However, this plan did not contain any specific limitations applicable to the occurrence train operating on the steep mountain grades of the Luscar Industrial Spur when ambient temperatures dropped below a particular point. Canadian National Railway Company’s (CN) winter operating plan for 2017–2018 contained a number of procedural modifications that were intended to facilitate ongoing railway operations at this time of year, such as speed reductions and reduced maximum train lengths. In recognition of the challenges encountered in train operations during the winter months, railways operating in northern climates typically develop and implement a winter operating plan. Rubber seals and gaskets become stiff and metal contracts, resulting in leakage of pressurized air. It is well known in the Canadian railway industry that cold weather can result in air leakage from freight car air brake systems. If performance issues involving rubber components in air brake control valves are not fully analyzed when they occur, degradation in the efficacy of the control valve, particularly during cold weather conditions, may not be identified and addressed in a timely manner, increasing the risk of a loss of control event. Worn rubber seals from the bottom cover exhaust port of the DB-10 service portions of the air brake control valves experienced shrinkage in the extreme cold temperatures that resulted in auxiliary reservoir leakage and the unintended release of brakes on 27 freight cars following service air brake applications. Even though previous performance issues with the DB-10 service portion control valves had manifested themselves in cold weather and resulted in an Association of American Railroads (AAR) Circular in 2013, the failure mode that was previously identified was repeated in this occurrence. At the time of the occurrence, the ambient temperature was −24 ☌. While the train was at Luscar, the temperature dropped below a critical point, which adversely affected the function of the air brake control valves on the cars in this train. Inspection immediately after the train came to a stop revealed that the air brakes on 27 of the 58 loaded coal cars were not applied. The uncontrolled movement of the train occurred when the available brake capacity was insufficient to control the train as it descended the steep mountain grade of the Luscar Industrial Spur. The train reached a maximum speed of 53 mph before it came to a stop at Mile 0.5. All good now.On 10 January 2018, at approximately 0228 Mountain Standard Time, Canadian National Railway Company freight train L76951-10, proceeding southward on the Luscar Industrial Spur from the Teck Resources Limited Cardinal River Operations coal loading facility near Cadomin, Alberta, experienced a loss of control while proceeding down the mountain grade to Leyland, Alberta. Its a shame I did not find that in the Peninsula Corridor manual or in any of the prior tutorials. I rotated the switch to Start, hit the Engine Start button, and slowly the sound of the engine returned. Just bought the game yesterday and I'd like to get through at least two stops!įound an unrelated video of someone starting one of the CSX engines and noticed the back wall of the cockpit has a similar Run / Start-Isolate switch, with a big Engine Start not too far from it. It may be me, but I think my engine is dead, but even taking the steps outlined in the manual (pg 10), or tutorial, the engine never starts. As for pressures, I'm lucky if I'm hitting 70 on both guages, on the red or white needles. There is no engine sound, even when throttled up, yet there are brake noises. I've looking through the manual, which others have cut-n-pasted here, but it only mentions on how to reset the PCS. I will confirm that when decreasing the throttle to idle, I've knocked it into STOP, and it sounds as if it kills the engine of the F40. Click to expand.YES! I'm having this same issue, and it's not a PCS problem.
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