Customizing Your Locomotive Operator Certification Program

A Locomotive Operator Certification Program is designed to be incorporated into a company’s training and safe operations culture. It is best suited as a program for training the trainer with appropriate monthly checks and balances to install a safe and efficient operation.

Steve Christian and Darell Luther

If you’re in the waste-by-rail business it’s generally a requirement that at either the loading or transfer station, at the landfill, scrap yard, or other destination location you’re going to need to provide “power” to move your railcars to a spot where loading or unloading can be easily performed. Some forms of power (trackmobiles, coupler equipped loaders, railcar movers) are easier to learn to operate than others (locomotives).  However, in many cases, the best power fit for the situation is a locomotive and it’s generally a matter of training and certification between a good smooth operation and a disruptive dangerous one.

The Locomotive Operator Certification Program is designed to be incorporated into a company’s training and safe operations culture. It is best suited as a program for training the trainer with appropriate monthly checks and balances to install a safe and efficient operation.  This program is designed to be taught by a knowledgeable locomotive operator or mechanic since there are a number of mechanical and operational instructions that assume basic locomotive operations knowledge.

Locomotive Operator Certification Program

This section of the program covers recommended procedures for operation of a switch or low horsepower locomotive at an industrial operation. The information in this section is arranged in sequence commencing with inspections in preparation for service, starting the engine, movement, starting a cut of cars and then through various operating phases.

Preparation for Service

A. Ground Inspection

Check the locomotive exterior and running gear for:

1. Leaking of fuel oil, lube oil, water or air
2. Loose or dragging parts
3. Proper position of all angle cocks and shutoff valves
4. Air being cut into truck brake cylinders
5. Satisfactory condition of brake shoes
6. Condensation in main air reservoirs
7. Adequate fuel supply
8. Adequate supply of water/coolant for engine cooling
9. Check sand level in sand boxes
10. Check all walkways for fluids and slip/trip hazards

1. Engine Room Inspection

The engine room can be readily inspected by opening the access doors along the sides of the hood of the locomotive. Check:

1. Air compressor for proper lubricating oil supply
2. Tank sight glass for proper water level
3. Fuel oil, lubricating oil, water and air systems for leakage

C. Engine Inspection

The engine should be inspected before as well as after starting. After the inspection, all engine room access doors should be closed and latched securely. Check:

1. Engine oil pan for proper lubricating oil supply (use dipstick)
2. Governor oil supply in sight glass
3. Engine over speed lever to see if it is set
4. Governor low oil pressure trip button to see if it is set
5. Engine top deck and engine inspection covers to make sure they are securely in place and show no signs of oil leakage
6. Air box drains, open and allow any accumulation to drain. Report the presence of any water observed draining when valve is opened. Accumulation will drain faster if the engine is running. Close drain valves before operating the locomotive.
7. The flow of fuel through the sight glasses on the engine mounted fuel filter (fuel pump running)
8. The lube oil gauge (engine running) for operating pressure

D. Cab Inspection

The four control locations of the locomotive should be checked and the equipment positioned for operation as follows:

Fuse and Switch Panel (And Adjacent Area)

1. Main battery switch closed
2. Control circuit breaker ON
3. Motor cutoff switch in proper position
4. Fuel pump circuit breaker ON
5. Ground relay knife switch closed
6. All fuses installed and in good condition
7. Lights circuit breakers and miscellaneous circuit breakers ON as needed

Engine Control Panel

1. Isolation switch in START position
2. Headlight control switch in proper position for lead unit operation
3. Miscellaneous switches ON as required

Locomotive Controls

The controller switches and operating levers should be positioned as follows:

1. Control and fuel pump switch in ON position
2. Engine run switch in ON position
3. Reverse lever installed and in neutral position
4. Throttle lever in IDLE position
5. Selector lever in OFF position
6. Generator field switch in OFF position
7. Light switch positioned as desired

Air Brake Controls

1. Place automatic brake valve handle in running position
2. Place independent brake valve handle in full application position
3. Place the brake pipe cutout cock or double-heading cutout cock in the cut-in or lead (vertical) position

Starting Engine

The diesel engine in each unit can be started, after completing the preceding inspections, in the following manner:

1. Place isolation switch (if so equipped) in START position, fuel pump and control circuit breakers ON, and the fuel pump and control switch ON. (In units not equipped with an isolation switch, the throttle should be in IDLE and the engine run switch in OFF.)
2. Place the fuel prime-engine start switch in the FUEL PRIME position for 10 to 15 seconds to prime the system. Then move the switch to the ENGINE START position and hold (not more than 15 seconds) until the engine starts and runs. If the engine fails to start, consult the Trouble Shooting section of this manual for possible cause.
3. After starting the engine, press the ground relay reset button in the event the ground relay tripped during starting.
4. Observe if engine oil pressure is satisfactory.
5. Unit equipped with an isolation switch must have the isolation switch placed in RUN after the engine is started.

Stopping Engine

There are two ways to stop the engine.

1. Press stop button on engine control panel.
2. Use layshaft lever. Pulling the layshaft lever stops the engine.

Precautions Before Moving Locomotive

The following points should be carefully checked before attempting to move the locomotive under its own power:

1. Make sure that the main reservoir air pressure is normal (approximately 130-140 pounds). This is very important since the locomotive is equipped with electro-magnetic switchgear that will function in response to control and permit operation without air pressure.
2. Check sander operation.
3. Check headlight operation.
4. Sound horn.
5. Operate bell.
6. Check for air brake application and release.
7. Release hand brake, if applied, and remove any blocking from the wheels.

Moving the Locomotive

With the engine started, the engine run switch closed and the preceding inspection and precautions completed, the locomotive is handled as follows:

1. Place the generator field switch ON
2. Place headlight and other lights ON as needed
3. Move reverse lever to desired direction of motion, FORWARD or REVERSE
4. Place the selector lever in the desired position for locomotive operation
5. Release air brakes
6. Open the throttle to Run 1, 2 or 3 as needed to move locomotive at desired speed.

• NOTE: The engine should not be operated above throttle position #3 until water temperature is greater than 130˚ F.

1. Throttle should be in IDLE before coming to a dead stop.
2. Reverse lever should note be moved except when locomotive is completely stopped.

Coupling Locomotive to Train Cars

Locomotives should be coupled to the lead railcar or train slowly using care. Prior to coupling be sure both coupler knuckles are completely open and operational. After coupling, make the following checks:

1. Test to see that couplers are locked by stretching connection
2. Connect air brake hoses
3. Slowly open air valves on locomotive and train to cut in brakes
4. Pump up air by following procedure below

Pumping Up Air (Charging the Air Brake System)

After cutting in air brakes on train, note the reaction of the main reservoir air gauge. If the pressure falls below trainline pressure, pump up air as follows:

1. Move reverse lever to NEUTRAL.
2. Open throttle as needed to speed up engine and thus increase air compressor output.

• NOTE: Throttle can be advanced to Run 4, 5, or 6 if necessary. Engine should not, however, be run unloaded at speeds beyond RUN #6 position.

Starting a Cut of Cars

The method to be used in starting a cut of cars depends upon many factors such as, the weight, length of the train and amount of slack in the train, as well as the weather, grade and track conditions. Since all of these factors are variable, specific train starting instructions cannot be provided and it will therefore be up to the operator to use good judgment in properly applying the power to suit requirements. There are, however, certain general considerations that should be observed:

• A basic characteristic of the diesel locomotive is its very high starting tractive effort. It is therefore imperative that the brakes be completely released before any attempt is made to start a train.
• The locomotive possesses sufficiently high tractive effort to enable it to start most cuts of cars without taking slack. The practice of taking slack indiscriminately should thus be avoided. There could, however, be instances in which it will be necessary to take slack in starting a train. Care should be taken in such cases to prevent excessive locomotive acceleration that would cause undue shock to the locomotive and railcar draft systems.
• Therefore, it is advisable to advance the throttle one notch at a time when moving a cut of cars. A cut should be started in as low a throttle position as possible, thus keeping the speed of the locomotive at a minimum until all slack has been removed and the train completely stretched. Sometimes it is advisable to reduce the throttle at the moment the locomotive begins to move in order to prevent stretching slack too quickly, or to avoid slipping.
• The momentary flashing of the wheel slip light on and off generally indicates a pair of wheels are slipping. Corrective wheel slip relay action automatically reduces the power output of the main generator, which thereby reduces the traction motor torque, stopping the slipping.

• In most cases it will be unnecessary to reduce the throttle because of momentary wheel slip action, as the locomotive will automatically reduce its power to stop the slipping, and reapply the power after the slipping has stopped. However, under extreme rail conditions, slipping may occur repeatedly. In this case the throttle should be reduced immediately to a position, which will apply the maximum power permissible without causing excessive slipping. Sand should be used to prevent slipping, not to stop it.

Well-Trained Engineers

It is important that the switchman or groundman is properly trained as well. A well-trained engineer is not effective unless his operating partner is properly trained in safe and efficient operation as well. Remember, these procedures are here for your safety and others around you. A good switch crew always plans their moves ahead of time and always places safety first. The switch crew doesn’t get in a hurry or take short cuts. If short cuts are taken accidents are bound to happen. Accidents cause equipment damage, injuries and even fatalities. These accidents could affect you and others for the rest of your life.  Should you have any questions, you should contact your immediate supervisor. When considering the implementation of a training program such as this, we recommend that you call upon an experienced and qualified trainer to assist you in the customization of the Locomotive Operator Qualification and Certification Program.

Steve Christian is the Manager Value Creation-Railcar Performance Manager for Tealinc Ltd. (Forsyth, MT). His career included positions as Vice President and General Manager of DTE Rail, Regional Manager PRB for Progress Rail and a wide variety of railcar mechanical experience from Carman on the Burlington Northern Railroad to Assistant Shop Superintendent on the Rock Island Railroad. He can be reached at (308) 675-0838, via e-mail at [email protected] or visit www.tealinc.com.

Darell Luther is president of Forsyth, MT-based Tealinc Ltd., a rail transportation solutions and railcar leasing company. Darell’s career includes positions as president of DTE Rail and DTE Transportation Services Inc., Fieldston Transportation Services LLC, managing director of coal and unit trains for Southern Pacific Railroad and directors’ positions in marketing, fleet management and integrated network management at Burlington Northern Railroad. Darell has more than 24 years of rail, truck, barge and vessel transportation experience concentrated in bulk commodity and containerized shipments. He can be reached at (406) 347-5237, via e-mail at [email protected] or visit www.tealinc.com.