Because the Amtrak engines aren't equipped with compatible cab signal/Automatic Train Control equipment that's used on the UP's exCNW main line.
Jeff
jeffhergertBecause the Amtrak engines aren't equipped with compatible cab signal/Automatic Train Control equipment that's used on the UP's exCNW main line. Jeff
The exCNW uses a two aspect cab signal with Automatic Train Control on the Chicago to Council Bluffs main. From Omaha west to Ogden UT (and on a couple of other original UP lines in Kansas) the UP uses a 4 aspect cab signal system. All UP and CNW road engines since a few years before the UP/CNW merger have been delivered with equipment for both systems to operate thru without having to change power. All new road engines now are delivered with equipment for both systems. (If you can find the 1979 Trains issue with the article about the CNW Falcon (TOFC) trains, it mentions the UP running light engines from Council Bluffs to Fremont to lead those trains on westward.)
Both systems must be tested and both can be pretested ahead of time. For an engine to lead from Chicago to North Platte for example, it must pass two tests at some point. As long as it does, it can run thru without being changed out.
Speaking of cab signals and automatic train stop and the like, what is the deal with, is it 2015, when all railroads have to convert to some kind of automatic train stop?
The Madison-Milwaukee-Chicago route is supposed to be all up and running with new Talgo trainsets by 2013, but the word is that it will be limited to 79 MPH operation until the nationwide FRA regulation to have automatic train stop goes into effect. This would be instead of working something out with Canadian Pacific that this route and the locomotives running on it freight or passenger would have the necessary equipment ahead of that requirement.
So in other words, the powers that be got the ARRA money to do the 110 MPH corridor and then promptly "punted" on the 110 MPH feature.
Is this 2015 date on a nationwide every-railroad-mainline automatic train stop for real? Or is this something conditional on the 2010 or perhaps 2012 elections for a possible shift to a more corporate-friendly Congress that could override this in response to lobbying from the industry? Are the railroads getting ready for this, or are they "running out the clock" on this on the hope that this potentially very expensive change will be modified before they are out all of that money?
If GM "killed the electric car", what am I doing standing next to an EV-1, a half a block from the WSOR tracks?
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