would like to see you do a segment on abdw brake valve and why they have them on rail cars today, as they are noted if not worked the right way they can transmit a release to a entire train, esp when un coupled from the locomotive. ie a rail term called saving the air.
"Bottling the air" where I am from, is now a terminable offense except where the cut of cars has been properly secured and connected to yard air. It's a shame because it was a much more efficient method of performing a roll-by when running around the train, where a crewman could initiate an emergency stop by dumping the air in the brake pipe while the cars were still rolling with gravity, as opposed to just securing a handbrake on one car.
For example, On A GP38 style unit with a 26 Air System! It would be located under the floor of the engineer seat. behind the air rack where the air components are mounted too. its in a separate compartment
🤔so basically @90lbs in the brake pipe and I move the lever to service for a 20lbs reduction to apply the brakes then move the lever into lap the circuit will flow within its self. No air in or out. But to recharge the air you got to knock it off to recharge. Now when you do the reduction do you have to bail off the loco brakes?
The 26C brake valve is self-lapping. When you move the handle from release to a service application, it will automatically draw the air down to the desired level and lap, maintaining the air at that pressure, unless you cut out the valve afterwards, in which case any leaks in the system will draw down the air more. As for bailing off the locomotive brakes, that is dependent upon the situation but if you are simply bailing off to keep the locomotive from applying the brakes, then you will want to bail soon after making the reduction and holding it until the reduction has completed so that any pressure applied to the unit braking system is then exhausted.
Pressure gauge will give a false reading if heat affected because of the solution in the gauge, to get a true reading at all temperatures need to drain the solution in the pressure gauge, but then fuel or air can leak out easier ( in my experience, do your own research )
perfect. working in rolling stock and your videos are very informative and concept clearing
would like to see you do a segment on abdw brake valve and why they have them on rail cars today, as they are noted if not worked the right way they can transmit a release to a entire train, esp when un coupled from the locomotive. ie a rail term called saving the air.
"Bottling the air" where I am from, is now a terminable offense except where the cut of cars has been properly secured and connected to yard air. It's a shame because it was a much more efficient method of performing a roll-by when running around the train, where a crewman could initiate an emergency stop by dumping the air in the brake pipe while the cars were still rolling with gravity, as opposed to just securing a handbrake on one car.
Hi were exactly is the equalising reservoir and how large is it.
For example, On A GP38 style unit with a 26 Air System! It would be located under the floor of the engineer seat. behind the air rack where the air components are mounted too. its in a separate compartment
🤔so basically @90lbs in the brake pipe and I move the lever to service for a 20lbs reduction to apply the brakes then move the lever into lap the circuit will flow within its self. No air in or out. But to recharge the air you got to knock it off to recharge. Now when you do the reduction do you have to bail off the loco brakes?
The 26C brake valve is self-lapping. When you move the handle from release to a service application, it will automatically draw the air down to the desired level and lap, maintaining the air at that pressure, unless you cut out the valve afterwards, in which case any leaks in the system will draw down the air more.
As for bailing off the locomotive brakes, that is dependent upon the situation but if you are simply bailing off to keep the locomotive from applying the brakes, then you will want to bail soon after making the reduction and holding it until the reduction has completed so that any pressure applied to the unit braking system is then exhausted.
Pressure gauge will give a false reading if heat affected because of the solution in the gauge, to get a true reading at all temperatures need to drain the solution in the pressure gauge, but then fuel or air can leak out easier ( in my experience, do your own research )