Railway air brake - Knowledge

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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.

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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

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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.

699:, 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. 139: 419:

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

336: 838: 823: 372:, 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. 608: 36: 276: 480:

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.

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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.

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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

552:. 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 896:

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

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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

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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

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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

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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

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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,

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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

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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

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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

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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

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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

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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

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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

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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

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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

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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

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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

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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

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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

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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

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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

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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

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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.

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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.

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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.

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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

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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

488:. 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. 580:

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

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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.

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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.

391:—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. 635:

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.

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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

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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

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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

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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.

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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

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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

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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.

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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

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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

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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

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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

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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

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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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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.

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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

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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

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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

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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.

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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.

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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.

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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

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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.

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pressure from a second straight-air trainline controlled the relay valve via a two-way check valve. This "straight air" trainline was charged

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Historically, and according to UIC 540 we distinguish systems technically approved even since 1927-1932 such as: Westinghouse W, Knorr K,

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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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mechanism, which releases the brakes on the lead locomotives without affecting the brake application on the rest of the train.

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Knorr-Bremse air brake system on a Greek train OSE Class 621 (Bombardier Transportation / Hellenic Shipyards Skaramagas)

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and released by magnet valves on each car, controlled electrically by a three-wire trainline, in turn controlled by an

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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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Modern locomotives employ two air brake systems. The system which controls the brake pipe is called the

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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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locomotive. Note the three pipes, one for vacuum brake, one for air brake and one for steam heat

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leaflet 540. Those documents allows following brake design types for newly built rolling stock:

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run-in can be expected. The gradual reduction in brake pipe pressure will mitigate this effect.

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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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14198:2004 standard, which derives and links to ratified by many train operating companies

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where the brakes of all the wagons (cars) and locomotives are connected by a kind of

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LOC&PAS law which says in point 4.2.4.3 that all brake systems must comply to

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the brake pipe is lost, as all air will also be immediately vented to atmosphere.

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can be utilized so the locomotive(s) will assist in retarding the train. Often,

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that caused the death of John Luther "Casey" Jones on 30 April 1900 on the

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Fail-safe power braking system with compressed air as the operating medium

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electromechanic Dako BSE train valve and Dako BP locomotive brake valve

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switched from vacuum-braked to air-braked rolling stock in the 1960s.

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brake pipe pressure will be lower than locomotive reservoir pressure.

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in a cylinder. The piston is connected through mechanical linkage to

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in air pressure in the train line to indirectly apply the brakes.

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braking applies and releases the brakes during normal operations.

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Unlike the straight air system, the Westinghouse system uses a

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supplied high-speed control brake equipment for several post-

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If the pressure in the train line is lower than that of the

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passenger train which became a runaway while heading into

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Wood's Westinghouse E-T Air Brake Instruction Pocket Book

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the leak and will be firmly held in place by the vacuum.

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triple valves detect an emergency reduction based on the

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air brake system that is based upon a design patented by

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Electro-pneumatic brake system on British railway trains

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Electro-pneumatic brake system on British railway trains

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Pages displaying short descriptions of redirect targets

1189:. Paris: International Union of Railways (UIC). 2020. 230:

Control handle and valve for a Westinghouse air brake

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SW 4, C3WR, WU-C, GF4 SS1, GF4 SS2, GF6 SS1, GF6 SS2

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To prevent a runaway due to loss of brake pressure,

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UIC TECHNICAL SOLUTIONS FOR THE OPERATIONAL RAILWAY

246:as the operating medium. Modern trains rely upon a 1571: 1168:. European Parliament and the Council. Article 1 1212:"British Railway Air braked wagon development" 1019:"SDRM Train Air Brake Description and History" 399:Modern air brake systems serve two functions: 1301: 1150:. Western Pacific Railroad Museum. p. 9. 1145:"Air brake principles and specific equipment" 786:SW4S and similar, FT SS1 / FT SS2 and similar 283:In the air brake's simplest form, called the 146:The examples and perspective in this article 917: – Type of friction brake for vehicles 339:Rotair Valve Westinghouse Air brake Company 64:Learn how and when to remove these messages 1475:Electronically controlled pneumatic brakes 1470:Diesel electric locomotive dynamic braking 1308: 1294: 561:electronically controlled pneumatic brakes 315: 202:Learn how and when to remove this message 184:Learn how and when to remove this message 121:Learn how and when to remove this message 874:London, Brighton and South Coast Railway 803:London, Brighton and South Coast Railway 797:, Drolshammer, Bozic, Hildebrand-Knorr. 642: 606: 513:on captive service ore and coal trains. 349: 334: 274: 225: 213: 84:This article includes a list of general 14: 1572: 1209: 667:1953 Pennsylvania Railroad train wreck 1444:Westinghouse Brake and Signal Company 1289: 1239:. Copyright 2003 BNSF Railway Company 1214:. Myweb.tiscali.co.uk. Archived from 270: 222:6-ET Air Brake system on a locomotive 1055:. September 11, 2008. Archived from 989: 789:Keschwari Electronic Systems EDS 300 656:At both ends of each car, there are 474: 279:A comparatively simple brake linkage 132: 70: 29: 1237:Air Brake and Train Handling Manual 727: 538:electro-pneumatic master controller 24: 1315: 1247:Compressed Air Operations manual, 1123:Westinghouse 24RL air brake manual 1076: 1041: 718: 90:it lacks sufficient corresponding 25: 1606: 1259: 1242:AAR wheel dynamometer – braking: 770:MZT HEPOS MH3f/HBG310 and similar 394: 45:This article has multiple issues. 1133:EMD Enginemen's Operating Manual 881: 866: 851: 836: 821: 611:Duplex brake gauge on a British 584:, the result will be a runaway. 387:The Westinghouse system is thus 312:(truck) having its own circuit. 137: 75: 34: 1203: 1179: 1154: 1137: 1049:"Welcome to Saskrailmuseum.org" 963: 953: 491: 465: 53:or discuss these issues on the 1556:Railroad Safety Appliance Act 1439:Westinghouse Air Brake Company 1282:1951 article with illustration 1126: 1117: 1096: 1070: 1032: 1011: 998: 983: 570: 525:Westinghouse Air Brake Company 354:1918 drawing of a triple valve 256:Westinghouse Air Brake Company 218:Piping diagram from 1909 of a 13: 1: 1083:The Railway Technical Website 977: 543:(electro-pneumatic trainline) 534:(from reservoirs on each car) 287:, compressed air pushes on a 651: 598:dynamic (rheostatic) braking 559:More recent innovations are 7: 908: 554:emergency brake application 486:emergency brake application 265: 160:, discuss the issue on the 10: 1611: 1255:, McGraw Hill Book Company 885: 689:Gare de Lyon rail accident 242:power braking system with 1503: 1452: 1416: 1323: 1104:"The Automatic Air Brake" 817:Air brakes and components 709:Illinois Central Railroad 946: 915:Air brake (road vehicle) 780:MBF-01A, MBF-01B, MBF-02 681:Washington Union Station 254:on April 13, 1869. The 1485:Emergency brake (train) 939: – Part of a brake 831:brake system (diagram) 724:remarkably compatible. 105:more precise citations. 1590:1872 in rail transport 1331:Counter-pressure brake 846:FV4a train brake valve 764:KKL II, KE and similar 648: 616: 613:electric multiple unit 355: 340: 316:Westinghouse air brake 280: 231: 223: 1351:Electromagnetic brake 677:Pennsylvania Railroad 646: 610: 353: 338: 278: 229: 217: 1278:How Your Train Stops 990:Wood, W.W. (1920) . 921:Driver's brake valve 752:ESG 121, ESH 100/200 713:Vaughan, Mississippi 166:create a new article 158:improve this article 148:may not represent a 1465:Diesel brake tender 1270:Railway-Technical: 1059:on October 15, 2008 937:Railway tread brake 905:not been repeated. 697:end-of-train device 285:straight air system 252:George Westinghouse 1585:1872 introductions 1546:Pearson's Coupling 1433:New York Air Brake 1424:Faiveley Transport 1393:Regenerative brake 1386:Railway disc brake 1346:Eddy current brake 1336:Countersteam brake 1006:U.S. patent 88,929 931:Gladhand connector 784:Faiveley Transport 649: 617: 565:local area network 432:independent brake. 356: 341: 328:, also known as a 281: 271:Straight air brake 232: 224: 18:Westinghouse brake 1567: 1566: 1526:Dead man's switch 1376:Railway air brake 1371:Kunze-Knorr brake 1196:978-2-7461-3017-3 1166:eur-lex.europa.eu 475:Working pressures 456:distributed power 236:railway air brake 212: 211: 204: 194: 193: 186: 168:, as appropriate. 131: 130: 123: 68: 16:(Redirected from 1602: 1559: 1310: 1303: 1296: 1287: 1286: 1280:, by Bill Reiche 1227: 1226: 1224: 1223: 1207: 1201: 1200: 1183: 1177: 1176: 1174: 1173: 1158: 1152: 1151: 1149: 1141: 1135: 1130: 1124: 1121: 1115: 1114: 1112: 1111: 1100: 1094: 1093: 1091: 1089: 1074: 1068: 1067: 1065: 1064: 1045: 1039: 1036: 1030: 1029: 1027: 1026: 1015: 1009: 1008: 1002: 996: 995: 987: 971: 967: 961: 957: 942: 870: 855: 840: 825: 811:British Railways 728:European systems 685:Washington, D.C. 207: 200: 189: 182: 178: 175: 169: 141: 140: 133: 126: 119: 115: 112: 106: 101:this article by 92:inline citations 79: 78: 71: 60: 38: 37: 30: 21: 1610: 1609: 1605: 1604: 1603: 1601: 1600: 1599: 1570: 1569: 1568: 1563: 1558:(United States) 1557: 1541:Hydraulic brake 1499: 1495:Dowty retarders 1448: 1412: 1361:Heberlein brake 1319: 1314: 1262: 1230: 1221: 1219: 1208: 1204: 1197: 1185: 1184: 1180: 1171: 1169: 1160: 1159: 1155: 1147: 1143: 1142: 1138: 1131: 1127: 1122: 1118: 1109: 1107: 1102: 1101: 1097: 1087: 1085: 1077:Connor, Piers. 1075: 1071: 1062: 1060: 1047: 1046: 1042: 1037: 1033: 1024: 1022: 1017: 1016: 1012: 1004: 1003: 999: 988: 984: 980: 975: 974: 968: 964: 958: 954: 949: 940: 911: 890: 884: 877: 871: 862: 856: 847: 841: 832: 826: 730: 721: 719:Standardisation 672:Federal Express 654: 602:blended braking 573: 494: 477: 468: 428:automatic brake 397: 318: 273: 268: 208: 197: 196: 195: 190: 179: 173: 170: 155: 142: 138: 127: 116: 110: 107: 97:Please help to 96: 80: 76: 39: 35: 28: 23: 22: 15: 12: 11: 5: 1608: 1598: 1597: 1592: 1587: 1582: 1580:Railway brakes 1565: 1564: 1562: 1561: 1553: 1548: 1543: 1538: 1536:Engine braking 1533: 1528: 1523: 1518: 1513: 1507: 1505: 1504:Related topics 1501: 1500: 1498: 1497: 1492: 1487: 1482: 1477: 1472: 1467: 1462: 1456: 1454: 1450: 1449: 1447: 1446: 1441: 1436: 1426: 1420: 1418: 1414: 1413: 1411: 1410: 1405: 1400: 1395: 1390: 1389: 1388: 1378: 1373: 1368: 1363: 1358: 1353: 1348: 1343: 1338: 1333: 1327: 1325: 1321: 1320: 1317:Railway brakes 1313: 1312: 1305: 1298: 1290: 1284: 1283: 1274: 1261: 1260:External links 1258: 1257: 1256: 1245: 1240: 1234: 1229: 1228: 1202: 1195: 1178: 1153: 1136: 1125: 1116: 1095: 1069: 1040: 1031: 1010: 997: 981: 979: 976: 973: 972: 962: 951: 950: 948: 945: 944: 943: 934: 928: 923: 918: 910: 907: 886:Main article: 883: 880: 879: 878: 872: 865: 863: 857: 850: 848: 842: 835: 833: 827: 820: 818: 791: 790: 787: 781: 771: 768: 765: 759: 753: 729: 726: 720: 717: 669:involving the 653: 650: 626:air compressor 622:main reservoir 572: 569: 535: 493: 490: 476: 473: 467: 464: 416: 415: 407: 396: 395:Modern systems 393: 381: 380: 377: 373: 317: 314: 272: 269: 267: 264: 244:compressed air 210: 209: 192: 191: 152:of the subject 150:worldwide view 145: 143: 136: 129: 128: 83: 81: 74: 69: 43: 42: 40: 33: 26: 9: 6: 4: 3: 2: 1607: 1596: 1593: 1591: 1588: 1586: 1583: 1581: 1578: 1577: 1575: 1560: 1554: 1552: 1549: 1547: 1544: 1542: 1539: 1537: 1534: 1532: 1529: 1527: 1524: 1522: 1519: 1517: 1516:Bicycle brake 1514: 1512: 1509: 1508: 1506: 1502: 1496: 1493: 1491: 1488: 1486: 1483: 1481: 1478: 1476: 1473: 1471: 1468: 1466: 1463: 1461: 1458: 1457: 1455: 1453:Other aspects 1451: 1445: 1442: 1440: 1437: 1434: 1430: 1427: 1425: 1422: 1421: 1419: 1417:Manufacturers 1415: 1409: 1406: 1404: 1401: 1399: 1396: 1394: 1391: 1387: 1384: 1383: 1382: 1379: 1377: 1374: 1372: 1369: 1367: 1364: 1362: 1359: 1357: 1356:Exhaust brake 1354: 1352: 1349: 1347: 1344: 1342: 1341:Dynamic brake 1339: 1337: 1334: 1332: 1329: 1328: 1326: 1322: 1318: 1311: 1306: 1304: 1299: 1297: 1292: 1291: 1288: 1281: 1279: 1275: 1273: 1269: 1268: 1267: 1266: 1254: 1253:0-07-147526-5 1250: 1246: 1244: 1241: 1238: 1235: 1232: 1231: 1218:on 2013-04-18 1217: 1213: 1206: 1198: 1192: 1188: 1182: 1167: 1163: 1157: 1146: 1140: 1134: 1129: 1120: 1105: 1099: 1084: 1080: 1073: 1058: 1054: 1050: 1044: 1035: 1020: 1014: 1007: 1001: 993: 986: 982: 966: 956: 952: 938: 935: 932: 929: 927: 924: 922: 919: 916: 913: 912: 906: 902: 898: 894: 889: 882:Vacuum brakes 875: 869: 864: 860: 854: 849: 845: 839: 834: 830: 824: 819: 816: 815: 814: 812: 808: 804: 798: 796: 788: 785: 782: 779: 775: 772: 769: 766: 763: 760: 757: 754: 751: 748: 747: 746: 744: 740: 736: 725: 716: 714: 711:main line at 710: 706: 700: 698: 692: 690: 686: 682: 678: 674: 673: 668: 662: 659: 645: 641: 637: 634: 629: 627: 623: 614: 609: 605: 603: 599: 594: 591: 585: 583: 577: 568: 566: 562: 557: 555: 551: 546: 544: 539: 533: 530: 526: 522: 521:North America 517: 514: 512: 508: 507:North America 504: 500: 489: 487: 481: 472: 463: 461: 457: 452: 448: 444: 440: 438: 433: 429: 424: 422: 413: 412: 408: 405: 402: 401: 400: 392: 390: 385: 378: 374: 371: 367: 366: 365: 362: 352: 348: 346: 337: 333: 331: 330:control valve 327: 323: 322:air reservoir 313: 311: 307: 306:runaway train 302: 297: 294: 290: 286: 277: 263: 259: 257: 253: 249: 245: 241: 240:railway brake 237: 228: 221: 216: 206: 203: 188: 185: 177: 167: 163: 159: 153: 151: 144: 135: 134: 125: 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Sdrm.org 978:References 926:Dual brake 767:Dako CV1nD 550:train wire 301:train line 86:references 50:improve it 1511:Air brake 1460:Brake van 756:SAB-WABCO 652:Accidents 411:Emergency 389:fail-safe 370:reservoir 345:reduction 248:fail-safe 162:talk page 111:July 2013 56:talk page 1490:Retarder 1079:"Brakes" 909:See also 844:Oerlikon 750:Oerlikon 705:accident 437:bail off 266:Overview 156:You may 805:, were 454:Use of 404:Service 376:brakes. 99:improve 1595:Wabtec 1251: 1193: 778:Fablok 523:, the 324:and a 289:piston 88:, but 1521:Brake 1324:Types 1148:(PDF) 970:stock 960:stock 947:Notes 774:Bumar 762:Knorr 582:grade 421:slack 310:bogie 238:is a 164:, or 1249:ISBN 1191:ISBN 1090:2024 675:, a 590:rate 509:and 743:UIC 735:TSI 683:in 519:In 499:ICE 1576:: 1164:. 1081:. 1051:. 859:ČD 739:EN 715:. 556:. 332:. 234:A 59:. 1435:) 1431:( 1309:e 1302:t 1295:v 1225:. 1199:. 1175:. 1113:. 1092:. 1066:. 1028:. 776:- 205:) 199:( 187:) 181:( 176:) 172:( 154:. 124:) 118:( 113:) 109:( 95:. 66:) 62:( 20:)

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