Re: UCOR rules scenario ANSWER
- From: "Vic" <vic@xxxxxx>
- To: cpsig@xxxxxxxxxxxxxxx
- Date: Sat, 05 Jun 2010 11:12:55 -0400
Posted by: "Steve Lucas" stevelucas3@xxxxxxxx stevelucas3
Date: Fri Jun 4, 2010 8:04 pm ((PDT))
The 24 RL automatic brake valve has "release", "running", "first
service", "lap", "service", and "emergency" positions, as shown at
the following link--scroll about 2/5 down--
http://cqpa.steelvalleywebdesign.com/gp9manual/GP9_Section1.htm
As does the 6 SL.
I forgot about the "first service" position; way too long since I used
it. Though advantageous for frt trains and there req'd, it was a
waste of time in psgr svc where we'd go straight to "service" and
take as much as we need first crack. Didn't you say in your initial
question we were running psgr?!!
There is quite a discussion on automatic brake valves over on
trainorders.com, where different brake valves are explained--
http://www.trainorders.com/discussion/read.php?10,686013
And yes, after making a service reduction, one does move the brake
valve back to "lap" position on all except the modern-day 26L,
30CDW, and electronic brake valves. Or one can let the brake pipe
vent through the valve down to zero psi.
One of my more embarrasing moments was inadvertently venting
the brake pipe to zero. Though really it was "exhausting" more so
than "venting", because it was under pressure with the air pump on.
In 1979 or '80 while on vacation from the RI, I drove E and saw
some FL-9's at the Brewster NY roundhouse. With time to spare I
thought of taking a ride to GCT (New York) and back 'cause the FL-
9 was the first eng I ever ran (in '66 when 13 yo). After introducing
myself to the engr as a vacationing train dispr, I succeeded
ultimately in preventing him from going home because I'd never
been over this line before even as a psgr, and he wanted me to run
my first trip solo, and at night! Anyway, I backed the ety 8-car hwt
train out of the yard and started pulling down to Brewster station to
start loading psgrs; but we stopped short of the platform, and the
public crossing I already whistled for! With no working guage lights
nor dome lights I frantically looked for a flashlight to see what was
going on while the engr, reclining in the fireman's seat with his feet
on the windshield was laughing his head off. Having used the 26L
exclusively for the past couple of years in the US midwest, I
actually forgot there were others. The one here was a 24RL tho
and I failed to use the lap position, leaving the valve in "svc", to
exhaust.
With the 24RL ascertained, the rest of the trip was mostly
uneventful, until we went into undesired emergency, on our way
back. But that's beyond the scope of this subject matter, to be
brought up another time, if at all.
Found that reference to the whistle signal just where you noted it,
Vic--thanks. It appears that the 1962 UCOR made things a little
simpler and "user-freindly" than the 1951 version.
Yes I also found the 1962 book to be more user friendly generally,
with a notable exception going from 1951 UCOR §§ 264, 680, to
1962 UCOR § 264. It went from bad to worse, frustrating everyone
everywhere needlessly every day. I was never happier than after
moving to the US in '78 and working under the 1967 CCOR §§ 269,
275 - 275(A) (which didn't require putting dual-control sws in Hand
posn if the route was properly lined and locked according to the
CTC panel; didn't require anything in writing, etc.); and in this
regard, later also [working] under the 1968 UCOR §§ 104(b), 350
(same).
VRP
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