Monthly Operating Bulletin updates are suspended until further notice.

FEBRUARY 2003

GOI Section 7

Item 4.1 b) Pulpwood loaded crossways - 40 MPH

Please revise item 4.1 b) to read as follows:

4.1 b)

( Actual MOB has graphic of broadside bulkhead flat with pulpwood loaded crossways)

Pulpwood or other logs loaded crossways on bulkhead flat cars must not exceed 40 MPH.

Exception: Authority to exceed 40 MPH may be secured from the Director Operations - NMC if he is able to confirm that the crossways loaded logs have been loaded as per AAR Open Top Loading Rules Fig. 11-C (Rev.9/94).

GOI Section 13

Item 4.1 Revision Standard Brake Pipe Pressure 90 psi

Please revise the second bullet point in item 4.1 as follows:

4.1 Standard brake pipe pressure with automatic brake handle in release position:

for freight service is 90 psi. (note - beltpack locomotives may operate at 85 psi until a 90 psi software modification is complete)

GOI Section 15

Item 4.3 Maximum Driving Axles - T Bay to St. Martin Jct

Please revise the third bullet point in item 4.3 as follows:

4.3 Maximum Driving Axles

On rail weighing 100 lbs per yard or more

- Basic consist between Thunder Bay and connections to the Quebec Gatineau Railway at St. Martin Junction, Lachute Sub ........... 30 driving axles

NOTE: See item 6.0 for additional operating restrictions between Thunder Bay and St. Martin Junction.

Item 6.0 Operating Restrictions Between Thunder Bay and St. Martin Junction

Please revise item 6.0 as follows:
6.0 Operating Restrictions Between Thunder Bay and St. Martin Junction
6.1 On all trains which exceed 12,700 tons, the following restrictions apply in sidings:

- when moving from a stop, use only enough power to start the train moving
- avoid increasing the throttle while the locomotive consist is negotiating the siding turnout
- this instruction does not apply to Locotrol equipped trains

6.2 On all unit trains of loaded bulk commodities, regardless of tonnage handled, the following restrictions apply between Romford and St. Martin Junction:

- do not exceed 10 MPH on other than main track (except on the siding at Elder on the MacTier Sub)
- loaded bulk commodity trains should hold the main track at meeting points whenever practicable (eg., except when meeting time sensitive traffic such as 100 series trains)
- whenever possible on the Lachute Sub, loaded bulk commodity trains should be handled via the North Track

GOI Section 16

Item 7.1 b) CP 9700s DB Factor 10

Revise the chart in item 7.1 b) by inserting:
CP 9700 - 9740 (AC4400) = 98,000 lb. DB factor 10

Item 7.7 e) CP 9700s Extended Range DB

Where AC4400s are listed add:
CP 9700 - 9740 : equipped with extended range DB

Item 17.0 Fuel Conservation Suspended on certain trains

Please add the following note to Item 17.0
17.0 NOTE: - paragraphs a) through i) and k) do not apply to the following trains:

 101, 102, 103, and 107

In addition, the fuel conservation speed restrictions (based on throttle position 2 or lower) for expedited trains do not apply to these trains.

GOI Section 17

Item 1.1 CP 9700s equipped with Locotrol LEB

Where Locotrol LEB equipped locomotives are listed, add CP 9700 - 9740.

GOI Section 18

Page 246, include CP 9700s in AC4400 Job Aid

Under the heading "GE AC4400 Job Aid" add CP 9700 - 9740.

SUBDIVISION SPECIFIC INFORMATION AND TIME TABLE REVISIONS

CARTIER

14.
Mansour spur track now in service. Switch located mile 82.95 North track Cartier Sub. Derail located 300 ft. from switch and end of track sign located 1,000 ft. from derail.

JANUARY 2003

DECEMBER 2002

GOI Section 15

20.3 Locomotive Stop Start Systems - GEAC4400s/AESS
Please revise the 2nd bullet of GOI Section 15, item 20.3 c) to read as follows:

20.3 c) GEAC4400s/AESS
- Auto Stop Override Switch.... this is a "press and release" switch located on the engine control panel.
This switch must be pressed for two seconds each time to be effective.

This is how the Override switch works:

1. If the switch is NOT pressed, then shutdown will occur in 10 or 30 minutes.
2. If the switch is pressed ONCE, then shutdown will be delayed for 2 hours. ***
3. If the switch is pressed TWICE, then shutdown will occur in 1 minute. ****

*** Note: Do not use the 2 hour delay feature unless authorized to do so by Central Locomotive Specialist, immediate supervisor or unless the cab heating or air conditioning feature is being used on an occupied locomotive.

**** Note: If it is known that the locomotive will not be used for 30 minutes, crews are required to press this switch twice to allow the soonest possible engine shutdown (eg., in 1 minute).

 
20.7 Locomotive Stop Start Systems - Stopped on a decending or ascending grade?
Please revise item 20.7 to read as follows:

20.7 IMPORTANT - Stopped on a decending or ascending grade?

- GE locomotives which are equipped with AESS will shutdown 10 to 30 minutes after loading and other locomotives may shutdown after 20 minutes.

- You may not be aware that a trailing ore remote locomotive has been automatically shutdown.

- To begin auto re-start on the locomotives
+ ensure Generator Field is ON
+ select Forward or Reverse,

- Before releasing the brakes and attempting to move the train wait 2-1/2 minutes. It will take this long for the locomotive(s) to be re-started and then provide traction or dynamic brake.

 
SUBDIVISION SPECIFIC INFORMATION AND TIME TABLE REVISIONS

CARTIER

12. A "No Idling" sign has been posted at the east switch at Sudbury yard Mileage 78.1 Cartier Subdivision. We have had numerous complaints from the residence's of John Street about continuous idling of locomotives in the area of the east switch.

Crews are reminded for public relations reasons, when practicable, idling of locomotives is prohibited in the area of the east switch. If possible locomotives should be moved to a location that will not adversely affect the neighborhood around the area of the east switch.

NOVEMBER 2002

GOI Section 17

Page 207 Handling one car behind remote on "double-ender" trains

Please add the following "note" to GOI Section 17, item 4.1 b).

4.1 b) Note: It is OK to handle one car behind the remote locomotive located on the extreme rear of trains. All instructions for Locotrol trains on which there is only one remote and the remote in on the extreme rear of train still apply.

 
SUBDIVISION SPECIFIC INFORMATION AND TIME TABLE REVISIONS

CARTIER

1. Footnote 2.1 speed table is revised as follows:
- 15 MPH speed restriction at crossing Mile 112.54 Cartier Sub is removed.

2. Add the following new GENERAL FOOTNOTE
D L Zone (GOI Section 10, item 5.4) applies between Mile 111.0 Cartier Sub and Mile 3.0 Nemegos Sub, Nemegos Subdivision RTC is responsible.

3. VIA Train Passenger Schedules are revised as follows:

185 (85V) TUE-THU-SAT	STATIONS	186 (86V) SUN-WED-FRI
0900	DP Sudbury AR	1830
0910	Azilda	1745
0915	Chelmsford	1740
0919	Larchwood	1736
0930	Levack	1725
0945	AR Cartier DP	1710

OCTOBER 2002

GOI Section 6

Item 1.3 is revised as follows:

1.3 TIBS emergency feature: disarm and set SBU code 80000

After the locomotives are cut-off from a train which has arrived at it's terminating location, the locomotive engineer must disarm the TIBS emergency feature as follows:

a)
On GE AC4400s, press EOT Setup, Request Disarm and Disarm Two-Way. Set display unit to SBU code 80000 and press Enter Code.
On SD90MAC 4300s, press EOT IDENT, EOT 00000, and UNARM TWO WAY. Set display unit to SBU code 80000 and press ENTER IDENT.
On SD90MAC 6000s, press EOT ID, EOT 00000, and UNARM TWO WAY. Set display unit to SBU code 80000 and press ENTER ID.
On a DC traction locomotive with IDU+CLU or CDU, set the display unit to SBU test code 00000 and press the COMM/ARM button to disarm the SBU. Set display unit to SBU code 80000.

 
GOI Section 14

1.3 g) Cars cut-off in motion (flat-switching):

Please add new item 1.3 g)

1.3g) Cars cut-off in motion (flat switching):

i)
Do not uncouple or allow car(s) to move under their own momentum onto standing cars unless it is positively known that the number of hand brakes applied on the standing cars are sufficient to prevent movement of all cars. To determine the minimum number of hand brakes required, add the total number of standing cars with the number of cars to be cut-off in motion.

For example:

- there are 9 cars standing (with 2 hand brakes applied)
- it is intended to cut-off in motion 4 additional cars
- so that the total number of cars be left equals 13
- according to the chart in item 1.1, 13 cars requires 3 hand brakes, and so on.
- the 3rd hand brake must be applied before the additonal cars are cut-off in motion.

ii)
In the application of the instruction above, do not rely on emergency air brake applications to prevent movement of the standing cars (ie., instead of hand brakes) unless you have complied with item 1.3b)(eg., there are at least 10 cars with emergency brakes applied etc.)

 
GOI Section 16

17.0 Fuel Conservation Suspended on certain trains

Please add the following note to GOI Section 16, Item 17.0

17.0 NOTE - paragraphs a) through i) and k) do not apply to the following trains:

  101, 102, 103, 104, 105, 106, 107 and 108

In addition, the fuel conservation speed restrictions (based on throttle position 2 or lower) for expedited trains do not apply to these trains.

 
GOI Section 17

Page 207 Cycle-braking on trains with remote located at extreme rear

Please add the following new instruction to page 207:

4.3 Cycle-braking on trains with remote located at extreme rear

IF the automatic brake valve is moved to the Full Service position during service brake application and

IF any additional brake pipe reduction must be made to control train speed,

THEN the train must be stopped (eg., immediately make an additional 10 psi reduction or if needed, an emergency brake application). The brake system must be recharged. If the locomotive brakes will not prevent train movement while recharging, then high pressure (HP) retainers must be applied. The correct percentage of retainers is:

- on heavy grades of 0.8% to 1.29% apply HP retainers on 25% of loaded cars
- on heavy grades of 1.3% to 1.8% apply HP retainers on 50% of loaded cars
- on mountain grades apply HP retainers on 65% of loaded cars.

 
REVISIONS TO THE CROR

Change of Interpretation - Rule 509 authority from RTC no longer required when returning to your train.

In ABS, it occurs that when switching is required, the rear portion of a train is left behind to avoid excessive blocking of crossings or for other reasons. When the crew is ready to return to the rear portion, at some locations, a STOP signal is encountered. For many years, the interpretation at CPR has been that, in these circumstances, authority to pass the STOP signal is required from the RTC.

This restrictive interpretation was not required for safety reasons but for uniformity and simplicity. Unfortunately it is not efficient.

Effective Tuesday October 1st 2002, the interpretation is changed and Rule 509 authority is no longer required from the RTC when returning to the portion of your train left in the block(s) protected by the signal. A STOP is still required and Restricted speed applies.

Important: This Rule 509 change of interpretation does not change other interpretations. Therefore, crew are reminded of the application of CROR Rule 101 (c) and the SSI relating to Rule 101 when there are entrance switches between the portion of the train left on the main track and the head end of the train. In such case, the crew must prevent other trains or engines from entering the track to be used by the returning movement or a work clearence must be obtained.

SEPTEMBER 2002

AUGUST 2002

GOI Section 6

SBU falls off or is stolen enroute

Please add the following new note preceding the first sentence of item 18.2:

18.2 Enroute
Note: In this instruction, the words "inoperative enroute" or "TIBS fail" also include situations where an SBU falls off the rear car or is stolen and cannot be recovered or reinstalled.

 
SUBDIVISION SPECIFIC INFORMATION AND TIME TABLE REVISIONS

CARTIER

The Radio towers at Levack and Sudbury west (Coniston) have been equipped with channel CP5 capability. This radio enhancement has been implemented to enable the Cartier Sub RTC to transmit and receive radio transmissions on CP5 when CP7 is not available due to radio congestion. The RTC will advise employees when it is necessary to switch to channel CP5. Otherwise, employees will continue to use CP7 as the train standby radio channel between Coniston and Cartier.

JULY 2002

JUNE 2002

GOI Section 1

1.8 Sperry Car Testing: GBO to issue to Passenger Trains

Please add the following new item to GOI Section 1, Page 13.

On Subdivisions where passenger trains operate, when a Sperry car is being used for testing rail on that Subivision, the RTC must issue the following GBO to the crew operating the Passenger train:

"Sperry car is testing on the __________ Sub and may apply a compound to the rail which could increase stopping distance for passenger trains. Slowing and stopping must be done with extra care."

This GBO may be cancelled only after it is known that the Sperry car has completed testing on that Subdivision and that there has been at least one train operated over the tested rail.

4. GENERAL INSTRUCTIONS

Transporting SBUs

Do NOT transport an SBU in the locomotive cab; SBUs must be transported in the locomotive compressor compartment.

Caution: It is not an easy task to hoist an SBU from ground level to the running board of a locomotive and removal is not much easier. Special care is required and whenever possible secure assistance from another employee.

On a trial basis, CP 5838 has been modified with an SBU transportation bracket on the right rear end sheet of the locomotive. It is hoped that this modification will eliminate the risk to employee injury from hoisting the SBU up to the deck of the locomotive. If this modification proves to be suitable, consideration will be given to modifying other locomotives.

SUBDIVISION SPECIFIC INFORMATION AND TIME TABLE REVISIONS

CARTIER

2. Public Crossing at Grade Mile 77.25 Cartier Subdivision - Harry Street:

Crews are reminded when setting off of lifting at Sudbury east with more than 3500', that CROR 103(e) applies. S&C have clearly marked the crossing bond on the tracks and also on the rock cut to assist the crews. They will be installing signs shortly. To expedite the pick up of the conductor and to clear the crossing circuit when required, permission from the RTC must be obtained. The permission may either be in the form of a rule 566 or by signal indication.

MAY 2002

APRIL 2002

MARCH 2002

Canadian Rail Operating Rules (CROR)
General Operating Instructions (GOI)
Clearance Form

- - - - - -
 

REVISIONS TO THE GENERAL OPERATING INSTRUCTIONS (GOI)
 

GOI Section 15

Item 36.0 - SD90MAC Snowblaster
Please add the following new item 36.0 to GOI Section 15:

36.0 SD90MAC Locomotives - Special Instructions

36.1 Snowblaster - The snowblaster uses compressed air to clean snow off the railhead. The intention is to prevent train stalls when operating through snow (or other poor rail conditions such as rain etc.) on ascending grades.

Activation:
- on the SD90MAC/4300s (CP 9100 - 9160), a separate switch on the console (labeled "Snow Remover") will activate the snowblaster.

- on the SD90MAC/6000s (CP 9300 - 9303), an operator console computer screen button (labeled "Snow Removal") will activate the snowblaster.

Automatic Operation:
- the GM snowblaster will automatically operate when the snow removal switch is "ON" and certain other conditions are met (no bell, main reservoir pressure greater than 120 psi, sand application).

Manual Operation:
- at any speed, by cycling the snow removal switch ON-OFF-ON, the snowblaster will manually operate for a period of 60 seconds. This feature is useful when approaching snow-covered rails, or wet rails where loss of traction is anticipated.

- below 12 MPH the snowblaster can be manually activated by pressing the "lead axle sand" push button.

Use of the "Snowblaster":
- when operating under 12 MPH in full throttle conditions, when rail conditions are poor account snow or rain, the "lead axle sand" push-button must be used.

CAUTION: Use of the device may result in reduced visibility near ground level account blowing snow or other debris. On locomotives equipped with Snowblaster, when employees are entraining of detraining, or when other persons are standing on or near the track, Snowblaster should not be manually activated either by pressing the "lead axle sand" switch or cycling the "snow removal" switch.
 

GOI Section 16

Item 7.11 - CEFX locomotives: DB Holding and other features
Please add the following new item 7.11

7.11 CEFX 100 - 139 series locomotives: DBI, DB Holding and other features

a) On CEFX 100 - 119 locomotives (which are equipped with DB holding and extended range DB), if an EMERGENCY or a PENALTY brake application occurs, DBI is still enabled thus preventing locomotive brake cylinder pressure build-up. This means that if the locomotive is in DB holding mode, locomotive air brakes can only be applied with the independant brake valve.

CAUTION: If a CEFX 100 - 119 locomotive is controlling and is in DB, special consideration must be given to EMERGENCY of PENALTY brake applications; maximum retardation will be a function of DB handle position and independant brake handle position. Close observation of DB effort displays and locomotive brake cylinder pressures is required.

b) Some important features of these SD90MAC/4300 locomotives (CEFX 100 - 119 and 120 - 139):

- they are equipped with GM's FIRE screen which means that you can use CPR's job aid for our SD90MAC locomotives (CP 9300 - 9303); refer to page 253 in GOI.

- any emergency brake application on one of these locomotives when it is leading will automatically activate the TIBS emergency braking feature.

- they are equipped with DB holding. This means that if an emergency (or penalty) brake application occurs for ANY reason, the PCS switch will open immediately, but normal DB control is retained indefinately.

FEBRUARY 2002

JANUARY 2002

 
SSI - New System Special Instructions to CROR Rule 106 d)

Whenever the locomotive engineer fails to safely control the train or engine movement, the conductor must;
- caution the locomotive engineer and, if necessary
- take action to comply with the applicable rules so as to ensure the safety of the train, including stopping the movement with an EMERGENCY brake application.

NOTE: If any movement attains a speed of 5 MPH above permissible speed, the conductor must immediately take action and stop the movement with an EMERGENCY brake application.

The following CPR System Special Instruction is added to Rule 103.1

CPR System Special Instruction to Rule 103.1

Approaching crossings when following another train or engine

A train or engine following another train or engine within 1500 feet may not properly activate crossing warning devices and therefore, must not obstruct any public crossing at grade equipped with automatic warning devices until:
- the warning devices have been operating for at least 20 seconds;
- gates, if any, are in the horizontal position; or
- a crew member has provided manual protection of the crossing.

DECEMBER 2001

Crews are reminded that during snow and/or drifting snow or ice conditions, all semi-automatic switches must be manually lined in both directions for the route to be used.
 

AIR WANDS ON UNITS

We have installed Air Wands on a number of yard locomotives. The wands are to assist the yard crew members in cleaning switches with AIR PRESSURE!
 

1.0 GOI REVISIONS

1.33
GOI Section 16 Revisions:

2.
Revise the chart in item 7.1 b) as follows:

- INSERT: CP 8600-8655 (AC4400) = 98,000 lb. DB factor 10

NOVEMBER 2001

ALL OLDER RUNTHROUGH SWITCHES (Semi-automatic switches) ARE TO BE TREATED AS THOUGH THEY WERE HAND THROW SWITCHES. THE ONLY EXCLUSION IS THE NEWER ORANGE HANDLED, ERGONOMICALLY DESIGNED RUNTHROUGH SWITCHES. THESE CAN BE USED AS INTENDED. THIS WILL BE IN EFFECT UNTIL FURTHER ADVISED.
 

1.0 GOI REVISIONS

1.31
GOI Section 16 Revisions:

4.
In item 7.7 e), where AC4400s are listed add: CP 8600 - 8655: equipped with extended range DB

6.
In item 7.8 a), where SD90MACs are listed, add the following: "CP 9100 - 9160: DB holding equipped"

7.
Please also DELETE the sentence that reads: "The following SD90MAC locomotives have been DB holding equipped for test purposes: SD90MAC/4300s (CP 9109, 9131, 9151)."

 
Subdivision Specific Information and Time Table Revisions.

10.0 CARTIER SUBDIVISION

10.10
The main track crossover switches extending between the north and south tracks at mile 79.0 Cartier Sub are permanently removed from service.

OCTOBER 2001

1.26
GOI Section 15, item 32.0   GE AC4400 Locomotives - Special Instructions

32.1   In a locomotive consist, when an AC4400 is leading, and a SOO SD60 in the number series 6000-6020 is trailing, the Power Switch on the AC4400 locomotive must be placed in the 4000 HP position at all times. Placement of the Power Switch to the 4400 HP position will place the SOO SD60 locomotives in Pacesetter mode, resulting in the SD60 not loading.

If similar difficulties are experienced with certain foreign or leased locomotives, do not place the Power Switch in the 4400 HP position.

 
1.31
GOI Section 16 Revisions:

3.
Revise the chart in item 7.1 b) by inserting: CP 8600 - 8655 (AC4400) = 98,000 lb. DB factor 10

4.
Item 7.6 e), where AC4400s are listed add: CP 8600 - 8655: equipped with extended range DB

5.
Item 7.8 a), where GEAC4400s are listed, add the following: CP 8600 - 8655: DB holding equipped.

 
1.39
In GOI Section 19, on page 234, at the top of page, under the heading "GE AC4400 Job Aid" add CP 8600 - 8655.

 

1.0 GOI REVISIONS
1.5 Steam Locomotive CP 2816:

GOI Section 5, Part II, item 2.7 states in part that if more than 6 alarms on the train have occurred, the HDB message will include the following words .... "MORE THAN 6 ALARMS, FIRST ALARM, AXLE (number). INSPECT ENTIRE TRAIN, BOTH SIDES FROM FIRST ALARM TO REAR OF TRAIN."

This is to advise that item 2.7 must be complied with. When there are more than 6 alarms, the HBD will not identify alarm location. This means that some of the alarms may be coming from other cars behind the steam locomotive and must be inspected.

SEPTEMBER 2001

Clarification to September 2001 1.5
GOI Revision - Please add new item 1.5 to GOI Section 5, Part II, on page 56:

    1.5 Steam Locomotive CP 2816

When a hot box detector broadcasts a hot box or hot wheel alarm(s) for any of the 7 axles of CP 2816, the alarm(s) may be disregarded providing that the locomotive is operating (under steam).

1.29
1.
Revise item 7.1 a), c) and g) as follows: change DB factor 18 (180,000 lb.) to read 20 (200,00 lb.)

2.
Revise the chart in item 7.1 b) as follows:

- DELETE: CP 9500-9683 (AC4400) = 78,000 lb. DB factor 8
- DELETE: CP 9100-9160 (SD90MAC) = 90,000 lb. DB factor 9
- INSERT: CP 9500-9582 (AC4400) = 98,000 lb. DB factor 10
- INSERT: CP 9583-9683 (AC4400) = 78,000 lb. DB factor 8
- INSERT: CP 9100-9160 (SD90MAC) = 96,000 lb. DB factor 10
- INSERT: CP 9300-9303 (SD90MAC) = 96,000 lb. DB factor 10
- INSERT: CEFX 100-139 (SD90MAC) = 96,000 lb. DB factor 10

3.
In order to reduce buff forces when moving on yard tracks or when moving over any track governed by temporary speed restrictions, please add the following note to item 7.6:

7.6 NOTE: When operating on any yard track, if the DB factor of the lead locomotive consist is 14 or greater, then the DB handle MUST NOT be placed in a position higher than No. 5. This instruction also applies approximately one half mile prior to the beginning of, or when moving over any track governed by temporary speed restriction.

4.
Please add the following note to item 7.7 d) i):

NOTE: AC4400s that have been modified to produce 98,000 pounds of DB are not equipped with Independent Pressure Switched (IPS). The locomotive computer will monitor wheel rotation in conjunction with brake cylinder pressure and DB levels. DB will be automatically reduced if a combination of DB and brake cylinder pressure are too high. This feature is local to the modified locomotive only; this feature is not trainlined to the trailing locomotives.

JUNE 2001

1.6
GOI Sec 7 Item 9.10 is revised to read:

    9.10 Train handling MORE THAN 30 occupied service equipment cars is restricted:

    - to 80 cars total, and
    - to Service Equipment cars only.

1.9
Add the following sentence to the first paragraph of GOI section 7, item 12.1 a):

"Two loaded rail trains (one of which has 15 strings or more of bolted rail or CWR) must not be coupled together."
 

Subdivision Specific Information and Time Table Revisions.
 
8.0 MACTIER SUBDIVISION

8.4
Pull-By Inspections No Longer Required a Vaughan Terminal.

All freight trains originating at Vaughan Terminal do not require a pull-by inspection.

All freight train makinga lift at Vaughan Terminal, that has had a number 1 brake test, do not require a pull-by inspection on their lift.
 

10.0 CARTIER SUBDIVISION

10.9
In an effort to reduce costs and maximize use of the locomotive fleet, CPR is reviewing Time Table Haulage Capicity Factors.

Until further advised, maximum permissible tonnage (as determined by Time Table Haulage Capacity Factors) may be exceeded as follows:

- all Haulage Capacity Factors in the Time Table station columns that indicate less than 1.9 may be exceeded up to Factor 1.9.

NOTE: All operating locomotives in the consist must be GE-AC4400s and/or SD90MACS (dead or isolated locomotives may be DC traction locomotives).

No reduction in tonnage may be made unless authorized by the Operations Manager, NMC.

MAY 2001

APRIL 2001

MARCH 2001

1.8
19.0 Container traffic - Electric power cable strung from car to car for refrigeration/heating.

Between cars which have the electric power cable strung from car to car, the following restrictions apply:

a)
the movement is captive to CPR and must not interchange with another railway.

b)
the movement must not leave Canada.

c)
a warning must be generated on the train consist advising train crews that the applicable cars cannot be uncoupled from each other account electric supply cable connecting car to car.

For example, if there were 3 cars involved (eg. DTTX1, DTTX 2, DTTX 3) then for each car, the warning would say:

***********************************************************************************
WARNING DO NOT UNCOUPLE FROM CAR DTTX 1, DTTX 2, DTTX 3
ACCOUNT ELECTRIC CABLE CONNECTIONS
***********************************************************************************

NOTE: In the event of a bad order enroute, it is not possible to set off one of these cars from the set;
all 3 would have to set-off. Given that these are refrigerated cars, make sure that the RTC is advised accordingly as per GOI Section 5, Part 1, Item 2.0.

d)
the uncoupling levers must be secured and rendered in-operative, so the the cars cannot be inadvertantly separated before the electric cable is disconnected.

e)
when the containers are unloaded and the electric cable is removed, the uncoupling levers must be rendered operative.

 
 
1.0 LOCOMOTIVE AND EQUIPMENT INSTRUCTIONS

1.2 CEFX 100-119 and CEFX 120-139 locomotives - Dynamic Brake Interlock (DBI) and other Features

This bulletin is a compilation of two CEFX bulletins issued in December and July 2000 and is in reference to CEFX locomotives being used by CPR in Canada.

CEFX 100-119 are equipped with Union Pacific's Dynamic Brake Interlock (DBI) feature which is quite different from CPR's specification.

If a controlling locomotive in the series CEFX 100-119 is in Dynamic Brake (DB), and if a service application of the air brakes is made, DBI prevents locomotive brake cylinder pressure build-up. This feature is the same as CPR locomotives.

However, on CEFX 100-119 locomotives (which are equipped with DB holding and extended range DB), if an EMERGENCY or a PENALTY brake application occurs, DBI is still enabled thus preventing locomotive brake cylinder pressure build-up. This means that if the locomotive is in DB holding mode, locomotive air brakes can only be applied with the independent brake valve.

NOTE: The above feature is very different than CPR. On CPR locomotives, when an EMERGENCY or PENALTY brake application occurs, DBI is no longer enabled; locomotive air brakes will apply because of the drop in the brake pipe pressure and can only be manually "bailed" off using the independent brake valve.

CAUTION: If a CEFX 100-119 locomotive is controlling and is in dynamic brake, special consideration must be given to EMERGENCY or PENALTY brake applications; maximum retardation will be a function of dynamic brake handle position and independent brake handle position. Close observation of DB effort displays and locomotive brake cylinder pressures is required.

 
Twenty additional CEFX locomotives locomotives will be delivered to CPR in January 2001. The DBI feature on these locomotives (in the series CEFX 120-139) is in accordance with CPR specifications.

Here are some other features of these 4300 horsepower locomotives (CEFX 100-119 and 120-139):

- the locomotive tonnage rating is 2950 (same as CPR AC4400 and SD90MAC4300)
- they are equipped with GM's FIRE screen which means that you can use CPR's job aid for our SD90MAC locomotives (CP 9300-9303)
- they are equipped with and electric parking brake which operates the same as CPR's SD90MAC locomotives
- the dynamic brake (DB) factor is 9 - (90,000 lbs extended range)
- any emergency brake application on one of these locomotives when it is leading will automatically activate the TIBS emergency braking feature
- they are equipped with DB holding. This means that if an emergency (or penalty) application occurs for ANY reason, the PCS switch will open immediately, but normal DB control is retained indefinately
- IPS pressures are set at 10, 15 and 23 psi. This means that if the locomotive is in DB and if locomotive brake cylinder pressure:
- rises to 15 psi, DB is reduced
- and if pressure continues to rise to 23 psi, DB is removed entirely
- if pressure is then reduced to 15 psi, DB is restored but at a reduced level and
- if pressure is then reduced further to 10 psi, DB is restored entirely.

- the electronic operator screens (FIRE) include push type switches for some functions such as cab heating, ventilation, fuel tank level etc.

Please refer to the CP 9300-9303 job aid or contact the Central Locomotive Specialist's if assistance is required.

FEBRUARY 2001

JANUARY 2001

DECEMBER 2000

5 GE AC4400 locomotives are being modified with a start/stop system which GE calls "Intelligent Fuel Saver" (IFS). CP 8573 and 8580 have already been modified; it is intended to modify CP 8521, 9508 and 9581 before July 6th. On the DID panel of modified locomotives, "Auto Engine Start Active" with be displayed.

General Operation

The GE stop/start system's function is to shut the locomotive down following 30 minutes of inactivity (IDLE) in a road environment or 14 minutes in a yard environment. The system is designed to keep locomotive main reservoir above 100 psi and the engine at operating temperature. If a diesel engine has been shut down by the IFS system, it can be re-started by moving the reverser to forward or reverse (GF switch must be ON); refer to GOI Sec 15, item 17.0.

If it is known that the locomotive consist has one of the 5 IFS equipped locomotives in trailing position, allow 2 minutes for auto restarting before moving; refer to GOI Sec 15, item 20.1 d).

AutoStart Disable Switch (ASDS)

This switch (labeled ASDS), is located in the electrical cabinet behind the Engine Control/Circuit Breaker panel.

If the stop/start system malfunctions, the Central Locomotive Specialist must be contacted for authorization to break the seal on the ASDS switch and place it in the OFF position. The locomotive will load normally with the switch in the OFF position but an "Auto Engine Start Control Deactivated" message will appear on the DID panel.

Alarm Bell

An alarm bell has been installed in the generator compartment and it will ring for 1 minute prior to a restart or for 30 seconds prior to shutdown.

The bell will also ring for 1 second every minute, while the locomotive is in an automatic shutdown period. The bell will also ring if the shutdown is due to a locomotive failure. The bell cannot be heard inside the cab of the locomotive. It is to alert any employees working in or near the engine room.

Lead Locomotive Setup

For the GE start/stop system to automatically shutdown or startup, ensure that the ASDS switch is ON, reverser is in NEUTRAL, and the independent brake is applied.

Trailing Locomotive Setup

Please ensure that the CONTROL and ENGINE RUN switches are in the OFF position in all of the trailing locomotives. This will prevent the Control Circiut Breaker at the Engine Control Panel from tripping during an autostart. Trailing GP-30-2 locomotives equipped with Q-Tron stop/start are often found dead and batteries drained because the Control Circuit Breaker tripped during an automatic restart. As the company equips more and more locomotives with start/stop systems, the proper set-up of trailing locomotives becomes increasingly important.

Auto Shutdown Parameters

. locomotive speed is 0 mph
. ambient temperature is above 45 F
. main reservoir above 130 psi
. 14 minutes of inactivity (IDLE) in the yard
. 30 minutes of inactivity (IDLE) on the road
. only one shutdown is possible per 2 hour period

Auto Startup Parameters

. locomotive begins to move
. ambient temperature is less than 40 F
. main reservoir less than 100 psi
. locomotive brake cylinder pressure less than 18.5 psi
. Generator Field ON and reverser in forward or reverse

In addition to the above, the system monitors engine oil and water temperature, battery current and voltage.

To abort a shutdown, momentarily choose a direction and another 10 minutes will elapse before another shutdown can occur.

The system is presently configured so that it is inactive in Locotrol lead, remote or trailing service.

NOVEMBER 2000

1.9
General Electric has advised that the DB holding modification tests on various AC4400s are complete. Software changes are working as intended and installation of DB holding on GE AC4400s in the series CP 9500 through 9683 has commenced. In addition, the SD90MAC/6000s are equipped with DB holding.
Please revise GOI as follows:

Revise Section 16 item 7.8 to read:

7.8
a)
Dynamic Brake Holding Feature - If an emergency brake application occurs for ANY reason, the PCS switch will open immediately, but normal dynamic brake control is retained indefinately. However, in order to prevent locomotive wheel slide, the amount of dynamic brake produced depends on the amount of locomotive brake cylinder pressure (refer to Independant Pressure Switch [IPS] pressure setting below).

GE AC4400s
- CP 9500 - 9683: DB holding installation commenced; expected installation completion by Dec 31, 2000.
IPS presures are set at 23 psi and 17 psi.

- CP 8500 - 8580: Existing.
IPS pressures are set at 23 psi and 17 psi.

SD90MAC/6000s
- CP 9300 - 9303: Existing.
IPS pressures are set at 10, 15 and 23 psi.

The following SD90MAC/4300 locomotives have been DB holding equipped for test purposes:
CP 9109, 9131, 9142 and 9151.

For your added information, except for test locomtives, no other CPR locomotives are equipped with any version of DB holding feature.

b) additional information:
i) On GE AC4400s: IPS switches are set at 23 psi and 17 psi. This means that if the locomotive is in DB, and if the locomotive brake cylinder pressure rises to 23 psi, then DB will be removed entirely; if brake cylinder pressure is dropped below 17 psi, the DB will be restored.

ii) On SD90MACs: IPS pressures are set at 10, 15 and 23 psi. This means that if the locomotive is in DB and if locomotive brake cylinder pressure:
- rises to 15 psi, DB is reduced
- and if presure continues to rise to 23 psi, DB is removed entirely
- if pressure is then reduced to 15 psi, DB is restored but at a reduced level and
- if pressure then falls to 10 psi, DB is restored entirely.

iii) Trailing locomotives depend on the controlling locomotive for DB holding feature. If the controlling locomotive is not DB holding equipped, then trailing locomotives will not hold DB if an emergency brake application occurs.

7.9 Operation of DB Holding Feature:
a) If a controlling locomotive is equipped with DB holding feature, and if an emercency brake application occurs for any reason, the locomotive engineer must regulate brake cylinder pressure (bail) so that the DB holding feature will function as intended. Close observation of DB effort displays and locomotive brake cylinder pressures is required. Please also refer to item 6.4 on page 184 of GOI.

b) after the movement stops, Emergency PCS must be recovered as per GOI Section 15, Item 14.0

 
1.10
Because an increase in available dynamic brake will improve fuel conservation efforts, CPR is going to modify the dynamic brake on SD40 locomotives so that all SD40s will produce 60,000 pounds of retardation (DB factor 6). At present most CPR SD40s are only producing 45,000 pounds of retardation (DB factor 4.5). It will take about 6 months to complete this modification; the modifications will begin to occur on Wednesday October 4th, 2000.

Keeping track of DB factors:

It is not practicable to immediately and accurately inform running trades crews of every DB modification on every SD40. For the sake of simplicity and safety, effective October 4th, every CPR SD40 locomotive must be considered to be DB factor 6. While this will ensure that the DB factor of a locomotive consist does not exceed 18, it means that actual DB capacity may be less than computed.

GOI Revisions:
1. Please revise the chart in GOI Section 16, item 7.1 b) as follows:
- DELETE: CP SD40/40-2 = 45,000 lbs DB factor 4.5
- INSERT: CP SD40/40-2 = 60,000 lbs DB factor 6

2. Please revise the "NOTE" at the bottom of the chart in GOI Section 16, item 7.1 b) to read as follows:
NOTE: The following SD40/40-2 locomotives are NOT equipped with dynamic brake: CP 740 to 784, SOO 738 to 781, SOO 6450, CP 6618 through 6623.
Many 4 axle locomotives are not equipped with dynamic brake; when in doubt, check the locomotive control stand for DB controls or refer to locomotive information on consist list.

OCTOBER 2000

SEPTEMBER 2000

9.17
Business Car Trains
Note: Cars on this train include the Assiniboine, Mount Stephen, Royal Wentworth, Strathcona, Van Horne, Killarney, Shaughnessy and Lacombe.

a) When an occupied Business Car Train is placed in sidings, back tracks or other tracks, the employee in charge (conductor or company officer) must arrange the following:

i) GBO or DOB protection against other train movements reading as follows: "Occupied passenger equipment placed in (track) at (location) must not be coupled to or moved, unless authorized by (employee in charge - name and phone #). Do not exceed 30 MPH until entire train has passed occupied passenger equipment.

ii) locking the switches of the occupied track (e.g. sidings, back tracks or other tracks) with special locks.

 
b) brake equipment information and handling:

i) business car air brake components conversions have included new control valves and a change from cast iron to high friction composite brake shoes.

ii) in order to prevent wheel slide on these cars (because of the new high friction composite brake shoes), the brake cylinder pressure was substantially reduced. The initial application of the train air brakes must be at least 10 psi. This will ensure that the brakes apply throughout the train. Crews should also keep this in mind when they are planning on conditioning the brake shoes in the winter months.

iii) Standard Brake Pipe Pressure is 90 psi.
Brake Cylinder Pressures are as follows:

Amount of Reduction	Amount of BC Pressure
10 psi	12 psi
Full Service	32 psi
Emergency	38 psi

iv) these control valves are set for direct release since some of these cars are still equipped with freight type brakes. Do not attempt a graduated release when handling this train.

v) CP 1400, an A-unit and CP 1900, a B-unit will normally be assigned to this train and are not equipped with dynamic brake.
Depending on the number of cars/locomotives in the train, there are occasions when it may be necessary to use light independent brake in conjunction with the automatic brake to control the train. When decending heavy or mountain grades, if the locomotive air brakes are completely released while the business car brakes provide all the braking, over heating or premature wheel wear or brake shoe wear can occur.