by ANDY117
Here's an e-mail I got on the D&H Yahoo! group:
SUBJECT: Introducing New Locomotive Delivery CP8760-8859
>
> Effective immediately, General Electric will begin delivery of the first
> eighty of an order for one hundred model ES44AC locomotives. The road
> numbers are CP8760-8839 and the fleet ID is CP9. This model has the
> GEVO-12 diesel engine and is very similar to last year's CP8 order
> (CP8700-8759). The locomotives will be received at Fort Erie, Ontario.
>
> A subsequent delivery of twenty locomotives, on the same order, will be
> delivered in May 2007 and will be numbered CP8840-8859.
>
> The following are the differences in design compared to the last order of
> CPR GE ES44AC locomotives:
>
> CAB
>
> The cab is very different from the last order. The Engineer's desk top
> controls have been changed to the AAR control stand arrangement. This was
> a joint effort of the CPR cab committee, Equipment Engineering and GE.
> Most other railways have changed to the AAR control stand on new units.
> The design on other railways was closely examined (including bringing a
> BNSF locomotive to Calgary). Our design is believed to be the most
> ergonomic arrangement of the Engineer's controls.
>
> There are a few items in the cab that have changed to conform to industry
> standards. The sun visors have changed to the padded style from the
> Plexiglas type.
>
> Previously on GE units, there was a multiple unit (MU) emergency engine
> shutdown switch to shutdown all units in the consist. The switch has been
> eliminated because MU shutdown is performed by placing the throttle handle
> in the STOP position. This the same as other units that have the AAR
> control stand.
>
> The center cab seat has changed from the air ride version to a non air
> ride type that folds up when not required. This seat was changed to enable
> the application of the AAR control stand. There was not enough space in
> the cab to have the center seat as it existed in the past. The fold up
> center seat is similar to the one used on CN, but is an improved design
> that is easier to handle. The seat also swivels when folded up to permit
> access to the electrical cabinet.
>
> The horn control valve is a shaft style lever in the upper middle section
> of the control stand. Please use caution when entering the Engineer's seat
> to avoid brushing against and activating the horn.
>
> The Conductor's speedometer is a new GE design, but operates the same as
> the previous model.
>
> The daily inspection booklet holder on the Engineer's side wall will be
> replaced with a new card holder on the cab electrical cabinet door
> beginning after the first several units are built. This holder was subject
> to damage and all existing AC locomotives will be modified.
>
> The lens for the light in the toilet compartment is now made of glass.
> Previous locomotives had a plastic lens that discolored and reduced the
> light output in the toilet compartment. All GE locomotives that do not
> have the glass lens will be modified.
>
> Sometimes the end of train communication test become stuck in the running
> mode on the CP8 order. This has been corrected and the CP8 units will also
> be modified.
>
> AIR BRAKE
>
> The air brake system is the same Knorr computer controlled brake (CCB) as
> on previous orders. The brake controller is vertically mounted to fit in
> the AAR control stand similar to a 26C brake valve. It has the same
> functionality as the desk top controller. The automatic brake handle is
> not removable, but has a pin to secure the handle in the HANDLE OFF
> position. In trail position, the handle must be pinned to prevent
> inadvertent operation (emergency brake handle position is active even when
> the locomotive is set up for trail operation (same as a 26C brake valve).
>
> Air brake setup is performed on the SDIS display screen (same as previous
> orders).
>
> Units CP8825 - 8839 will be equipped with a Gardner Denver air compressor
> replacing the Wabtec compressor.
>
> Units have an electronic crossing bell. The bell meets the same regulatory
> requirements as the previous pneumatic bell.
>
> DYNAMIC BRAKE
>
> DB is same as on AC4400s and ES44AC locomotives (98,000 pounds braking
> effort to zero speed) and same DB holding in emergency or penalty brake.
>
> COOLING SYSTEM
>
> There is a test of a new cooling system on the last fifteen of the group
> of eighty locomotives, unit numbers CP8825-8839. The new system is called
> a wet radiator system which means it is always circulating cooling water
> through the radiators. Previous design is called a dry radiator system
> that passes cooling water through the radiators only when needed for
> cooling. The previous design causes stress on the radiators in cold
> weather and leads to leaking radiators. The new system will also have roof
> mounted shutters to keep the radiators warm in cold weather. If the test
> is successful all future locomotives will have the new design. The filling
> of the cooling system is the same as the previous system.
>
> PERFORMANCE / ADHESION
>
> The locomotives are equipped with the basic non steering trucks. The
> previous orders of AC locomotives had self steering trucks. We studied the
> benefits of the steering truck and looked at the maintenance of the
> steering truck which is very labor intensive. The operation of leased
> units that do not have the steering truck was also reviewed. It was
> decided that the benefits of the steering truck did not out weigh the
> maintenance and labor cost. There is only one other Class One Railway that
> uses the self steering truck.
>
> LOCOTROL DISTRIBUTED POWER
>
> There were some discrepancies with the Locotrol system on the last order
> of GE locomotives. GE continues to work on the problems particularly the
> slow speed control for mine loading. The CP9 units and the CP8 units
> (CP8700-8759) will not operate on trains requiring slow speed control
> until GE has corrected the issues.
>
> The Locotrol radio circuit breaker is correctly marked DP RADIOS and is
> located on the electrical cabinet in the same position as on the previous
> order.
>
> The locomotives will be delivered with two UHF Locotrol data radios.
> Previous orders had two VHF radios. CPR is gradually converting to UHF
> technology for a number of reasons. The government has indicated that VHF
> will not be available for Locotrol in the coming years. The UHF
> frequencies will provide more channels which will eliminate communication
> problems in busy areas. UHF is also available in the USA so we could
> operate CPR Locotrol trains into the USA. One of the UHF radios will be
> exchanged with one VHF radio from the CP8 fleet. Until this change is
> made, CP9 units will be unable to operate Locotrol through mountain areas
> that use tunnel repeater equipment. It is planned to add UHF repeater
> equipment in long tunnels in 2007.
>
> The Locotrol data radios are labeled UHF and each locomotive has two VHF
> and two UHF antennas. It is important that the correct antenna be
> connected to the appropriate radio. More information will follow on the
> radio operation.
>
> OTHER ITEMS
>
> The locomotives have a safety decal at each corner reminding personnel to
> use three point contact when stepping on or off.
>
> The Snyder fuel filler incorporates a one way check valve to prevent fuel
> spills if the cap is left off.
Rob D
SUBJECT: Introducing New Locomotive Delivery CP8760-8859
>
> Effective immediately, General Electric will begin delivery of the first
> eighty of an order for one hundred model ES44AC locomotives. The road
> numbers are CP8760-8839 and the fleet ID is CP9. This model has the
> GEVO-12 diesel engine and is very similar to last year's CP8 order
> (CP8700-8759). The locomotives will be received at Fort Erie, Ontario.
>
> A subsequent delivery of twenty locomotives, on the same order, will be
> delivered in May 2007 and will be numbered CP8840-8859.
>
> The following are the differences in design compared to the last order of
> CPR GE ES44AC locomotives:
>
> CAB
>
> The cab is very different from the last order. The Engineer's desk top
> controls have been changed to the AAR control stand arrangement. This was
> a joint effort of the CPR cab committee, Equipment Engineering and GE.
> Most other railways have changed to the AAR control stand on new units.
> The design on other railways was closely examined (including bringing a
> BNSF locomotive to Calgary). Our design is believed to be the most
> ergonomic arrangement of the Engineer's controls.
>
> There are a few items in the cab that have changed to conform to industry
> standards. The sun visors have changed to the padded style from the
> Plexiglas type.
>
> Previously on GE units, there was a multiple unit (MU) emergency engine
> shutdown switch to shutdown all units in the consist. The switch has been
> eliminated because MU shutdown is performed by placing the throttle handle
> in the STOP position. This the same as other units that have the AAR
> control stand.
>
> The center cab seat has changed from the air ride version to a non air
> ride type that folds up when not required. This seat was changed to enable
> the application of the AAR control stand. There was not enough space in
> the cab to have the center seat as it existed in the past. The fold up
> center seat is similar to the one used on CN, but is an improved design
> that is easier to handle. The seat also swivels when folded up to permit
> access to the electrical cabinet.
>
> The horn control valve is a shaft style lever in the upper middle section
> of the control stand. Please use caution when entering the Engineer's seat
> to avoid brushing against and activating the horn.
>
> The Conductor's speedometer is a new GE design, but operates the same as
> the previous model.
>
> The daily inspection booklet holder on the Engineer's side wall will be
> replaced with a new card holder on the cab electrical cabinet door
> beginning after the first several units are built. This holder was subject
> to damage and all existing AC locomotives will be modified.
>
> The lens for the light in the toilet compartment is now made of glass.
> Previous locomotives had a plastic lens that discolored and reduced the
> light output in the toilet compartment. All GE locomotives that do not
> have the glass lens will be modified.
>
> Sometimes the end of train communication test become stuck in the running
> mode on the CP8 order. This has been corrected and the CP8 units will also
> be modified.
>
> AIR BRAKE
>
> The air brake system is the same Knorr computer controlled brake (CCB) as
> on previous orders. The brake controller is vertically mounted to fit in
> the AAR control stand similar to a 26C brake valve. It has the same
> functionality as the desk top controller. The automatic brake handle is
> not removable, but has a pin to secure the handle in the HANDLE OFF
> position. In trail position, the handle must be pinned to prevent
> inadvertent operation (emergency brake handle position is active even when
> the locomotive is set up for trail operation (same as a 26C brake valve).
>
> Air brake setup is performed on the SDIS display screen (same as previous
> orders).
>
> Units CP8825 - 8839 will be equipped with a Gardner Denver air compressor
> replacing the Wabtec compressor.
>
> Units have an electronic crossing bell. The bell meets the same regulatory
> requirements as the previous pneumatic bell.
>
> DYNAMIC BRAKE
>
> DB is same as on AC4400s and ES44AC locomotives (98,000 pounds braking
> effort to zero speed) and same DB holding in emergency or penalty brake.
>
> COOLING SYSTEM
>
> There is a test of a new cooling system on the last fifteen of the group
> of eighty locomotives, unit numbers CP8825-8839. The new system is called
> a wet radiator system which means it is always circulating cooling water
> through the radiators. Previous design is called a dry radiator system
> that passes cooling water through the radiators only when needed for
> cooling. The previous design causes stress on the radiators in cold
> weather and leads to leaking radiators. The new system will also have roof
> mounted shutters to keep the radiators warm in cold weather. If the test
> is successful all future locomotives will have the new design. The filling
> of the cooling system is the same as the previous system.
>
> PERFORMANCE / ADHESION
>
> The locomotives are equipped with the basic non steering trucks. The
> previous orders of AC locomotives had self steering trucks. We studied the
> benefits of the steering truck and looked at the maintenance of the
> steering truck which is very labor intensive. The operation of leased
> units that do not have the steering truck was also reviewed. It was
> decided that the benefits of the steering truck did not out weigh the
> maintenance and labor cost. There is only one other Class One Railway that
> uses the self steering truck.
>
> LOCOTROL DISTRIBUTED POWER
>
> There were some discrepancies with the Locotrol system on the last order
> of GE locomotives. GE continues to work on the problems particularly the
> slow speed control for mine loading. The CP9 units and the CP8 units
> (CP8700-8759) will not operate on trains requiring slow speed control
> until GE has corrected the issues.
>
> The Locotrol radio circuit breaker is correctly marked DP RADIOS and is
> located on the electrical cabinet in the same position as on the previous
> order.
>
> The locomotives will be delivered with two UHF Locotrol data radios.
> Previous orders had two VHF radios. CPR is gradually converting to UHF
> technology for a number of reasons. The government has indicated that VHF
> will not be available for Locotrol in the coming years. The UHF
> frequencies will provide more channels which will eliminate communication
> problems in busy areas. UHF is also available in the USA so we could
> operate CPR Locotrol trains into the USA. One of the UHF radios will be
> exchanged with one VHF radio from the CP8 fleet. Until this change is
> made, CP9 units will be unable to operate Locotrol through mountain areas
> that use tunnel repeater equipment. It is planned to add UHF repeater
> equipment in long tunnels in 2007.
>
> The Locotrol data radios are labeled UHF and each locomotive has two VHF
> and two UHF antennas. It is important that the correct antenna be
> connected to the appropriate radio. More information will follow on the
> radio operation.
>
> OTHER ITEMS
>
> The locomotives have a safety decal at each corner reminding personnel to
> use three point contact when stepping on or off.
>
> The Snyder fuel filler incorporates a one way check valve to prevent fuel
> spills if the cap is left off.
Rob D
