Best Practices Train Handling Guide AlbredaRobson

1
Best Practices Train Handling GuideAlbreda/Robson
Revised January 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. Color 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
Revised April 2003

• 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. To avoid a high incident
of sticking brakes, when a running release of
train brakes is to be made, and when operating
conditions permit the brake pipe must be reduced
at least 10 P.S.I. and brake pipe exhaust stopped
before releasing. 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 lb. 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 to maintain a constant speed.
• 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 Ammeter provide required
  information concerning use and effectiveness of
  the Dynamic Brake and should be monitored
  closely.
• 7. In consideration of slack action and dependent
  on track gradient and curvature the Dynamic Brake
  application should be gradual and incremental.

6

• MODIFIED TRAINHANDLING GUIDELINES
• FOR ROBSON SUB.(MILE 0.0) to TETE JAUNE SUB (MILE
  5)
•  
• These Guidelines are designed to maximize Safety,
  Fuel Conservation and also to minimize brake shoe
  and wheel wear. They are only guidelines and are
  offered as an educational tool. It is recognized
  exceptional circumstances will arise and the
  professional judgment of the Locomotive Engineer
  will be respected.
•  
• 1.      Test Train brakes (running test) and
  Dynamic brakes, also have train fully recharged,
  before passing mile 2.2 Robson Sub.
• 2.      In winter warm up brakes before
  proceeding down Robson hill..
• 3.      On medium to heavy trains (with Dynamic
  Brake) Lower The Speed to between 20 MPH and 25
  MPH before passing mile 2.2 Robson Sub.. This
  speed cushion will allow a lighter brake on the
  steeper part of the hill and also give the
  Locomotive Engineer a chance to assess the brakes
  effectiveness.
• 4.      If tonnage exceeds that which can be
  controlled with Dynamic brake alone (approx.
  3300T per DB) set Minimum Reduction (with
  throttle in Idle) when speed starts to increase
  (sometimes as little as 1 MPH) from the original
  speed at mile 2.2.
• 5.      As the Minimum Reduction is setting up
  gather up Dynamic Brake slowly and allow speed to
  build to the maximum Zone speed.
• 6.      If the Minimum Reduction and Dynamic
  brake will not control the train more Automatic
  brake application will be required before
  reaching maximum speed. Be very patient with
  your air, too much Air brake reduction will
  necessitate excessive power braking or stopping,
  recharging with retainers and delay. The safe
  course must always be the first consideration.
• 7.      There is nothing wrong with pulling a
  Minimum Reduction in the 1st or 2nd notch
  (because the train has slowed a little too much)
  through miles 5, 8 or Swiftwater. Try to carry
  the speed around 30 MPH and this should not be
  necessary. Be very responsive to 1 MPH speed
  changes.
• 8.      With 2 or more Dynamic brakes, if
  required to cycle brake because a Minimum is too
  much, lower the speed to accommodate the recharge
  and the 2 DB should retard the train sufficiently
  for a normal recharge. Remember to protect
  against Unintentional Releases. Lighter trains
  should be able to accomplish this with only one
  Dynamic Brake.
• 9.      If Dynamic brake is not available (not
  there or B/O d) do not attempt to cycle brake
  unless you know it can be accomplished safely.
  Under extreme winter conditions (when brake
  shoes can ice up quickly and recharging times are
  increased) do not attempt to cycle brake.
  Retainers may be required to get down the hill
  safely.
• 10.  An advantage of only using the Minimum
  Reduction and Dynamic brake is apparent if
  required to stop. Dynamic brake should be able
  to slow or stop the train (when combined with a
  few extra pounds off the Automatic brake).
  Finish off the DB stop with the Independent brake
  (at approx. 5 MPH). Extra Automatic brake may
  also be required sooner. DO NOT release the
  Automatic brake until ready to proceed..
• 11.  By careful power application (use as low a
  throttle setting as possible) a heavy train can
  be pulled to a final stop (if necessary). Yes
  this is power braking, however it is exceptional
  circumstances and designed only for the specific
  area.
• 12.  When releasing the train brake at the bottom
  of the hill Time the release so the tail end
  comes off the hill fully released. Keep the
  train bunched with DB (if available) for at least
  30 seconds after the rise of tail end pressure on
  the IDU. The requirements of G.O.I. 7.2 (h) are
  satisfied when the Automatic brake valve has
  stopped exhausting and the Equalizing Reservoir
  shows a 10 psi reduction.
• 13.  Fossil Fuel Conservation is everyones
  business. Locomotive Engineers are in the
  fortunate position to have a real impact on
  improving our environment.

7
D.F.D. Debris Flow Detector Mile
8
ALBREDA SUB. MILE 0.0
EDSON SUB. MILE 235.7
DERAIL NORTH TRACK DTMF 336
Home

05ND
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05SD
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RTC CN04 1 SIGNAL STATUS 05ND 056 05SD
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DERAIL SOUTH TRACK DTMF 337
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RTC - CN 04 1
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F
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T
103N
85N
Home 0.4
WYND 2.5
86N
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71N
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JASPER
0.4
39N
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58N
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25N
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38N
85S
86S
103S
26N
74S
71S
59S
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05ND
58S
35 mph Frt 100 TOB 8000 ft or longer SN
tracks
39S
GEIKIE 8.5
0.3
X
25S
38S
26S
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05SD
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RTC - CN 04 1
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175N
155N
FITZWILLIAM 25.2
197N
176N
139N
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196N
215N
0.3
229N
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175S
138N
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251N
X
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197S
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228N
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155S
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215S
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YELLOWHEAD 17.6
139S
229S
214S
0.4
154S
251S
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138S
252
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RTC - CN 04 1
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GRANT BROOK 31.9
0.4
271
0.3
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289
270
320N
341N
0.2
0.5
389N
0.3
305
288
365N
340N
319
0.4
388N
304
364N
320S
341S
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365S
340S
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388S
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WESTBOUND
Robson Sub 35 mph to start
F
T
D.D. 46.48
CONNECTION TO ROBSON SUB.
D.D. 51.7
KEY TO ROBSON OR ALBREDA SUB
415N
435N
440N
451
416N
465
435S
0.1
0.3
0.1
0.1
0.5
479
415S
464
452
489
440S
416S
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503
478
REDPASS 43.7
MOOSE LAKE 41.6
515
490
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504
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FOSTER 49.6
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RTC CN04 1
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H.W.S. 56.01
D.D. 60.97
D.D. 55.6
JACKMAN 65.5
529
MOREY 57.3 7030
534
547
625
546
559
0.6
655
570-1
641
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585 585D
558
569
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597
D.F.D. 54.3
642
570
D.F.D. 53.9
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609
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Exception Derail
D.F.D. 55.6
0.6
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RTC CN04 1
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SOUTH TRACK
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WESTBOUND
10 PSI
655
CHARLES 71.6
D.D. 67.0
0.2
669
SOUTH CONNECTING TRACK
Rule 431 Flashing Arrow
VON ZUBEN 73.3
CONNECTION TO ROBSON SUB.
656
0.7
JACKMAN 65.5
Refer to page 20
695
670
705
683
779
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716N
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733N
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706-1
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SPICER 70.6
754
716S
VALEMOUNT 74.5
733S
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Albreda RTC CN04 1
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H.W.S. 85.6
CANOE RIVER 80.7 13,600 25 mph
919
905
0.1
919D
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863
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833 833D
906D 906
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862
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ALBREDA 91.5 6332
808D
834
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807
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780
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RTC CN04 1
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CLEMINA EAST 96.5
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D.D. 98.24
0.5
919D
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920
0.5
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963
936
0.5
ALBREDA 91.5 6332
CLEMINA WEST 99.8
0.4
983N
0.6
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964N
982N
0.6
997N
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D.D. 93.65
964SD
Rule 431 Flashing Arrow
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1013
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Albreda RTC CN04 1
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D.D. 112.56
PYRAMID 114.2 12,510 25 MPH
1061
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1107
0.3
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1137
1062D 1062
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LEMPRIERE 106.3 8440
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Albreda RTC CN04 1
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D.D. 129.5
Rule 431 Flashing Arrow
REDSAND 127.6 12,080 25 mph
1185
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X
1266D
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1265
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1228
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1186
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Rule 431 Flashing Arrow
THUNDER RIVER 122.4 6595
Clearwater RTC CN02 1 YARDING INST.
45/35 PSO
50/45
50/45
45/40 PSO
EASTBOUND
19
RTC CN04 1
BLUE RIVER YARD
DJ
131
132
50/45
CLEARWATER SUB. MILE 0.0
WESTBOUND
ALBREDA SUB. MILE 132.3
BLUE RIVER EAST 131.7
BLUE RIVER WEST
10
BLUE RIVER
1317
1318
11N
12N
08
09
1318
1317
X
X
0.3
01
01
02
02
03
03
11S
1318D
04
04
12S
1318D
05
05
Xing - SEE SUBDIVISION FOOTNOTES
NOT ALL TRACKS ARE SHOWN
DERAIL DTMF 337
18
50/45
EASTBOUND
20
35/35
30mph for Frt 80 TOB or more Frt 100 TOB 8000
FT or longer
Psgr FRT under 80 TOB
21
RTC CN 04 1
4563
14
15
16
17
18
19
20
21
22
23
24
25
26
35/35
65/50
30mph for Frt 80 TOB or more Frt 100 TOB 8000
FT or longer
WESTBOUND
10 PSI
139
T
D.D. 17.76
140
153
CONNECTIONS TO TETE JAUNE SUB. REFER TO PAGE 24
0.9
McCABE 22.7
PETERSON 24.6
154
TAVERNA 20.2
177
0.9
SWIFTWATER 14.7
227N
245N
0.9
RB14
228N
261
202-1
178
0.5
0.2
0.1
X
1.0
0.2
0.1
201
245S
262
227S
246
228S
202
0.0
1.4
NORTH CONNECTING TRACK
4.8
65/50
40/35
35/35
65/50
EASTBOUND
22
RTC CN 04 1
27
28
29
30
60/45
65/50
WESTBOUND
CHARLES 71.6
LUBIN 28.1
280
279
261
0.2
0.5
0.3
0.4
262
280-1
SOUTH CONNECTING TRACK
1.4
0.0
Jct with ALBREDA SUB.
40/35
65/50
60/45
EASTBOUND
23
Best Practices Train Handling GuideTete Jaune
Subdivision
Revised January 2007
24
RTC CN 04 1
1
2
3
4
5
6
7
8
9
10
11
12
13
WESTBOUND
TAVERNA 0.0
202-1
17
1.0
0.2
137
0.6
0.5
0.3
0.7
138
0.4
X
0.3
17-1
107
0.6
REFER PAGE 21 FOR ROBSON SUB.
51
0.4
0.4
0.0
0.1
108
0.1
18
52
HARVEY 1.9
3530
35/30
50/40
45/35
40/35 PSO
45/35
45/35
40/35 PSO
40/35
NORTH CONNECTING TRACK
EASTBOUND
25
RTC CN 02 1
RTC CN 04 1
14
15
16
17
18
19
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21
22
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24
25
26
WESTBOUND
CROYDON 17.2 12,493 25 mph
0.2
0.2
0.2
0.4
191D
221
0.2
0.0
X
0.3
0.1
X
X
0.3
X
X
0.0
168D
167
222
192
0.2
X
191
X
168
0.1
137
0.4
0.1
138
0.5
0.3
35/30 PSO
45/40
50/40
40/35 PSO
45/35
EASTBOUND
26
RTC CN 02 1
27
28
29
30
31
32
33
34
35
36
37
38
39
WESTBOUND
0.4
X
305
EDDY
306
0.2
0.3
0.4
391
0.3
0.3
0.1
RAUSH VALLEY 31.0
392
0.1
45/40
40/35 PSO
45/40
40/35 PSO
35/30 PSO
50/40
50/40
PSO
EASTBOUND
27
RTC CN 02 1
40
41
42
43
WESTBOUND
0.3
419
420
391
0.1
0.2
X
X
X
X
392
X
420D
0.1
McBRIDE 43.4
50/40
EASTBOUND
28
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