For the past four years, I have attempted to keep readers informed on the latest events in the areas of train handling and locomotive technology. In response to one of my most often received questions, the ability for me to report on so many items under the same subject during this time period is not a difficult thing to do, as almost on a day to day basis, something new or ongoing, but in different ways is taking shape within the railroad industry. There are many sources from which I draw on in my attempts to keep you informed as to what's taking place so that surprises don't come into your workday, particularly at a time when a tough situation might be staring at you.
From these references, I have been asked to pass along the following material, the purposes for which are to benefit all concerned and most importantly, can be more directly affected by them.
There is a division general notice in effect which outlines operating instructions for setting up these type systems. It is required that trains operating the two-way system must have it in the ARMED condition before departing any location.
All rear end devices having an address code in series 10,000 and upward are two-way models made by Pulse; there are now at North Platte 20 systems made by the US & S Co.. The rear end devices carry the address code series of 86,000 and up. An instruction video about this equipment is being produced by the Operating Practices department for both train and mechanical service employees.
Regardless of the format type in use, we are still experiencing undesired emergencies on unit coal trains. This situation is being addressed by various departments, along with the manufacturers of the equipment. In order to try to speed up getting this situation corrected,
a database for UDE reporting is now being established. If you experience a UDE on a coal train, make note of the time, location, and train symbol, and submit this information by either or these methods:
(1). Leave a note or phone message to you MOP.
(2). Use the =AS I reporting form in TCS.
Any CNW locomotive operating as a lead unit which is equipped with an alertness control device must have this feature cut in and functioning. There have been across the system a number of instances where the devices have been cut out without authorization from the proper parties.
The alertors on these units have their own event recorder; it will log all actions including resets and cut outs. Remember, if you have not been properly authorized to disable the alertness control system, do not perform these actions. This is being monitored by various operating and mechanical departments.
In next month's issue, I will be responding to a question from an engineer with regards to some of the integrated electronics systems aboard Conrail locomotives.