Document YGB32bvMqk2nGEnzVyxoGyEok

.7 ; . Wt'.iJUiW.'S ;'V. ar.-i-..v .>.Yv.-,m.r..i__.,,- ,,,,.tllJ '_ ...... i . Industrial Safety Subject Sessions (lie dumping location , to control tlie speed cally in the same manner as they would be ;. of loaded cars as they are processed through with conventional.maunal control. the facility.. This lias virtually eliminaljed dangerous manual car handling operation us- ing car riders. . ' The train-carried- equipment is desigited for three modes of qperation: . manual, re-T mote control and fully automatic/ A three- Once again, the principles of this type of. position switch on a small control console remote :aud automatic operation can be ap in the 'cab of the lead locomotive determines plied to similar smal! scale facilities. which mode.of operation is-to be used. I would npw like to briefly describe an While the train is enroute from one ter other installation iii which: we have been minal to the other, it operates fully auto involved aqd which Very definitely reflects . matically. When the train reaches its desti future trends. nation at either terminal it automatically Union Switch &' Signal, along with the Westinghoyse Air Brajce Division, has in: stalled automation equipment on a five-unit diesel-electric:locomotive"to pull up to 95-' 1^0 ten . ore cars between terminals do a .. privately owned . fail. line approximately 80. miles in length, .with no one at the controls. decelerates, applies brakes and comes to a stop at a predetermined location. An attend- . ant who rides in the cab of the lodomotive switches.the operating mode to.manual or remote control. At- the mipe site an iterator from a control tower uses space radio to control remotely the required movements pf the train to ready it for its return trip. Automation rides in the lead unit of the locomotive in the form of electrical-elec- In'case of a bad Order'car-which must be set out-on a siding, the attendant switches / : tronic train control equipment which receives, to manual or remote control and operates the. . y commands concerning speed rates for level train in this fashion.to iqake the necessary"' territory, grades and curves from wayside operations. The locomotive is then returned intelligence units/ordecision-making devices; --to'automaticoperatiop and the 'train-resuroes Train speed is checked continuously by a its rim.' . digital control speed sensing' system. While it is a, relatively new idea to auto- In addition to the digital, system, a fail mate completely, a-heavy freight train, `the safe analog loverspeed protective syrtem as , basic principles and engineering techniques sures safe operation of the train at all involved in doing so are not new to Untoq times. Brake pipe integrity is automatically , Switch, having previously designed arid checked prior to the beginning of each ran manufactured the automation equipment and. also continuously checked throughout which was installed on the New York sub l tlie run from one terminal to another. way shqttle traia-between Times Square and Additional wayside equipment informs the Grand Central Station- Beginning'revenue electronic brain when the train is approach: runs in January 1962 this train, operating ,, ing highway crossings and causes the loco-t completely automatically,, made tens of motive horn and bell to sound. All wayside thousands of successful. round trips before . apparatus Which- monitors and guards the being taken/out of service in mid-1963. The ... sale passage of the train is inert. Once in shuttle train proved to be.-a successful roll stalled it requires no maintenance, except ing laboratory and the apparatus is turn be?' for occasional repair of physical damage. ing updated and refined as a result of this ,. A brake cpntrol center also is installed in tlie lead unit of the: toconwtive, Electric and electronic equipment provides continuous indications of train speeds. to this brake eontrol center which interprets this intelli- long testing period. Union Swith & Signal, is nationally recog- . nized as a pioneer ahd leaddr in the'design, manufacture ` add installation of signaling, communications and braking equipment for """ . gence in terms of (required-brake application. railroads and mass transit for . about 80 Three separate braking systems areauto- years. '. ` mptirally controlled, as required to maintain Our company lias engineered more rail required speed bn level track, reduce speed control systems than any other cqmpanjrtrir in approach to curves and downhill grades, tlie world. In fact, opr equipment is in use , and permit increased speed in advance of pn about 75 per cent of all American transit ; -1 > uphill grades.'Brakes are applied^automati systems today. And it was just about 15 *. . \ ` . 71 ! li