Locomotive Components

LOCOMOTIVE COMPONENTS
POWER CONSUMPTION
AIR BRAKE SYSTEMS
Author: Brian Hains
Date: December, 2016
Locomotives : Air Brake Systems Page 1 of 82 Dec, 2016

CONTENTS
1 PREFACE............................................................................................................4
1.1 INTRODUCTION.........................................................................................4
1.2 DISCLAIMER..............................................................................................4
2 AIR BRAKE SYSTEM.........................................................................................5

2.1 AIR BRAKE SYSTEM.................................................................................6
2.1.1 General Description.................................................................................................... 6
2.1.2 Schematic Diagram for Air Brake System (UK)........................................................7
2.1.3 North American Air Brake System............................................................................8
2.1.4 Air Brake System : US Full Image...........................................................................10
2.1.5 Modern Air Brake Systems......................................................................................10
2.2 BRAKE CYLINDER...................................................................................11

2.3 AIR RESERVOIRS....................................................................................12
2.3.1 Main Reservoir.......................................................................................................... 12
2.3.2 Auxiliary Reservoir................................................................................................... 13
2.3.3 Equalising Reservoir................................................................................................14
3 AIR BRAKE AUXILIARIES...............................................................................16

3.1 SIMPLE AIR PUMP...................................................................................16
3.1.1 Schematic Diagram of Simple Air Pump.................................................................17
3.1.2 Photo of Simple Air Pump........................................................................................18
3.2 CROSS COMPOUND AIR PUMP.............................................................19

3.3 AIR PUMP WORKINGS............................................................................22
3.3.1 Steam Cylinder.......................................................................................................... 22
3.3.2 Air Cylinder............................................................................................................... 23
3.3.3 Schematic Diagram for Air Pump Up Stroke..........................................................24
3.3.4 Schematic Diagram for Air Pump Down Stroke.....................................................25
3.3.5 Operational Considerations.....................................................................................25
3.3.6 Photos of Air Pump.................................................................................................. 26
3.4 AIR GOVERNORS....................................................................................27

3.4.1 Simple Governor....................................................................................................... 29
3.4.2 Duplex Governor....................................................................................................... 32
3.5 TRIPLE VALVE..........................................................................................36

3.5.1 Schematic Diagram.................................................................................................. 37
3.5.2 Basic Operation........................................................................................................ 37
3.5.3 Triple Valve Problems...............................................................................................38
3.5.4 Uncoupling a locomotive from a train....................................................................38
3.5.5 Schematic Diagram for Triple Valve Brake Off.......................................................40
3.5.6 Schematic Diagram for Triple Valve Initial Brake On.............................................41
3.5.7 Schematic Diagram for Triple Valve Brake On.......................................................42
3.5.8 Schematic Diagram for Triple Valve Brake Lap......................................................43
3.5.9 Schematic Diagram for Triple Valve Emergency....................................................44

3.5.10 Developments Of The Triple Valve..........................................................................45
3.6 DISTRIBUTING VALVE.............................................................................46

3.6.1 Service Brake Application........................................................................................51
3.6.2 Release Application.................................................................................................. 53
3.6.3 Running Position...................................................................................................... 55
3.6.4 Emergency Application............................................................................................57
3.6.5 Independent Brake Application...............................................................................59
3.6.6 Braking Scenarios.................................................................................................... 61
3.7 FEED VALVE.............................................................................................64

3.7.1 Feed Valve Open....................................................................................................... 64
3.7.2 Feed Valve Closed.................................................................................................... 65
3.7.3 Reducing Valve......................................................................................................... 66
4 BRAKE VALVES................................................................................................67
4.1 LOCOMOTIVE BRAKE VALVE................................................................67
4.1.1 Schematic for Locomotive Air Brake......................................................................68
4.1.2 Photo for Locomotive Air Brake..............................................................................69
4.2 TRAIN BRAKE VALVE.............................................................................70

4.2.1 Equalising Valve....................................................................................................... 71
4.2.2 Sample Schematic for Train Brake Valve................................................................72
4.2.3 Photo for Train Brake Valve.....................................................................................73
5 COMPRESSOR.................................................................................................74
5.1 BELT DRIVEN COMPRESSOR................................................................74
5.2 ELECTRIC MOTOR DRIVEN COMPRESSOR........................................74
6 SELF LAPPING BRAKES.................................................................................75

6.1.1 Schematic for Self Lapping Brake On.....................................................................76
6.1.2 Schematic for Self Lapping Brake Set....................................................................77
6.1.3 Schematic for Self Lapping Brake Off....................................................................78
7 DYNAMIC BRAKES..........................................................................................79
8 EP BRAKES......................................................................................................80
8.1.1 Schematic for EP Brake..............................................................................................82

1 PREFACE
1.1 INTRODUCTION
Note that this document is a privately generated affair and is not affiliated with any given railway
preservation scheme. The site is about “education”, which is general by nature, whereas “training” is
specific and beyond its present remit.
Developed in the tradition of the Mutual Improvement Class (MIC), with its focus on locomotives, the
content has been extended to include operational aspects of other railway activities.
This document includes locomotive practice relevant to operations in North America, over and above
that relevant to the UK.
Access to this document is contingent upon the reader’s acceptance of the following Disclaimer.
1.2 DISCLAIMER
Users of this document do so at their own risk. The document is provided "as is" without warranty of
any kind, either expressed or implied. It is presented in good faith and does not claim to be error free.
By reading it, you will have released and discharged the providers, owners and creators of this
document from any and all liability which might arise. You should not assume that the information is
error free or that it will be suitable for any particular purpose. The Author assumes no responsibility for
errors or omissions in this document.
The content of this document is provided as a service to the railway preservation movement and is for
information only. Whilst the Author makes every reasonable attempt to ensure the accuracy and
completeness of such information the Author shall not be held responsible for any loss, however
arising, from the use of, or reliance upon this information.
In no event shall the Author be liable for any special, incidental, direct, indirect, punitive or
consequential damages of any kind, or any damages whatsoever, including, without limitation, those
resulting from loss of use, data or profits, whether or not advised of the possibility of damage, and on
any theory of liability, arising out of or in connection with the use or performance of this document. Any
decisions based on information contained in the document are the sole responsibility of the reader.
The document may include technical or other inaccuracies, typographical errors, or missing
information. The Author may make changes and corrections to the document at any time.

2 AIR BRAKE SYSTEM
This section discusses the following items:
Air Brake System Brake Valves

Brake Cylinder
Air Reservoirs Compressor
Simple Air Pump Exhauster
Cross Compound Air Pump Self Lapping Brakes
Air Governor EP Brakes
Triple Valve
Distributing Valve
Feed Valve

2.1 AIR BRAKE SYSTEM
2.1.1 General Description

N.B. In reading this account it must be remembered that air brake systems have undergone a
number of significant developments since their invention. The approach taken here is to follow
their basic evolution, but the reader needs to be aware that scanning the Internet or other
accounts for information may potentially lead to a degree of confusion where systems of
different vintage and purpose are simply taken as read. Some of these developments are also
discussed in this website. In particular there are some differences between the UK and North
American systems.
In essence the system operates as follows (UK pressures).To create the necessary air pressure an air
pump or compressor is needed, a device that basically takes air from the atmosphere and compress
it by means of a pump (steam driven for a steam locomotive, crank belt or motor driven for a diesel
locomotive). The air is compressed to a pressure of some 90 psi and feeds this air to a main
reservoir. The pressure is maintained at that level by means of a governor attached to the pump.
The main reservoir connects to the Drivers brake valve, and then to the train pipe, by means of an
isolating cock and then a feed valve, the latter to reduce the pressure for the brake pipe to around 70
psi. The feed valve also maintains constant pressure against leakage in the brake pipe, when the
Drivers brake valve is in the running position, by taking air from the main reservoir as required. The
brake pipe then leads to an auxiliary reservoir (one on each vehicle) and brake cylinders via a triple
valve (also one on each vehicle).
When starting up the pump the whole system is charged with air at the correct pressure. To apply the
brakes the Driver makes a brake application which causes drop in air pressure in the brake pipe. By
means of an equalising reservoir (sometimes known as the Brake Valve Reservoir) the brake pipe
pressure accurately reflects the pressure registered on the Drivers duplex gauge, and is able to give
fine control of the brake.
The drop in pressure causes the triple valve to connect the auxiliary reservoir to the brake cylinder,
thereby causing the brake to be applied. Note that it is the air in the auxiliary cylinders that directly
apply the brake, rather than the air in the brake pipe itself. To release the brakes the Driver makes a
release application that raises the air pressure in the brake pipe and once again causes the triple
valve to connect the auxiliary reservoir to the brake pipe and restore the normal operating pressure.
Note that train brake applies the brakes to both the train as well as to the locomotive / tender.
Early air brake systems were not automatic in operation in the event of a break in the air pipe. Later
systems adopted the “fail safe” approach whereby a reduction in air pressure caused the brakes to be
applied.
Unlike the vacuum brake an air brake can be applied by making a reduction of (say) five to ten psi and
then leaving the brake handle in that position. This is known as the lap position and allows for a
constant pressure to be applied to the braking system. Note that only a drop of 20 psi is required for a
full brake application and that the loss of any more air is simply a waste of compressed air.
The Drivers brake valve has five (six in some US valves) positions, namely : release, running, holding
(US only), lap, service and emergency application. The difference between a service and emergency
application is that only the auxiliary reservoir is used in the former situation, whereas in the latter
situation both the air in the auxiliary reservoir and the train pipe is used to rapidly apply the brakes.
In the diagrams below the various drain cocks for discharge of condensed steam and the isolating
cocks and associated piping for releasing a brake in the event that a brake will not come off, have
been omitted for the sake of clarity.
In order for the Driver to ascertain the status of the air on the train he is supplied with two duplex
gauges, giving the main reservoir, train pipe, brake cylinder and equalising reservoir pressures
In some instances (if the brakes cannot be released because the piston is stuck in the upper position,
or because there is excessive air in the auxiliary reservoir) it is desirable to bleed the air in the
reservoir, for which reason an air release valve is supplied on each vehicle.

2.1.2 Schematic Diagram for Air Brake System (UK)
Note that a degree of “artistic licence” has been necessary in the above diagram in terms of the feed
valve. Some published works either omit the valve completely, show it somehow suspended in mid air,
or refer to it as a gauge (!) In point of fact it is a valve, not a gauge, and is physically directly in front of
the brake valve itself. To show this structure on a flat page is next to impossible, while still preserving
the essential shape of the brake valve. For this reason the Author has shown the feed valve in its
logical position between the brake valve part and the equalising valve part of the brake valve
assembly.

2.1.3 North American Air Brake System
North American systems have a number of differences as compared with their UK counterparts. Some
of these may be presented as follows:
 The Drivers brake valve can have six positions, namely : release, holding, running, lap,
service and emergency application. The holding position is used to hold the locomotive
brakes once the train brakes have been released after a general brake application.
 The independent locomotive brake is fed via a reducing valve, that drops the main reservoir
pressure to around 45 psi for that brake.
 A duplex governor is employed, with a low pressure connection to the train pipe and a high
pressure connection to the main reservoir. The latter is used during a brake application to
raise the main reservoir pressure so that more air is available for a quick release of the
brakes when required.
 Between the air pump and the main reservoir tank is a radiator pipe, typically constructed of a
series of hairpin loops. Its purpose is to cool the air before it reaches the main reservoir, so
that warm air does not finds its way into the train pipe. The problem is that compressing the
air not only raises its pressure, but also its temperature. If the air in the train pipe were to cool
significantly, then its pressure would drop and thereby cause a brake application to be made.
Keeping the temperature of the air in the train pipe at a constant level ensures that the Driver
has full control over the braking system at all times.
 On the locomotive and tender, for reasons of space and economy, the triple valve and
auxiliary reservoir are both replaced by a distributing valve that effects the same function.
 To avoid the situation where all the air can be discharged through successive applications of
the brake and leave none left for a further application, the auxiliary reservoir is actually a
double reservoir, with an emergency and normal sections. The emergency section is only
used in an emergency application. Once the emergency application has been effected, of
course, the entire train must have both reservoir sections replenished, as well as the train
pipe, an operation that can take a considerable length of time for a long train.
 Passenger trains typically have a train pipe pressure 90 psi, with freight remaining at 70 psi.
In such circumstance the main reservoir is set to 110 psi.
 Trains that operate in mountain regions may have the main reservoir set to 140 psi, in order to
give extra braking capability.
 The passenger communication connection to the brake system is termed the “signal pipe”.

In the above diagram the train signal line (passenger communication cord) and brakes on leading /
trailing trucks have been omitted for clarity. A full version of the US system may be found below.
Note that the above schematic includes an independent brake valve, or locomotive air brake valve,
that applies the locomotive and tender brakes independently of the train itself. Such facility is useful
when working light engine or when the slack in the train couplings needs to be carefully managed.
An air reducing valve enables the locomotive air brake to operate at a pressure of 45 psi. The
reducing valve is essentially another feed valve, but is separately named to avoid confusion. The
reducing valve applies to the locomotive brake, the feed valve to the train brake.

2.1.4 Air Brake System : US Full Image
[Source : The Westinghouse E-T Air Brake Instruction Pocket Book, via Wiki]
Components in diagram:
Item Type
Automatic Brake Valve H-6
Independent Brake Valve S-6
Feed Valve B-6
Reducing Valve C-6
Steam Compressor Governor Duplex SF
Distributing Valve No. 6
2.1.5 Modern Air Brake Systems

In addition to absorbing some of the North American practice, many modern systems employ a “two
pipe” system whereby the auxiliary reservoirs are directly charged from the main reservoir, via a main
reservoir pipe that goes the whole length of the train, as opposed to being charged from the train pipe,
in order to give a quicker release of the brakes.
Some systems now employ EP brakes, that use electrical connections to access the triple valves,
rather than rely on the drop in train pipe pressure to so apply them. Such systems also have the
conventional train pipe system to act as a backup in the event that the electrical connections should
fail.
Air brake systems on UK steam locomotives used on main line excursions can be quite complex,
needing to accommodate both air and vacuum braked stock.

2.2 BRAKE CYLINDER

2.3 AIR RESERVOIRS
2.3.1 Main Reservoir

2.3.2 Auxiliary Reservoir

2.3.3 Equalising Reservoir
The purpose of this reservoir is to allow the Driver greater control of brake applications. In essence
the train pipe is too long for a small reduction in pressure to be registered on the brake gauge. Hence
the need for a reservoir that will show the correct brake pressure being applied as soon as the brake
is set.
The need for this device requires a degree of explanation, especially since there is nothing
comparable in the vacuum brake system and not all air braked locomotives have one. As has been
done before, we need to be sure that we actually understand the problem before attempting to work
out the solution.
In a vacuum braked system the Driver can set the brakes by destroying, say, 10” of vacuum. This
represents a 50% loss of train brake pressure and is readily revealed on the vacuum gauge visible in
the cab of the locomotive. One if the advantages of the air braked system is that it is possible for the
Driver to make very precise brake applications, and as such, he may elect to set the brake at, say, 5
psi. Given that the train brake pressure is at 70 psi (in some locomotives it can be as high as 90 psi),
then this drop in pressure represents a loss of some 7%. Even a reduction of 10 psi would only make
a loss of 14%, which is far less than the 50% drop experienced in the vacuum braked system.
It takes a finite time for the drop in air pressure to register on the air brake gauge in the cab of the
locomotive. Hence even though the Driver has set the brakes at 5 psi, such may not be immediately
registered on the gauge. The Driver may then, mistakenly, believe the brakes have not been set and
then take out more air pressure, perhaps making an emergency brake application as a full 20 psi is
taken out of the system. Such can not only cause unnecessary damage and slow downs, but the time
taken to release the brakes can also be significant, especially when long trains are in use.
What is required is a mechanism that allows the Driver to see the result of his brake application
immediately that it is made. For this reason another small air reservoir is connected to the Driver’s
brake valve at train pipe brake pressure. Given that this reservoir is small it follows that a small brake
application will immediately be reflected in the pressure of the reservoir. Hence if the air brake gauge
is connected to this reservoir in some fashion, then that gauge will reflect the air pressure as set by
the Driver. If we then connect this reservoir to the train brake pipe by means of an equalising valve,
then that valve will ensure that the pressure in the train pipe small reservoir will match that of the
small reservoir.
The term equalising reservoir is given to the small reservoir attached to the Driver’s brake valve,
and is something of a misnomer since it does not actually equalise anything, it is the associated
equalising valve that does the equalising function, matching the pressure in the train pipe to that in the
small reservoir. Perhaps a better term would have been “Driver’s brake valve reservoir”, but we are
stuck with the standard term.
It may be noted, therefore, that the train pipe air brake pressure gauge is often connected to the
equalising reservoir, and not to the train pipe itself. In such instance the train pipe pressure is
determined indirectly, as opposed to the direct reading taken from the main reservoir. In other
instances the train pipe air brake pressure gauge is directly connected to the train pipe but a separate
gauge is supplied for the equalising reservoir, so the Driver still knows what is going on and in greater
detail than would otherwise be possible. Having two such gauges means that the Driver can judge the
timing of the train brake being applied to a greater degree of accuracy than simply relying on the
single gauge.
It is also the case that the equalising reservoir ensures the brake application is uniformly applied
throughout the train, even if the Driver tries to “see saw” the brake. The equalising valve effectively
damps out any such rapid changes.
The equalising reservoir valve may be seen either as a separate component or as one inbuilt with the
Driver’s brake application valve, depending on the design employed.

3 AIR BRAKE AUXILIARIES
3.1 SIMPLE AIR PUMP
The air pump or compressor is steam operated and generates the air pressure to populate both the
reservoir on the locomotive and also throughout the train.
It consist of two centrally aligned cylinders sharing a common double ended piston, one piston head in
each cylinder. One cylinder is operated as a basic steam engine, with steam being supplied and
exhausted from each end in turn, as with that for a steam locomotive. The other cylinder is operated
by the steam cylinder, and admits air from one end, and compresses and exhausts it at the other end,
in turn at each stoke of its piston. The exhausted and compressed air is passed to the main air
reservoir.
It should be appreciated that the steam cylinder acts as a separate steam engine in its own right, and
is every much an engine as the cylinders and pistons that operate the driving wheels of the
locomotive. As such the air pump steam engine requires its own valves and valve gear for its
operation, as well as lubrication and cylinder cocks. The only difference is that the output from the
steam cylinder only has to drive a small air pump, and as such does not require the use of the
expansive property of the steam, nor does its movement necessarily follow the same pattern of simple
harmonic motion as seen with the driving wheel cylinders.
The location of air brake pumps on a locomotive is largely determined about where room can be
found to put them, and also in consideration to their weight. In most cases they are located on the left
side of the locomotive looking towards the front, but may also appear at the front of the smokebox, at
the side of the smokebox or even over the leading truck itself.
The compressed air from the pump will be at a high temperature, for which reason it is normally
necessary to pass the compressed air through a cooling system, typically a set of air cooled hairpin
pipes, before entering the main reservoir. The reason for doing this is that as the air cools, so its
pressure will drop and that could result in a false brake application. Due to the high temperature in the
air cylinder there is no need for a drain cock for that cylinder, as any water vapour will be held in
vapour form. However, with the cooling of the air in transit to and in the main reservoir, it is necessary
to have a drain cock for the main reservoir.
Note that some air pumps are of a compound type, and that there may be two pumps on the
locomotive, each if which may a compound one. Where two pumps are fitted it may be possible to run
one or both of them, and there is typically some degree of interconnection between dual pumps with
additional shut off valves.

3.1.1 Schematic Diagram of Simple Air Pump

3.1.2 Photo of Simple Air Pump

3.2 CROSS COMPOUND AIR PUMP
A cross compound air pump uses both high and low pressure steam and air for it operation. It it
constructed as a dual pair of chambers, namely:
 High pressure steam and low pressure air

 Low pressure steam and high pressure air
High pressure steam is taken from the boiler to the high pressure steam chamber where, by means of
a piston, it compresses its associated air in the low pressure air chamber. On the return stroke this
low pressure air is passed into the high pressure air chamber, with the high pressure steam being
exhausted into the low pressure steam chamber. The air is then compressed to a high pressure and
passed to the main reservoir.
The lubrication for a cross compound air pump should be set at about two to four drops l per minute.

The following air pump variation was built in Poland, and fitted to an S160 locomotive in the UK.

3.3 AIR PUMP WORKINGS
The actual workings of the air pump are explained below. As in other areas we need to be sure that
actually understand the problem before we try to understand a particular solution.
3.3.1 Steam Cylinder

The problem we have is almost identical to that encountered in the cylinders that link to the driving
wheels of the locomotive, namely how to control the admission and exhaust of steam in a double
acting cylinder. Hence it is clear that we shall need:
 A valve to control the admission and exhaust of steam at both ends of the cylinder
 A valve gear of some sort to operate the valve
 A means of driving the valve gear from the motion of the piston rod
In addition we require that valve be a balanced valve in order to avoid the situation of having full
steam pressure on the valve at all times.
Other standard considerations are also required:
 A means of providing lubrication to the cylinder
 Some form of cylinder cocks to draw off any steam that has condensed as water. Since any
water above the piston can be exhausted to the atmosphere, it is only necessary to provide a
drain cock the lower part of the cylinder.
Since the output of this small steam engine (for that is what it is) is only going to be driving another
double acting cylinder, this time with air as the medium, we do not need to make expansive use of the
steam and a simple valve open / valve closed mechanism would be sufficient.
The solution adopted is seemingly complex, but at the same time is quite elegant. The valve supplied
is actually composed of three valves, namely:
A reversing valve, of slide valve construction
A main valve, of piston valve construction and with heads of different sizes
A distribution valve, of slide valve construction
The distribution valve is the valve that controls the admission and exhaust of steam in the cylinder in
the normal manner of a slide valve, i.e. outside steam admission and inside exhaust.
The movement of the distribution valve is controlled by the main valve, and is essentially set within the
latter.
The main valve is a piston valve and hence is properly balanced in terms of extant steam pressure.
However, since the heads of this valve are of different areas, the presence of steam between the
heads will cause the valve to move to the side of the larger head (let as assume this is to the left).
Movement back to the right side is controlled by the reversing valve that, by covering and uncovering
associated ports in the whole valve assembly, allows steam pressure to push the main valve to the
right.
The reversing valve is a small valve that is directly operated by the valve gear. This works in a
passive/active fashion in that it actually only functions in a single direction. As mentioned previously it
pushes the main valve to the right (active), but does not push it to the left (passive), relying instead on
the differential pressures on the piston heads to cause that movement.
All that now remains is to discuss how the valve gear operates the reversing valve, since the
movement of the other two valves is now automatic.
With the valve gear on a locomotive we have a connecting rod that operates the driving wheel, to
which wheel is also attached an eccentric that drives the valve gear which in turn operates the valve
that controls the events in the cylinder that rotates the wheel.

A similar solution is used here, except that we do not need to convert linear motion to rotary motion
and vice versa. We can keep a linear motion throughout the exercise which greatly simplifies the
design of the valve gear.
A suitable source of power for the reversing valve is the piston and piston rod themselves. The piston
is fitted with a small concentric circular plate, known as a reversing plate, the piston rod itself being
hollow. Inside the hollowed cavity is fitted a reversing rod which has a button at its lower end and is
connected to the reversing valve via a collar at its upper end.
On the upward stroke the reversing valve is in its lower position. In this position the valve is in its
passive aspect and the pressure difference between the heads of the main valve cause the
distribution valve to move to the right, allowing steam to enter the lower part of the cylinder and move
the piston upwards.
As the piston moves upwards towards the end of its stroke the reversing plate makes contact with the
collar on the reversing rod and moves the reversing valve to its upper position. In this position the
valve is in its active aspect and the pushes the main valve and hence the distribution valve to the left,
thereby opening the lower part of the cylinder to exhaust and the upper part to steam.
As the piston then moves downwards towards the end of its stroke the reversing plate makes contact
with the button on the reversing rod and moves the reversing valve to its lower position. In this
position the valve is once again in its passive aspect and the distribution valve is caused to move to
the right, thereby opening the upper part of the cylinder to exhaust and the lower part to steam and
move the piston upwards as before.
There is still one item left to discuss in this section, namely why does the reversing valve not fall under
its own weight as soon as the piston begins its downward stroke? The answer is that the reversing
valve is actually placed inside a small steam chest, as indicated in the diagram, such serving two
purpose. Firstly the steam pressure in the chest is sufficient to keep the valve in position as the piston
goes on its downward strike, and secondly the chamber provides the steam necessary to move the
main valve to the right. This chamber is supplied by steam on the upward stoke of the piston, with
sufficient steam pressure remaining in the chamber on the downward stroke to keep it in position even
though much of the chamber has been exhausted in moving the main valve.
3.3.2 Air Cylinder

The air cylinder operates in the standard manner of a lift pump and requires its own lubrication filler
cap.
On the upward stroke a partial vacuum is formed underneath the piston which causes air to be drawn
in from the atmosphere, via a filter, to the lower part of the cylinder. The air in the upper part of the
cylinder is compressed by the movement of the piston into the enclosed space and when the pressure
of this air exceeds that of the main reservoir the discharge valves open and air is pumped into the
reservoir.
On the downward stroke the reverse happens with air being drawn into the upper part of the cylinder
and the air compressed in the lower part of same and then delivered to the main reservoir as before.
No drain cocks are needed for the air cylinder since the compressed air is at a high temperature and
can absorb any water vapour. This water vapour may condense in the pipes leading to the main
reservoir, in which case the pipes will need a drain cock, or be condensed within the main reservoir
itself, which must have a drain cock fitted.

3.3.3 Schematic Diagram for Air Pump Up Stroke

3.3.4 Schematic Diagram for Air Pump Down Stroke
3.3.5 Operational Considerations

The main reservoir needs to be maintained at it operating pressure. It should not be overcharged
hence a means is required to automatically turn the steam supply to the steam cylinder on and off in
response to the extant pressure of the main reservoir. This requirement is satisfied by fitting an air
governor to the steam supply for the steam cylinder, the governor being directly connected to the main
reservoir and set to operate at the main reservoir working pressure.
Clearly steam oil needs to be supplied to the steam cylinder and ordinary lubricating oil to the air
cylinder.
The cylinder cocks for the cylinders are manually operated and need to be opened before starting up
the pump so that any condensed water may be extracted from the cylinders.

3.3.6 Photos of Air Pump

3.4 AIR GOVERNORS
An air governor is a spring loaded device for keeping the main reservoir at a predetermined pressure
by controlling the action of the air pump that feeds the main reservoir. As soon as that pressure has
been reached the pump is automatically stopped by the governor shutting of the steam supply to the
pump. When the pressure drops below the predetermined level the governor opens up the steam
supply and the pump resumes operation.
A governor essentiality consists of two valves (an air valve, known as a pin valve) and a steam valve,
two springs (one for each valve) and associated piping. Note that there is no direct contact between
the two valves, such indirect contact being effected by the volume of reservoir air between them.
The key to understanding the mechanism is to appreciate the relationship between the seat of the
spring controlled steam valve and the seat (diaphragm) of the spring controlled pin valve.
The position of the steam valve is dictated by three factors, namely:
 Tension in steam valve spring

 Steam pressure under the steam valve
 Main reservoir pressure over the steam valve
The position of the pin valve is dictated by two factors, namely:
 Tension in the regulating spring

 Main reservoir pressure under the governor valve

Initial situation
The regulating screw of the governor is set so that the tension in the regulating spring is at the correct
level for the main reservoir in question.
With no air pressure the pin valve is forced down on its seat and the diaphragm of the pin valve is
forced down off its seat. With no steam pressure the steam valve is forced down onto its seat. The
default situation, therefore, is that the pump is on until such time as it is turned off, as opposed to the
other way round. Were it not for this default position, of course, the pump would never receive any
steam and hence the main reservoir would never be charged up.
Two governors are here described.
 Simple governor
 Duplex governor

3.4.1 Simple Governor
A standard, or simple, governor keeps the main reservoir at a pressure of around 90 psi (UK) or 110
psi (US).
The manner of operation is as follows:
 Open steam valve:
The steam supply valve is opened, and steam passes from the steam supply pipe, pushes up
the steam valve controlled by the steam valve spring, and thence to the air pump.
 Main reservoir pressure less than reservoir rating:
With the pump working the pressure in the main reservoir will rise. Since the air pressure is

insufficient to overcome the spring resistance of the pin valve, the latter thereby remains in
the closed position. The steam valve remains open, resulting in steam passing from the boiler
through the governor and hence to the pump.
A monitoring feed is taken from the reservoir and fed back to the governor and applied under
the diaphragm of the pin valve.
 Main reservoir pressure greater than reservoir rating:
When the air pressure exceeds that implemented by the regulating screw, the diaphragm lifts
and thereby forces the pin valve upward, in its turn allowing reservoir air to act on the upper
surface of the steam valve, forcing it downward and thereby shutting off the steam supply
from the boiler to the pump and hence shutting the pump off.
 Subsequent main reservoir pressure less than reservoir rating:
When the main reservoir pressure subsequently falls below that determined by the regulating
spring, the tension in the regulating spring forces the diaphragm down, shutting off the air
supply to the chamber above the piston of the steam valve. The excess air in this chamber is
slowly vented out to atmosphere via the air discharge outlet. This loss of pressure over the
steam valve, combined with the pressure of the steam supply under the steam valve, is
sufficient to lift the steam valve so that the steam supply to the air pump is once again
restored and the pump is turned on.
Summary
Main reservoir Governor details Resulting action

pressure
< 90 psi Pin valve moves down
Air above steam valve Discharges to
atmosphere
Low air pressure above steam valve allows the
steam valve spring to push the steam valve up
Steam valve opens Pump turns on
> 90 psi Pin valve moves up

High air pressure above steam valve forces it
down
Steam valve closes Pump turns off

3.4.2 Duplex Governor
A development in North America of the simple governor is the duplex governor which allows the
main reservoir to be set at either one of two pressures. This operates on the same principle as the
simplex governor, with the addition of another pin valve.
The first, or low pressure governor, is known as the excess pressure governor and is used in normal
operation when the brakes are off (namely the automatic brake valve in release, running or holding
positions). In such circumstance the feed valve is set to 70 psi, the excess pressure regulating spring
at 20 pounds, to give a main reservoir pressure of 90 psi. The pump is now under the control of the
low pressure governor.
This second, or maximum pressure governor, is used when the brakes are being applied (namely
the automatic brake valve in lap, service or emergency positions). In such circumstance the main
reservoir is allowed to pump up to a pressure of some 130 psi. During a brake application the feed
from the automatic brake valve is shut off, resulting in the excess pressure governor shutting off
(regulating pin moves to the down position under the action of its spring). The pump is now under the
control of the maximum pressure governor. When the brakes are subsequent released the high
pressure in the main reservoir allows the train pipe, and hence the auxiliary reservoirs, to be filled
more quickly, resulting in a more rapid release of the brakes.
Note that after a brake application the pump is operating and the main reservoir rises to 130 psi at
which level it is maintained. When the brakes are released the main reservoir is still at 130 psi, but the
connection to the excess pressure governor has now been restored, whereupon the pump is turned
off. As the pressure in the main reservoir subsequently falls the main pressure governor is shut off,
leaving the pump under the full control of the excess pressure governor as before.

(adapted from Project Gutenberg, Traveling Engineers Association, 1919)
The “Excess Pressure” governor (light regulating spring set to 20 pounds) is on the left in the above
diagram, with the “High Pressure” or “Maximum Pressure” governor (heavy regulating spring set to
130 pounds) on the right hand side.
(Note that this view is actually inconsistent in that it shows both pin valves and the steam valve to be
in the open position. Such is not possible.)
The following table shows two scenarios:

Automatic Brake Valve in Release Position

pressure
< 90 psi Maximum pressure pin down

Main reservoir connection Shut
Excess pressure pin valve moves down
atmosphere
> 90 psi Maximum pressure pin down

Excess pressure pin valve moves up
down
Automatic Brake Valve in Service Position

pressure
< 130 psi Maximum pressure pin down

Excess pressure pin valve position irrelevant
atmosphere
> 130 psi Maximum pressure pin up

Main reservoir connection Open
Excess pressure pin valve position irrelevant
down

3.5 TRIPLE VALVE
Problem Statement:
When the Driver makes a brake application, and releases air through the brake valve assembly
1 from the train pipe, a very significant amount of air would have to be released in order to apply the
brakes throughout the fitted train, and thereby have a delayed effect upon such braking of the train.
A consequence of this delay is that the brakes would be applied in a non-uniform manner, being
2 applied more quickly to the front of the train than to the rear, with attendant risk of a breaking a
coupling.
Problem approach:
A means is found of supplying each vehicle in the train with its own local air supply to activate the
1
brake piston.
The application of the Driver brake valve does not directly apply the brakes on the train, rather it
2 does so indirectly by sending a “message” down the train pipe for the local air supplies to be
brought into operation.
The key to understanding the action of the Triple Valve is to appreciate that its operation is determined
by the differential pressure between the train pipe pressure and that of the auxiliary reservoir. These
actions may be summarised in the following table:
Auxiliary Reservoir
Train Pipe Pressure Triple Valve Action
Pressure
Low High Apply brakes
High Low Release brakes

3.5.1 Schematic Diagram
3.5.2 Basic Operation

The relative volume of the auxiliary reservoir to a brake cylinder is about 2.5 . Hence one pound from
the auxiliary reservoir makes about 2.5 pounds in the brake cylinder (Boyle’s Law).
The basic means of operation may then be appreciated as follows.
 Initial situation: Auxiliary reservoir fully charged and the brakes released.
Auxiliary Reservoir Brake Cylinder

Pressure Pressure
70 psi 70 psi Release brakes 0 psi
 Apply brakes: Reduce train pipe pressure by 10 psi.

Pressure Pressure
60 psi 60 psi Apply brakes 25 psi
 Release brakes: Recharge train pipe pressure by 10 psi.

Pressure Pressure
70 psi 70 psi Release brakes 0 psi

3.5.3 Triple Valve Problems
It has been stated elsewhere that successive applications of the air brake can result in all the air being
exhausted from the auxiliary reservoirs to the extent that no air is available for a subsequent
immediate requirement. To see why this happens the following analysis may be studied.
Suppose that a 10 psi brake application is made to a train pipe set at 70 psi.

Pressure Pressure
60 psi 60 psi Apply brakes 25 psi
The brakes are then released, to give the following table, derived during the time that the auxiliary
reservoir is recharging itself from the train pipe.

Pressure Pressure
70 psi 60 - 70 psi Release brakes 25 reducing psi
Now suppose that a brake application of 5 psi is made before the auxiliary reservoir has had time to
fully recharge itself, say only to a level of 63 psi. We now have the following situation:

Pressure Pressure
65 psi 63 psi Release brakes 25 reducing psi
Since the train pipe pressure (65 psi) is greater than the auxiliary reservoir pressure (63 psi) the Triple
Valve stays in the release position.
If another 5 psi train pipe reduction is effected, the following situation ensues:

Pressure Pressure
60 psi 63 psi Apply brakes 7.5 psi
Since the train pipe pressure (60 psi) is now less than the auxiliary reservoir pressure (63 psi) the
Triple Valve moves to the brake application position. However, since the pressure differential is only 3
psi, just 7.5 psi of pressure is developed in the brake cylinders, significantly less than the desired
pressure.
Two rapid reductions of 5 psi in the train pipe (7.5 psi) does not give the same reduction as a single
10 psi reduction (25 psi) if the auxiliary reservoirs are not given the necessary time to recharge
themselves. Indeed, continual rapid application of the air brake will deplete the air in the auxiliary
reservoirs since the train pipe pressure becomes lower and lower, with the auxiliary reservoirs trying
to match that low pressure, until they run out of air altogether.
3.5.4 Uncoupling a locomotive from a train

It is stated elsewhere that whenever a locomotive is uncoupled from its train that the air in the train
pipe must be fully discharged. On no account should the angle cock in the air hose be closed so that
the air remains “bottled” in the train pipe. At first sight this seems to be a rather curious requirement.
Given the time that it takes to recharge the train pipe of a long train, surely it can only be common
sense and good practice to conserve the air and thereby enable a quick release of the brakes when
the locomotive is subsequently re-coupled to its train?

In an ideal world that would indeed be the case, however, the possible presence of a leak in one of
the auxiliary reservoirs of the consist can create a potentially dangerous situation for a modern air
braked train.
Old System
With the old system of auxiliary reservoirs, i.e. those that only contained a service reservoir, a leaking
cylinder would release the brakes on that one car. The reasoning is that once the Triple Valve
detected that the train pipe pressure was greater than that of the auxiliary reservoir, due to a leak from
the latter, the Triple Valve would move to its release position and thereby vent the brake cylinder to
atmosphere. The other cars in the train, however, keep their brakes on.
Modern System
The new of auxiliary reservoirs have two compartments, namely a service reservoir and an
emergency reservoir, the latter to compensate for the situation where a Driver makes a series of rapid
brake applications. Even if all the service air has been discharged there is sufficient air in the
emergency reservoir to effect one final brake application.
However (here it comes!), in order to accelerate brake release, some of the more modern systems
use some of the emergency reservoir air to pump up the train pipe and thereby release the brakes
more quickly.
In the situation of a leaky auxiliary reservoir the brakes will be released as in the former case.
However, since it now puts some of its emergency air into the train pipe, the Triple Valve of the next
car concludes that, since the train pipe pressure is greater than its auxiliary reservoir pressure, it
should immediately release its own brakes. The next car to that one also comes to the same
conclusion, in which event a single leaking auxiliary reservoir in a train can result in the brakes of the
whole train being released.
Needless to say, giving a coal / oil / mineral train of three or four thousand tons a mind of its own is
never a good thing!
Hence the rule that the train pipe must be fully discharged whenever a locomotive is uncoupled from
its train.
Various braking scenarios are illustrated below:
 Initial brake on position
 Brake on
 Lap position
 Emergency application

3.5.5 Schematic Diagram for Triple Valve Brake Off
The sequence of events is as follows (refer to above diagram):
 Train pipe pressure increases
 Triple valve components move to the right
 Air flow from train pipe to auxiliary reservoir via the feed groove

3.5.6 Schematic Diagram for Triple Valve Initial Brake On
 Drop in train pipe pressure occasioned
 Piston valve and graduating valve move to the left
 Slide valve remains in position
 Graduating valve opens the internal air passage within the slide valve

3.5.7 Schematic Diagram for Triple Valve Brake On
 Triple valve components move to the left
 Air flow from auxiliary reservoir to brake cylinder via the slide valve

3.5.8 Schematic Diagram for Triple Valve Brake Lap
 Train pipe pressure equal to auxiliary reservoir pressure
 Triple valve components remain in position
 No air flow to or from the brake cylinder

3.5.9 Schematic Diagram for Triple Valve Emergency
 Triple valve components move to the left with piston valve face against the left hand side of
the unit
 Air flow from auxiliary reservoir direct to brake cylinder

3.5.10 Developments Of The Triple Valve
Various developments of the basic triple valve have taken place, most notably the Quick Action
Triple Valve and the Improved Triple Valve.
In the Quick-Action Valve air is taken from the train pipe in an emergency situation to supplement that
from the auxiliary reservoir to give a quicker application of the brake.
In the Improved Triple Valve the object was to ensure a near simultaneous application of the brake
throughout the train when in normal operation. The technique is quite ingenious and again relies on
air being taken from the train pipe. Each triple valve is fitted with a bulb, the volume of which is related
to the size of the train pipe in use. When the Driver makes an application of the brake the first triple
valve behaves as per normal, but also admits air from the train pipe into the volume occupied by the
bulb on the valve. This volume of air causes a small reduction in the train pipe pressure, which is
sensed by the next triple valve in sequence along the train pipe. The next valve then also performs as
normal, taking air from the auxiliary reservoir to apply the brake, but again takes a little more air out of
the train pipe into its bulb, thereby now causing two minor reductions in air pressure. And so on along
the whole length of the train pipe.
If P is the drop in pressure occasioned by the Driver brake valve, and dP is the drop in air pressure
due to the bulb arrangement, then the final air pressure at the end of the pipe will be P + (n-1) * dP
where n is the number of triple valves on the train.
Since the rate of brake application is proportional to the drop in air pressure, it may be seen that by
having a progressively lower pressure along the train pipe that the later valves in sequence will apply
the brake slightly sooner than the earlier valves in sequence, thereby giving an (almost) simultaneous
application of the brake throughout the train.

3.6 DISTRIBUTING VALVE
In some instances the triple valve and auxiliary reservoir on the locomotive / tender may be replaced
by a distributing valve that performs the same function. This valve is fed from the main reservoir and
has internal chambers within its construction that enable it to perform in essentially the same manner
as the triple valve / auxiliary reservoir combination. The valve consists of two main portions, namely
the application portion and the equalising portion. Location of the distributing valve can vary, but is
often under the footplate on the Driver’s side of the locomotive.
The understanding of the distributing valve is more complex than for most other valve applications.
The reason is that the whole operation of the distributing valve is controlled by pressure differences
detected by two self adjusting, spring loaded and pressure sensitive piston valves that, in their turn,
control smaller slide valves that open and close various ports in the valve body. Normally, when a
Driver makes a valve application, various things happen and remain in that state until such time as the
Driver chooses to change it. With the distributing valve, however, things happen when the Driver
requests it, upon the completion of which the valve will often automatically move to another
disposition. This latter disposition is then, in itself, automatically maintained by further self adjustments
within the valve body. As such, it may be said that the distributing valve is a sophisticated and
mechanical equivalent of a more modern computer controlled system.
The distributing valve has an air safety valve associated with it. The purpose of this valve is two fold,
namely:
 To prevent an abnormally high brake cylinder pressure from developing
 To act as a high speed reducing valve for the locomotive brake cylinders, especially in an
emergency situation.
Note that the discussion on this valve needs to be viewed in conjunction with the whole air brake
system. In particular the brakes are applied through the distributing valve but released through the
Engineer’s brake valve. Interestingly enough the locomotive brakes are not released when the brake
valve is in the release position, but rather when the brake valve ism in the running position. The
release position only releases the brakes on the train, and is equivalent to the holding position.

[Source: Westinghouse No.6 ET Locomotive Brake Equipment, 1921]
Key to connections:
Abbreviation Description
MR Main Reservoir Pipe
2 or II Application Cylinder Pipe
4 or IV Distributing Valve Release Pipe
BC Brake Cylinder Pipe
BP Brake Pipe (Train Pipe)
The following diagrams show the construction of the distributing valve. The first one shows a cut away
photograph of such a valve, and the second one shows a schematic diagram of same. The latter
diagram has been simplified in respect of the pipe connections.
The main reservoir pipe (physically to the left of the diagram and marked as “a”) snakes its way inside
the valve to the right hand side over the slide valve. The application cylinder pipe (marked as “h”)
similarly snakes its way inside the valve to its outlet.
The schematic diagram is used to illustrate the various functions of the valve.
The application chamber is smaller then the pressure chamber so that a given amount of air from the
pressure chamber will give a significantly higher pressure in the application chamber, such being by a
factor of around 2.5.

(The Author is indebted to the Project Gutenberg library and for much of the source material in this
section).
[Adapted from Project Gutenberg, Traveling Engineers Association, 1919]

Various scenarios for brake application and release are described below, with reference to the
schematic diagram.
Note that the holding position is equivalent to the release position once completed, which is itself
equivalent to the running position once it has completed (such being due to the self adjusting nature
of the valve).
Brake release is effected via the Driver’s automatic brake valve, and bypasses the distributing valve.
Brakes are applied through the distributing valve, and released via the Driver’s automatic brake valve.
 Service brake application
 Release application

 Running Position
 Emergency application
 Independent brake application
 Braking Scenarios

3.6.1 Service Brake Application
 Drop in brake pipe pressure occasioned
 Equalising piston moves to the right
 Graduating valve moves to the right
 Equalising slide valve moves to the right
 Air flow from pressure chamber to application chamber and hence to application cylinder
 Application piston moves to the right

 Application valve moves to the right
 Main reservoir air enters the cylinder brake pipe to effect brake application
(now refer to diagram for brakes off for diagram, as required):
 When brake pipe pressure is slightly greater than that in the pressure chamber the equalising
piston and graduating valve both move to the left, closing off the connection between the
application chamber and the application cylinder
 When the brake cylinder pressure is slightly greater than that in the application cylinder the
applications piston and application valve both move to the left, closing off the connection
between the main reservoir air supply and the brake cylinder
The distributing valve is now in its lap position.
Air leakage from Brake Cylinder
Note that any leakage from the brake cylinder is accommodated by the application valve moving once
again to the right, and thereby allowing main reservoir air to top up the loss of air in the brake cylinder.
Once the brake cylinder pressure has been restored the application valve again moves to the left,
cutting off the main reservoir air supply as before.
Release of Locomotive Brake while maintaining the Train Brake
To release the locomotive independent brake after an automatic service application it is only
necessary to put the handle of the independent brake valve to the release position. In this position the
application cylinder vents to atmosphere, via the exhaust port of the independent valve, and thereby
releases the locomotive brake. However, the equalising piston stays in the same position as before
and thereby maintains the brake pipe at the same pressure, with the train brakes remaining applied.

3.6.2 Release Application
 Main reservoir air flows directly to the brake pipe, via the Engineer’s brake valve, and
bypasses the distributing valve altogether
 Brake pipe pressure increases
 Equalising piston moves to the left
 Graduating valve moves to the left
 Application chamber open to distributing valve release pipe
 Application cylinder open to distributing valve release pipe

 Air in application chamber and application cylinder held by position of Engineer’s brake valve
 Locomotive brakes remain applied while train brakes are being released

3.6.3 Running Position
The brake valve being moved to the running position, after having first been moved to a release or
holding position after a brake application:
 The Engineer’s brake valve has a port, in this position, that opens the distributing valve
release pipe to exhaust
 Application chamber open to exhaust
 Application cylinder open to exhaust
 Application piston moves to the left

 Application valve moves to the left
 Main reservoir air shut off from access to brake cylinders
 Brake cylinders open to exhaust through the distributing valve

3.6.4 Emergency Application
 Sudden reduction in brake pipe pressure
 Equalising piston moves to the extreme right
 Graduating spring is compressed
 Application chamber is shut off
 Pressure chamber air flows only to the application cylinder
 Application piston moves to the extreme right

 Application valve moves to the extreme right
Note that the rapid application of the brake is effected through the bypassing of the application
chamber.
There is a port in the Engineer’s brake valve, termed the “blow down timing port”, through which main
reservoir air flows to the application cylinder. This air passes via the application cylinder pipe and
causes a rise in the application cylinder to the pressure set by the air safety valve (68 psi).
Some distributing valves (not the one shown above) have a quick action cap, located on the brake
side of the valve, to assist in venting the brake pipe pressure to atmosphere.

3.6.5 Independent Brake Application
Move the independent brake handle to the brake application position
 Air from the reducing valve pipe, via the application cylinder pipe, is admitted to the
application chamber and application cylinder
 Application piston moves to the right
 Application valve moves to the right

Return the independent brake valve handle to the release or running position
 Exhaust port of independent brake valve, via the application cylinder pipe, connects to the
application cylinder
 Air is exhausted from the application cylinder and application chamber via the independent
brake valve
 The application piston and application valve both move to the left
 Exhaust valve moves to the left
 Brake cylinder air exhausts to atmosphere and thereby releases the brakes
Note that the position of the equalising piston and graduating valve are not affected during this
operation.

3.6.6 Braking Scenarios
The relative volume of the pressure chamber to the application cylinder and chamber is almost the
same as that of the auxiliary reservoir to a brake cylinder, namely about 2.5 times. Hence one pound
from the pressure chamber makes about 2.5 pounds in the application cylinder and chamber (Boyle’s
Law).
In the following discussion it is assumed that standard brake pipe pressure is 70 psi.
Scenario #1 : Initial situation, brakes released
Component Pressure
Brake pipe 70
Distributing valve pressure chamber 70
Distributing valve application chamber 0
Distributing valve application cylinder 0
Brake cylinders 0
Discussion:
The pressure chamber is in communication with the train pipe, hence both have the same pressure of
70 psi.
The brakes are released, hence the associated pressures are at 0 psi.
Scenario #2 : A service reduction of 10 psi
Component Pressure
Brake pipe 60
Brake cylinders 25
Discussion:
A 10 psi reduction in a brake pipe pressure of 70 psi clearly gives a resulting pressure of 60 psi in the
train pipe (70 = 60 – 10).
Since the pressure chamber is in communication with the train pipe (this is how the pressure chamber
gets its pressure reduction) the pressure in the chamber must also become 60 psi.
Because of the multiplying factor of 2.5, the 10 psi reduction in train pipe pressure will give a pressure
of 25 psi in the application cylinder and application chamber (2.5 * 10 = 25).
The pressure in the brake cylinder becomes that of the application cylinder pipe, which gives a brake
cylinder pressure of 25 psi.

Scenario #3 : Brake handle in holding position after a service reduction of 10 psi
Component Pressure
Brake pipe 60
Distributing valve pressure cylinder 25
Brake cylinders 25
Discussion:
In the holding position the brake system is in a lap situation, hence the pressures remain the same as
in the service application.
Scenario #4 : Brake handle in emergency position after an emergency application
Component Pressure
Brake pipe 0
Brake cylinders 68
Discussion:
In an emergency application the train pipe is fully exhausted to 0 psi.
In the extreme situation of an emergency application the air in the pressure chamber flows directly to
the application cylinder, with the application chamber being isolated. Main reservoir air then flows
directly to the brake cylinders via the application cylinder pipe.
Due to the safety valve being set at 68 psi, it follows that the pressures in the pressure chamber,
application cylinder and brake pipe must all become 68 psi.

Scenario #5 : Brake handle in holding position after an emergency application
Component Pressure
Brake pipe 70
Distributing valve application chamber 12 to 15
Distributing valve application cylinder 12 to 15
Brake cylinders 12 to 15
Discussion:
In this situation the train brakes are released, but the locomotive brakes remain applied.
Recharging the train pipe gives the train pipe and the pressure chamber the same pressure of 70 psi.
Note that brake release is effected via the Engineer’s automatic brake valve, and bypasses the
distributing valve.
The pressures in the associated application chamber, cylinder and brake cylinder fall to around 15 psi,
which is all that is necessary to secure the locomotive.

3.7 FEED VALVE
The purpose of this valve is to automatically maintain the required air pressure in the train pipe and is
designed to overcome leakage in the train pipe with the brake handle kept in the Running position. It
takes the requisite amount of air from the main reservoir to top up that in the train pipe. The valve
consists of two main portions, namely the supply portion and the regulating portion.
3.7.1 Feed Valve Open
 Main reservoir air enters the supply valve chamber
 The supply valve piston moves to the left
 Pressure of regulating spring pushes the diaphragm to the left
 The regulating valve is pushed open

 Main reservoir air passes to the feed valve pipe
3.7.2 Feed Valve Closed
 Pressure in diaphragm chamber becomes greater than that of the regulating spring
 Pressure of diaphragm pushes the regulating spring to the right
 The regulating valve is pushed closed
 Main reservoir air is shut off from the feed valve pipe

3.7.3 Reducing Valve
The purpose of this valve is to reduce the main reservoir pressure to a fixed pressure (around 45 psi)
for use with the independent locomotive brake. It is called a “reducing valve” to distinguish it from the
feed valve supplying the automatic train brake valve. In point of fact they are largely interchangeable,
subject to the correct pressure being set in their respective regulating springs.

4 BRAKE VALVES
4.1 LOCOMOTIVE BRAKE VALVE
Up to three devices are connected to the brake valve assembly via appropriate piping, namely:
 Main reservoir
 Triple valve or distributing valve
 Train air brake valve (optionally)
There are five positions in which the brake valve may be set, given as follows:

4.1.1 Schematic for Locomotive Air Brake

4.1.2 Photo for Locomotive Air Brake

4.2 TRAIN BRAKE VALVE
The train air brake valve assembly consists of a handle attached to a hemispherical dome with a
sectored disc base in contact with a sectored valve body, the sectors of which connect with various
passageways within the assembly. The movement of the handle effects a rotation of the disc which
allows different passageways within the valve body to come into communication with each other. Note
that, as might be expected, there are variations in the design and use of this valve.
Four devices are connected to the brake valve assembly via appropriate piping, namely:
 Main reservoir
 Equalising reservoir (sometimes known as the brake valve reservoir)
 Regulating feed valve (between main reservoir and train pipe)
 Train pipe
The UK regulating feed valve is attached to the air brake valve and may be considered as part of that
total assembly.
There are five (six in some US implementations) positions in which the brake valve may be set, given
as follows:

4.2.1 Equalising Valve
An equalising valve is placed between this reservoir and the brake pipe, as shown in the photograph
above. In normal operation the pressure on either side of the valve is the same. When a service brake
application is made air is vented away from the top of the valve, which then rises to allow air to
escape from the train pipe though the exhaust port to atmosphere. Once the pressure below the valve
has dropped to that above the valve, the valve re-seats itself and the train pipe is once again isolated
from the exhaust port. In such manner brake applications are made using the reduction in air pressure
in the equalising reservoir (so called because it ensures equal pressure between the train pipe and
the brake application), rather than have the train pipe exhaust directly to atmosphere which would
cause a more severe brake application to be made.

4.2.2 Sample Schematic for Train Brake Valve

4.2.3 Photo for Train Brake Valve

5 COMPRESSOR
With diesel locomotives, the compressor takes the place of the air pump. The compressor may be
driven either by a fan belt driven by the crank shaft, or by an electric motor.
5.1 BELT DRIVEN COMPRESSOR
5.2 ELECTRIC MOTOR DRIVEN COMPRESSOR

6 SELF LAPPING BRAKES
The purpose of self lapping brakes is to allow the Driver to make a known brake application and then
leave the brake set at that level. Unlike the vacuum brake, which allows air to enter the brake
cylinders for as long as the brake valve is open, the self lapping air brake shuts itself off once the
requisite amount of brake pressure has been applied.
The valve essentially consists of the Driver’s brake handle and three chambers, identified as “A”, “B”
and “C” in the diagrams below, with “C” connected to the atmosphere, “B” to the brake cylinder and
“A” to the main reservoir. The pressure in a spring compressed by the brake handle controls the
means by which the self lapping mechanism is made to operate.
The main reservoir connects to the brake cylinder via the outside of a hollow stem valve, such
constituting the inlet valve of the mechanism. The brake cylinder connects to the atmosphere via the
centre the hollow stem valve.
In the “brake on” position the Driver’s brake handle screws down the controller onto the upper spring
which in turn depresses the hollow stem on to the lower spring, thereby opening the passageway A -
B past the inlet valve and the outside of the hollow stem, allowing air to pass from the main reservoir
to the brake cylinder.
Once the requisite brake pressure has been applied, and with the Driver’s brake handle in the same
position, the equalising of pressure between the brake cylinder and that provided by the spring results
in the diaphragm and stem valve lifting so as to shut off the inlet valve and thereby isolate the main
reservoir. Since the Driver can set the brake handle at any position, and thereby set a corresponding
pressure in the spring, it follows that any desired brake pressure can be applied.
In the “brake off” position the Driver’s brake handle is released which allows both springs to relax,
resulting in the lower spring closing off the inlet valve and thereby isolating the main reservoir. The
hollow stem lifts upwards due to the relaxed action of the lower spring, and thereby opens up the
passage way B - C, allowing the brake cylinder to exhaust to atmosphere via the centre of the hollow
stem valve.

6.1.1 Schematic for Self Lapping Brake On

6.1.2 Schematic for Self Lapping Brake Set

6.1.3 Schematic for Self Lapping Brake Off

7 DYNAMIC BRAKES
A significant development, known as dynamic brakes, has taken place for modern diesel
locomotives. When the locomotive is coasting and no current is being supplied to the traction motors,
a switch is employed that turns the traction motors into traction generators. The energy from the
resulting current then is then dissipated as heat through roof mounted resistors, thereby allowing a
brake application to be made without using the air system at all.
In some locomotives the dynamic brake is applied separately to the main braking system, in others it
is automatically applied depending upon the speed of the train in question.

8 EP BRAKES
EP brakes are Electro-Pneumatic air brakes that, by means of electrical controls, allow the air brakes
throughout a train to be operated simultaneously. This gives a more responsive brake application and
enables shorter and smoother stops than is possible with a standard air brake. Such facility is
extremely useful for suburban passenger trains with a relatively large number of station stops in a
short distance. The EP Brake system combines a traditional air brake system with an electrically
operated air brake supplementary system.
The source of air for the EP system comes from the main reservoir, whereas that for the automatic
brake comes from the auxiliary reservoir.
The Driver’s brake valve consists of two portions, the basic air brake portion and the electrical
portion. Both portions, however, are housed together and operated by a single brake handle that has
five positions as follows:
Position Description
I Release and Running, both EP and automatic brakes
II Full EP application
III Lap for automatic brake
IV Service application of automatic brake
V Emergency, both EP and automatic brakes
The mechanics within the brake valve assembly establishes which internal connections are to be
made in respect of the brake handle position. The Driver’s brake valve is designed in such a manner
that the EP brake is used by default in service application, but in the event of an electrical failure the
standard air brake comes into play by use of the same brake handle. It is also the case that a complex
self lapping mechanism, for use with the EP brake, is constructed within the brake valve assembly.
The electrical system itself is predicated on two magnetic valves, namely the holding valve and the
application valve.
When the brake handle is in the release or running position (Position I) both magnetic valves are de-
energised and the brake cylinder can vent to atmosphere through the holding valve. When the brake
handle is moved towards brakes applied (Position II) the contacts for the holding valve are closed first,
which immediately shuts off the exhaust outlet for the brake cylinder. With further movement of the
brake handle the contacts for the application valve are closed, whereupon main reservoir air is
supplied to brake cylinder, such causing a brake application to be made. On returning the brake
handle to a position intermediate between Positions I and II the application valve is de-energised, but
the holding valve remains energised, thereby keeping the brakes in the EP lap position (not to be
confused with the automatic brake lap position).
When the brake handle is moved to Position III the EP system is cut out and the normal air brake
operation applies. Similarly for the service position. If the brake handle is set to the emergency
position (V) then both the EP and automatic brakes are brought into effect. Note that the automatic
brake will still be applied in the event that the train becomes separated in service, even though the
brake handle itself is in an EP position.
The relative dispositions of the two magnetic valves may be tabulated as follows:
Magnetic Valve Energised De-energised

Shut, vent closed to exhaust, brake Open, brake cylinder vents to
Holding Valve
cylinder pressure is held atmosphere
Application Valve Open, main air to brake cylinder Shut, no main air to brake cylinder
The use of two systems to operate the brake cylinder can result in a degree of confusion for the triple
valve when the brakes are being released. This is because the triple valve may be in a lap position
when the EP brakes take over for a brake release. While the EP system is trying to take the brakes off

the triple valve will try and keep the brakes on. For this reason an additional source of air is required
to move the triple valve itself to the release position.
This requirement is satisfied by fitting an additional reservoir in the shape of a bulb (not to be
confused with the bulb of the quick acting triple valve) to the associated triple valve stabilising
valve. This bulb is charged to train pipe pressure from the auxiliary reservoir when the brakes are
released, and vents to atmosphere when the EP brakes are being applied. When an automatic brake
application is made and subsequently the brakes are to be released, this bulb is again charged with
air from the auxiliary reservoir. The additional drop in pressure is sufficient to move the triple valve to
the release position, thereby enabling the brake cylinder pressure to be discharged to atmosphere via
the triple valve exhaust port and holding valve.
An example of an EP system may be found in the Class “207” DEMU.
Note that since the brakes apply simultaneously and fully throughout the train, there is a risk of
skidding on the rails. For this reason a timing choke is supplied to ensure a more gradual brake
application. A limiting valve is also inserted to reduce the main reservoir pressure to the required
brake cylinder pressure, as well as there being a safety valve on the brake cylinder itself.
The need for these latter valves are a consequence of Boyle’s Law. The volume of the auxiliary
reservoir is comparable to that of the brake cylinder, hence no limiting valve is necessary for the
automatic air brake operation, but since the main reservoir has a very large volume compared to that
of the brake cylinder, a limiting device must be present to avoid developing excess pressure in the
brake cylinder.

8.1.1 Schematic for EP Brake

Locomotive Components - Air Brake Systems

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AIR BRAKE SYSTEMS

Author: Brian Hains

Date: December, 2016

Locomotives : Air Brake Systems Page 1 of 82 Dec, 2016

2 AIR BRAKE SYSTEM.........................................................................................5

2.2 BRAKE CYLINDER...................................................................................11

3 AIR BRAKE AUXILIARIES...............................................................................16

3.2 CROSS COMPOUND AIR PUMP.............................................................19

3.4 AIR GOVERNORS....................................................................................27

3.5 TRIPLE VALVE..........................................................................................36

Locomotives : Air Brake Systems Page 2 of 82 Dec, 2016

3.6 DISTRIBUTING VALVE.............................................................................46

3.7 FEED VALVE.............................................................................................64

4.2 TRAIN BRAKE VALVE.............................................................................70

6 SELF LAPPING BRAKES.................................................................................75

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Air Brake System Brake Valves

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2.1.1 General Description

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2.1.5 Modern Air Brake Systems

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2.3.1 Main Reservoir

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 High pressure steam and low pressure air

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3.3.1 Steam Cylinder

Other standard considerations are also required:

 A means of providing lubrication to the cylinder

A reversing valve, of slide valve construction

A distribution valve, of slide valve construction

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3.3.2 Air Cylinder

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3.3.5 Operational Considerations

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The position of the steam valve is dictated by three factors, namely:

 Tension in steam valve spring

The position of the pin valve is dictated by two factors, namely:

 Tension in the regulating spring

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Two governors are here described.

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The manner of operation is as follows:

 Open steam valve:

 Main reservoir pressure less than reservoir rating:

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 Main reservoir pressure greater than reservoir rating:

 Subsequent main reservoir pressure less than reservoir rating: