via E-Mail
On July 1st of this year, the FRA issued and placed into effect rules and regulations regarding operations with two way communications standards for the nations railroads. The Union Pacific, along with the other major carriers, have issued a general order which talks about these new stipulations. Along with myself, there have also been many questions from others regarding clarifications on portions of this system general order.
In the order that they appear in that document, this month's column will examine some of those in more detail. There will also be references to certain rules which appear in the timetable special instructions along with the air brake and train handling rules that are tied in with this general order.
I strongly recommend to everyone who is in some way affected by these new regulations to take time and review all of these publications to assist you with a better understanding of these guidelines.
The basis behind these arrangements is to allow for the capability and assurance for the head end of a train to be able to place into effect on the entire train an emergency brake application to the rear end portion in the event that for whatever the reason(s), the brake pipe becomes obstructed.
The concept for this began in Canada, as when they began operations of cabooseless trains (it was after their studying the US methods), their laws stipulated that any such train operating with an E-O-T-D system must be equipped with a two-way system; otherwise, it had to be operated with a manned caboose.
In the UP's system general order, it states that these requirements applies to and for most of the trains on the system, regardless of grade. Also included is the requirement that any foreign line railroad(s), be it a major carrier or a shortline company, must adhere to these regulations whenever operating on UP trackage for any reason.
You will also find contained stiffer requirements that are in place for specified grade territories. Now, using the headings as you will see them in you various documents and the general order, we will begin the in-depth clarifications.
Whenever you hear the term "two-way E-O-T," what does it mean? The definition is contained in the special instructions of UP's System Timetable No. 2, on page 155, under Item 10.
The general order then goes into the guidelines of what category of trains are required to have the Two-way E-O-T or an equivalent device; what constitutes an equivalent device is also contained there ( The equivalent device will be covered in more detail a bit later).
Also pointed out here are the exception conditions whereby either type of arrangement is not required. So now comes our first question: Does a power transfer (better known as a power move to some of us) require a two-way system application?
No.
An engine(s) without cars are also exempted from the two way application requirements. Next question: Why not? Answer: The verification of continuous brake pipe, along with proper connections of the consist's multiple unit hoses are already covered in air brake and train handling rules 30.3.1, 30.3.2, and 30.3.3.. By execution of these and your performance of the locomotive consist air brake application and release tests, the verifications are achieved.
Much of what is contained in parts A and B are self explanatory. However, there are two points which I will go into more depth. First of all, as long as the R-T-D battery is charged according to the requirements, the two way system will remain linked together until you perform the disarming procedure.
The other item is a clarification which I was asked to pass along to you from our sponsors: it deals with the clause regarding departure from a crew change point. The definition it makes reference to is a designated crew change point, not just any type of crew change point.
More specific example: a dogcatch crew goes out to relieve the train, and boards the train at Stringtown, Oklahoma. On this run; however (this is for the folks who do not know our territory I'm using), the designated crew change points on this run are McAlester, Oklahoma, and Fort Worth, Texas. So due to their boarding the train at Stringtown, the guidelines as per Rule 30.10.3C will govern the train's operation until it reaches Fort Worth or McAlester.
An equivalent device can be defined as a feature or a system which may be used in lieu of a two way E-O-T-D system. They can do as much as a two way E-O-T, and can achieve the same results as a two way E-O-T. Therefore, an equivalent device is a reasonablesubstitute for the two way E-O-T. Along with the last statements in Rule 30.10, portions A, B, and C go into more specifics regarding at what locations in the train they are to be placed, along with specific references on when to test and insure radio communications are still working properly.
On parts B and C, if the manned helper or Distributed Power locomotive is not placed according to the rule (Ex.: The Iowa monster 150 car grain trains we saw in which the remote was placed in the middle of the train) , then it must be equipped with a two way E-O-T system.
In parts A & B of this rule, let's take a closer look at the item about loss of communications for 16 min. 30 sec.. In part B, this requirement is manually built in; in fact, it had to be in order to comply with communications guidelines. So why is it then that in part A of the rule, you do not see this?
Answer: It is because this time delay is an automatically built in requirement for two-way E-O-T system design criteria which must be done by the manufacturers of the equipment. How does it work: By performance of three complete cycles, of which after it has performed all three of them, the time factor that will have elapsed totals 16 mininutes, 30 seconds.
What makes up a complete cycle: It begins at the head end equipment; it will poll the rear end for data. If it doesn't get a response, the head end will then wait 30 seconds, then try polling the rear end again.
If the head end still doesn't get a response, then the head end will wait five minutes before trying again to poll the rear end. This process constitutes a complete cycle attempt.
After three of these complete attempts, if the head end still does not get any feedback from the rear end, it will "say" that there really is a communications problem of some sort, and then you will get the "Communications Break" message.
Summarizing: as soon as you get the message, or with the equivalent device, there is no communications after having done the manual 16 minute 30 second requirement, you are then governed by Rule 30.10.3, Part C.
Now to conclude this outline: In timetable Special Instructions Item 10, on page 155, is an amendment to air brake Rule 31.9.1, and it concerns the activation process of the Two-Way E-O-T system (The equivalent device requirements also fall under this rule).
It applies to any train, at any location, and at anytime whenever the two way system or equivalent device has been placed into active status.
I would like to emphasize also that although you might have some of a communications break message displayed, should it become necessary to activate the rear end device, make the attempt and do so. Why? Some background: Normal H-T-D to R-T-D communications is at a much lower strength than the command to initiate an emergency application from the H-T-D to the R-T-D. So in the event of a need to utilize the emergency feature of the two way E-O-T-D system, the command to initiate the emergency must be attempted, even if no communications is indicated by the H-T-D.
The last two outlines are self explanatory. Let me add, though, this important message: If the two way E-O-T system is changed, then the two way E-O-T testing procedure as described in Rule 30.10.4 must be performed.
In last month's issue containing the article about AC Traction locomotive performance, I did receive a lot of positive feedback. An item which did bewilder some, though, led to this question: Does the throttle position of a locomotive dictate the amount of compensated horsepower you have?
The answer is no. The throttle position on any model of a locomotive, be it an AC or DC, model, does not have any direct bearing, comparison, or relationship to or with the compensated horsepower ratings. Hopefully, this unlocks the mystery behind what was the real reference that outline was attempting to describe.