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In this feature, there will be a correction of an item which appeared in last month's edition. I was unable to get to the editor in time, so I apologize for the error making it to the printer.
Here now for your information is some of the latest happenings taking place with DPU operations.
The present status of this I don't know, but as is my usual style, when the news comes down to this office, it will be forwarded to you. In regards to the SP C44AC units already DPU equipped (they are units numbered 200 to 377), the plans are to upgrade the software programming to make them compatible for operations with any UP DPU equipped locomotive. All of the elements for combining the SP and UP DPU software programs have been identified. So during the spring of this year, the upgrading program is slated to begin; most of the work will be performed at Denver, but some of it will also be done at North Platte.
This territory has grade degrees ranging from 1.5% to 2.4%; running westbound, you are going uphill for 50 miles, then you travel downhill for 80 miles into Roseville. Not all too long ago, there were a couple of testor trains operated over this line, as it is slated to be one of the new territories which will be seeing DPU operations replacing the manned helper crews currently in place. But the power for the train would also mark, to our knowledge, the first time at any location on the UP which IDP equipped SD90/43AC locomotives would be the consist leaders.
Three of the four locomotives were SD90/43AC's; in the lead consist for both trains were units No. 8005 and No. 8036; the remote consist was made up of SD90/43AC unit No. 8013 and SP C44AC unit No. 293 (NOTE: The remotes were place behind the last car on both trains). The westbound train was a 67 car unit grain train, while the eastbound job was a manifest train; however, on the eastbound run, the SP unit was left off-the-line, but remaining on stand by if needed.
Along with examining the IDP system's operations, another purpose for this test was to see what were the true performance capabilities of the SD90/43AC locomotives. Both trains had successful test runs; what now follows as some of the notations I obtained from some of the parties who were aboard these trains.
1. The Integrated Distributed Power system was nicer to work with than the stand alone LOCOTROL III control box format. Because everything is directly in front of the operator, even performing tasks while in the synchronous mode were made more comfortable.
2. The abilities of the SD90/43AC locomotives, both in power throttle and dynamic braking, is great.
3. The E-Brake system proved to be a standout, for any amount of a brake pipe reduction made held with no worries of possibly have an equalizing reservoir leak (The E-Brake system capability of protecting the brake pipe against such situations really came through). Another result from this is that whenever the brakes were released, only that specific amount of reduction was what "kicked off." Whenever successive brake pipe reductions were necessary (and there were), the operator could get that back easier due to the more fine tuned precision provided by the E-Brake system.
4. The wheelslip correction capabilities of the AC Traction locomotives was also shown to be of standout performance. There are a number of flange oilers in this region, and the locomotive's ability to react to adhesion changes were superb.
To wrap up this story: This test also showed some alterations which will be made with the IDP system; none of them involve safety issues, but revising message formats to make operating the system less confusing.
The waiting period is so to insure that the brake pipe as had ample time to settle down before you Execute the function. The reasons why: The Train Check process involves more than just sending a brake pipe signal to the remote consist(s); it also requires having the remote unit(s) brake valves reporting back to the lead consist that they have repositioned into the closed position.
Once you have executed the function, wait at least 70 seconds before releasing the brakes at the lead consist to insure that you will get a Train Check Pass message on the SYSTEM screen. Don't become anxious when performing a Train Check test; to do so could result in your getting a Train Check Fail message under a train being intact, or as you have read, the system will "see" this as an unexpected brake pipe rise and active the safety feature which will place you into emergency.
The answer in this case is: anytime a remote locomotive receives an air brake signal to go into emergency it will do so; therefore, although the automatic brake was in the BV OUT position, the affect for it triggering and/or responding to a signal to go into emergency is no different that if you had someone riding a unit setup for trailing mode to place the automatic brake handle into emergency. Once the emergency signal was received off the brake pipe, it was then sent to the DPU control to put out the radio signal to all other consists to go into emergency.
A final sidenote: the Remote Control Emergency feature is applied to the locomotive so as to insure that you can place a DPU train into emergency; even if for some reason, the brake pipe were to become blocked or closed off, you would still be able to place the entire train into emergency via going to the emergency position with the lead consist, and sending via radio the emergency signal to the remote consist(s).
(I received this inquiry after I had submitted my regular air brake feature to the Editor-In-Chief. But as this will reflect, I make all effort to have available to you the latest up-to-the-minute information before going to press. Thank you).