340:
633:
842:
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application) or near the break in the brake pipe (in the case of loss of brake pipe integrity). Farther away from the source of the emergency application, the rate of reduction can be reduced to the point where triple valves will not detect the application as an emergency reduction. To prevent this, each triple valve's emergency portion contains an auxiliary vent port, which, when activated by an emergency application, also locally vents the brake pipe's pressure directly to atmosphere. This serves to more rapidly vent the brake pipe and hasten the propagation of the emergency reduction rate along the entire length of the train.
530:
straight-air trainline much more rapidly and evenly than possible by simply supplying air directly from the locomotive. The relay valve was equipped with four diaphragms, magnet valves, electric control equipment, and an axle-mounted speed sensor, so that at speeds over 60 mph (97 km/h) full braking force was applied, and reduced in steps at 60, 40 and 20 mph (97, 64 and 32 km/h), bringing the train to a gentle stop. Each axle was also equipped with anti-lock brake equipment. The combination minimized braking distances, allowing more full-speed running between stops. The straight-air
216:
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66:
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faster emergency reduction of train line pressure. In addition, each car's air brake reservoir is divided into two sections—the service portion and the emergency portion—and is known as the "dual-compartment reservoir”. Normal service applications transfer air pressure from the service section to the brake cylinder, while emergency applications cause the triple valve to direct all air in both the sections of the dual-compartment reservoir to the brake cylinder, resulting in a 20 to 30 percent stronger application.
688:, to ensure that brake pipe continuity exists throughout the entire train. When brake pipe continuity exists throughout the train, failure of the brakes to apply or release on one or more cars is an indication that the cars' triple valves are malfunctioning. Depending on the location of the air test, the repair facilities available, and regulations governing the number of inoperative brakes permitted in a train, the car may be set out for repair or taken to the next terminal where it can be repaired.
128:
408:
several seconds for the brakes to apply throughout the train. The speed of pressure changes during a service reduction is limited by the compressed air's ability to overcome the flow resistance of the relatively-small-diameter pipe and numerous elbows throughout the length of the train, and the relatively-small exhaust port on the head-end locomotive, which means the brakes of the rear-most cars will apply sometime after those of the forward-most cars apply, so some
325:
827:
812:
361:, the brake cylinder exhaust portal is closed and air from the car's reservoir is fed into the brake cylinder. Pressure increases in the cylinder, applying the brakes, while decreasing in the reservoir. This action continues until equilibrium between the brake pipe pressure and reservoir pressure is achieved. At that point, the airflow from the reservoir to the brake cylinder is lapped off and the cylinder is maintained at a constant pressure.
597:
25:
265:
469:
America, a fully charged brake pipe typically operates at 70–90 psi (4.8–6.2 bar; 480–620 kPa) for freight trains and 110 psi (7.6 bar; 760 kPa) AAA for passenger trains. The brakes are applied when the engineer moves the automatic brake handle to a "service" position, which causes a reduction in brake pipe pressure.
373:
brake, the locomotive brake valve portal to atmosphere is closed, allowing the train line to be recharged by the compressor of the locomotive. The subsequent increase of train line pressure causes the triple valves on each car to discharge the contents of the brake cylinder to the atmosphere, releasing the brakes and recharging the reservoirs.
684:
hoses, charging up the brake system, setting the brakes and manually inspecting the cars to ensure the brakes are applied, and then releasing the brakes and manually inspecting the cars to ensure the brakes are released. Particular attention is usually paid to the rearmost car of the train, either by manual inspection or via an automated
541:. It is routed through various "governors" (switches operated by air pressure) which monitor critical components such as compressors, brake pipes and air reservoirs. Also if the train divides the wire will be broken, ensuring that all motors are switched off and both portions of the train have an immediate
885:
However, the maximum pressure in a vacuum system is limited to atmospheric pressure, so all the equipment has to be much larger and heavier to compensate. That disadvantage is made worse at high altitude. The vacuum brake is also considerably slower to both apply and release the brake, which requires
881:
The main competitor to the air brake is the vacuum brake, which operates on negative pressure. The vacuum brake is a little simpler than the air brake. Instead of an air compressor, steam engines have an ejector with no moving parts, and diesel or electric locomotives have a mechanical or electrical
683:
There are a number of safeguards that are usually taken to prevent this sort of accident from happening. Railroads have strict government-approved procedures for testing the air brake systems when making up trains in a yard or picking up cars en route. These generally involve connecting the air brake
893:
Electro-vacuum brakes have been used with considerable success on South
African electric multiple unit trains. Despite requiring larger and heavier equipment, as stated above, the performance of the electro-vacuum brake approached that of contemporary electro-pneumatic brakes. However, their use has
889:
A primary fault of vacuum brakes is the inability to find leaks easily. In a positive air system, a leak is quickly found due to the escaping pressurized air. Discovering a vacuum leak is more difficult, although it is easier to repair, because a piece of rubber (for example) can just be tied around
520:
streamlined passenger trains. This was an electrically controlled overlay on conventional D-22 passenger and 24-RL locomotive brake equipment. On the conventional side, the control valve set a reference pressure in a volume, which set brake cylinder pressure via a relay valve. On the electric side,
435:
An emergency brake application brings in an additional component of each car's air brake system. The triple valve is divided into two portions: the service section, which contains the mechanism used during brake applications made during service reductions, and the emergency section, which senses the
423:
The independent brake is a "straight air" system that makes brake applications on the head-of-train locomotive consist independently of the automatic brake, providing for more nuanced train control. The two braking systems may interact differently as a matter of preference by the locomotive builder
372:
When the engine operator applies the brake by operating the locomotive brake valve, the train line vents to atmosphere at a controlled rate, reducing the train line pressure and in turn triggering the triple valve on each car to feed air into its brake cylinder. When the engine operator releases the
712:
The modern air brake is not identical with the original airbrake as there have been slight changes in the design of the triple valve, which are not completely compatible between versions, and which must therefore be introduced in phases. However, the basic air brakes used on railways worldwide are
568:
If the brakes must be applied before recharging has been completed, a larger brake pipe reduction will be required in order to achieve the desired amount of braking effort, as the system is starting out at a lower point of equilibrium (lower overall pressure). If many brake pipe reductions are made
564:
The
Westinghouse air brake system is very reliable but not infallible. The car reservoirs recharge only when the brake pipe pressure is higher than the reservoir pressure. Fully recharging the reservoirs on a long train can require considerable time (8 to 10 minutes in some cases), during which the
431:
In the event the train needs to make an emergency stop, the engine operator can make an "emergency application," which will rapidly vent all of the brake pipe pressure to atmosphere, resulting in a faster application of the train's brakes. An emergency application also results when the integrity of
439:
The emergency portion of each triple valve is activated by the higher rate of reduction of brake pipe pressure. Due to the length of trains and the small diameter of the brake pipe, the rate of reduction is highest near the front of the train (in the case of an engine operator-initiated emergency
347:
The triple valve is so named because it performs three functions: It allows air into an air tank ready to be used, it applies the brakes, and it releases them. In so doing, it supports certain other actions (i.e. it 'holds' or maintains the application and it permits the exhaust of brake cylinder
472:
During normal service, the pressure in the brake pipe is never reduced to zero and in fact, the smallest reduction that will cause a satisfactory brake response is used to conserve brake pipe pressure. A sudden and substantial pressure reduction caused by a loss of brake pipe integrity (e.g., a
407:
When the train brakes are applied during normal operation, the engine operator makes a "service application" or a "service rate reduction”, which means that the brake pipe pressure reduces at a controlled rate. It takes several seconds for the brake pipe pressure to reduce and consequently takes
576:
In the event of a loss of braking due to reservoir depletion, the engine driver may be able to regain control with an emergency brake application, as the emergency portion of each car's dual-compartment reservoir should be fully charged—it is not affected by normal service reductions. The
468:
The locomotive's air compressor typically charges the main reservoir with air at 125–140 psi (8.6–9.7 bar; 860–970 kPa). The train brakes are released by admitting reduced and regulated main reservoir air pressure to the brake pipe through the engineer's automatic brake valve. In
593:, the simultaneous application of dynamic and train brakes, will be used to maintain a safe speed and keep the slack bunched on descending grades. Care would then be given when releasing the service and dynamic brakes to prevent draw-gear damage caused by a sudden run out of the train's slack.
581:
of brake pipe pressure reduction. Therefore, as long as a sufficient volume of air can be rapidly vented from the brake pipe, each car's triple valve will cause an emergency brake application. However, if the brake pipe pressure is too low due to an excessive number of brake applications, an
529:
in the controlling locomotive. This controller compared the pressure in the straight air trainline with that supplied by a self-lapping portion of the engineers valve, signaling all of the "apply" or "release" magnets valves in the train to open simultaneously, changing the pressure in the
364:
If the pressure in the train line is higher than that of the reservoir, the triple valve connects the train line to the reservoir feed, causing the air pressure in the reservoir to increase. The triple valve also causes the brake cylinder to be exhausted to the atmosphere, releasing the
886:
a greater level of skill and anticipation from the driver. Conversely, the vacuum brake originally had the advantage of allowing gradual release, whereas the
Westinghouse automatic air brake was originally available in only the direct-release form still common in freight service.
250:
The
Westinghouse system uses air pressure to charge air reservoirs (tanks) on each car. Full air pressure causes each car to release the brakes. A subsequent reduction or loss of air pressure causes each car to apply its brakes, using the compressed air stored in its reservoirs.
352:
feeding reservoir air to the brake cylinder, the reservoir charging valve, and the brake cylinder release valve. Westinghouse soon improved the device by removing the poppet valve action. These three components became the piston valve, the slide valve, and the graduating valve.
485:
Electro-pneumatic or EP brakes are a type of air brake that allows for immediate application of brakes throughout the train instead of the sequential application. EP brakes have been in
British practice since 1949 and also used in German high-speed trains (most notably the
292:
made up of pipes beneath each car and hoses between cars. The principal problem with the straight air braking system is that any separation between hoses and pipes causes loss of air pressure and hence the loss of the force applying the brakes. This could easily cause a
477:. On the other hand, a slow leak that gradually reduces brake pipe pressure to zero, something that might happen if the air compressor is inoperative and therefore not maintaining main reservoir pressure, will not cause an emergency brake application.
569:
in short succession ("fanning the brake" in railroad slang), a point may be reached where car reservoir pressure will be severely depleted, resulting in substantially reduced brake cylinder piston force, causing the brakes to fail. On a descending
649:
fitted. These valves cut off the air from the train line and vent the coupling hoses for uncoupling cars. The air brake only operates if the angle cocks are open except the ones at the front of the locomotive and at the end of the train.
628:
Main reservoir pipe pressure can also be used to supply air for auxiliary systems such as pneumatic door operators or air suspension. Nearly all passenger trains (all in the UK and USA), and many freights, now have the two-pipe system.
380:—any failure in the train line, including a separation ("break-in-two") of the train, will cause a loss of train line pressure, causing the brakes to be applied and bringing the train to a stop, thus preventing a runaway train.
624:
to prevent backfeeding into the pipe. This arrangement helps to reduce the above described pressure loss problems, and also reduces the time required for the brakes to release, since the brake pipe only has to recharge itself.
348:
pressure and the recharging of the reservoir during the release). In his patent application, Westinghouse refers to his 'triple-valve device' because of the three component valvular parts comprising it: the diaphragm-operated
948:
Railway regulations consider "Westinghouse" as a standalone brake system, however to distinguish from
Westinghouse company and other Westinghouse brake systems, railway staff often borrow letter "W" from signs on UIC rolling
721:
European brake systems may vary, depending on the country, but the working principle is the same as for the
Westinghouse air brake. European passenger cars used on national wide-spread railway networks have to comply with
284:
that can rub on the train wheels, using the resulting friction to slow the train. The mechanical linkage can become quite elaborate, as it evenly distributes force from one pressurized air cylinder to 8 or 12 wheels.
856:
424:
or the railroad. In some systems, the automatic and independent applications will be additive; in some systems the greater of the two will apply to the locomotive consist. The independent system also provides a
608:
Another solution to loss of brake pressure is the two-pipe system, fitted on most locomotive-hauled passenger stock and many freight wagons. In addition to the traditional brake pipe, this enhancement adds the
459:
Many modern air brake systems use distributors instead of triple valves. These serve the same function as triple valves, but have additional functionality such as the ability to partially release the brakes.
691:
A different kind of accident can occur if a malfunction in the air brake system (such as a broken air brake hose) causes the air brakes to engage unexpectedly. An example of this problem can be seen in the
789:
In the steam era, Britain's railways were divided – some using vacuum brakes and some using air brakes – but there was a gradual standardization on the vacuum brake. Some locomotives, e.g. on the
958:
Railway regulations consider "knorr" as a standalone brake system, however to distinguish from Knorr company and other Knorr brake systems, railway staff often borrow letter "K" from signs on UIC rolling
339:
653:
The air brake can fail if one of the angle cocks is accidentally closed. In this case, the brakes on the wagons behind the closed cock will fail to respond to the driver's command. This happened in the
537:
Later systems replace the automatic air brake with an electrical wire which runs in a circle round the whole train and has to be kept energized to keep the brakes off. In the UK it is known as a
1027:
The new
Westinghouse brakes were explained to the railroad workers in many books. See, for example, A Textbook on the Westinghouse Air Brake (Scranton: International Textbook School, 1900).
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368:
As the pressure in the train line and that of the reservoir equalize, the triple valve closes, causing the air in the reservoir to be sealed in, and the brake cylinder is not pressurized.
841:
309:
In order to design a system without the shortcomings of the straight air system, Westinghouse invented a system wherein each piece of railroad rolling stock was equipped with an
620:
Since the main reservoir pipe is kept constantly pressurized by the locomotive, the car reservoirs can be charged independently of the brake pipe, this being accomplished via a
419:
and provides service and emergency braking control for the entire train. The locomotive(s) at the head of the train (the "lead consist") have a secondary system called the
451:
radio signal from the engine operator in the front locomotive commands the distant units to initiate brake pressure reductions that propagate quickly through nearby cars.
534:, anti-lock, and speed graduating portions of the system were not dependent on each other in any way, and any or all of these options could be supplied separately.
403:
braking rapidly applies the brakes in the event of a brake pipe failure or an emergency application by the engine operator or passenger emergency alarm/cord/handle.
1468:
491:
582:
emergency application will not produce a large enough volume of air flow to trip the triple valves, leaving the engine driver with no means to stop the train.
1151:"DIRECTIVE (EU) 2016/797 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 11 May 2016 on the interoperability of the rail system within the European Union"
473:
blown hose), the train breaking in two and uncoupling air hoses, or the engineer moving the automatic brake valve to the emergency position, will cause an
1265:
1232:
447:(i.e., remotely controlled locomotive units mid-train and/or at the rear end) somewhat mitigates the time-lag problem with long trains, because a
505:
Passenger trains have had for a long time a three-wire version of the electro-pneumatic brake, which gives up to seven levels of braking force.
138:
521:
pressure from a second straight-air trainline controlled the relay valve via a two-way check valve. This "straight air" trainline was charged
723:
782:
Historically, and according to UIC 540 we distinguish systems technically approved even since 1927-1932 such as: Westinghouse W, Knorr K,
613:
pipe, which is continuously charged with air directly from the locomotive's main reservoir. The main reservoir is where the locomotive's
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was subsequently organized to manufacture and sell
Westinghouse's invention. In various forms, it has been nearly universally adopted.
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882:"exhauster". Disconnection taps at the ends of cars are not required because the loose hoses are sucked onto a mounting block.
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mechanism, which releases the brakes on the lead locomotives without affecting the brake application on the rest of the train.
1432:
1183:
556:, which allows individual control of the brakes on each wagon, and the reporting back of performance of each wagon's brakes.
1225:
1067:
636:
Knorr-Bremse air brake system on a Greek train OSE Class 621 (Bombardier
Transportation / Hellenic Shipyards Skaramagas)
525:
and released by magnet valves on each car, controlled electrically by a three-wire trainline, in turn controlled by an
38:
1241:
660:
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109:
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so that they could work with either vacuum- or air-braked trains. In the diesel era, the process was reversed and
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244:
208:
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297:. Straight air brakes are still used on locomotives, although as a dual circuit system, usually with each
1573:
826:
676:, causing the train to crash into the passenger concourse and fall through the floor. Similarly, in the
610:
415:
Modern locomotives employ two air brake systems. The system which controls the brake pipe is called the
677:
604:. Left needle shows air supplied by the main reservoir pipe, right needle shows brake cylinder pressure
1458:
697:
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The pressurized air comes from an air compressor in the locomotive and is sent from car to car by a
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74:
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locomotive. Note the three pipes, one for vacuum brake, one for air brake and one for steam heat
734:
leaflet 540. Those documents allows following brake design types for newly built rolling stock:
586:
412:
run-in can be expected. The gradual reduction in brake pipe pressure will mitigate this effect.
1319:
601:
150:
91:
44:
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output is stored, and is ultimately the source of compressed air for all systems that use it.
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1204:
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14198:2004 standard, which derives and links to ratified by many train operating companies
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8:
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922: – Interlocking hose coupling fitted to hoses supplying pressurized air for braking
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where the brakes of all the wagons (cars) and locomotives are connected by a kind of
444:
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673:
487:
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LOC&PAS law which says in point 4.2.4.3 that all brake systems must comply to
432:
the brake pipe is lost, as all air will also be immediately vented to atmosphere.
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1529:
1483:
1349:
1329:
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can be utilized so the locomotive(s) will assist in retarding the train. Often,
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1222:
Air Brake and Train Handling Manual. Copyright 2006 Alaska Railroad Corporation
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that caused the death of John Luther "Casey" Jones on 30 April 1900 on the
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409:
349:
16:
Fail-safe power braking system with compressed air as the operating medium
1391:
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621:
324:
1539:
1519:
1369:
850:
electromechanic Dako BSE train valve and Dako BP locomotive brake valve
680:, a valve was accidentally closed by the crew, reducing braking power.
281:
802:
switched from vacuum-braked to air-braked rolling stock in the 1960s.
565:
brake pipe pressure will be lower than locomotive reservoir pressure.
1448:
744:
596:
448:
377:
280:
in a cylinder. The piston is connected through mechanical linkage to
236:
336:
in air pressure in the train line to indirectly apply the brakes.
1274:
1045:
395:
braking applies and releases the brakes during normal operations.
983:(second ed.). New York: The Norman W. Henley Publishing Co.
264:
766:
332:
Unlike the straight air system, the Westinghouse system uses a
277:
1509:
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supplied high-speed control brake equipment for several post-
298:
847:
357:
If the pressure in the train line is lower than that of the
494:. As of 2005, electro-pneumatic brakes were in testing in
668:
passenger train which became a runaway while heading into
981:
Wood's Westinghouse E-T Air Brake Instruction Pocket Book
890:
the leak and will be firmly held in place by the vacuum.
577:
triple valves detect an emergency reduction based on the
239:
air brake system that is based upon a design patented by
1469:
Electro-pneumatic brake system on British railway trains
492:
Electro-pneumatic brake system on British railway trains
930:
Pages displaying short descriptions of redirect targets
1178:. Paris: International Union of Railways (UIC). 2020.
219:
Control handle and valve for a Westinghouse air brake
747:
SW 4, C3WR, WU-C, GF4 SS1, GF4 SS2, GF6 SS1, GF6 SS2
585:
To prevent a runaway due to loss of brake pressure,
490:) since the late 1980s; they are fully described in
1176:
UIC TECHNICAL SOLUTIONS FOR THE OPERATIONAL RAILWAY
235:as the operating medium. Modern trains rely upon a
1560:
1157:. European Parliament and the Council. Article 1
1201:"British Railway Air braked wagon development"
1008:"SDRM Train Air Brake Description and History"
388:Modern air brake systems serve two functions:
1290:
1139:. Western Pacific Railroad Museum. p. 9.
1134:"Air brake principles and specific equipment"
775:SW4S and similar, FT SS1 / FT SS2 and similar
272:In the air brake's simplest form, called the
135:The examples and perspective in this article
906: – Type of friction brake for vehicles
328:Rotair Valve Westinghouse Air brake Company
53:Learn how and when to remove these messages
1464:Electronically controlled pneumatic brakes
1459:Diesel electric locomotive dynamic braking
1297:
1283:
550:electronically controlled pneumatic brakes
304:
191:Learn how and when to remove this message
173:Learn how and when to remove this message
110:Learn how and when to remove this message
863:London, Brighton and South Coast Railway
792:London, Brighton and South Coast Railway
786:, Drolshammer, Bozic, Hildebrand-Knorr.
631:
595:
502:on captive service ore and coal trains.
338:
323:
263:
214:
202:
73:This article includes a list of general
1561:
1198:
656:1953 Pennsylvania Railroad train wreck
1433:Westinghouse Brake and Signal Company
1278:
1228:. Copyright 2003 BNSF Railway Company
1203:. Myweb.tiscali.co.uk. Archived from
259:
211:6-ET Air Brake system on a locomotive
1044:. September 11, 2008. Archived from
978:
778:Keschwari Electronic Systems EDS 300
645:At both ends of each car, there are
463:
268:A comparatively simple brake linkage
121:
59:
18:
1226:Air Brake and Train Handling Manual
716:
527:electro-pneumatic master controller
13:
1304:
1236:Compressed Air Operations manual,
1112:Westinghouse 24RL air brake manual
1065:
1030:
707:
79:it lacks sufficient corresponding
14:
1595:
1248:
1231:AAR wheel dynamometer – braking:
759:MZT HEPOS MH3f/HBG310 and similar
383:
34:This article has multiple issues.
1122:EMD Enginemen's Operating Manual
870:
855:
840:
825:
810:
600:Duplex brake gauge on a British
573:, the result will be a runaway.
376:The Westinghouse system is thus
301:(truck) having its own circuit.
126:
64:
23:
1192:
1168:
1143:
1126:
1038:"Welcome to Saskrailmuseum.org"
952:
942:
480:
454:
42:or discuss these issues on the
1545:Railroad Safety Appliance Act
1428:Westinghouse Air Brake Company
1271:1951 article with illustration
1115:
1106:
1085:
1059:
1021:
1000:
987:
972:
559:
514:Westinghouse Air Brake Company
343:1918 drawing of a triple valve
245:Westinghouse Air Brake Company
207:Piping diagram from 1909 of a
1:
1072:The Railway Technical Website
966:
532:(electro-pneumatic trainline)
523:(from reservoirs on each car)
276:, compressed air pushes on a
640:
587:dynamic (rheostatic) braking
548:More recent innovations are
7:
897:
543:emergency brake application
475:emergency brake application
254:
149:, discuss the issue on the
10:
1600:
1244:, McGraw Hill Book Company
874:
678:Gare de Lyon rail accident
231:power braking system with
1492:
1441:
1405:
1312:
1093:"The Automatic Air Brake"
806:Air brakes and components
698:Illinois Central Railroad
935:
904:Air brake (road vehicle)
769:MBF-01A, MBF-01B, MBF-02
670:Washington Union Station
243:on April 13, 1869. The
1474:Emergency brake (train)
928: – Part of a brake
820:brake system (diagram)
713:remarkably compatible.
94:more precise citations.
1579:1872 in rail transport
1320:Counter-pressure brake
835:FV4a train brake valve
753:KKL II, KE and similar
637:
605:
602:electric multiple unit
344:
329:
305:Westinghouse air brake
269:
220:
212:
1340:Electromagnetic brake
666:Pennsylvania Railroad
635:
599:
342:
327:
267:
218:
206:
1267:How Your Train Stops
979:Wood, W.W. (1920) .
910:Driver's brake valve
741:ESG 121, ESH 100/200
702:Vaughan, Mississippi
155:create a new article
147:improve this article
137:may not represent a
1454:Diesel brake tender
1259:Railway-Technical:
1048:on October 15, 2008
926:Railway tread brake
894:not been repeated.
686:end-of-train device
274:straight air system
241:George Westinghouse
1574:1872 introductions
1535:Pearson's Coupling
1422:New York Air Brake
1413:Faiveley Transport
1382:Regenerative brake
1375:Railway disc brake
1335:Eddy current brake
1325:Countersteam brake
995:U.S. patent 88,929
920:Gladhand connector
773:Faiveley Transport
638:
606:
554:local area network
421:independent brake.
345:
330:
317:, also known as a
270:
260:Straight air brake
221:
213:
1556:
1555:
1515:Dead man's switch
1365:Railway air brake
1360:Kunze-Knorr brake
1185:978-2-7461-3017-3
1155:eur-lex.europa.eu
464:Working pressures
445:distributed power
225:railway air brake
201:
200:
193:
183:
182:
175:
157:, as appropriate.
120:
119:
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57:
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1269:, by Bill Reiche
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871:Vacuum brakes
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1418:Knorr-Bremse
1397:Vacuum brake
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1253:
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1209:. Retrieved
1205:the original
1199:Mike Smith.
1194:
1175:
1170:
1159:. Retrieved
1154:
1145:
1128:
1121:
1117:
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1097:. Retrieved
1087:
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1050:. Retrieved
1046:the original
1041:
1032:
1023:
1012:. Retrieved
1002:
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209:Westinghouse
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78:
50:
43:
37:
36:Please help
33:
1392:Track brake
1387:Steam brake
1254:Information
1077:10 February
818:Kunze-Knorr
796:dual-fitted
784:Kunze-Knorr
647:angle cocks
622:check valve
560:Limitations
449:telemetered
282:brake shoes
163:August 2023
92:introducing
1563:Categories
1540:Pneumatics
1520:Drum brake
1370:Disc brake
1355:Hand brake
1261:Air Brakes
1211:2013-07-14
1161:2023-08-11
1099:2013-07-14
1095:. Sdrm.org
1052:2008-10-03
1042:Contact Us
1014:2013-07-14
1010:. Sdrm.org
967:References
915:Dual brake
756:Dako CV1nD
539:train wire
290:train line
75:references
39:improve it
1500:Air brake
1449:Brake van
745:SAB-WABCO
641:Accidents
400:Emergency
378:fail-safe
359:reservoir
334:reduction
237:fail-safe
151:talk page
100:July 2013
45:talk page
1479:Retarder
1068:"Brakes"
898:See also
833:Oerlikon
739:Oerlikon
694:accident
426:bail off
255:Overview
145:You may
794:, were
443:Use of
393:Service
365:brakes.
88:improve
1584:Wabtec
1240:
1182:
767:Fablok
512:, the
313:and a
278:piston
77:, but
1510:Brake
1313:Types
1137:(PDF)
959:stock
949:stock
936:Notes
763:Bumar
751:Knorr
571:grade
410:slack
299:bogie
227:is a
153:, or
1238:ISBN
1180:ISBN
1079:2024
664:, a
579:rate
498:and
732:UIC
724:TSI
672:in
508:In
488:ICE
1565::
1153:.
1070:.
1040:.
848:ČD
728:EN
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223:A
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Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
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