Towing Dead Locomotives

[nscaler711]

is there any way at all that the air compresser could still be running if the loco was dead.....therefore you can MU the loco to control the braking system?

[Anonymous]

Thats what I was thinking reverser handle, not reverser control stand components.

[csxengineer98]

  By reverser I did not mean the reverser handle but physical reverser mechanism so no high voltage connections can be made.

]

                      TITLE 49--TRANSPORTATION



       CHAPTER II--FEDERAL RAILROAD ADMINISTRATION, DEPARTMENT OF

                             TRANSPORTATION



PART 229_RAILROAD LOCOMOTIVE SAFETY STANDARDS--Table of Contents



                            Subpart A_General



Sec. 229.9  Movement of non-complying locomotives.



    (a) Except as provided in paragraphs (b), (c) and Sec. 229.125(h),

a locomotive with one or more conditions not in compliance with this

part may be moved only as a lite locomotive or a dead locomotive after

the carrier has complied with the following:

    (1) A qualified person shall determine--

    (i) That it is safe to move the locomotive; and

    (ii) The maximum speed and other restrictions necessary for safely

conducting the movement;

    (2)(i) The engineer in charge of the movement of the locomotive

shall be notified in writing and inform all other crew members in the

cab of the presence of the non-complying locomotive and the maximum

speed and other restrictions determined under paragraph (a)(1)(ii) of

this section.

    (ii) A copy of the tag described in paragraph (a)(3) of this section

may be used to provide the notification required by paragraph (a)(2)(i)

of this section.

    (3) A tag bearing the words ``non-complying locomotive'' and

containing the following information, shall be securely attached to the

control stand on each MU or control cab locomotive and to the isolation

switch or near the engine start switch on every other type of

locomotive--

    (i) The locomotive number;

    (ii) The name of the inspecting carrier;

    (iii) The inspection location and date;

    (iv) The nature of each defect;

    (v) Movement restrictions, if any;

    (vi) The destination; and

    (vii) The signature of the person making the determinations required

by this paragraph.

    (b) A locomotive that develops a non-complying condition enroute may

continue to utilize its propelling motors, if the requirements of

paragraph (a) are otherwise fully met, until the earlier of--

    (1) The next calendar day inspection, or

    (2) The nearest forward point where the repairs necessary to bring

it into compliance can be made.

    (c) A non-complying locomotive may be moved lite or dead within a

yard, at speeds not in excess of 10 miles per hour, without meeting the

requirements of paragraph (a) of this section if the movement is solely

for the purpose of repair. The carrier is responsible to insure that the

movement may be safely made.

    (d) A dead locomotive may not continue in use following a calendar

day



[[Page 385]]



inspection as a controlling locomotive or at the head of a train or

locomotive consist.

    (e) A locomotive does not cease to be a locomotive because its

propelling motor or motors are inoperative or because its control jumper

cables are not connected.

    (f) Nothing in this section authorizes the movement of a locomotive

subject to a Special Notice for Repair unless the movement is made in

accordance with the restrictions contained in the Special Notice.

    (g) Paragraphs (a), (b), and (c) of this section shall not apply to

sanitation conditions covered by Sec. Sec. 229.137 and 229.139.

Sections 229.137 and 229.139 set forth specific requirements for the

movement and repair of locomotives with defective sanitation

compartments.

 

PART 229_RAILROAD LOCOMOTIVE SAFETY STANDARDS--Table of Contents



                            Subpart A_General



Sec. 229.13  Control of locomotives.



    Except when a locomotive is moved in accordance with Sec. 229.9,

whenever two or more locomotives are coupled in remote or multiple

control, the propulsion system, the sanders, and the power brake system

of each locomotive shall respond to control from the cab of the

controlling locomotive. If a dynamic brake or regenerative brake system

is in use, that portion of the system in use shall respond to control

from the cab of the controlling locomotive.

 

 

you needed to be more speifice in what you mean by reverser..becoues for me im betting others on here when you say reverser must be centered.. we are talking the handel not the guts in the controll stand...

csx engineer 

[Dutchrailnut]

  By reverser I did not mean the reverser handle but physical reverser mechanism so no high voltage connections can be made.

]

                      TITLE 49--TRANSPORTATION



       CHAPTER II--FEDERAL RAILROAD ADMINISTRATION, DEPARTMENT OF

                             TRANSPORTATION



PART 229_RAILROAD LOCOMOTIVE SAFETY STANDARDS--Table of Contents



                            Subpart A_General



Sec. 229.9  Movement of non-complying locomotives.



    (a) Except as provided in paragraphs (b), (c) and Sec. 229.125(h),

a locomotive with one or more conditions not in compliance with this

part may be moved only as a lite locomotive or a dead locomotive after

the carrier has complied with the following:

    (1) A qualified person shall determine--

    (i) That it is safe to move the locomotive; and

    (ii) The maximum speed and other restrictions necessary for safely

conducting the movement;

    (2)(i) The engineer in charge of the movement of the locomotive

shall be notified in writing and inform all other crew members in the

cab of the presence of the non-complying locomotive and the maximum

speed and other restrictions determined under paragraph (a)(1)(ii) of

this section.

    (ii) A copy of the tag described in paragraph (a)(3) of this section

may be used to provide the notification required by paragraph (a)(2)(i)

of this section.

    (3) A tag bearing the words ``non-complying locomotive'' and

containing the following information, shall be securely attached to the

control stand on each MU or control cab locomotive and to the isolation

switch or near the engine start switch on every other type of

locomotive--

    (i) The locomotive number;

    (ii) The name of the inspecting carrier;

    (iii) The inspection location and date;

    (iv) The nature of each defect;

    (v) Movement restrictions, if any;

    (vi) The destination; and

    (vii) The signature of the person making the determinations required

by this paragraph.

    (b) A locomotive that develops a non-complying condition enroute may

continue to utilize its propelling motors, if the requirements of

paragraph (a) are otherwise fully met, until the earlier of--

    (1) The next calendar day inspection, or

    (2) The nearest forward point where the repairs necessary to bring

it into compliance can be made.

    (c) A non-complying locomotive may be moved lite or dead within a

yard, at speeds not in excess of 10 miles per hour, without meeting the

requirements of paragraph (a) of this section if the movement is solely

for the purpose of repair. The carrier is responsible to insure that the

movement may be safely made.

    (d) A dead locomotive may not continue in use following a calendar

day



[[Page 385]]



inspection as a controlling locomotive or at the head of a train or

locomotive consist.

    (e) A locomotive does not cease to be a locomotive because its

propelling motor or motors are inoperative or because its control jumper

cables are not connected.

    (f) Nothing in this section authorizes the movement of a locomotive

subject to a Special Notice for Repair unless the movement is made in

accordance with the restrictions contained in the Special Notice.

    (g) Paragraphs (a), (b), and (c) of this section shall not apply to

sanitation conditions covered by Sec. Sec. 229.137 and 229.139.

Sections 229.137 and 229.139 set forth specific requirements for the

movement and repair of locomotives with defective sanitation

compartments.

 

PART 229_RAILROAD LOCOMOTIVE SAFETY STANDARDS--Table of Contents



                            Subpart A_General



Sec. 229.13  Control of locomotives.



    Except when a locomotive is moved in accordance with Sec. 229.9,

whenever two or more locomotives are coupled in remote or multiple

control, the propulsion system, the sanders, and the power brake system

of each locomotive shall respond to control from the cab of the

controlling locomotive. If a dynamic brake or regenerative brake system

is in use, that portion of the system in use shall respond to control

from the cab of the controlling locomotive.

 

 

[csxengineer98]

On Dead (not Mu'ed) or not running more does need to be done than just drain water. to avoid locking taction motors the reverser needs to be centered so Traction motors can not act as generators or lock up due to electrical problems.

The brakes on locomotives are different than on  cars so if engine is not running the dead engine feature needs to be cut in so the brakepipe can charge the main reservoir or the unit would not have brakes after a few applications, dead locomotives are not always part of the locomotive consist and would not get main reservoir air thru MU connections.

 Locomotives shiped dead need to be tagged with proper FRA defective locomotive tags stating why its shut down and what has been done to assure safe move..

any trailing locomotives dead in tow..shut down.. or even online and used for power are supost to have the reverser REMOVED.. not just centered... as far as the air systems.. a few cut outs in the cab controll stand or the dead engin cut and 1 or all of the MU hoses made are all that is needed to move an engin that isnt running... all the dead engin cut out dose is make the air brakes on the engin respond like a car in the train.... but units in trailing posstion running or not that are MUed have to have there control stand air brake handles set to the trailing possition and differnt air valves ,switches and electrical breakers have to be in differnt settings then the lead locomotive..( can tell you what you need to do to make a locomotive a lead engin or a trailing engin..but then i would have to kill you.. industory secret..lol)

csx engineer 

[Dutchrailnut]

On Dead (not Mu'ed) or not running more does need to be done than just drain water. to avoid locking taction motors the reverser needs to be centered so Traction motors can not act as generators or lock up due to electrical problems.

The brakes on locomotives are different than on  cars so if engine is not running the dead engine feature needs to be cut in so the brakepipe can charge the main reservoir or the unit would not have brakes after a few applications, dead locomotives are not always part of the locomotive consist and would not get main reservoir air thru MU connections.

 Locomotives shiped dead need to be tagged with proper FRA defective locomotive tags stating why its shut down and what has been done to assure safe move..

[wabash1]

dead means dead cant be used . wont run traction motors problem engine problem fra dead, and no nothing special needs to be done unless its cold outside then drain the engine so it wont freeze

[wayne]

Does the term "dead locomotive" mean not running or just not being used for power?  In either case, what provisions must be made when they are MU'd?  Do the traction motors have to be protected if not running?