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Well here it is - - the start of a new year. At the first church service of the year I attended (it did coincide with the first Sunday of the year), I heard a truthful statement from one of the ministers which applies to each of us: "It is because God has brought us here that we have come to see a new year." So what does this mean? For me, and I hope for you, that you make the most of what God has given you - - another opportunity.
Although they have comprised different subjects, the past several months series of articles have shared in common that they have come from questions and/or suggestions from readers like yourself. Today's feature will be no exception from this; a local employee suggested that with the advent of FRA requirements for equipping trains with the two way EOT systems, that I should point out how to properly arm these systems. So now , let's go into this topic and respond to the reader's request.
Two way systems have some items in common with the Distributed Power control system, in that they operate on their own specific radio frequency, but the operating sub band is determined by the last digit of the rear end device code number. It will also at periodic intervals conduct status checks to insure that communications links are operating properly.
When the two way system is activated, the head end module or integrated system, depending upon the type of lead locomotive you have, will send a radio signal to the rear end device to vent the brake pipe from the rear end of the train.
Additional information about the two way EOT system may be found in the General Notice books. There is also a video available through the video services department that covers this operating format; its catalog number is OPR-129-96.
The two way emergency braking feature is to be used only in the event of failure of normal braking capabilities at the head end of a train. The lead locomotive along with the rear end device must be equipped for two way operations.
The notice deals with the Pulse Trainlink II stand alone system which is on the majority of our system's locomotives, but it is possible, thanks to run- thru and horsepower equalization agreements with foreign lines, that you may see a system which is marketed by the Digitair Corp.
After hitting the test button on the rear end device twice (this part of the setup arrangements must be performed regardless of the type of head end receiver the lead unit has), the Pulse box on the lead locomotive will generate a message of "ARM NOW" (on the Digitair box, the display unit will sound an audible alert and display the message ARM NOW).
You will then have a five second window in which to arm the system by pressing the Test/Arm key on the Pulse system (Digitair requires pressing the Communications Test button).
The pulse system will confirm being armed by the display of the "EMERGENCY ENABLED" indicator (Digitair's system will say in the message window ARMED).
Press the "ENTER IDENT" soft key to lock in the numbers. When that is done, a message of "SYSTEM UNARMED" will appear over the identification number.
After this, you will get a message of "ARM NOW" in yellow above a soft key labeled "ARM TWO WAY".
Press this key within the five second window. The EOT identification number and two way system status message of "ENABLED" will be displayed on the right side ICE screen.
Input the correct number for the rear end device, then press the function key for "ENTER CODE". This will now permit you to be offered the function key of "ARM NOW". Press that key. In the middle center of the right screen will be a box marked "EOT Emergency Status"; when in two way operation, the word "Enabled" will appear.
This system has two rows of function selection keys, so look on the display screen to see which function goes with which key (in this instance, the "EOT SETUP" function will be in the top row of indicators). After putting in the rear end device number and saving this setup, the "ARM NOW" key will then be displayed should after pressing the "TEST" function key and getting a passing message.
Press the "ARM NOW" key. A screen message of "ARMED" will then be displayed. On the right VID screen, which is the operators display, the EOT box in the left center portion will say at the EM status the message "ENABLED."
I don't believe I need to outline why this rule came about (goodness knows I've been fielding enough questions about it), but like any other rules and instructions currently on our books, compliance with its guidelines will be essential.
This will be looked at by management on all event recorder evaluations and ride evaluations.
I told him that the same situations have happened with me with them when operating the DPU trains. This is not a situation which is taking place on a local basis, but with all railroads throughout North America who are operating these particular type locomotives.
Here is some background: There is a characteristic of the C44AC units that does occur under heavy load, train starting conditions on both wet and dry rail, regardless of whether it is in use on DPU or conventional head end only power. The lead unit would have somewhat of a bucking effect, in that the unit at the front truck would develop a jumping vertically as it was starting a train under a heavy load.
After the train would get to moving about 3 MPH, this would smooth out and go away. Since then, it was determined that a software alteration could be made to enhance the response of the wheelslip control system and reduce the bucking effect to some extent.
There were tests done, both with light engine and in the field train testing, of the new software, and the results were positive. So now underway at the shops in Council Bluffs, Iowa and North Platte is a program to retrofit the C44AC locomotives with the new software.
These test involved using the spray lubricators onboard many of UP's units, along with testing two types of stick lubricators. From an overall standpoint, they found some encouraging results. For right now, the spray lubricator format still looks to be the best type; however, one of the stick lubricators (it is made by MPL) had a promising look, but tended to soften in the Texas heat.
A new harder stick lubricant is being developed and will be tested at the AAR-TTC in Pueblo, Colorado. The outcome will determine the next step taken by the Fuel Management group.