Newswire: Canadian Pacific plans to lengthen trains further

[Paul_D_North_Jr]

Also James J. Hill of the GN fame, who had a hand in the early days of CP's construction.  

Wonder if the trackage at the originating shipper and receiving terminal is also set-up - or has been/ is being revised - to efficiently handle the longer trains.  If not - for example, a loop or collection of sidings that can hold only a 10,000 ft. train would be quite a hindrance when having to break apart a 12,000 ft. train and hold the extra 2,000 ft. someplace until it can be shuffled in to replace another 2,000 ft. that has to be pulled out . . .    

Bruce's point about the AC braking limitations is interesting.  Recall that for most of dieselization, the PRR/ PC/ CR/ now NS use helper units on downhill trains over the Allegheny Summit from Johnstown - Gallitzin - Altoona and through Horse Shoe Curve for added braking power as much as for uphill traction.  I wonder if CP will consider or reinstitute helpers for that purpose ?  Otherwise, the power capabilities of the AC units are not being fully utilized (= wasted) - which is more costly/ less efficient ?

- Paul North.   

[CSSHEGEWISCH]

It looks like the the ghost of William Deramus (CGW/MKT/KCS) is in charge of operations for CP.  Deramus was noted for a maximum-tonnage philosophy in operations.

[AgentKid]

kolechovski

How effective will DPUs be?  And on slick or snowy rails?

DPU is crucial to operating the line between Calgary and Vancouver. It started about 1969 and it took a number of years before they got the kinks out. It is not just the grades but the curvature on the grades as well. It took a lot of trial and error to get the placement of mid-train DPU units just right. Now they have computer software to figure it out.

Without DPU you had stringlining and pulled knuckles. and even with DPU the knuckle problem has never completely gone way. Another thing they discovered after the switch from DC to AC power is that AC units can pull more tonnage up hill than they can safely handle down grade, even with dynamic brakes. A couple of near runaways and heated words with the National Parks Department drove that point home. The units "A" ratings were adjusted downwards to match the units uphill capabilities with their down hill ability.

As mentioned in the recent TRAINS issue on DPU's they are routinely getting up to their 12,000 foot limit now, and the potential increases are mentioned in the article. They certainly need this plan to work because there are new potash plants coming online in the next couple of years, and coal sales always seem to be going up.

Bruce

 

[kolechovski]

http://trn.trains.com/Railroad%20News/News%20Wire/2011/12/Canadian%20Pacific%20plans%20to%20lengthen%20trains%20further.aspx

 

Canadian Pacific plans to lengthen trains further

Published: December 6, 2011

Photo by Graham Booth CALGARY, Alta. — Canadian Pacific plans to lengthen its transcontinental trains 11 percent by the end of 2013 from their current limit of 12,000 feet, the company has announced. The railroad is continuing to install new, longer sidings and lengthen existing sidings to accommodate the longer trains.   “Long trains are the cornerstone of CP’s operating strategy,” said Mike Franczak, the railroad’s executive vice president of operations. “By increasing train lengths and realizing strategic long siding investments, CP is maximizing productivity and service while reducing labor costs and increasing fuel efficiency.”   In addition to lengthening transcontinental trains, CP has been stretching unit trains carrying export commodities on its system’s west end. Recent investments in sidings there have enabled the railroad to lengthen potash trains 20 percent and coal trains 18 percent.

 

 

User Comments

THOMAS J KOLLER from COLORADO said: Wonder if CP freights will now be long enough to occupy both spiral tunnels simultainously. Submitted: 12/7/2011 9:08:36 AM (CST)
PAUL O'NEIL said: I think longer trains are more hazardous to operate, even with DPU's, it's a slower process and can tie up main line traffic further. Submitted: 12/6/2011 6:06:28 PM (CST)
BARRY T STEWART from NEW JERSEY said: OK, more to pass us by, and more power to see and hear. NJ Submitted: 12/6/2011 5:21:10 PM (CST)

 

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Thinking of what Paul said in his comment, exactly how long are current typical trains, how much longer are they expected to get, and what additional likelihood of hazards will they face, especially in their terrain?  How effective will DPUs be?  And on slick or snowy rails?