Re: Crossing loop design (r.e. Southern Aurora crash)

[krel4203@netconnect.com.au (Krel )]

><<<The problem with this is that with longer trains and the
>Australianised Westinghouse air brake system (see another thread)
>brake recharges can take more time than required to run into the loop.
>This is not such a problem if dyno can be used but if it cannot (or if
>it is insufficient) and air has to be used to get down for the "speed
>proving" a long train may not be fully recharged before it is
>necessary to reapply the air to stop at the end of the loop. >>>>>>
>
>You know, I never thought about this situation until you mentioned it. Apply
>brake to get train down to 40KPH for the speed proveing, kick brake off, hope
>you have enough to stop at the other end. When the CTC went in on the western
>line we were still running pretty short/light trains, (1 C class 1200 tons) it
>was not an issue. Just out of curiosity, what sort of trains are running on the
>western line now? (length/weight etc)
>
Superfreighters (100km/h intermodal) average around 1100-1200m to a
max of 1300m (soon to be 1500m) with tonneages of 2500 common and up
to 3000+ on occaision. SteelLink (80 km/h general freight) can run up
to 3500 tonnes + but normally around 2000-2500.

I would love to see a system that tells you before you get there what
is required. For example at the distant/last auto indicate three
aspects - 1. going straight through; 2. stop required at home arrival;
3. stop required at home departure. I could then set my braking for
the required location. Maybe 1. could be G/R; 2. could be Y/R and 3.
could be pulsating Y/R. Similar to NSW practice whilst retaining the
lower red light (Vics have a problem getting rid of this ;-)).

Cheers

Krel

Just another eccentric crank.