This month's edition of UPDATE is another in a series on the latest information I have received since the last issue of CROSSROADS.
One of the areas in which there has been a lot of feedback is with regards to the readout of the tractive effort meter not jiving with the readout on the DP control box console. The reason for why this is taking place is because of the type of current module presently installed on the locomotive. The current module is the appliance which converts the signal from the locomotive control system into event recorder current. The module is causing the signal from the control system to be dragged down, resulting in the inaccuracy. Once the correct model of current module is supplied to UP from the vendor, a modification program to perform the change-out will be implemented. As other information: the DC models of DPU equipped locomotives are presently furnishing to the operator matched readouts between the ampmeter and the control box console.
There are now two changes in effect which will assist the operator in the event of a COMMUNICATION INTERRUPT condition:
(1). At any time during this situation, if an automatic brake pipe reduction is made, there will be a "grace period" whereby you have one minute to make a release of the brakes and not trigger activation of the Brake Pipe Rise protection feature.
Keep in mind that once the reduction gets to the remotes, they will gradually go down to Idle and cutout their brake valves.
(2). If while under this situation the operator does not apply the brakes, the remote consists will now continue to operate at the last received command for an hour and a half (previously it was for one hour). These alterations were made in
order to assist the operator with safely being able to get his train out of a radio break area.
1. Q. Is there any chance that a penalty brake application may occur to a DPU train and the operator not be aware that it is this type of a situation?
A. No. On the control box console, the red Penalty indicator will light up to notify you of this fact. In addition, the type of penalty may be determined by going to the SYSTEM
screen.
2. Q. Is it possible to leave the DP circuit breaker turned on, then pull the battery switch, and not cause the DPU system to be unlinked?
A. No.
3. Q. Are any of the SD40-2B units going to be retrofitted with the DPU system?
A. No. At this point, there are not any plans to retrofit existing units in the fleet with DPU equipment. Only new locomotives right out of the factory will receive this application, and those will be slated to use the Integrated Distributed Power system.
4. Q. If you board a DPU locomotive operating as a remote leader in the train, does the control box console of that unit have to be displaying any information to let you know
that it is working?
A. No. With the unit number being displayed on the SUMMARY screen, this will be your
confirmation.
5. Q. Your remote unit is in the SETOUT (S/O) condition, and you have now coupled up the train. Is there any special procedure you have to perform to get the PC light on the control box console extinguished before executing the NORMAL (NORM) command on the REMOTE screen?
A. No. Once the remotes sense the brake pipe pressure increase, this will reset the PC switch and you should get the message of NORMAL FRONT CHARGING on the REMOTE screen.
6. Q. If a unit is added to the lead consist, will connecting the MU cables disturb any portions of the DPU system?
A. No. The same rules and methods for adding units to a consist are applicable?
During my visit to North Platte, I noticed in a conference room a control box console which had been badly damaged due to being vandalized. Granted, there are things about change which we may not agree with, but don't allow this form for letting off frustration to turn into a regret. Keep in mind that with the more sophisticated recording devices in these electronics, it is easy to trace it back to the responsible party.