Air Brakes and Train Handling Rules - Alaska Railroad
Air Brakes and Train Handling Rules - Alaska Railroad Air Brakes and Train Handling Rules - Alaska Railroad
64 Train Handling• Empty cars—LP (low pressure) or SD (slow directexhaust) positionNOTE: The normal position for retaining valves is theEX (direct exhaust) position.64.13 Helper OperationsTo prepare and operate helper locomotives used in the mid or rearportion of a freight train, follow these guidelines:64.13.1 Testing and Coupling Helper LocomotivesFollow these steps to test and couple helper lines:1. To adjust and test the helper’s air brake system:a. Adjust the regulating valve to 10 psi below the prescribedbrake pipe pressure for the train being assisted.b. Perform the required air brake test.2. To couple the helper:a. Make sure that all helper locomotives have alignment controlcouplers or bolster stops.b. Couple the brake pipe hose and cut the air in on the helperlocomotive.c. Make sure that the helper locomotive is not cut off while thetrain is moving.64.13.2 Adding Helper Locomotives To Other ThanHead EndTo prevent an unintentional brake release on the train being assisted,make the following changes on the helper locomotive after couplingthe helper but before opening the angle cocks:1. Make an automatic brake pipe reduction to the same pressure asthe rear brake pipe pressure of the train being assisted.NOTE: If the train’s rear brake pipe pressure is not known,make a 10 psi brake pipe reduction.June 1, 1996 ARRC Air Brakes and Train Handling Manual 64-37
64 Train HandlingEXCEPTION: If the train being assisted does not have abrake application in effect, step 1 is not required.2. Cut out the automatic brake.3. Move the automatic brake valve handle to CONTINUOUSSERVICE.4. Make sure the equalizing reservoir pressure is reduced to zero.5. Open the angle cocks.64.13.3 Operating ResponsibilitiesComply with these helper operating responsibilities:1. When more than one locomotive is attached to a train, theengineer in the lead locomotive must control the train’s airbrakes.2. The engineer in the lead locomotive is in charge of train movement.3. The engineer in charge will communicate with and direct theassisting engineer during helper operation.4. The helper engineer must operate from the locomotive cabnearest the direction of travel, unless a manager authorizesotherwise.A. Using Dynamic BrakingWhen dynamic braking is used on both road and helper locomotives:1. The helper engineer should maintain constant dynamic brakingforce.2. The lead engineer should control variations in train speed.64-38 ARRC Air Brakes and Train Handling Manual June 1, 1996
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64 <strong>Train</strong> H<strong>and</strong>lingEXCEPTION: If the train being assisted does not have abrake application in effect, step 1 is not required.2. Cut out the automatic brake.3. Move the automatic brake valve h<strong>and</strong>le to CONTINUOUSSERVICE.4. Make sure the equalizing reservoir pressure is reduced to zero.5. Open the angle cocks.64.13.3 Operating ResponsibilitiesComply with these helper operating responsibilities:1. When more than one locomotive is attached to a train, theengineer in the lead locomotive must control the train’s airbrakes.2. The engineer in the lead locomotive is in charge of train movement.3. The engineer in charge will communicate with <strong>and</strong> direct theassisting engineer during helper operation.4. The helper engineer must operate from the locomotive cabnearest the direction of travel, unless a manager authorizesotherwise.A. Using Dynamic BrakingWhen dynamic braking is used on both road <strong>and</strong> helper locomotives:1. The helper engineer should maintain constant dynamic brakingforce.2. The lead engineer should control variations in train speed.64-38 ARRC <strong>Air</strong> <strong>Brakes</strong> <strong>and</strong> <strong>Train</strong> H<strong>and</strong>ling Manual June 1, 1996
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