First Train in U.S. with New Braking System Operates over Norfolk Southern NORFOLK, VA – Norfolk Southern made railroad history today when it operated the nation’s first revenue service train equipped exclusively with electronically controlled pneumatic (ECP) brakes. The train, consisting of three new locomotives and 115 new hybrid coal gondolas, will be used in regular service between coal mines in southwestern Pennsylvania and the Keystone Generating Station in Shelocta, Pa. ECP brakes have the potential to reduce train stopping distances by as much as 60 percent over conventional air brake systems. ECP brakes utilize electronic signals to simultaneously apply and release throughout the length of a freight train. This differs from conventional brake systems in which each car brakes individually as air pressure moves in a series from car to car. The Federal Railroad Administration has authorized Norfolk Southern and BNSF Railway Company to equip and test certain locomotives and freight cars with ECP brakes for their potential to shorten stopping distances and improve railroad and public safety, network capacity and efficiency, asset utilization, fuel savings and equipment maintenance. Over the next several months, Norfolk Southern will equip 30 locomotives, 210 quick-drop coal hoppers and 230 hybrid gondolas with ECP brakes for use in dedicated coal train service. Working with NS are the locomotive supplier General Electric, the ECP brake system provider New York Air Brake and the rail car provider Freight Car America.
I was on the SW Chief in August and had breakfast with a guy who just retired from the AAR test facility and was enroute to NY Air Brake to do some consulting work for the EAB systems. He told me about some of the neat things that are in the works for this system, not that I'll see it fully implemented in my work lifetime (14 more years and counting).
You might not see it in general interchange in your lifetime, but CSX is also looking at it as well. There was a whole slew of CSX officials at FCA a few months ago checking out one of NS' ECP hybrid Coalporters...
Is this the electronic system that I have heard about concerning brake application in unison via electronic valves, to eliminate air brake 'lag'? If it is, I think it's a great idea. I have learned when current air brakes are applied in a 100 car consist, it will take about 15 seconds for the rear car to begin to apply brakes!
This really sounds interesting. Hopefully, it will be a success. Looking forward to hearing more as the trials go on.
Shouldn't be...Seems like it might even be easier since you wouldn't have to worry about time lag for the set and release. Could do away with the rear end hanging up in a sag and pulling apart because of slow brake release on the last cars. As long as you set them stretched, I would think they'd stay stretched (or bunched) unless you got foolish with the throttle or dynamic. It'll be a long time before I get to try them out so it's all conjecture for now but I can see the advantages.
Cool beans! with this being electronic, I guess that the system would still have the backup trainline air? What about emergency braking?
Will be the first to admit I'm not fully up on this system, but- the air supply and airline interrupt emergency will still be in effect, but the engineer-controlled braking will be electrically relayed. Many or all of NS's newer units have the jumper wires/plugs in place. This system allows almost instant application of service or brake valve innitiated emergency applications,dramatically reducing application/effective times, don't know if will be set up for graduated release, as the system tested by ConRail was. A great safety feature, but allows potential train length to be enormous, I fear. Just my 2 cents. Bob C.
So many engineers are used to the lag and prepare accordingly. In a lot of our dips one can maintain constant 60mph with just a minumum reduction in notch 8 on a rack train. I'm just thinking that the braking will be so severe that it will want to stop instead of being able to apply just enough to maintain track speed.
It would definitly take some practice to 'unlearn' the tricks of power-braking we all spent years acquiring. I kind of suspect that NS has it pictured as a way to stop quicker, not necessarily as a tool for stretching over terrain but that remains to be seen. They have pretty elaborate rules on running releases so there'd have to be some modifications to those to even permit us to really use it to potential on freights. All this technology ie., AC power, DPUs, electronic brakes etc. seems a long way off anyhow when we're still banging away with C39-8s and high-hood 40-2s. :eh-wink:
Is it possible for a train to have complete electrical failure? I presume there is a battery backup for electrical? How long will the battery supply power with complete electrical failure? Thanks.
The guy I spoke with talked about a train he was on that was equipped with EBS, and talked how it was going downhill with a 25 MPH speed restriction. He said the engineer was able to adjust the application up and down a pound at a time to maintain the 25 MPH speed. He said this was a 19,000 ton ore train, somewhere in Pennsylvania.
Since there is no pressure differential ABD valve, graduated release is a feature of ECP that should be the most welcome to engineers.
It would be cool to have a gradual release feature like passenger trains! I could have used that many times.
