Michael Roney, General Manager of Engineering Services and Systems, Canadian
Pacific Railway (CPR) gave a presentation on the future of Canada's oldest
railway system. The five main points of his presentation were:
Why an old Idea still works
Bigger is Better
Mechanical technology
Electronic Controls
Civils keep us on track
The concept of steel rims running on steel rails is a technology that extends
back 200 years and with improvements in metallurgy is still hard to beat.
A CPR locomotive has only the equivalent surface area of 8 dimes in contact
between wheels and rails which explains the low rolling resistance and high
efficiency in terms of motive power to move massive freight loads.
The trend in freight trains is towards longer, heavier, faster and higher
cars with increased efficiency. In South Africa, "SPOORNET" have
run freight trains of 660 rail cars or 70,000 tons. In Australia, "BHP"
regularly operates trains of 240 rail cars. CPR typically has around 100-120
rail cars with three locomotives and a freight capacity of up to 12,000
tons. The limitation on the trains through the Rockies is the change in
elevation and the tortuous track path through the mountains. The drive is
to improve efficiency by 5% p.a. by running the trains faster with lower
manning levels and greater fuel efficiency. There have been significant
improvements in the locomotive and rail car design. The modern 4,400 hp
locomotives only require 3 units to pull a 12,000 ton train through the
mountains where previously 6 were required. The power units use AC traction
with microprocessor controlled drive to ensure maximum power application
to the steerable truck wheels without slippage. The pneumatic braking systems
have been upgraded with electric controls (ECP) which means that braking
is applied uniformly along the train rather than serially as used to be
the case.
Along with remote electronic locomotive monitoring, lightweight aluminium
rail-cars and on-board control computers, the trains of the future will
bear little resemblance to the steam powered behemoths of the past.
As to the future, CPR is looking at driverless trains with GPS positioning.
Container trains are now moving to double stacking and the response to road
transport is the iron highway where trailers are driven onto low flatbeds
and driven off at the final destination. Since moving its operational head
office to Calgary, the CP Rail System is controlled across the country by
the Calgary Network Management Centre. Using a combination of fibre optics,
satellite, microwave, phone lines and radio frequency links, the centre
operates and controls the entire system from the control centre. Every train
driver, railway signal, railway switch, sensor and maintenance person is
in continuous contact with the control centre. The system is now truly automated
operating through three time zones and 2,500 miles across the country.
Continuous improvements to the railway track have ensured a 24% p.a.reduction
in track costs, a 10% increase in axle loads and a 15% decrease in derailments.
CPR runs trains through some of the most inhospitable mountains in the world.
Factors such as gradients over 2%, ambient temperature range +105F to -35F,
ambient snowfall of 40 ft p.a. and 5 curves/mile with 12deg maximum make
the operation of a railway through the Rockies a significant challenge.
To counter these and meet the ever increasing demand for greater efficiency,
CPR has reduced the rail dynamics, improved turnout design, introduced new
rail metallurgy, upgraded weld technology, moved to direct rail fixation
similar to the Calgary LRT and moved to enhanced rail inspection.
Posted 25th August 1999, by mcsten@home.comReturn to Newsletter
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