Hi all on my most recent trip to Disneyland this past summer I started to take a closer look at the airbrake stand on the #1, now being a railroader I pick up on things that the average park guest or even railfan would not pick up on and ask some interesting questions about equipment. I didn't think of them until after the fact but I figure some of our folks on here that are in the know might be able so answer them. Firstly I'll say the brake valve is vastly different from the modern 26L brake valves I am used to and being that it is straight air that is understandable! The first thing I notice is that there is no independent brake valve so this must mean all the trains brakes are controlled from the one valve, what is the other valve the engineer would press down on is this a way to actuate or "bail" off the locomotive brakes when stopping? Once you set the brakes if you give it too much air can you realease it gradually or do you have to go all the way to a full release like with a 26L brake and does the brake valve have notches on it or is it just one big "service range"

I know thats a lot of questions but I enjoy learning about these things and any help is appreciated!

Nice picture!

Yes, the brakes are straight air--no need for an independent brake. Locomotive brake and train brakes all apply from this one valve. The valve is notched. The smaller valve you press simply releases all the air from the train line in a hurry. Obviously, in the brake system you're used to, this would be the "big hole" and opening it would dump the air and you'd be in emergecy. But here, the air brake pressure in the train line is what actuates the brakes. That dump lever just realeases them faster.

ah very interesting thanks for the info Steve!

As a side note, the Durango & Silverton uses both straight and automatic air on their passenger trains.

Okay, how do you do both at the same time...? They work opposite. You certainly can't mix the Automatic and Straight cars in one consist, but switching between them on a regular basis I'd think that was unsafe - Pick one, change everything over to Automatic, and be consistant.

Or you have to have a foolproof way of doing it, like swapping around the stand handle so Apply is always to the left and Release always to the right. Or vice-versa, admittedly I don't know which is usual.

Some Engineer is going to have a brain fart at the wrong moment and dump it into the Hole thinking they're releasing the brakes on the straight air consist that they usually use, and a bunch of passengers do a faceplant into the seat in front of them...

--<< Bruce >>--

I'm pretty sure steam locomotive brakes don't use pressure reduction to apply--they use straight air (when I've run our engine light, I apply the independent and the pressure gauge goes UP). The cars, of course, use a brake pipe reduction to apply brakes.

In running a passenger train, the engineer does what's called "stretch braking," where he manipluates both train brake and independent simultaneously to keep the slack streched, and the ride smooth, so that cars aren't banging into each other (and the engine), or stretching out with a jolt.

In any operation were you are pulling a string of cars you use the automatic (train brake) only. It will apply the engine brake but you immediately release them. And yes you are right, locomotive brakes do use straight air, and in some cases use steam.

The reason you do not use engine brakes to control the train is for to reasons. The locomotive will end up being pushed by the cars, and the tires on the locomotive can heat up and begin to slip on the wheel center. And depending on the amount of air going to the engine brake it could potential lock up the drivers and make them slide.

On some light stings of freight cars you can use the engine brake, and on most major railroads pulling freight they will use the locomotives dynamic braking systems to control the train (on diesels)

Hope this answers some questions

It does Joe, thanks.

In looking at the ICS coursebooks on the No. 6 ET brake, the independent brake applies the brakes to the Engine and Tender (ET) with straight air. Therefore, it wasn't just the D&S that operates this way--all steam railroads did.

There is a mention out there that the Durango & Silverton plumbed all their train cars with both Automatic Air line for the brakes and a second Direct Air line. They had a THIRD Direct Air line between the engines & tenders, used when operating two or more engines in MU.

I can't see why they'd want to do that, but they must have had a reason to have another air line to the rear of the train. Perhaps they wanted a separate air feed so the Conductors signal whistle on the Caboose didn't affect the brake pipe pressure and unintentionally set the brakes harder if the Engineer has the brake stand in Lap and partially applied. But that's a Wild A** Guess on my part.

EDIT: OR they wanted to have the Direct Air go to the back for a Helper engine (or two) that hitched up at the rear of the train - then the engineers in the lead engine can control the Direct Air brakes at the tail. Just thought of that an Ohnosecond after posting, and the D&S was running in the mountains where they'd be using Helpers all the time.

--<< Bruce >>--

Sure wish Retlaw 7 would join this conversation--he knows more about the D&S than anyone else here.