Prototype Information.
Rough handling of trains is unacceptable. Engineers must understand the techniques required for smooth train handling. Those techniques to designed to control the slack in the train - in how to prevent it from running in or out harshly. Slack action cannot be prevented, but by engineers acquiring knowledge of the various causes for it and exercising fore thought in the use of train momentum, brakes and sanding, it can generally be controlled.
The Train Master and Traveling Engineer are responsiblie for the training of train crews, and the safe operation of trains. Many prototype railroads have Train Handling Instructions Handbook. One such handbook is the C&O FORM CDT-30, THE CHESAPEAKE AND OHIO RAILWAY COMPANY - INSTRUCTIONS PASSENGER AND FREIGHT TRAIN HANDLING, Effective October 1, 1959.
The WWSL has a Train Handling Instructions Handbook that was adapted from the C&O Handbook, and the PRR Electrical Operating Instructions.
Reference
C&O FORM CDT-30, THE CHESAPEAKE AND OHIO RAILWAY COMPANY - INSTRUCTIONS PASSENGER AND FREIGHT TRAIN HANDLING, Effective October 1, 1959.
PRR Electrical Operating Instructions.
The WWSL
The WWSL has developed a Train Handling Instruction Handbook to assist the first
time operator. The WWSL THI is formatted as a 8x11 sheet,
portrait, with two columns per page. Here is the baseline information.
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Train Handling Instructions
Effective 12:01 AM, EASTERN STANDARD TIME,
Wednesday, June 13, 1954
FOR THE GOVERNMENT OF EMPLOYEES ONLY
S.B.Clinard
Superintendent
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Section 1 - Pre-Departure Activities
Section 2 - General Train Handling Instructions
Section 3 - Passenger Operations
Section 4 - Freight Operations
Section 5 - Operations in Electrified Zones
Section 6 - Operations involving Specialized Equipment
Section 1 - Pre-Departure Activities
1.1 - Reporting for Duty. When a train crew is called and reports for duty they do the following:
- Report to the yardmaster's office where they receive their train information, throttle, and the carcards/waybills for their train.
- Ensure they have the following documents: UCOOR, Train Handling Instructions, Timetable and Special Instructions.
- Check bulletin board for General Order, Circular Updates and Track Bulletin information.
1.2 - Pre-departure Checks. The train crew does the following:
- They locate their engine and ensure engine is in good working order and is furnished with fuel, water, tools, sand and other supplies, including flagging equipment and signal appliances.
- The engineer checks to make sure his throttle can talk to the train.
- They locate their train and walk it looking for dangling, mismatched, or broken couplers and derailed wheelsets.
- The conductor checks the waybills to ensure they match the physical consist.
1.3 Departure Checks.
- The train crew conducts a brake set and release - the engineer gently backs up the train until there is motion in the caboose then gently pulls foward until there is again motion in the caboose checking for break in two problems.
- The train crew radios the dispatcher and request a track warrant and clearance card.
Section 2 - General Train Handling Instructions
2.1 Starting Train. Every precaution must be taken by observing the load indicating meter and use only amperes necessary to keep engines moving at a speed not to exceed 2 m.p.h. until the load indicating meter indicates that the entire train is moving. At places where it is difficult to start a heavy train, start sand running, if permissible, the instant the locomotive moves and continue sanding until the entire train has started and use sand only when necessary thereafter.
All trains will perform a running test of air brakes on passenger and express trains as soon as the speed of train permits after leaving terminals, where engines have been changed, or after a parted air hose has been coupled, or where cars have been picked up or set off,
2.2 Checking Speedometer. The Engineer on each trip shall check the speed indicated on speedometer against lapse of time while equipment is being operated at a constant speed. Timing section locations are identified in the Timetable and Special Instructions.
2.3 General Speed Restrictions: All speeds are for the length of whole train.
- 20 mph maximum speed on mainline for passenger trains.
- 15 mph maximum speed on mainline for freight trains.
- 20 mph maximum speed when running engines light.
- 10 mph maximum speed on sidings.
- 5 mph maximum speed within yard limits.
- 5 mph maximum speed on industrial trackage.
- 3 mph maximum speed on engine service/ready tracks.
2.4 Slowing and Stopping Trains. Train crews are responsible for maintaining positive control of the train at all times.
2.4.1 Use of Retaining Valves. The territory where the use of retaining valves is necessary will be designated in the timetable or bulletin instructions, with the instructions governing their use.
2.4.2 Stopping in Tunnels and Closed Places. When stopped in tunnels steam and diesel locomotives must be shut down unless it is known locomotive will proceed within five minutes. Steam and Diesel locomotives must not be operated in engine houses or closed places unless there is overhead ventilation or exhaust provided to carry off the fumes.
2.4.3 High Water. To avoid damage to traction motors, rail diesel cars and diesel units must not be operated through water when deeper than three inches above top of rails. When necessary to pass through water, speed must not exceed three miles per hour.
2.4.4 Derailment. If one wheel of a truck is derailed, it may be retracked by the use of a retracker. If more than one wheel is derailed, a derrick should be used or the Local Mechanical Officer consulted as to the proper method for retracking. Care must be used in retracking locomotives to avoid damaging running gear, traction motors or gear housings.
2.4.5 Emergency Stops. Where an emergency application is required, move the automatic brake valve quickly to emergency position and leave it there until the train stops; also quickly open the sand valve and keep it open until train stops.
Section 3 - Passenger Train Operations
3.1 Passenger Trains. There must be a buffer car between the locomotive and the first coach carrying passengers. A combine is considered as a buffer car providing the baggage/express end is next to the locomotive. Before coupling to occupied passenger equipment, the engine must come to a full stop between 6 and 12 feet from the equipment.
3.2 Mixed Trains. In a mixed train, freight equipment must be handled ahead of passenger equipment. In mixed trains, one or more cars must be handled between passenger equipment and any car carrying logs, oil or gasoline. unless otherwise instructed.
3.3 Air Brakes. Air brakes must be in service while switching occupied passenger equipment and while switching equipment on or off occupied passenger equipment. The brake pipe pressure on equipment and mixed trains consisting of passenger cars and freight cars should be 100 pounds. Passenger cars with UC or D-22 valves must have valves set for direct release.
3.4 Car Instructions. Passenger trainmen and all other employees
whose duties require them to look after passenger equipment at
terminals, should familiarize themselves with these instructions, as well
as instructions posted in the locker of each passenger car covering
the operation of the heating system, including thermostatic heat
control so as to insure its efficient and safe operation.
Folding
steps which operate in conjunction with vestibule trap doors on
passenger cars are not within the established clearance limits unless in
fully closed position or fully open position. Vestibule traps of cars
equipped with folding steps must not be opened or closed while cars are
in motion.
Section 4 - Freight Train Operations
4.1 All local freights will run as extras. Extra trains will give right away to all scheduled trains on the mainline, unless instructed otherwise by track warrant.
4.2 Loaded cars will be placed to the front of freight when ever possible. Empties to the back. There must be a buffer car between loaded log cars and the caboose.
4.3 The caboose shall not be included in the switching maneuvers for any cut of cars.
Section 5 - Operations in Electrified Zones
5.1 Tracks equipped for electrical operation are specified in the timetable.
5.2 All overhead wires must be considered energized (live) at all times except when it is known they have been deenergized and properly grounded.
5.3 Employes must not touch dangling wires or foreign objects hanging
from such wires nor attempt to move them by any means, but must report
their location immediately to the Superintendent and should, if
possible, leave some one to provide protection for other persons.
Until after wires are deenergized and properly grounded, and protection afforded by a Class A employe, all persons excepting Class A employes must not approach within the following distances:
- Of transmission wires - eight (8) feet
- Of catenary system - three (3) feet
- Of signal power wires - three (3) feet
5.5 Under normal operation of multiple unit cars or engines, rear
pantograph shall be up on each engine. Adjacent pantographs of coupled engines
should not be up when it can be avoided.
5.6 Catenary Damage. When catenary has been damaged and when it has been determined that electric equipment can be safely operated under such catenary provided pantographs are down, the Superintendent will issue a drop pantograph train order. Track involved and limits of territory through which pantographs must be kept down will be specified.
5.7 Sleet Instructions. Engineman must be on the alert for excessive arcing caused by sleet formation, and when such is observed he must at once comply with instructions governing double pantograph order operation. The first indication of sleet shall be reported promptly to the Superintendent who will issue a double pantograph order when conditions warrant.
5.8 Tank cars or open cars on which lumber, poles, pipe, structural iron,
trees, or other long material is to be loaded or unloaded, must, if
possible, be placed on tracks where there are no overhead catenary wires
or third rail, or on tracks where the overhead wires or third rail can
be deenergized. Loading or unloading of flammable liquids from tank cars
must be done on tracks equipped for this service and under special
regulations therefor.
5.9 Crews handling tool cars, rail derricks, power ditchers, etc., will be very careful when working around high tension wires, as there is danger of the current arcing from the wires to the boom when the boom is within 18 inches of the wires.
Section 6 - Operations involving Specialized Equipment
6.1 Derrick
cars, power shovels and similar pivoted machinery, when handled in
trains, on their own wheels, or loaded on cars, either with or without
boom in place, must have the Rotating Portion substantially anchored by
two anchors at the front and two anchors at the rear (similar to
wrecking cranes) to prevent any part of the rotating apparatus turning
or swinging.
6.2 Dump Cars. Loaded dump
cars must not be used or handled in work trains or switched on or
adjacent to a main track unless they are equipped with proper chains to
prevent the possibility if a car being dumped irk the opposite direction
from that intended.
6.3 The following cars must be handled on rear of trains immediately ahead of caboose cars.
- Scale Test Cars in regular service.
- Outfit Cars.
6.4 Flat cars loaded with mounted car wheels, poles or longitudinal articles must be placed two or three cars ahead of caboose in any train.
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