Just got home from Clinton Iowa yesterday and thios is an update on the Union Pacifics efforts to extend CTC on the former CNW territory . The CTC from CPA 90 Fairfax to CPA 100 at Watkins. With this completed’ the next streach between CPA108 to CPA 118 Belle Plaine will be on line next week. The old hold points are fast disappearing and the new Control Point at mp 130 Tama is under construction soon there has been more there but it was stopped due to the weather. Hope this was informative will write more as I know it Larry
Will bringing CTC on-line reduce the possibility of rear-enders such as this one which happened near Blairstown back in April 2005?
In answer to the rear enders, No. CTC is just signals telling you what to do.The engineer and conductor must read the signal correctly and take proper actions. However passing a red Control Point signal will show a track light on the DS screen and he may figure it out and call you ( if hes not out getting coffee LOL) But even in CTC you can still screw up in a glorious fashion. Note the BNSF head on out in cali.
i thought ATC was supposed to prevent rear enders/collisions?
ATC doesn’t completely eliminate collisions. It can lessen the speed at which they occur, when everything is working correctly, but can’t prevent them.
Not everything at Blairstown was working correctly.
Jeff
What effect CTC on “driving like an Englishman?”
With CTC you “drive like a lunatic”–all over both lanes! Expect a train on any track, in either direction.
ATC has the potential to make a collision WORSE! Here’s how:
When a train proceeding under a clear signal indication gets a restrictive signal indication, the engineer has a prescribed time limit to get the train down to restricted speed; I forget the exact amount of time permitted, but I do know that is usually requires the engineer to put the automatic in to suppression, and if he wants to keep the train moving, then try to do a running release from what amounts to a full-service reduction. Usually the engineer will not risk the pull-apart, and just bring the train to a stop. However, if he does do the running release, the train is now rolling along with just barely enough air in the trainline to keep the brakes released, but not nearly enough to bring about a quick stop (if required). It is up to the engineer to determine which methods will be used. If the engineer does do the running release, he must be very aware of this reduction in braking ability.