After watching the video I think the Scharfenburg coupler will not catch on. Imagine a burly brakeman pulling the little red release in a freezing night with all his might (and a club). There is also the Tomlinson and lookalikes that have been around for ages. But the guy deserves credit for the tank cars. Jose.
____________________ Junk is something you throw away three weeks before you need it.
Hi Herb, Jose and all,
The Scharfenbergs have been working well for now over almost 20 years in Australia and probably far longer in Europe. They are mainly used on multiple unit sets like the Tangara. See https://en.wikipedia.org/wiki/Sydney_Trains_T_set
The ECP brake function mentioned in my earlier post has TWO BIG advantages on long fright trains. The brakes on every wagon go on at once rather than taking up to 3 minutes before the brake on the last car START to come on and they can be gradually bled off and held while the main reservoir recharges from the train pipe. To recharge the main reservoir on "conventional" Westinghouse air-braked equipment, requires that The brakes have to be released on each wagon before that wagon starts to recharge its main reservoir, again this can take several (up to 5) minutes before the air brakes on the last car have been recharged and the train has full braking capacity available. The tri-coupler is a knuckle coupler suitable for freight drags that automatically connects the coupler, the train air and the ECP wiring loom without having to put someone between the cars. For bonus points, the ECP loom also can report brake effectiveness back to the loco cab and warn the driver of problems such as brakes needing adjustment. ECP-fitted trains can pull up in about 30% of the distance taken by a the same load on a conventionally air-braked train under emergency braking. The downside is that ECP-braked cars need dedicated locos set up to haul them.
No, it's not simple, but when you have train lengths up in the of 100's of cars and several lots of mid-train helpers, the ability to stop several million $'s worth of locos, wagons and cargo or prevent them from running away on a grade, the cost of this equipment almost pays for itself every trip when compared to the cost of "getting it wrong" just once. That's why our heavy-haul iron ore and coal trains are using it in Australia.
pipopak wrote: After watching the video I think the Scharfenburg coupler will not catch on. Imagine a burly brakeman pulling the little red release in a freezing night with all his might (and a club). There is also the Tomlinson and lookalikes that have been around for ages. But the guy deserves credit for the tank cars. Jose.
Tomlinson couplers worked well on Sydney Trams, remember them well...Though they only were used on P class cars....
____________________ There once was a man who said Damn!!
I perceive with regret that I am
A creature that moves
in predestinate groves
I'm not a Bus, I'm a tram