Passenger brake equipment has evolved since George Westinghouse first demonstrated the straight air brake could successfully stop a train and avoid an incident in Pittsburgh, PA. Until recently, the transmission of commands through the pneumatic brake pipe has been the preferred method for brake control. Various configurations have been used to assist the command transmission with the most common being analog (on-off) electrical train lines. Data buses such as the Multifunction Vehicle Bus (MVB) and Ethernet have been used in regional train applications. These applications were for trains limited in length and were not suited for freight brake applications. The AAR has adopted a powered trainline control referred to as AAR S-4200 ECP (electrically controlled pneumatics). ECP has been successfully implemented throughout the heavy haul freight operation and has been recommended by the FRA for the future general rail system environment. Intercity and regional operations operate on the same general rail system therefore a strong case exists for adopting the AAR S-4200 technology for passenger rail operations. This paper will address the issues involved in applying the AAR S-4200 technology. These issues include assuring the technology will operate safely intermixed with existing pneumatic and pure ECP trains, emulation of the existing pneumatic brake equipment to minimize in-train forces, meeting the federal regulations related to passenger brake equipment, implementing cab car control which is common in push-pull (regional) operations, developing the necessary standards for the passenger ECP brake technology and initial demonstration of that technology.

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