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Here is a very current, informative summary of ECP brakes: <?xml:namespace prefix = o ns = "urn:schemas-microsoft-com:office:office" /><o:p></o:p> <A href="http://www.railway-technical.com/brake3.shtml">http://www.railway-technical.com/brake3.shtml</A> <o:p></o:p> It mentions that with ECP brakes, the E stands for Electronic, as opposed to earlier developments with Electro-pneumatic where electro meant electrical. <o:p></o:p> Another source mentions that the electric cable carries 120 v.a.c.  Other sources mention using the line as a platform system for monitoring all kinds of functions such as bearing temperature, wheel problems, load temperature, tank car pressure, hand brake set, etc.  If there happens to be a connector failure, the system can tell you which connector it is. <o:p></o:p> The cable can also be used to control distributed power in a train. <o:p></o:p> What I find really surprising is this from the above link, which relates to what has been brought up in this thread:   <o:p></o:p> <o:p></o:p> <SPAN lang=EN style="FONT-SIZE: 12pt; COLOR: #666666; FONT-FAMILY: Verdana; mso-ansi-language: EN; mso-fareast-font-family: 'Times New Roman'; mso-fareast-language: EN-US; mso-bidi-language: AR-SA; mso-bidi-font-size: 8.5pt; mso-bidi-font-family: 'Times New Roman'">“Each car has a rechargeable battery to provide the high power requirements when solenoids need to be activated. When the high power is not being used, the batteries will trickle recharge from the communications/power cable. (If the train uses radio communication the batteries will recharge while the car is in motion via an onboard generator creating power from the motion of the car, either an axle generator, or natural frequency vibration generator or some other type of device.)”
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