RME Euclid I realize that, but this is over a century after the advent of air brakes, so why do it that way today? Apparently, because over a century after the advent of air brakes there are still problems that cause the air brake to stop working properly, but it is still deemed necessary to move the train, at least off the active main. Sitting in my comfortable chair, I can see no reason to move a heavy train with that many handbrakes applied, let alone to apparently random cars in the consist, without regard to whether some wheels were heating or sliding. But it does little good at this point to speculate what 'they' might have been thinking, or who might have been giving them orders to do or try things. I think we have to wait for more reports before engaging in the usual round of premature concluding.
Euclid I realize that, but this is over a century after the advent of air brakes, so why do it that way today?
Apparently, because over a century after the advent of air brakes there are still problems that cause the air brake to stop working properly, but it is still deemed necessary to move the train, at least off the active main.
Sitting in my comfortable chair, I can see no reason to move a heavy train with that many handbrakes applied, let alone to apparently random cars in the consist, without regard to whether some wheels were heating or sliding. But it does little good at this point to speculate what 'they' might have been thinking, or who might have been giving them orders to do or try things. I think we have to wait for more reports before engaging in the usual round of premature concluding.
I am only asking what normal practice is since it is being suggested here that taking the train down the hill with hand brakes set is normal every time a train like this one stops on the grade. I don’t believe it is normal practice at all. So I would like to confirm that. I am not asking for speculation as to what is normal practice.
As I speculated earlier, the only explanation for this that I can see is that they did not trust that the air brake problem had been fixed. So dragging the train down the mountain with hand brakes set was intended to protect against the possibility that the automatic brakes would fail to work.
Indeed, something did go very wrong on the way down the hill, but it may not have had anything to do with the handbrakes dragging or trying to run with limited use of the automatic brakes.
According to the report the second conductor had released the first 25 handbrakes, and the car which initiated the derailment was the 35th, an empty. So it had a handbrake applied, and being an empty it was most likely skidding. Perhaps wheel damage played a role in the derailment too, in addition to train makeup.
As for moving trains with handbrakes applied, I have worked in mountain-grade territory before and moving trains with handbrakes applied was never an option. It is indeed normal to set handbrakes to hold a train while recharging after going into emergency, but once recharged the normal procedure is for the engineer to set the automatic brake to hold the train while the conductor releases the handbrakes.
Balt mentioned that CSX no longer teaches the use of retainers, CN still does. It is rare to see them used today but this sort of situation is when they would be needed. I haven't looked at that section of the operating manual for some time, but I believe 3 or 4 retainers (HP postion) are considered to be the equivalent of one handbrake (will check next time I'm at work).
Again, I am not familiar with the area or CSX's operating rules but deliberately moving a train with handbrakes applied goes against everything I have ever been taught. I too am very curious to see what the final report contains.
Greetings from Alberta
-an Articulate Malcontent
EuclidI realize that, but this is over a century after the advent of air brakes, so why do it that way today?
Euclid tree68 Euclid I just wondered why they went down the grade with a bunch of hand brakes set.
tree68 Euclid I just wondered why they went down the grade with a bunch of hand brakes set.
Euclid I just wondered why they went down the grade with a bunch of hand brakes set.
Do you want your train to runaway upon starting or not. Air brakes are not an on/off switch - not on application or release.
Never too old to have a happy childhood!
EuclidI just wondered why they went down the grade with a bunch of hand brakes set.
Before the advent of air brakes, that's how it was done...
And given enough downgrade pressure, the wheels on the cars on which brakes are set will either turn or slide. It appears they did both.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
Euclid Shadow the Cats owner Euclid read the report for once fully instead of jumping to conclusions. The car that derailed first was the 27th car back an empty gondola. Ahead of it was 1600 tons approximately. Behind it 16500 tons while it had its hand brakes applied. Which weight was going to win on moving that out of the way. The railroad limit for tonnage behind an empty was about 5000 tons Iirc. Yes I understand why that empty would have been the most likely car to derail with the train shoving ahead against the dynamic braking. I just wondered why they went down the grade with a bunch of hand brakes set.
Shadow the Cats owner Euclid read the report for once fully instead of jumping to conclusions. The car that derailed first was the 27th car back an empty gondola. Ahead of it was 1600 tons approximately. Behind it 16500 tons while it had its hand brakes applied. Which weight was going to win on moving that out of the way. The railroad limit for tonnage behind an empty was about 5000 tons Iirc.
Euclid read the report for once fully instead of jumping to conclusions. The car that derailed first was the 27th car back an empty gondola. Ahead of it was 1600 tons approximately. Behind it 16500 tons while it had its hand brakes applied. Which weight was going to win on moving that out of the way. The railroad limit for tonnage behind an empty was about 5000 tons Iirc.
Yes I understand why that empty would have been the most likely car to derail with the train shoving ahead against the dynamic braking. I just wondered why they went down the grade with a bunch of hand brakes set.
If they released ALL the hand brakes the tonnage would shove the engines with brakes applied down the grade, additionally it is unlikely the Conductor would have been able to release brakes toward the engine and be able to mount the engines before they were shoved beyond his ability to catch up with them.
[quote user="Euclid"]
However, with the brake fade on the hand brakes and the under-use of the air brakes, they relied too much on the dynamic brakes and that jackknifed the train from excess buff force. [/quote]
The report does not indicate, at this time, the relationship between braking activity either air or dynamic, and the buff force that 'popped' the empty car up to climb the rail. I suspect the final report will shed more light on the timing of events and the actions that caused them.
From the NTSB report:
“The second crew, thinking the train may still have air brake problems, kept all 58 hand brakes applied and unsuccessfully tried to pull the train down the hill. The conductor of the second crew then released the first 25 hand brakes, leaving 33 hand brakes still applied. The engineer applied a minimum air brake application and started the train with locomotive power down the grade. The train speed varied from 20 to 30 mph. The engineer switched from locomotive power to dynamic braking three times before the train derailed.”
I could be wrong, but this is how I interpret that statement: The handbrakes were applied to secure the train while it was stopped. Normally, they would be released before proceeding, and from that point, the train would be sufficiently braked by air brakes and/or dynamic brakes to varying extent.
However, in this case, the crew believed the air brakes were not reliable due to the problem the train had just experienced. So they worried about what might happen if they released all the hand brakes and relied on the full, normal performance of the air brakes when it might not be available due to still having “air brake problems.”
Therefore, not wanting to take that chance, they decided to make a minimum air brake application, but save the rest of it in case of a loss of control. To compensate for the insufficient air brake application, they relied on dynamic brakes and on the 33 hand brakes constantly applied and adding braking like a dead anchor being dragged by the train.
Apparently, the light air brake application and the 33 handbrakes were enough to hold the train on the grade. So instead of rolling down the grade at first, they had to add power and pull the train.
Once they got moving, they added the use of dynamic braking when necessary.
However, with the brake fade on the hand brakes and the under-use of the air brakes, they relied too much on the dynamic brakes and that jackknifed the train from excess buff force.
Upon reviewing Keystone Sub TTSI - 30% is the minimum amount of hand brakes to be used to secure a train on the grade - more if necessary to hold it.
Euclid Deggesty In the territory where the 58 hand brakes were applied you are coming down at grade that approaches 2%. Once the trainline is charged and the air brakes released only the hand brakes and engine brake are holding the train. If you release too many hand brakes the weight of the train can overpower the remaining braking power of the train. Any relative idiot can power a train up a grade. It takes a real engineer to bring big trains down the grade - SAFELY. Trains that stop on down grades are particularly tricky to get started and operate under control. The use of air brake retainers is no longer a practice that is taught. The comment that you have quoted in bold suggests that the "remaining braking power of the train" is not enough to hold the train without the help of handbrakes. That comment and its reference to "remaining braking power" suggests that less than the normal amount of braking power is available. Why would that be the case? Normally they descend the grade without needing handbrakes to provide extra braking performance.
Deggesty In the territory where the 58 hand brakes were applied you are coming down at grade that approaches 2%. Once the trainline is charged and the air brakes released only the hand brakes and engine brake are holding the train. If you release too many hand brakes the weight of the train can overpower the remaining braking power of the train. Any relative idiot can power a train up a grade. It takes a real engineer to bring big trains down the grade - SAFELY. Trains that stop on down grades are particularly tricky to get started and operate under control. The use of air brake retainers is no longer a practice that is taught.
In the territory where the 58 hand brakes were applied you are coming down at grade that approaches 2%. Once the trainline is charged and the air brakes released only the hand brakes and engine brake are holding the train. If you release too many hand brakes the weight of the train can overpower the remaining braking power of the train.
Any relative idiot can power a train up a grade. It takes a real engineer to bring big trains down the grade - SAFELY. Trains that stop on down grades are particularly tricky to get started and operate under control. The use of air brake retainers is no longer a practice that is taught.
The comment that you have quoted in bold suggests that the "remaining braking power of the train" is not enough to hold the train without the help of handbrakes.
That comment and its reference to "remaining braking power" suggests that less than the normal amount of braking power is available. Why would that be the case? Normally they descend the grade without needing handbrakes to provide extra braking performance.
Don't overlook that the report states once the train started moving it's speed varied between 20-30 MPH and Dynamics were used 3 times - and that is with the 33 hand brakes applied. Secondly the report states that there was tread build up wheel bluing as well as some flat spots on the cars that had the hand brakes applied. When tonnage comes downhill, IT COMES DOWNHILL with all the force that gravity can apply. The report also states that the car that initially derailed was a empty car that was in a block of 27 empty cars and nearer the head end of the train than the rear end. CSX Train Handling Rules permit no more than 30 empties to be together in a mixed freight train. I am of the belief that this train was put together in Willard, OH - in the FLAT LANDS. Flat land Yardmasters can't comprehend what happens when the trains they build get into mountainous territory nor can they envision the dynamics of those trains operating through mountainous territory. It is harder than it ought to be just to get them to bury HAZMAT cars on the rear end of trains requiring manned helpers.
The NTSB investigation of a runaway down 17 Mile Grade on the Mountain Sub a number of years ago stated that 12 MPH was the maximum speed air braked ONLY trains could descend that grade. At higher speeds 'brake fade' happened and the braking force decreased, ultimately to zero. Sand Patch is not quite as steel as 17 Mile, however the same principles apply.
With speed reaching 30 MPH I suspect the engineer felt that he was not far away from losing his ability to control the train's descent.
This is the preliminary report. The Final Report will present more factual data than my 'suppositions' and will give further insight into the decisions the crew made and their reasons (right or wrong) for making those decisions.
Quoting Balt:
Johnny
BaltACD Euclid Are saying that all trains that stop on such a down grade normally rely on a certain number of set hand brakes to add holding power as the train resumes and completes the descent? BaltACD Euclid I was wondering about that train handling too. I wonder if it violated any rules or would be considered to be an acceptable option. I wonder what the best option would have been. I guess the second crew must have felt exceptionally wary of taking over with a train that was just previously having air brake problems coming down a steep, long grade; and then had not re-started to prove everything was okay. In the territory where the 58 hand brakes were applied you are coming down at grade that approaches 2%. Once the trainline is charged and the air brakes released only the hand brakes and engine brake are holding the train. If you release too many hand brakes the weight of the train can overpower the remaing braking power of the train. Any relative idiot can power a train up a grade. It takes a real engineer to bring big trains down the grade - SAFELY. Trains that stop on down grades are particularly tricky to get started and operate under control. The use of air brake retainers is no longer a practice that is taught. TTSI require at least 50% hand brakes to be applied before attempting to recharge the trainline. Personally, I am surprised that the Helper (that I hope was used) to get the train UP Sand Patch didn't stay attached to assist in gettng the train down Sand Patch, with only two engines providing Dynamic Braking on the head end.
Euclid Are saying that all trains that stop on such a down grade normally rely on a certain number of set hand brakes to add holding power as the train resumes and completes the descent? BaltACD Euclid I was wondering about that train handling too. I wonder if it violated any rules or would be considered to be an acceptable option. I wonder what the best option would have been. I guess the second crew must have felt exceptionally wary of taking over with a train that was just previously having air brake problems coming down a steep, long grade; and then had not re-started to prove everything was okay. In the territory where the 58 hand brakes were applied you are coming down at grade that approaches 2%. Once the trainline is charged and the air brakes released only the hand brakes and engine brake are holding the train. If you release too many hand brakes the weight of the train can overpower the remaing braking power of the train. Any relative idiot can power a train up a grade. It takes a real engineer to bring big trains down the grade - SAFELY. Trains that stop on down grades are particularly tricky to get started and operate under control. The use of air brake retainers is no longer a practice that is taught.
BaltACD Euclid I was wondering about that train handling too. I wonder if it violated any rules or would be considered to be an acceptable option. I wonder what the best option would have been. I guess the second crew must have felt exceptionally wary of taking over with a train that was just previously having air brake problems coming down a steep, long grade; and then had not re-started to prove everything was okay. In the territory where the 58 hand brakes were applied you are coming down at grade that approaches 2%. Once the trainline is charged and the air brakes released only the hand brakes and engine brake are holding the train. If you release too many hand brakes the weight of the train can overpower the remaing braking power of the train. Any relative idiot can power a train up a grade. It takes a real engineer to bring big trains down the grade - SAFELY. Trains that stop on down grades are particularly tricky to get started and operate under control. The use of air brake retainers is no longer a practice that is taught.
Euclid I was wondering about that train handling too. I wonder if it violated any rules or would be considered to be an acceptable option. I wonder what the best option would have been. I guess the second crew must have felt exceptionally wary of taking over with a train that was just previously having air brake problems coming down a steep, long grade; and then had not re-started to prove everything was okay.
In the territory where the 58 hand brakes were applied you are coming down at grade that approaches 2%. Once the trainline is charged and the air brakes released only the hand brakes and engine brake are holding the train. If you release too many hand brakes the weight of the train can overpower the remaing braking power of the train.
TTSI require at least 50% hand brakes to be applied before attempting to recharge the trainline. Personally, I am surprised that the Helper (that I hope was used) to get the train UP Sand Patch didn't stay attached to assist in gettng the train down Sand Patch, with only two engines providing Dynamic Braking on the head end.
Okay, I see. But once the train line is recharged, wouldn't the hand brakes typically be released before starting down grade? If so, why did this crew decide to go down the hill with hand brakes dragging? And if that is what they did, would that be acceptable practice? Or would it be something that could be done as an approved precaution in the face of some question of what was wrong with the brakes, and whether it had been corrected?
The 46th car from the front of the train, a 23,467-gallon specification US Department of Transportation (DOT)-111 general service tank car, released its load of elevated temperature asphalt from a bottom outlet valve that opened during the derailment sequence.[1] The released asphalt pooled and solidified near the railcar pileup.
This has to be hell on the ballast. Cleaning up a wreck like this is tough enough but congealed asphalt, bad stuff. Scrape it up into dump trucks until its down to clean soil, then build new base and bed for new track?
EuclidAre saying that all trains that stop on such a down grade normally rely on a certain number of set hand brakes to add holding power as the train resumes and completes the descent? BaltACD Euclid I was wondering about that train handling too. I wonder if it violated any rules or would be considered to be an acceptable option. I wonder what the best option would have been. I guess the second crew must have felt exceptionally wary of taking over with a train that was just previously having air brake problems coming down a steep, long grade; and then had not re-started to prove everything was okay. In the territory where the 58 hand brakes were applied you are coming down at grade that approaches 2%. Once the trainline is charged and the air brakes released only the hand brakes and engine brake are holding the train. If you release too many hand brakes the weight of the train can overpower the remaing braking power of the train. Any relative idiot can power a train up a grade. It takes a real engineer to bring big trains down the grade - SAFELY. Trains that stop on down grades are particularly tricky to get started and operate under control. The use of air brake retainers is no longer a practice that is taught.
Are saying that all trains that stop on such a down grade normally rely on a certain number of set hand brakes to add holding power as the train resumes and completes the descent?
EuclidI was wondering about that train handling too. I wonder if it violated any rules or would be considered to be an acceptable option. I wonder what the best option would have been. I guess the second crew must have felt exceptionally wary of taking over with a train that was just previously having air brake problems coming down a steep, long grade; and then had not re-started to prove everything was okay.
It was an empty car with over 16K tons behind it also with the handbrakes still applied on it also. Anyone want to bet on train makeup being a huge issue on this one.
I was wondering about that train handling too. I wonder if it violated any rules or would be considered to be an acceptable option. I wonder what the best option would have been. I guess the second crew must have felt exceptionally wary of taking over with a train that was just previously having air brake problems coming down a steep, long grade; and then had not re-started to prove everything was okay.
Huh, didn't see that coming. I'm not familiar with the area but moving a train with that many handbrakes applied is a big no-no pretty much anywhere. Was this a not unheard of practice in the area?
I see in the report that the car that was derailed was an empty, and other cars had flat spots or other damage from their handbrakes being applied. It is not surprising that this happened on empties, but had the handbrakes only been applied to loaded cars things may have turned out differently (in my experience loaded cars will not lock up and skid regardless of how tight a handbrake has been applied).
And if the second crew wanted to have additional braking security while descending the grade then why not set retainers? The conductor would have been walking the train to release the handbrakes anyway.
Preliminary NTSB report
https://ntsb.gov/investigations/AccidentReports/Pages/DCA17FR011-prelim-report.aspx
BaltACD Electroliner 1935 BaltACD BaltACD wrote the following post 10 hours ago: Keystone Subdivision Special Instructions relating to operations on grades. CSX Baltimore Division Time Table - April 1, 2015 Who is responsible for calculating the appropriate power and braking requirements for a specific train and if the engineer, is he given the time and information needed to make them? Or is he told to take what he is given and go? I would like to think that they are knowlegabe of these rules and would be able to apply them but is the climate such that they are afraid to say "NO" to authority? EHH has fired a lot of middle managers that had operating knowledge and if the new hires have no knowledge of the reasons some of those rules exist, I have fears that they may be issuing orders that ignore the rules. As has been said, the rules are written in the blood from past mistakes. When I was working, it was the crew's responsibility to KNOW their train complied and to notify 'proper authorities' (TM, YM, Train Dispatcher, Chief Train Dispatcher, Director of Transportation Operations) of the fact that the train was not in compliance with the Rules and Special Instructions. If one of those 'authorities' instructed (in writing or on recorded radio/telephone line) the crew to take the train 'as is' the responsibility then shifted to the person issuing such instructions. What it is like in the world of EHH - I have no idea.
Electroliner 1935 BaltACD BaltACD wrote the following post 10 hours ago: Keystone Subdivision Special Instructions relating to operations on grades. CSX Baltimore Division Time Table - April 1, 2015 Who is responsible for calculating the appropriate power and braking requirements for a specific train and if the engineer, is he given the time and information needed to make them? Or is he told to take what he is given and go? I would like to think that they are knowlegabe of these rules and would be able to apply them but is the climate such that they are afraid to say "NO" to authority? EHH has fired a lot of middle managers that had operating knowledge and if the new hires have no knowledge of the reasons some of those rules exist, I have fears that they may be issuing orders that ignore the rules. As has been said, the rules are written in the blood from past mistakes.
BaltACD BaltACD wrote the following post 10 hours ago: Keystone Subdivision Special Instructions relating to operations on grades. CSX Baltimore Division Time Table - April 1, 2015
Who is responsible for calculating the appropriate power and braking requirements for a specific train and if the engineer, is he given the time and information needed to make them? Or is he told to take what he is given and go? I would like to think that they are knowlegabe of these rules and would be able to apply them but is the climate such that they are afraid to say "NO" to authority? EHH has fired a lot of middle managers that had operating knowledge and if the new hires have no knowledge of the reasons some of those rules exist, I have fears that they may be issuing orders that ignore the rules. As has been said, the rules are written in the blood from past mistakes.
When I was working, it was the crew's responsibility to KNOW their train complied and to notify 'proper authorities' (TM, YM, Train Dispatcher, Chief Train Dispatcher, Director of Transportation Operations) of the fact that the train was not in compliance with the Rules and Special Instructions. If one of those 'authorities' instructed (in writing or on recorded radio/telephone line) the crew to take the train 'as is' the responsibility then shifted to the person issuing such instructions.
What it is like in the world of EHH - I have no idea.
Any updates?
Modeling the Cleveland and Pittsburgh during the PennCentral era starting on the Cleveland lakefront and ending in Mingo junction
BaltACDBaltACD wrote the following post 10 hours ago: Keystone Subdivision Special Instructions relating to operations on grades. CSX Baltimore Division Time Table - April 1, 2015
Keystone Subdivision Special Instructions relating to operations on grades.
CSX Baltimore Division Time Table - April 1, 2015 4466 PLACING EMPTY CARS IN TRAINS Empty Car Placement Train Classification Instructions for Manifest Trains: Empty cars 80 feet and longer (other than a box car) must be placed in the train in such a location that the trailing tonnage behind these empty cars does not exceed the amount listed below. In territory where helper locomotives are used on the rear of the train, their tonnage rating should be subtracted to the trailing tonnage listed below when determining the location for the restricted car(s): Between Direction Tonnage Hyndman & Sand Patch Westward 3,500Between Direction Tonnage Connellsville & Sand Patch Eastward 5,100 Connellsville & New Castle Eastward & Westward 13,300 Empty Car Placement Instructions for Intermodal Trains Not Containing Military Equipment: Empty cars 80 feet and longer must be placed in the train in such a location that the trailing tonnage behind these empty cars does not exceed the amount listed below. In territory where helper locomotives are used on the rear of the train, their tonnage rating should be subtracted to the trailing tonnage listed below when determining the location for the restricted car(s): Between Direction Tonnage Hyndman & Sand Patch Westward 4,750 Connellsville & Sand Patch Eastward 8,500 Connellsville & New Castle Eastward & Westward 13,300 Car Placement Instructions for Intermodal Trains Containing Military Equipment: An empty single platform intermodal flat car which is 80 feet and longer must be placed in the train in such a location that the trailing tonnage behind these empty cars does not exceed the amount listed below. In territory where helper locomotives are used on the rear of the train, their tonnage rating should be subtracted to the trailing tonnage listed below when determining the location for the restricted car(s): Between Direction Tonnage Hyndman & Sand Patch Westward 3,500 Connellsville & Sand Patch Eastward 5,100 Connellsville & New Castle Eastward & Westward 13,300 Unit auto train loaded or empty do not have trailing tonnage restrictions. 4500 ENSURING AUTHORIZATION TO MOVE SHIPMENT Double Stack and Multi-Level Movements Unless otherwise authorized by the Clearance Bureau or Network Operations, the following are the maximum double stack and multi-level heights allowed on the main track and sidings. CSX Train Documentation will list this equipment as restricted and will show applicable height dimensions. MP Locations Double Stack Multi-Level Keystone SD 20'2" 20'2" 5. INSTRUCTIONS RELATING TO AIR BRAKE AND TRAIN HANDLING RULES 5406 B PROTECTING THE DIESEL ENGINE FROM FREEZING Maximum units on line If the temperature is less than 25 degrees Fahrenheit the following classes of locomotives must be kept on line with diesel engines running even if not needed: SW-15, MP-15, MP15T, U18B, B30-7. Other classes in the CSX fleet are equipped with an automatic rev-up feature to prevent damage and can remain isolated. 5502 A LIMITING TRACTIVE EFFORT To limit draft forces, the maximum trailing tonnage for westward trains handled with only head-end power will be restricted to 7,000 tons. 1. On grades where this tonnage will be exceeded, trains will have a rear-end helper. 2. If not on rear-end, the helper must be appropriately positioned as an in-train helper or, 3. The trailing tonnage must be reduced. 5559 STEEP GRADE (1% OR MORE) TRAIN HANDLING Brake Pipe Pressure – The brake pipe pressure on the rear of eastward loaded trains must be 75lbs or higher prior to passing over summit at Sand Patch. A running release of the train brake will not be made on eastward freight trains operating in this territory. When the total brake pipe reduction exceeds 18lbs on any eastward freight train operating Sand Patch to Hyndman, the train will be stopped. 30% hand brakes will be applied to the head end of the train to hold it on the grade during the recharge procedure. If needed, hand brakes may be left on the train to supplement air brakes while descending the rest of the grade. Avoid leaving hand brakes on any empty cars. Use of pressure maintaining valves – The controlling unit of the lead locomotive consist must be equipped with an operative pressure maintaining feature. Dynamic brake requirements: When possible, eastward trains having to add additional power to the head end of their train in order to comply with dynamic brake axles requirements to descend a grade must do so prior to passing Yoder, BF 218.4. If power cannot be added west of Yoder, the train must be properly secured while air brake test is performed. Train handling – Stretch braking is permitted for Eastward Trains: Cresting grade at Sand Patch and stopping and starting train Continuous Movement – As train crests grade, continue to use power and make a minimum reduction between 20 to 22 MPH. Then gradually reduce throttle and apply dynamic brake in such a manner to have speed between 25 and 30 MPH, passing BF 208.0. BF 191.1 to 202.0– Approaching BF 202.0, the grade becomes less severe and the speed restriction at BF 202.1 is reduced from 35 MPH to 30 MPH. Therefore, watch deceleration rate very closely, and apply power, if necessary, to keep speed between 25 and 30 MPH between BF 202.0 and BF 198.0. In the vicinity of BF 197.0, grade again increases and train speed will generally begin to increase. If this occurs, it may be necessary to apply dynamic brake or throttle to Hyndman BF 191.0. Then if conditions permit, release train brakes and handle the train in accordance with good train handling procedures. BF 202.1 to 208.0– In the vicinity of BF 207.0, train speed will gradually increase due to the heavier grade. When this occurs, make additional light brake applications, if necessary, modulating the dynamic brake to hold speed between 32 and 34 MPH, between BF 206.8 and BF 202.1. 5559 LOADED UNIT TRAINS Keystone Subdivision 1.0% to 1.5% Grade Requirements: Tonnage 20 MPH Min. EDBA 25 MPH Min. EDBA 30 MPH Min. EDBA 16,001 - 17,000 14 17 20 17,001 - 18,000 15 18 20 18,001 - 19,000 16 18 20 Keystone Subdivision 1.151% to 1.75% Grade Requirements: Tonnage 20 MPH Min. EDBA 25 MPH Min. EDBA 16,001 -19,000 18 20 Eastward trains exceeding 19,001 tons must descend the grade from Sand Patch, BF 211.0 to Hyndman, BF 190.2 at speeds not exceeding 15 MPH. 5600 HELPER SERVICE All trains operating with the helper locomotives on the Keystone SD will be governed as follows: Westward: Unless equipped with a "helper link", helper locomotives assisting westward trains out of Hyndman will not detach until they are west of Petenbrink Road Crossing, BF 217.2. If they are "helper link" equipped, they may detach once they are west of Manila, BF 209.3 If a helper not equipped with "helper link" must detach on grade, the train must be properly secured while air brake test is performed. Eastward: Unless equipped with a "helper link", helper locomotives assisting eastward trains out of Connellsville will not detach until they are east of Hyndman BF 190.2. If they are "helper link" equipped, they will detach at Sand Patch BF 211.0. Descending heavy grades when helper links are not being used: The helper engineer will gradually reduce power as the train crests the grade. After cresting the grade, the throttle on the helper will normally be closed during the descent of the grade. A low throttle position 2 or 3 may be used for a short distance to control slack. On other than unit trains, a rear or mid-train helper will not exceed number 1 position while descending grades. 5655 INCLEMENT WEATHER TRAIN BRAKING Locations of heavy snow operation on descending grades averaging in excess of 1.25% or greater for more than 3 miles are listed below. Instruction governing these grades can be found in Division Special Instructions: MP Average Grade BF 191.8 - BF 195.3 1.68% BF 196.2 - BF 200.5 1.31% BF 203.1 - BF 209.8 1.47% Eastward trains will stop and perform required brake inspection at Yoder, BF 218.4.
4466 PLACING EMPTY CARS IN TRAINS
Empty Car Placement Train Classification Instructions
for Manifest Trains:
Empty cars 80 feet and longer (other than a box car) must
be placed in the train in such a location that the trailing
tonnage behind these empty cars does not exceed the
amount listed below. In territory where helper locomotives
are used on the rear of the train, their tonnage rating should
be subtracted to the trailing tonnage listed below when
determining the location for the restricted car(s):
Between Direction Tonnage
Hyndman &
Sand Patch
Westward 3,500Between Direction Tonnage
Connellsville
& Sand
Patch
Eastward 5,100
& New
Castle
Eastward &
Westward
13,300
Empty Car Placement Instructions for Intermodal Trains
Not Containing Military Equipment:
Empty cars 80 feet and longer must be placed in the train in
such a location that the trailing tonnage behind these empty
cars does not exceed the amount listed below. In territory
where helper locomotives are used on the rear of the train,
their tonnage rating should be subtracted to the trailing
tonnage listed below when determining the location for the
restricted car(s):
Westward 4,750
Eastward 8,500
Car Placement Instructions for Intermodal Trains
Containing Military Equipment:
An empty single platform intermodal flat car which is 80 feet
and longer must be placed in the train in such a location that
the trailing tonnage behind these empty cars does not
exceed the amount listed below. In territory where helper
locomotives are used on the rear of the train, their tonnage
rating should be subtracted to the trailing tonnage listed
below when determining the location for the restricted car(s):
Westward 3,500
Unit auto train loaded or empty do not have trailing tonnage
restrictions.
4500 ENSURING AUTHORIZATION TO MOVE SHIPMENT
Double Stack and Multi-Level Movements
Unless otherwise authorized by the Clearance Bureau or
Network Operations, the following are the maximum double
stack and multi-level heights allowed on the main track and
sidings. CSX Train Documentation will list this equipment as
restricted and will show applicable height dimensions.
MP Locations Double Stack Multi-Level
Keystone SD 20'2" 20'2"
5. INSTRUCTIONS RELATING TO AIR BRAKE AND
TRAIN HANDLING RULES
5406 B PROTECTING THE DIESEL ENGINE FROM
FREEZING
Maximum units on line
If the temperature is less than 25 degrees Fahrenheit the
following classes of locomotives must be kept on line with
diesel engines running even if not needed: SW-15, MP-15,
MP15T, U18B, B30-7. Other classes in the CSX fleet are
equipped with an automatic rev-up feature to prevent
damage and can remain isolated.
5502 A LIMITING TRACTIVE EFFORT
To limit draft forces, the maximum trailing tonnage for
westward trains handled with only head-end power will be
restricted to 7,000 tons.
1. On grades where this tonnage will be exceeded, trains will
have a rear-end helper.
2. If not on rear-end, the helper must be appropriately
positioned as an in-train helper or,
3. The trailing tonnage must be reduced.
5559 STEEP GRADE (1% OR MORE) TRAIN HANDLING
Brake Pipe Pressure –
The brake pipe pressure on the rear of eastward loaded
trains must be 75lbs or higher prior to passing over summit
at Sand Patch.
A running release of the train brake will not be made on
eastward freight trains operating in this territory.
When the total brake pipe reduction exceeds 18lbs on any
eastward freight train operating Sand Patch to Hyndman, the
train will be stopped. 30% hand brakes will be applied to the
head end of the train to hold it on the grade during the
recharge procedure.
If needed, hand brakes may be left on the train to
supplement air brakes while descending the rest of the
grade. Avoid leaving hand brakes on any empty cars.
Use of pressure maintaining valves –
The controlling unit of the lead locomotive consist must be
equipped with an operative pressure maintaining feature.
Dynamic brake requirements:
When possible, eastward trains having to add additional
power to the head end of their train in order to comply with
dynamic brake axles requirements to descend a grade must
do so prior to passing Yoder, BF 218.4. If power cannot be
added west of Yoder, the train must be properly secured
while air brake test is performed.
Train handling –
Stretch braking is permitted for Eastward Trains:
Cresting grade at Sand Patch and stopping and starting train
Continuous Movement – As train crests grade, continue to
use power and make a minimum reduction between 20 to 22
MPH. Then gradually reduce throttle and apply dynamic
brake in such a manner to have speed between 25 and 30
MPH, passing BF 208.0.
BF 191.1 to 202.0– Approaching BF 202.0, the grade
becomes less severe and the speed restriction at BF 202.1
is reduced from 35 MPH to 30 MPH. Therefore, watch
deceleration rate very closely, and apply power, if necessary,
to keep speed between 25 and 30 MPH between BF 202.0
and BF 198.0. In the vicinity of BF 197.0, grade again
increases and train speed will generally begin to increase. If
this occurs, it may be necessary to apply dynamic brake or
throttle to Hyndman BF 191.0. Then if conditions permit,
release train brakes and handle the train in accordance with
good train handling procedures.
BF 202.1 to 208.0– In the vicinity of BF 207.0, train speed
will gradually increase due to the heavier grade. When this
occurs, make additional light brake applications, if
necessary, modulating the dynamic brake to hold speed
between 32 and 34 MPH, between BF 206.8 and BF 202.1.
5559 LOADED UNIT TRAINS
Keystone Subdivision 1.0% to 1.5% Grade
Requirements:
Tonnage 20 MPH Min.
EDBA
25 MPH Min.
30 MPH Min.
16,001 -
17,000
14 17 20
17,001 -
18,000
15 18 20
18,001 -
19,000
16 18 20
Keystone Subdivision 1.151% to 1.75% Grade
16,001 -19,000 18 20
Eastward trains exceeding 19,001 tons must descend the
grade from Sand Patch, BF 211.0 to Hyndman, BF 190.2 at
speeds not exceeding 15 MPH.
5600 HELPER SERVICE
All trains operating with the helper locomotives on the
Keystone SD will be governed as follows:
Westward: Unless equipped with a "helper link", helper
locomotives assisting westward trains out of Hyndman will
not detach until they are west of Petenbrink Road Crossing,
BF 217.2. If they are "helper link" equipped, they may detach
once they are west of Manila, BF 209.3 If a helper not
equipped with "helper link" must detach on grade, the train
must be properly secured while air brake test is performed.
Eastward: Unless equipped with a "helper link", helper
locomotives assisting eastward trains out of Connellsville will
not detach until they are east of Hyndman BF 190.2. If they
are "helper link" equipped, they will detach at Sand Patch BF
211.0.
Descending heavy grades when helper links are not being
used:
The helper engineer will gradually reduce power as the train
crests the grade. After cresting the grade, the throttle on the
helper will normally be closed during the descent of the
grade. A low throttle position 2 or 3 may be used for a short
distance to control slack. On other than unit trains, a rear or
mid-train helper will not exceed number 1 position while
descending grades.
5655 INCLEMENT WEATHER TRAIN BRAKING
Locations of heavy snow operation on descending grades
averaging in excess of 1.25% or greater for more than 3
miles are listed below. Instruction governing these grades
can be found in Division Special Instructions:
MP Average Grade
BF 191.8 - BF 195.3 1.68%
BF 196.2 - BF 200.5 1.31%
BF 203.1 - BF 209.8 1.47%
Eastward trains will stop and perform required brake
inspection at Yoder, BF 218.4.
Here are the rules for going over the Sand Patch from the CSX Cumberland Division Employees Timetable. MP 188 through 204 is the area in question. See Section 36 to the end.
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