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LOCOMOTIVE ENGINEER TRAINING HANDBOOK February, 2006

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LOCOMOTIVE ENGINEER TRAINING HANDBOOK February, 2006 LOCOMOTIVE ENGINEER TRAINING HANDBOOK February, 2006 Locomotive Control Stand Orientation An important part of your Locomotive Engineer training will be operating locomotive simulators, and your first simulator activity will be very early in the class. The following pages are an introduction to some of the controls on a locomotive control stand. While there are some differences between locomotives, there are also many common items that are covered in the following pages. This material is intended more as an introduction; it will make your first simulator activities easier and will help you prepare for more material that will be covered in lessons on air brakes, preparing locomotives for service, dynamic braking and train handling. Your assignment for tonight is to read this material and answer the questions at the end. The assignment will be checked for completeness at the start of day one orientation. LET Staff The reverser handle is the lowest handle on the control stand. It has three positions: left, centered, and right. When the handle is moved to the right, circuits are set up for the locomotive to move in that direction. When the handle is moved to the left, the locomotive will move in that direction when power is applied. With the reverser handle centered, mechanical interlocking prevents movement of the dynamic brake handle, but the throttle can be moved. In such case, power will not be applied to the traction motors. Reverser Handle The reverser handle is centered and removed from the panel to lock the throttle in IDLE position and the dynamic brake handle in OFF position. Dynamic Brake Handle The dynamic brake handle is located above the throttle handle. The brake handle has two positions; OFF and SETUP, and an operating range of 1 through 8 (FULL), through which the handle moves freely without notching. Mechanical interlocking prevents the dynamic brake handle from being moved out of the OFF position unless the throttle is in IDLE and the reverser is positioned either forward or reverse operation. CAUTION During transfer from power operation to dynamic braking, the throttle must be held in IDLE for at least 10 seconds before moving the dynamic brake handle to the SET UP position. This is to eliminate the possibility of a sudden surge of braking effort with possible train run-in or traction motor flash-over. Throttle Handle The throttl e handle is locate d just below the dynam ic brake handle . It is moved from right to left to increase locomotive power. The throttle has nine positions: IDLE, and 1 through 8 plus a STOP position, which is obtained by pulling the handle outward and moving it to the right beyond IDLE to stop all engines in a locomotive consist. Mechanical interlocking prevents the throttle handle from being moved out of IDLE into power positions when the dynamic brake handle is advanced to SET UP or beyond but it can be moved into STOP position to stop all engines in the consist. The throttle handle cannot be moved when the reverser handle is centered and removed from the controller. Locomotive Speed Indicator and Accelerometer Accelerometer The accelerometer is a very useful tool for the locomotive engineer. It shows gain or loss of mph per minute. If the number is a positive number such as “3”, you are gaining 3mph per minute. If the number is a negative number such as “-3”, you are losing 3 mph per minute. With this information, you can make adjustments as needed if you are gaining or losing speed. 26 L Air Brake Equipment Automatic Brake Valve AUTOMATIC BRAKE VALVE HANDLE The automatic brake valve handle controls the application and release of both the locomotive and train brakes. The brake valve is of the “pressure maintaining type” which will hold brake pipe reductions constant against nominal brake pipe leakage. A brief description of the operating positions follows: Release Position This position is for charging the equipment and releasing the locomotive and train brakes. It is located with the handle at the extreme left of the quadrant. Minimum Reduction Position This position is located with the handle against the first raised portion on the quadrant to the right of the released position. With the handle moved to this position, a 6-8 pound brake pipe reduction is made and minimum braking effort is obtained. Service Zone This position consists of a sector of handle movement to the right of release position. In moving the handle from left to right through the service zone, the degree of braking effort is increased until, with the handle at the extreme right if this sector, the handle is in full service position and full service braking effort is obtained. Suppression Position This position is located with the handle against the second raised portion of the quadrant to the right of release position. In addition to providing full service braking effort, as with the handle in the full service position, it will also recover a penalty brake application. Automatic Brake Valve Handle Off Position This position is located by the first quadrant notch to the right of suppression position. This is the position in which the handle must be placed on trailing units of a multiple-unit locomotive or on locomotives being towed “dead” in a train. Emergency Position This position is located to the extreme right of the brake valve quadrant. It is the position that can be used to make a “desired” emergency brake application. This position must be used to reset either a “desired” or “undesired” brake application. CUT-OFF PILOT VALVE The cut-off pilot valve is located on the automatic brake valve housing directly beneath the automatic brake handle. The valve has two positions; IN or OUT. To operate the locomotive as the controlling unit, the cut-off valve must be pushed in and rotated to the IN position. The OUT position is used when making brake pipe leakage tests, a trailing unit in a consist, or hauling a locomotive “dead” in a consist. TRAINLINE AIR PRESSURE ADJUSTMENT VALVE The trainline air pressure adjustment valve is located to the left of the automatic brake valve. With the automatic brake handle in the released position, it is used to obtain the brake pipe pressure desired. The automatic brake valve will maintain the selected pressure against overcharge or leakage. Independent Brake Valve This handle provides independent control of the locomotive braking effort irrespective of train braking effort. The brake valve is self-lapping and will hold the brakes applied. A brief operating description of the operating positions follows: Release Position This position is located with the handle at the extreme left of the quadrant. This position releases the locomotive brakes, provided the automatic brake handle is in the release position. Full Application Position This position is located with handle at the extreme right of the quadrant. In moving the handle from left to right through the service zone the degree of locomotive braking effort is increased until full application braking effort is obtained. Bail-off Position Depression of the independent brake handle whenever the handle is in the release position will cause the release of any automatic brake application existing on the locomotive. When an automatic brake application is made, the independent brake must be bailed off for 4 seconds per locomotive in the consist AND until the brake pipe air quits exhausting. MU-2A VALVE The MU-2A valve is located on the lower left hand side of the air brake stand. Its purpose is to set up the locomotive brake system for lead, trail, or dead operation. The positions are as follows: CLOSED IN TRAIL This position is used when the unit is trailing in a consist. OPEN IN LEAD OR DEAD This position is used when the unit is leading or dead. Review Questions: 1. To remove the reverser handle, it must be in the ______________ position. 2. The Train Line Air Pressure Adjustment Valve (Equalizing Reservoir Regulating Valve) is located to the ______________ of the automatic brake handle. 3. When transitioning from power to dynamic brake, you must wait at least _______________before moving the dynamic brake handle to set up. 4. The dynamic brake handle can be moved with the reverser handle centered? T F 5. The throttle handle has a total of ____________ positions. 6. When a locomotive is a trailing unit, the automatic brake handle must be in the _____________ _____________ position. 7. When the independent brake is fully applied, the handle must be to the extreme _______________ position. 8. To bail off the independent brake when an automatic brake application is made, you must ____________ _____________ on the independent brake handle. 9. How long do you bail off the independent brake when an automatic brake application is made? 10. The automatic brake must be placed in the _________________ position to recover from a penalty brake application. 11. What tool is useful to the locomotive engineer when determining if he/she is gaining or losing speed? NS LOCOMOTIVE ENGINEER TRAINING HANDBOOK INTRODUCTION TO AIR BRAKES OBJECTIVE The purpose of this lesson is to familiarize the Locomotive Engineer Trainee with the air brakes on locomotives and freight cars. The air brake equipment on freight cars will be discussed. The trainee will be able to: -Name the five major control valves on freight cars -Explain how they differ in applying and releasing the brakes -List the reservoirs on freight cars -List the other components and their functions. The trainee will be able to identify the air gauges associated with the air brake equipment and describe their function. The trainee will be able, by using the air gauges, to recognize a penalty brake application and an emergency brake application and be able to recover from each.
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