1

Best Practices Train Handling Guide

Yale Revision 2007

2

Introduction

This book is intended as a guide only to assist Locomotive Engineers and Conductor Locomotive Operators in applying Best Practices Train Handling Techniques. Colour references to THROTTLE MANIPULATION , DYNAMIC BRAKE & AUTOMATIC BRAKE are based on an optimum train run and may vary dependent on a number of variables, such as train characteristics, meets, weather, etc...

The following instructions and required compliance will serve to address a number of ongoing issues within CN. Dynamic braking will provide an additional braking system and improved safety margin. Wheel and brake shoe wear/damage will be reduced providing for a safer operation, especially during winter conditions, and reduce costs associated with wheel and brake shoe change outs. Fuel efficiency will be greatly improved reducing expenses and improving the environment. Track damage and chance of derailment, the result of condemnable wheel conditions will be substantially reduced. All applicable Operating Rules, General Operating Instructions and Special Instructions remain in effect.

3

Train Handling Policy General Instructions

1. Locomotive Engineers should have a thorough knowledge of the physical characteristics of the territory over which they will be operating and use this knowledge and good judgment to ensure proper train handling techniques .

2. Locomotive Engineers must utilize “forward planning” in consideration of territory profiles, planned stops, required speed adjustments and slack control, avoiding aggressive use of the locomotive throttle and train braking systems.

3. To ensure avoidance of wheel slip and control in-train-forces the throttle must be

increased gradually and incrementally. 4. Throttle manipulation must be utilized as the primary means of controlling train speed. 5. Dynamic Brake must be fully utilized as the initial braking force. The use of Dynamic

Brake will ensure less wear/damage to equipment components and improve fuel efficiency.

6. Power braking MUST be avoided. That is, the automatic brake must not be set with the

throttle above idle. When unavoidable the lowest throttle position must be used. Power braking is defined as the simultaneous use of the throttle and automatic brake.

7. The Independent Brake is not to be used at speeds in excess of 15 M.P.H..

4

8. Following any Automatic Brake Release, throttle position must not be advanced until the IDU pressure has increased for 30 seconds.

9. The Flowmeter and IDU must be closely monitored to identify Brake Release Status

and also to provide indication of air flow which could lead to an Unintentional Release following an automatic brake application. Brake Release Status can be determined by observing an increase in the IDU pressure.

10.(i)To ensure a positive freight car brake pipe reduction and to avoid sticking brakes, the

train brakes must not be released until a positive brake pipe reduction of at least 6 PSI, as indicated by the IDU, has been made on the last car of the train. (ii) When a running release of the brakes is to be made and the operating conditions permit, the brake pipe must be reduced to ensure a positive brake pipe reduction. When operating conditions do not permit, a positive brake pipe reduction must be achieved at the next appropriate opportunity.

NOTE: The RTC Centre may contact a train while enroute and request a 6 PSI reduction, then release, in an effort to correct a suspected sticking brake.

Cycle Braking

1. Cycle braking, on other than long descending grades must be avoided and can be offset with good planning, throttle manipulation and the use of Dynamic Brake.

2. When Cycle Braking, subsequent brake applications must be made at least 5 psi

beyond the previous application to avoid an inadequate brake application and Unintentional Release.

5

Dynamic Brake

1. Dynamic Brake is defined as the use of the locomotive traction motors as generators in creating retarding forces which provide responsive and fully variable train braking forces.

2. The use of Dynamic Brake is effective in slowing the train for planned stops, speed

restrictions and speed control.

3. When Dynamic Brake is available it must be used as the first means of initiating required train braking forces.

4. When Dynamic Brake is in use, the Automatic Brake may be required to provide additional

braking effort.

5. There is no limit on the amount of time spent in Dynamic Brake.

6. The Speedometer and loadmeter should be closely monitored as they provide the required information concerning the use and effectiveness of Dynamic Brake.

7.  In consideration of slack action and control, depending on track gradient and curvature,

Dynamic Brake application should be gradual and incremental. Note: Dynamic becomes disabled on a locomotive with cut-out traction motors!!!

6

THROTTLE MANIPULATION

DYNAMIC BRAKE

HOT BOX DETECTOR

X PUBLIC CROSSING

LEFT CURVE

RIGHT CURVE

0.3 GRADE

PSGR. PLATFORM

AUTOMATIC BRAKE (if no D.B. available) SIGNAL NUMBERS

63

DON STATION NAME

* ELECTRIC LOCK

DIRECTION

SIDINGS/SPUR

Pictorial References Pictorial references in this book have been located as close as possible to actual locations, but may not be 100% accurate. Numbers next to signals indicate the signal number, not the signal location.

30 SPEED ZONE

SPRING SWITCH SS

123.57

& MILE

MAIN LINE

ANTI-WHISTLE W

F= SLIDE DETECTOR FENCE (located above curve line)

T= TUNNEL (located below curve line)

7

B.C. FOREST

PRODUCTS

18

20

06

04 03

02 01

24

Vancouver

Kamloops

YALE SUB ASHCROFT SUB

BOSTON BAR YARD

HC

YALE SUB

92796

00 MAIN LINE

DERAIL

*337

13D

14

1254N 1254S

W

BOSTON BAR EAST

BOSTON BAR WEST

13

Bunkhouse

8

1 2 3 4 5 6 7 8 9 10 11 12 13

WESTBOUND

0

EASTBOUND

HICKS 3.1

13D

30/25 35/30

X

14

35 36

63

62

77

76

93 105

105D 125

139

138 126

106 94D & 94

BO

STON

BA

R

YARD R.105

KOMO 10.2

6040’

48

0.1 0.2 0.1

0.3 0.2

0.4

0.3

0.2

0.3

BOSTON

BAR WEST

1.3

F F F F F F

T T T T T T T T

47 X

Road Access 13.8

Boston Bar West Road

RTC CN 02 *1#

13

30/25 35/30

9

D.D

. 25

.0

14 15 16 17 18 19 20 21 22 23 24 25 26

WESTBOUND

EASTBOUND

35/30 30/25

40/35

139 151

163 175

189 & 189D

211

241

261 262

262D

236

208

190

176

150 162

138

STOUT 18.3

YALE 26.7

6030’

0.1

0.3

0.2

0.3 0.1 0.1

F F F

T T T T T T

RTC CN 02 *1#

H.W

.S.

24.7

4 –

24.9

9

35/30 40/35 30/25

10

WESTBOUND

27 28 29 30 31 32 33 34 35 36 37 39 38

EASTBOUND

40/35

275D

323 357

369

391

392 358 324 296

276 262

262D

YALE 26.7

6030’

TRAFALGAR 36.0

50/45

370

0.3

0.4

0.1 0.4 0.1 0.4 0.1

0.2

0.4 0.2

40/40

T

X X

Squeah Forestry Road

RTC CN 02 *1#

275

40/35 50/45 40/40

35 p

so fr

t 35

pso

frt

11

WESTBOUND

40 41 42 43 44 45 46 47 48 49 50 52 51

EASTBOUND

X X X X

429 443

443D

489 529

488 458 444

430D & 430

391

392 X

HOPE 40.2

FLOODS 44.0

6030’

55/50 55/55 35/30

X X

X

0.2 0.4 0.3

0.2 0.3

0.1 0.1

W W W

X X

6th Ave. 3rd Ave.

Yale Road Floods Road St. Elmo Road Peters Road

RTC CN 02 *1#

35 PSO FRT

40/40

55/50 55/55 35/30 35 PSO Frt

40/40

12

WESTBOUND

53 54 55 56 57 58 59 60 61 62 63 65 64

EASTBOUND

529 543

X

605 621

X X X

653

654 604

558 544 530

CHEAM VIEW

54.1

ROSEDALE 65.9

5930’

35/30 50/45 45/45 70/65

X X X

0.1 0.2

0.2 0.2 0.2

0.1

3535

654D X X

X X X

PSO

Peters Road Herrling Island Road Nevin Road

Ford Road McGrath Road

Yale Road East Gravel Pit Road Old Yale Road Popkum Road Julseth Road

RTC CN 02 *1#

35/30 50/45 45/45 70/65 PSO

3535

13

WESTBOUND

66 67 68 69 70 71 72 73 74 75 76 78 77

EASTBOUND

X X

653 665D

X X X X X X X X

689 713 719

719D 776 757

775N

775S 758S

737

738

720

714D & 714

690 666 654

ROSEDALE 65.9

5930’ CHILLIWACK 71.8

ARNOLD 76.5

8360’ 30MPH

70/65 50/45

758N

X X

X 0.1

0.2 0.1

0.2

0.2 0.1

654D

W W

X

X

W

SRY Interchange

Broadway Street

Young Road Cannor Road Frontage Road Lickman Road

Aitken Road Prest Road Bamford Road Gibson Road

Upper Prairie Road Annis Road Nevin Road

Ford Road

RTC CN 02 *1# RTC CN 02 *1#

WIL

D 7

4.6

665

50/50 70/65

70/65 50/45

50 mph Frt. 100 TOB & 8000 ft or longer

50/50 70/65

55 mph Frt. 100 TOB & 8000 ft or longer

50 mph Frt. 100 TOB & 8000 ft or longer

55 mph Frt. 100 TOB & 8000 ft or longer

14

X

X X

Riverside Road

Sorenson Road

Glenmore Road Hargitt Road Bell Road

Swanson Road

Little Road

Sumas Mountain Road Cox Pit Road Beharrell Road

X

WESTBOUND

79 80 81 82 83 84 85 87 88 89 91 90

795

X X X X X X 819

841 867 879

897B 909N

909S 910

X X X X X 898

882N

882S 868S 842 820

SUMAS MTN.

86.7

MATSQUI 87.4

50/45 30/25 45/40 55/55 45/40

868N

X X 881

796

CPR

880

14B

X 0.1 0.1 0.1 0.3 0.2 0.3

EASTBOUND

35 M

PH

DIA

MO

ND

02

897A

Refer Cascade Sub. Profile MATSQUI JCT.

87.9

PAGE 89.8 ABRAHAMSON

90.9

86 RTC CN 02 *1#

MOVEABLE POINT FROG

50/45 30/25 45/40 55/55 45/40

MOVEABLE POINT FROG

15

WESTBOUND

92 93 94 95 97 99 100 101 102 104 103

EASTBOUND

45/40

927 945

X X

X X X X X X X X X X X X X X

969N

969S

993N

993S

1015N

1015S

1033N 1018N

1018S

994N

994S

946N

946S 928 910

GLEN VALLEY 94.5 HYDRO

101.7

65/60 5045 50/50

X

970N

970S

X X 1033S

X

1034N

1034S

0.2 0.2 0.2

W W W

Bradner Road Lefeuvre Road 264th Street

96

272nd Street

98

252nd Street Church Street

Glover Road 96th Ave.

96th Ave.

222nd Street

RTC CN 02 *1#

Trains to Rawlison/Page/Port Subs.

Confirm with BCR RTC Chan. 39-39

3535 PSO

45/40 65/60 5045 50/50 35

35 PSO

MOVEABLE POINT FROG

16

WESTBOUND

105 106 107 108 109 110 111 112 113 114

EASTBOUND

X X X X X X

X X X X

X X X

X X

X X 1051S

1051N 1063N 1077N

1077S

1093N

1093S

1105N

1105S 1125S

1140

1128

1108S 1050S

1064N

1064S

HAMPTON 110.7

DOUGLAS ISLAND

112.6

MACDONALD 113.8

END OF M/T

MIDDLE LEAD

50/50

1125D

1108N 1092N 1078N

1078S

X X

1063S

X

1050N

1092S

1139

1140D 0.2 0.3 0.2 0.3 0.3 0.1 0.5 0.4

0.2

1128D-1

1125N

PLAN VIEW

(GRADE NOT SHOWN)

PA00

OLD MAIN

RIVER LEAD

RULE 105 TERRITORY

W W W W

RULE 105 TERRITORY

DERAIL - PA00

(JUST WEST OF SIGNAL 1128D-1)

222nd Street 96th Ave.

216th Street 208th Street 201st Street Telegraph Trail

192nd Street 182A Street

179th Street 104th Ave.

RTC CN 02 *1#

50/50 RULE 105 TERRITORY

17

PORT MANN BRIDGE

Thornton Yard East

(Surge Yard)

Page 608

Marvin Stewart 1997

MACDONALD 113.8

END OF M/T

DOUGLAS ISLAND

112.6

HAMPTON 110.7

CTC SIGNALS NOT SHOWN REFER TO PAGE 16

DERAIL - PA00

(JUST WEST OF SIGNAL 1128D-1)