DP locomotives Part 2 in Tales of the Jointed Track

The Hostlers have arrived at the rear end of the train. Permission from the yard master has been received to couple in and set up or “Condition” the rear DP. The train order operator ( if still employed ) or the train dispatcher is contacted for the authority to flag into the train and couple up.

There is a verbal instruction from the yardmaster to place the ETD, that came in with the train in the nose of the “link” unit. Remember, this DP consist will be removed, 250 miles away. The ETD is “air” powered, so a fresh battery will not be needed. The consist is coupled in, the slack is stretched to ensure the couplers are joined and locked. The air hose is connected, but the air to the locomotives is not cut-in yet. The Hostler switchman grabs the ETD, and places in the cab of the the link. The hostler ( promoted engineer or a DP qualified hostler) will condition and set up the controls for the DP to link up.

Okay for our Train consist let’s have some fun. Yeah it could happen, during the flood reroutes, I saw some, that I thought really!!!???
The rear DP is a GE C-44, unit number 4202 DP equipped and an EMD SD-60, unit number 9063, out of storage, and making up for the shortage in locomotives needed for the railroads system requirements. Both together equal 8200 horsepower on 12 powered axles. They are dynamic brake equipped and show no defects.

The hostler makes sure that both are “online” with the isolation switches on “RUN”. The SD-60 has the automatic brake valve in trail and the MU-2a in trail as well. The Control and Fuel Pump , Generator Field, and Engine Run switches are down. The GE C-44 will control that. In the C-44, he Control and Fuel Pump , and Engine Run switches are up. The Generator Field switch is down. The reverser is removed, and is in a centered or neutral condition. The Data Radio circuit breaker should be in an UP condition. The Automatic is set to a full service, and the Independent brake valve is fully applied. If the Automatic brake handle, is not placed into Continuous service, or handle off, it should be placed there after the DP REMOTE set up is completed. The Automatic brake valve should still be in Lead CUT-IN. He will set the headlight to dim, to serve as a rear marker identification.

The Hostler goes into the main Menu on the Computer touch screens. More Menu is pressed. A small touch window or soft key illuminates with DIST POWER. A menu drops down, LEAD SETUP or REMOTE SETUP. REMOTE SETUP IS SELECTED. A prompt is asked to enter the Lead DP link unit. The hostler keys in 5417, which is the Lead unit and will be the Lead DP link unit. Another prompt follows SAME or OPPOSITE. This will allow the computer to set the reverser to SAME, meaning it is in the same direction as the lead, or OPPOSITE, meaning it is running backwards from the orientation of the lead. An accept prompt key appears, to verify the set up. In this case the 4202’s cab is opposite or running backwards from the Lead Link. OPPOSITE was chosen, followed by ACCEPT. A Verify LEAD CUT-IN and DP ENABLED soft key shows and ACCEPT is chosen. The Independent Brake valve handle is now placed to the release position. The Automatic Brake valve is now in Continuous Service or Handle Off. A woosh is heard as the magnet valves energize, and await air brake pipe pressure, and data radio commands from the the lead link. The angle cocks are opened between the DP consist and the last car. There is a van waiting, and the Hostling crew will set up the Swing helper consist.

The Hostling crew arrives at the “Swing Helpers”. It is a three unit consist, with two C-44’s and and SD-45-2. Only one of the C-44’s is equipped for DP operation and will control the other two. The other C-44-CW, unit 867 and the SD-45-2 5721 are older units, and are not computer controlled or having electro-pneumatic air brake equipment. The total HP for this consist 12 12,400 on 18 powered axles. The consist is buried 68 cars deep from the head end. The DP link for the swings is 4183. The Hostler sets up this as well, like the rear DP link. The brake-pipe is checked that is connected and angle cocks positioned properly, after the set up. The yardmaster is called and the DP link numbers are relayed, to give to the outbound engineer. The hostler, can set up the lead link as well. This time, they are called to bring inbound power to the house from one or more trains.

The outbound engineer arrives on the the 5417. The lead consist is a C-44 and an SD60-M unit number 8204 again 8200 HP on 12 powered axles . The HPT or Horsepower per Trailing Ton is about 14.7, this is in parameters for the uphill climb per timetable instructions. It will be a slow accent, but this is a heavy train. The DP’s as placed will ease the strain on the drawbars on the trailing tonnage.

The Conductor, has stowed his grip and has walked back to mate the air hoses and cut the air in. The air is charging, an making a heavy draw on the Main reservoirs. Remember, the engineer is setting up the link for the DP, while the Conductor is removing hand brakes. The DP’s may see an increase in air pressure, but they won’t kick in. Why, you may ask? They are not radio linked in yet.

The Engineer has checked to see that the Data Radio circuit is up and that the Auto brake valve shows LEAD CUT-IN and in a release position. It is basically the same conditioning set up, but this is the locomotive who will issue the commands to the DP links.

The MORE MENU soft key is selected, then the DIST POWER key. The DP main menu appeared, and LEAD SET UP, key is chosen. The soft keys change identification prompts and the first DP ID is keyed in, 4-2-0-2 LINK, ACCEPT. The Engineer keys in the swing helpers. 4-3-1-8 LINK, ACCEPT. Now once the linking process starts, nothing other than the prompt keys can be touched or screens changed. Otherwise the re-link process will have to start all over again on the head-end. The Lead link has sent a signal to the 4202 and the 4318, which in turn have been searching, for the 5417’s radio signal. This can take up to 3 to 5 minutes. This is usually due to conditions in the yard, overpasses, in-of sight with the data radio antennae orientations. This initial signal is “boosted”. There is a certain time frame, and it will time out and LINK-FAIL will be lit up. If the LINK is successful, the indication LINK-PASS will show. The link was successful between the Lead and the DP’s via radio. The Soft Key with ACCEPT is highlighted to verify the links being okay.

Things are now happening on the DP consists. The numbers 4318 and 4202 have appeared on the left hand screen. Brake pipe pressure on both is shown, as well as throttle and dynamic brake positions ( which should show IDLE). Amperage is at zero. Independent brake cylinder pressure, it will be at 72 psi, because the LEAD link is fully applied. The 4318 is showing about 37 psi and the 4202 is about 30 psi. When the brake pipe pressure reaches 45 psi, on the DP links the feed valves on each will kick in and begin charging the train as well. The 4318 has reached the 45 psi threshold and begins charging the brake pipe as well. The 4202 kicks in soon there after. All three consists are charging the brake pipe now. The indicator the engineer is looking at The Flow meter. Each consist should be at or below 20 CFM (Cubic Feet per Minute) or preferably at ZERO CFM. When the train reaches this, the brake pipe test, is next.

The carmen working the train are called, to see if they are clear and ready for the “Brake-Pipe” test. We don’t want to be setting air, regardless of brake handle position, because this will trigger a brake application on the cars. The Carmen have stated they are clear, and ready. They will be told when the “Actual” Air Test for the train will be made The Brake-Pipe test is for the DP Lead and DP Links. The DP consists computers need to know that they are placed in the same train. Sound stupid doesn’t it? Remember I stated that the DP’s communicate not only via data radio, but via the brake pipe as well. This will synchronize the automatic and independent brake valves and associated magnet valves.

Another Soft Key Icon shows, after the charging is complete. BRAKE PIPE TEST appears and is pressed. Then an EXECUTE Key illuminates. That is pressed and the test will begin. This is automated and computer controlled. A prompt on the bottom of the screen says “PLACE AUTO BV IN TO MINIMUM APPLICATION”. The handle is moved to that position, and left there. “RUNNING BRAKE PIPE TEST APPEARS”. The computers search for continuity in the brake pipe, and will show a PASS or FAIL condition. A chime tone will sound as well.

The DP’s have passed the conditions of the test and the word PASS shows. The LEAKAGE TEST soft key appears, and the carmen are notified that the engineer is ready for the air test. The carmen states they are ready for the set. The LEAKAGE TEST KEY is now pressed, followed by the EXECUTE key. The brake valve handle is still left at the minimum reduction position. The Air Brake computer will also make this test. The air begins to set, a message appears STABILIZING AIR LINE. This is followed, by BRAKE VALVE OUT, after the exhaust ceases and the required waiting period for stabilization. The brake valves also cut-out in the DP link consist as well. The DP window for the 4202 and 4318 show BV OUT. TIMING now appears, and the actual train line linkage is being timed for 5 minutes. A chime tone follows by PASS or FAIL and the actual leakage. The train has passed the air test and the train line (Brake pipe) leakage is shown at 1.2 psi. To pass any air test, regardless of Brake valve or DP or not 5 pounds per minute is the maximum brake pipe leakage. A prompt to move the brake valve handle to FULL SERVICE is given and the handle is placed there. The handle will remain there, till the carmen ask for a release of the air. They are still looking at the train, making sure each car applies, and there is no binding or fouling in the brake rigging. “Carman to 5417 good set and ready for the release. We will roll the release out, all clear depart when ready”.

The yardmaster is called and permission to leave the yard, and a route is given. The DP system mode has been placed in IDLE, by the computer, during the tests. The soft key DP MAIN MENU is pressed. Then RUN is pressed EXECUTE is pressed and RUN is displayed on the Lead link and DP’s. The brake valve handle is placed into release. The Lead link Brake valve, cuts in and shows LEAD CUT-IN, as the brake pipe increases, the DP consist brake valves cut in as well.

The trip to the next crew change point will begin.

Last updated July 14, 2015