Large Scale Central

With my tongue firmly placed in my cheek

General Discussion
#21

Craig Townsend said:

.…

ECP brakes are a new braking system that is not in wide spread use. ECP brakes allow for faster sets, and releases as an electrical signal is sent to each rail car to set/release the brakes, instead of using air to send the signals. ECP is another expensive beta technology that is being tested on a limited number of equipment.

If I remember correctly CP Rail uses them on two of their coal unit trains. They did some test run(s) assembling two of the 127 car trains into one lash up. Then proceeded over Rogers Pass, Eagle Pass and Notch Hill to Chase. Work well as far as it went, but trains of that length are a bit of a problem as far as sidings go.

BTW using DPU on long trains will also help the brake response, provided it is set-up correctly.

:wink: :slight_smile:

#22

Hans-Joerg Mueller said:

Craig Townsend said:

.…

ECP brakes are a new braking system that is not in wide spread use. ECP brakes allow for faster sets, and releases as an electrical signal is sent to each rail car to set/release the brakes, instead of using air to send the signals. ECP is another expensive beta technology that is being tested on a limited number of equipment.

If I remember correctly CP Rail uses them on two of their coal unit trains. They did some test run(s) assembling two of the 127 car trains into one lash up. Then proceeded over Rogers Pass, Eagle Pass and Notch Hill to Chase. Work well as far as it went, but trains of that length are a bit of a problem as far as sidings go.

BTW using DPU on long trains will also help the brake response, provided it is set-up correctly.

:wink: :slight_smile:

Yep the ECP I’ve heard about are on unit coal trains, and few intermodal transcon. But not very many of them being tested that I know of. But as you said a properly blocked DP train handles great. Fast sets and releases :slight_smile: It’s amazing how fast a 18,000 ton coal train will squat down with DP, and min. set verses a non DP’ed train. The only problem with DP is that the radio signals are not strong enough in certain places so you have to either wait tell you pick the signal back up, or set up the DP as independent units before you lose the signal.

#23

Yes, but that brings us right back to the “who is responsible?”.

The first change I noticed last year after Hunter Harrison became the CEO of CP Rail: anything goes on any train and (all) the power is up front. This combined with the trains getting longer and longer through the mountains (Laggan, Mountain and Shuswap Subs) is not an “if” but a “when” proposition for “things” to happen.

When they do it will be the responsibility of: 1) the train crew 2) sudden material failure 3) the “weather” ( too hot, too cold or too much rain).

In regards to the Bonnybrook Bridge collapse “The Hunter” was of the opinion that one couldn’t wait for a proper bridge inspection, it would have hurt commerce.

#24

Hey HJ.
What do you expect?
Good old Laissez-faire free enterprise rules the World. Dontcha know?? :wink:

#25

Tell you what Tony; I expect them to be as responsible as doctors i.e. DO NO HARM.

Up to the beginning of last year CP Rail used to have a very good safety record, it has since steadily been going downhill. Which is what I expected with some apprehension, after all Hunter Harrison has a track record (no pun intended!) from his days at CN Rail and he’s living up to it.

I have Google Alerts for some of the railways and it makes for interesting reading.

#26

John Joseph Sauer said:

I’m waiting for someone to blame it on LGB or Bachmann…

Haven’t you been around long enough to know it’s always Aristo-Craft’s fault?

#27

Tom Ruby said:

John Joseph Sauer said:

I’m waiting for someone to blame it on LGB or Bachmann…

Haven’t you been around long enough to know it’s always Aristo-Craft’s fault?

He has, but he doesn’t remember all that well.

:wink: