Abstract: Certain examples disclose and describe apparatus and methods to reprogram all electronic engine control system processors through a single external network interface to an aircraft data loader. In such examples, a main processor that interfaces to an aircraft communication network is to operate as both a data loader and a loadable device. Distributed electronic engine control processors are reprogrammable from a single network interface, rather than requiring separate, direct access to each controller.

Abstract: An arrangement for driving a locomotive has various energy-provision systems. The locomotive contains a main energy-provision system as the main system and a drive system. Energy provided by the main system is supplied to the drive system as drive power and is used by the drive system for moving the locomotive. A railroad car carries at least one additional energy-provision system as an auxiliary system. The auxiliary system is used in a manner which is temporally offset from the main system in order to supply drive power to the drive system. Components which can be used by both the main system and the at least one auxiliary system are implemented only once and are used jointly by both the main system and the auxiliary system. Components which are used exclusively by the auxiliary system are arranged on the railroad car.

Abstract: An electric propulsion system includes a rotary electric machine having an output member, a rechargeable energy storage system (“RESS”) connected to the electric machine, a user interface device, and a controller. The RESS includes multiple battery modules and a switching circuit, the latter being configured, in response to electronic switching control signals, to connect the battery modules in a parallel-connected configuration or a series-connected configuration, as a selected battery configuration. The user interface device receives an operator-requested drive mode request as an electrical signal indicative of a desired drive mode of the electric propulsion system.

Abstract: A system and method are for managing the energy supplied to a transport vehicle. A first and a second source of energy provide electrical energy to power at least one piece of consumer equipment of the vehicle. An intermediate energy transmission system receives electrical energy provided by at least one of the two sources of energy and transfers it to the at least one piece of consumer equipment. An energy conversion-control system applies, at the input of the intermediate energy transmission system, the electrical energy to be provided, adjusted depending on the operational state of the first source of energy and on an input signal indicative of an operational state of the second source. The first source of energy includes an internal combustion engine connected to a permanent-magnet alternator that is placed between the internal combustion engine and the energy conversion-control system.

Abstract: Disclosed is a transport refrigeration unit (TRU) having: an engine configured to power a refrigeration system of the TRU, the engine including an air intake, the engine within an engine compartment of the TRU; an air management valve (AMV) fluidly coupled to the air intake; a first duct fluidly coupled to the AMV and including a first inlet within the engine compartment; and a second duct fluidly coupled to the AMV and including a second inlet that is exterior to the engine compartment and is configured to receive atmospheric air; wherein: the AMV is configured to modulate air into the engine from the first duct and the second duct, when a temperature of air within the AMV is above the first threshold and the temperature of air within the second duct is below the first threshold, to lower the temperature of air entering the engine to below the first threshold.

Abstract: A system is provided having a vehicle. The vehicle includes a chassis, and a first network bus extending from internally in the chassis to a first network port attached externally to the chassis at a first side of the vehicle. The vehicle includes a second network bus extending from internally in the chassis to a second network port attached externally to the first chassis at a second side of the vehicle. The first network bus has a first electrical configuration and the second network bus has a second electrical configuration that is different than the first electrical configuration.

Abstract: A method for lifting a tank car is provided. The method can include positioning a lifting apparatus above a tank car, pulling at least one of the first arm and the second arm outward to place the lifting apparatus in an open configuration, lowering the lifting apparatus in the open configuration to surround a tank of the tank car, connecting the second end of the first arm to a first tank car support, connecting the second and of the second arm to a second tank car support, and raising the lifting apparatus to lift the tank car.

Abstract: A device, a transportation vehicle, and a method for assisting a user of a transportation vehicle. The method includes analyzing behavior of the user in the operation of the transportation vehicle and/or constraints of a driving task and, in accordance with a result of the analysis, automatically producing suggestions for software packages to be downloaded.

Abstract: An engine system includes a gearbox assembly that includes a housing having plural interconnected gears disposed between an engine side of the housing and an alternator side of the housing, a rotatable engine coupler connected with the engine side of the housing, the engine coupler configured to engage a rotatable shaft of an engine, and a rotatable alternator coupler connected with the alternator side of the housing, the alternator coupler configured to engage a rotor of a first alternator. The housing is configured to be positioned between the engine and the first alternator. The engine coupler is configured to engage the engine that is resiliently mounted in the powered system and the alternator coupler is configured to engage the first alternator that is rigidly mounted in the powered system to transfer rotation of the shaft of the engine to rotation of the rotor of the first alternator.

Abstract: A Power transmission system for transmission of electrical energy comprising a battery unit and a form of transportation to transport said battery unit wherein the transportation is comprised of a plurality of train cars carrying said battery unit and at least one rail track system to which the railcars travel on and further where the railcars are comprised of plurality of battery modules which are comprised of plurality of battery packs which are comprised of plurality of battery cells and a battery pack management system.

Abstract: Various methods and systems are provided for an auxiliary power unit of a vehicle. In one example, a system for a vehicle having a main power unit (MPU) coupled to an alternator and an auxiliary power unit (APU) configured to provide power to one or more hotel loads of the vehicle comprises: a controller with computer readable instructions stored in non-transitory memory executable to initiate operation of the APU in response to a drain load being applied to a battery of the vehicle that will deplete the battery to a state of charge (SOC) level that is less than a determined SOC threshold level in less time than a determined period, and the MPU is not in operation.

Abstract: A combined heat and power microgrid system is provided that stores energy in the form of compressed air that can then be utilized as needed in the form of electricity. The compressed air may be generated with energy from multiple electrical energy sources, such as renewable energy sources. The energy stored as compressed air/heat is used to charge a battery by utilizing a pulley system and a barrel housing that transfers kinetic energy generated by the release of the compressed air to an array of piezoelectric generators that can produce electricity, which is stored in the second battery. In addition, water may be extracted from the compressed air storage tank. In this way, energy produced by the renewable sources can be accessed during periods of high need or low production and water may be collected.

Abstract: A control unit included in a first fuel cell unit stores a target range set. The target range set includes an SOC control target range, a control target range of temperature of a secondary battery, a control target range for FC temperature, a control target range for temperature of a BDC, a control target range for temperature of a hydrogen pump, and a control target range for temperature of an air compressor. The control unit controls the respective parameters to fall within these target ranges. A control unit included in a second fuel cell unit also stores the target range set. The control unit included in the second fuel cell unit thus similarly controls the respective parameters to fall within the same target ranges, like the control unit included in the first fuel cell unit.

Abstract: A hybrid intercooler system is provided to adjust an oil temperature. The system includes an air cooling unit that exchanges heat with external air passing through outer surfaces of a plurality of compressed intake air channels and cools compressed intake air passing through interiors of the compressed intake air channels. A water cooling unit exchanges heat between engine cooling water enclosing the outer surfaces of the compressed intake air channels and the compressed intake air passing through the interiors of the compressed intake air channels and cools the compressed intake air. Additionally, an oil temperature controller exchanges heat between oil and the engine cooling water that is heated by the heat exchange performed by the water cooling unit and adjusts the temperature of the oil.

Abstract: In order to optimize the failure safety of electrical and electronic components located in an engine compartment of a rail vehicle, which additionally comprises at least one driver's cab, the rail vehicle is operated with an air conditioning system, which is provided to generate overpressure in the engine compartment and to control the climate of the at least one driver's cab. The air conditioning system includes a first air guidance system to introduce fresh air into the at least one driver's cab and a second air guidance system to transmit at least one part of the fresh air introduced into the at least one driver's cab into the engine compartment.

Abstract: A system is provided having a vehicle. The vehicle includes a chassis, and a first network bus extending from internally in the chassis to a first network port attached externally to the chassis at a first side of the vehicle. The vehicle includes a second network bus extending from internally in the chassis to a second network port attached externally to the first chassis at a second side of the vehicle. The first network bus has a first electrical configuration and the second network bus has a second electrical configuration that is different than the first electrical configuration.

Abstract: A fuel deck for on-board storage and delivery of gaseous fuel for a locomotive. The fuel deck is formed between the engine deck and the trucks of the locomotive. The fuel deck includes a base for riding on the trucks, a ceiling configured to separate the fuel deck from the engine deck, and one or more support structures extending between the base and the ceiling. The support structures are configured to support the load from the engine deck, and separate the base from the ceiling to form a fuel storage compartment that is adapted to store one or more fuel tanks that contain the gaseous fuel. A fuel system including one or more fuel tanks is also provided, where each fuel tank may have more than one inlet/outlet port for enabling faster refilling or distribution of the gaseous fuel, among other considerations.

Abstract: A propulsion control apparatus includes a first power converter that operates as a DC/AC converter, a DC/DC converter, or an AC/DC converter, a second power converter, a first control device that controls operations of a first motor and the first power converter, and a second control device that controls operations of a second motor and the second power converter, wherein a power storage device is configured to be able to connect to a second input/output end side and functions as a direct-current power supply that is charged with direct-current power supplied from the second input/output end side or discharges direct-current power to the second input/output end side.

Abstract: With a fuel cell vehicle includes a fuel cell and a secondary battery, a drive motor and a pump motor are connected to each other via an electric power line so that the drive motor and the pump motor are capable of receiving and supplying electric power with each other without involving reception and supply of electric power with the secondary battery. The control device determines an upper-limit guard value of torque of the pump motor based on a dischargeable power of the secondary battery and an output power of the fuel cell, or determines a lower-limit guard value of torque of the pump motor based on a chargeable power of the secondary battery and an output power of the fuel cell.

Abstract: The disclosure is directed to a fuel system for a consist. The fuel system may have a tank located on a tender car of the consist and configured to hold a supply of liquefied gaseous fuel. The fuel system may also have an accumulator located on a daughter locomotive of the consist and configured to hold a supply of pressurized gaseous fuel at a predetermined pressure. The fuel system may further have at least one conduit fluidly connecting the tank to the accumulator and the accumulator to a first engine on a lead locomotive of the consist. The accumulator is configured to supply pressurized gaseous fuel to the first engine when pressure of fluid within the at least one conduit drops below the predetermined pressure of the pressurized gaseous fuel in the accumulator.

Abstract: A device for damping vibrations between a pair of sub-structural components of a carbody in a locomotive is provided. The sub-structural components are supported on a single undercarriage frame. The device includes a first support bracket affixed to a first sub-structural component, and a second support bracket that is interleaved with the first support bracket and affixed to a second sub-structural component. The device further includes a first stiffening element and a second stiffening element that are disposed on the first support bracket and in opposing relation to each other. The device further includes a reciprocating member that is rigidly connected to the second support bracket. The reciprocating member is movable between the first stiffening element and the second stiffening element to abut against one of the first stiffening element and the second stiffening element in response to a relative movement between the pair of sub-structural components of the carbody.

Abstract: Methods and systems are provided for reducing corrosion of a charge air cooler and preventing engine misfire due to condensate formation. In response to an engine controller determining a condensate forming location within a charge air cooler, a grille shutter system is adjusted, moving the condensate region to a different location in the charge air cooler. Grille shutter orientation may also be controlled in response to vehicle operating conditions and condensate-forming weather conditions.

Abstract: A fuel tank is configured to be selectively coupled to a chassis of the locomotive based on an anticipated change in axle load capacity of a railroad. The fuel tank includes a body, a coupling device, and a lifting adapter. The coupling device is configured to releasably couple the body to the chassis of the locomotive. The lifting adapter is configured to releasably engage with a lifting implement of a machine.

Abstract: Various methods and systems are provided for a vehicle. In one example, a vehicle comprises a first fuel tank configured to store a first fuel, and a second fuel tank configured to store a second fuel, both the first fuel tank and the second fuel tank disposed in the vehicle, a multi fuel engine disposed in the vehicle, the multi fuel engine configured to combust the first fuel and the second fuel, a fuel injection system configured to inject the first fuel into the multi fuel engine, and a conduit configured to route the second fuel from the second fuel tank to the multi fuel engine.

Abstract: A system includes an energy management system configured to be communicatively coupled with a communication system of a vehicle that travels on a trip along a route. The energy management system is configured to be removably coupled with the communication system such that the energy management system is mechanically disengageable from the communication system. The energy management system is further configured to receive data parameters from the communication system and to generate at least one of a trip plan or a control message for the vehicle based on the data parameters. The trip plan and/or the control message dictates tractive and braking efforts of the vehicle during the trip. The energy management system is configured to communicate the trip plan and/or the control message to the communication system for the communication system to implement for controlling movement of the vehicle during the trip.

Abstract: Disclosed is a non-contact power feeding apparatus using a conductive fluid, through which an electric railroad vehicle or a trolleybus receives required power from a contact wire in a non-contact state by using the conductive fluid. The non-contact power feeding apparatus according to the present invention includes: a fluid injection hole defined in a vehicle to inject the conductive fluid toward the contact wire; a conductive fluid container for supplying the conductive fluid that is injected through the fluid injection hole; a pressing pump for injecting the conductive fluid within the conductive fluid container through the fluid injection hole; and a current collection terminal disposed on a side of the fluid injection hole to receive the power from the contact wire in a non-contact manner by using the conductive fluid as a medium.

Abstract: The present disclosure provides a heat exchanger for a power system. The heat exchanger includes a housing. The housing includes a first side and a second side. The second side is configured to be received in a receptacle of a power system enclosure. The heat exchanger includes at-least one heat exchange tube supported between one or more of side walls of the housing. The heat exchanger includes a screen attached to the second side of the housing. The screen includes at-least one inlet opening for the heat exchange tube, and at-least one outlet opening for the heat exchange tube. The heat exchanger further includes a flange attached to the first side of the housing wherein the flange is configured to be removably attached to an outer surface around the receptacle of the power system enclosure.

Abstract: An operation management system obviates such a situation that a power substation would trip and a supply of power to overhead wires would stop. The operation management system controls operation of electric drive vehicles, each of which is provided with a trolley mode, in which the electric drive vehicle runs by power supplied to the overhead wires, and a diesel mode, in which the electric drive vehicle runs by an output from an engine. A supply margin detection unit detects a current supply margin of power and a running position detecting unit detects a current running position of the electric drive vehicle. A running mode detection unit detects a current running mode of the electric drive vehicle and a running mode determination unit determines a next running mode based on the detection results of the supply margin detection unit, running position detecting unit, and running mode detection unit.

Abstract: A method optimizes operation of an electrically driven rail vehicle on a predefined route. In order to optimize the known method even further, the costs of the electrical energy which is fed into the route and/or the environmental loading are sensed during the generation of the electrical energy which is fed into the route. The method of locomotion of the rail vehicle on the route is set taking into account the level of the costs of the electrical energy and/or the environmental loading in the generation of the electrical energy for the route.

Abstract: The present invention includes a position detection unit; a regenerating-condition detection unit; a train-line information holding unit that holds therein information on a section in which a train is more likely to use a brake; an air-conditioning set-value holding unit that holds therein a temperature set value of an air conditioner; and a target-temperature control unit that decides a target temperature. In a regeneration-preparation condition in which a train is running through a position at which the distance between the position and a section in which a train is more likely to use a brake is equal to or less than a given value and in which the train does not use a regenerative brake, the target-temperature control unit decides a value, generated by adding a predetermined value to the temperature set value, as the target temperature.

Abstract: The disclosure is directed to a power system for a consist. The power system may have a main engine located onboard a locomotive of the consist, a main generator driven by the main engine to generate a main supply of electric power, and a traction motor configured to receive the main supply of electric power and propel the locomotive. The power system may also have an auxiliary engine located on a tender car towed by the locomotive, and an auxiliary generator driven by the auxiliary engine to generate an auxiliary supply of power directed to the locomotive.

Abstract: Provided is a high mobility railroad vehicle system configured to reciprocally carry out a direct drive between a non-electrically driven section and an electrically driven section without installing new facilities such as oil supply equipment and without considering distinction between the non-electrically and electrically driven sections. A railroad vehicle system is provided with an overall control apparatus to respectively control an external electric power supply means, an internal electric power supply means, an electricity storage means, electric power conversion means and a motor driving means. The railroad vehicle system judges or previously notifies as to whether the present driving railroad section is the electrically driven section or non-electrically driven section in accordance with driving position information received from a position information generation means such as a ground facility on a railroad equipped outside of the vehicle and a global positioning system (GPS).

Abstract: Provided is a blade maintenance device for a wind turbine. The blade maintenance device for the wind turbine includes: a body that travels along a leading edge of a blade; support units that extend from the body to both sides of the blade and support the sides of the blade; and a maintenance unit installed at at least one of the body and the support units so as to perform maintenance of an outer side of the blade.

Abstract: A power converter may include an uncharged tank for storing fluid including uncharged electrolytes. The power converter may include a plurality of parallel-connected reaction cells configured to receive the fluid from the uncharged tank and an input voltage, and charge the uncharged electrolytes. The power converter may also include a charged tank configured to receive fluid from the plurality of parallel-connected reaction cells. The power converter may also include a first pump configured to pump the fluid from the plurality of parallel-connected reaction cells to the charged tank. The power converter may include a plurality of series-connected reaction cells configured to receive fluid from the charged tank and provide electric power at an output voltage.

Abstract: Various methods and systems are provided for a rail vehicle. In one example, a rail vehicle includes a first engine positioned in a central location of the rail vehicle, the first engine configured to combust at least one of a first fuel or a second fuel. The rail vehicle further includes a fuel tank positioned in place of an operator cab, the fuel tank configured to store the second fuel.

Abstract: The disclosure is directed to an energy recovery system for a mobile machine. The mobile machine may include a locomotive and a tender car. The recovery system may include a tank located on the tender car. The tank may be configured to store a liquid fuel for combustion within a main engine located on the locomotive. The recovery system may also include a fuel delivery circuit connecting the tank to the main engine, and an auxiliary engine located on the locomotive. The auxiliary engine may be selectively connectable to receive gaseous fuel formed in the tank. The energy recovery system may also include a boil-off circuit connecting the tank to the auxiliary engine.

Abstract: The disclosure is directed to an energy recovery system for a mobile machine. The system may have a tank configured to store a liquid fuel for combustion within a main engine located on the locomotive, and a fuel delivery circuit connecting the tank to the main engine. The system may also have an auxiliary engine, and a boil-off circuit connecting the tank to the auxiliary engine. The system may also have an accumulator fluidly connected to the boil-off circuit between the tank and the auxiliary engine and configured to store gaseous fuel formed in the tank, and a carbon adsorbent disposed within the accumulator and configured to adsorb the gaseous fuel. The auxiliary engine may be configured to selectively generate a suction force to withdraw gaseous fuel adsorbed onto the carbon adsorbent.

Abstract: The disclosure is directed to a fuel system for a consist. The fuel system may have a tank located on a tender car of the consist and configured to hold a supply of liquefied gaseous fuel. The fuel system may also have an accumulator located on a daughter locomotive of the consist and configured to hold a supply of gaseous fuel. The fuel system may further have at least one conduit fluidly connecting the tank to the accumulator and the accumulator to a first engine on a lead locomotive of the consist.

Abstract: An anti-theft device for use with a locomotive horn is disclosed. An angled L-shaped bracket of the anti-theft device has a horizontal portion that is connected to an anti-theft or tamper proof fastener used to attach a base of the horn to the locomotive. A vertical portion of the bracket receives a shackle portion of a padlock for connection with and locking on the bracket. A bushing is placed on the shackle portion of the padlock over the anti-theft fastener to limit slack of the padlock relative to the bracket. When assembled with the locomotive horn, the anti-theft device at least partially covers the anti-theft fastener such that access to and/or removal of at least the anti-theft fastener is substantially prevented. Thus, theft of the horn is reduced and/or prevented.

Abstract: A system and method is provided for powering and/or controlling a plurality of model devices, including at least one model vehicle. In one embodiment of the present invention, the system includes an adjustable transformer in communication with at least a model train. The adjustable transformer is configured to convert an AC voltage into first and second AC output voltages based, respectively, on positions of first and second input devices. The adjustable transformer includes a processor configured to receive input signals from the input devices, and to generate corresponding control signals, which are used by drive circuits to convert an AC voltage into first and second outputs. The processor is further configured to display data concerning the first output on a display, and to replace the data concerning the first output with data concerning the second output if a signal is received from a sensor, indicating that the user has interacted with the second input device.

Abstract: A ballast is configured to be selectively coupled to a chassis of a locomotive based on an anticipated change in axle load capacity of a rail. The ballast includes a container, a lid, and a catch plate. The container includes one or more sides and is configured to store a heavy mass of material therein. The lid is disposed on one of a bottom and lateral sides of the container. The catch plate is spaced apart and rigidly attached to the container to define a pocket therebetween. The pockets are configured to allow one or more lifting implements to be inserted such that the container may be hoisted and selectively coupled to the chassis.

Abstract: The invention solves a problem of a carriage (1) assembly for an airplane transporting system on an airport apron, from a parking location to a runway and from a landing to the parking location with an airplane's engine off. The carriage assembly is formed by a guiding groove (3) with a rectangular cross-section, a floor (5) of which being provided with lower guide rails (6), and side walls (7) of which being provided with side guide rails (8), and the carriage (1) is constituted by a spatial structure (9), having a bottom part (10) and side parts (11), the carriage (1) being provided with a lower vehicle wheels set (12), fixed at the bottom part (10) of the carriage (1), and a side vehicle wheels set (13) fixed at both side parts (11) of the carriage (1).

Abstract: A mounting structure for a driving unit and a driven unit of a locomotive is provided. The mounting structure includes a cradle, and an isolation system. The cradle includes a first portion, and a second portion. The first portion is configured to receive the driving unit therein. The second portion axially extends from the first portion and is configured to receive the driven unit therein. The isolation system is disposed on an outer surface of the cradle. The isolation system is configured to engage with a chassis of the locomotive to reduce transfer of vibrations from the driving unit, and the driven unit into the chassis.

Abstract: An electrical enclosure is disclosed for use with a mobile machine having a cabin. The electric enclosure may have a plurality of compartments configured to house a plurality of different electrical components. The electrical enclosure may also have a duct formed within a first of the plurality of compartments located below a floor of the cabin. The duct may be configured to receive conditioned air from the cabin and to direct the conditioned air from a second of the plurality of compartments into the first of the plurality of compartments.

Abstract: A rail vehicle (10) with fuel consumers (20, 22, 30, 32, 34) and an on board fuel storage and supply system, characterised by a main fuel tank (24) adapted to be installed in a first railcar (12) of the rail vehicle (10), a buffer fuel tank (36) adapted to be installed in a second railcar (14) of the rail vehicle (10), and a fuelling device (38) for transferring fuel from the main fuel tank (24) to the buffer fuel tank (36). Preferred application to internal combustion engine rail vehicles with multiple railcars equipped with multiple diesel engines.

Abstract: A diesel-hybrid control device according to the present invention generates an instruction signal for instructing about a driving force of a storage battery car constituting a vehicle system of a train and driven by a motor, and includes a driving-force instruction unit that generates an instruction signal for instructing about a driving force of a railcar constituting the vehicle system and driven by a diesel engine. The driving-force instruction unit generates an instruction signal for instructing to start driving the storage battery car and generates an instruction signal for instructing to be on standby for driving the railcar at a time of starting the train.

Abstract: A system includes an interface module, a simulation module, and a resolution module. The interface module determines a captured state of vehicles traveling in a transportation network according to associated schedules and a proposed modification to the schedules. The captured state represents locations of the vehicles in the transportation network at a selected time. The simulation module simulates movement of the vehicles according to the proposed modification to the schedules. The movement of the vehicles is simulated from the selected time of the captured state of the vehicles. The resolution module determines potential ramifications from the movement of the vehicles that is simulated. The potential ramifications are representative of a simulated change in travel of the vehicles due to the proposed modification. The resolution module is further configured to use the potential ramifications for use in determining whether to implement the proposed modification in actual travel of the vehicles.

Abstract: A method is disclosed for constructing a locomotive, in part, from serviceable used parts from one or more other locomotives. The principal part that is used in this new locomotive configuration is a single, used locomotive truck assembly. The various embodiments and configurations of the present invention are directed generally to a purpose-built locomotive that incorporates parts from other locomotives in a unique way. The present invention can be summarized as a method creating a simple locomotive that is well adapted to switching and spotting functions that shares commonality with other larger locomotives both in terms of components and design. Because this new piece equipment is built in part from a plentiful supply of under-valued surplus components, it will be economical to construct and maintain. The locomotive may also include a self-elevating system so that the truck assembly can be accessed or removed rapidly for maintenance or repairs.

Abstract: A fuel tank is configured to be selectively coupled to a chassis of the locomotive based on an anticipated change in axle load capacity of a railroad. The fuel tank includes a body, a coupling device, and a lifting adapter. The coupling device is configured to releasably couple the body to the chassis of the locomotive. The lifting adapter is configured to releasably engage with a lifting implement of a machine.

Abstract: A locomotive blue light reverser key has a handle portion and a shaft portion that is connected to the handle portion. The handle portion includes a Light Emitting Diode (LED), a switch, a battery that powers the LED, and a blue tinted lens. The shaft portion is insertable into a reverser of a locomotive. During a blue signal procedure when the train is not permitted to move, a train operator uses the blue light reverser key to indicate the blue signal procedure is in effect. The train operator activates the LED on the handle portion and inserts the blue light reverser key into the reverser. The shaft portion does not engage any locking mechanism within the reverser, and the reverser key prevents the locomotive from moving forward or backward. The blue light emitted from the blue light reverser key also notifies other train operators of the blue signal procedure.