must be de-rated as follows:

· AC locomotive(s) will be de-rated to 87% of the listed equivalent tonnage rating when consist includes one or more SD40 with PTC.

· AC locomotive(s) will be de-rated to 75% of the listed equivalent tonnage rating when consist includes one or more SD40/SD40-2.

Example 1: A locomotive consist made up of one GE AC4400 and one SD40-2 with PTC operating southward between Saratoga and Binghamton on the Freight Main Line will have a haulage capacity of 6710 tons per timetable tonnage chart (4248 + 2462 = 6710 tons).

However, since the consist contains an AC locomotive with a SD40 with PTC, the AC locomotive must be de-rated to 87% of the listed rating (4248 x 0.87 = 3696 tons). The adjusted maximum haulage capacity for this consists will be 6158 tons (3696 + 2462 = 6158).

Example 2: A locomotive consist made up of one GE AC4400 and one SD40 non PTC operating southward between Saratoga and Binghamton on the Freight Main Line will have a haulage capacity of 6408 tons per timetable tonnage chart (4248 + 2160 = 6408).

However, since the consist contains an AC locomotive with a SD40 non PTC, the AC locomotive must be de-rated to 75% of the listed rating (4248 x 0.75 = 3186 tons). The adjusted maximum haulage capacity for this consist will be 5346 tons (3186 + 2160 = 5346).

Locomotive Series

For High Air Compressor Speed

Generator Field (GF) Off and Reverser Centered

Generator Field (GF) Off and Reverser Centered

For High Air Compressor
Speed