Deleted
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Post by Deleted on Nov 23, 2005 10:27:59 GMT
On EP braked stock, I know that the operator 'blows the train down' on arrival at terminus stations. If an operator just put the CTBC to 'Shutdown' and changed ends with no delay, would this have a very adverse effect on the unit?
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Colin
Advisor
My preserved fire engine!
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Post by Colin on Nov 23, 2005 11:30:12 GMT
The reason for the 'blowdown' is that we destroy the trainline air, preventing the brakes from releasing. This makes the train safe, ie, no possibillity of it rolling away - bit like a handbrake on a car.
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Deleted
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Post by Deleted on Nov 23, 2005 11:52:22 GMT
I got myself into the habit of turning the red emergency handle for a few seconds just to ensure that all the train line air is destroyed before I leave the cab... Up until now I've only once forgotten to reset the handle and wondered why I couldn't charge up at the other end! ;D Good job we get a decent turnround time at Wimbledon!!
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Deleted
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Post by Deleted on Nov 23, 2005 12:33:11 GMT
I got myself into the habit of turning the red emergency handle for a few seconds just to ensure that all the train line air is destroyed before I leave the cab... Up until now I've only once forgotten to reset the handle and wondered why I couldn't charge up at the other end! ;D Good job we get a decent turnround time at Wimbledon!! What's the red emergency handle?
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Post by Christopher J on Nov 23, 2005 13:44:40 GMT
What's the red emergency handle? The Red Emergency handle is located on the offside part of the cab and is a valve connected to the Trainline pipe, when the handle is pulled the air in the train line is vented into the atmosphere thus causing an emergency Westinghouse brake application. See here (photo courtesy of COLIN's District Line fotopic site) - districtline.fotopic.net/p22497956.html
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Deleted
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Post by Deleted on Nov 23, 2005 14:07:01 GMT
What's the red emergency handle? The Red Emergency handle is located on the offside part of the cab and is a valve connected to the Trainline pipe, when the handle is pulled the air in the train line is vented into the atmosphere thus causing an emergency Westinghouse brake application. See here (photo courtesy of COLIN's District Line fotopic site) - districtline.fotopic.net/p22497956.html Oh! I think trainopd78 calls that the 'oh s**t' handle, best used by an I/Op when the C stock the trainee is working on doesn't want to behave
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Post by trainopd78 on Nov 23, 2005 14:48:08 GMT
The Red Emergency handle is located on the offside part of the cab and is a valve connected to the Trainline pipe, when the handle is pulled the air in the train line is vented into the atmosphere thus causing an emergency Westinghouse brake application. See here (photo courtesy of COLIN's District Line fotopic site) - districtline.fotopic.net/p22497956.html Oh! I think trainopd78 calls that the 'oh s**t' handle, best used by an I/Op when the C stock the trainee is working on doesn't want to behave Thats the one! ;D That handle has saved my skin once or twice!! especially during westinghouse practice. In the days of crew operation, that handle was also used as a guards emergency valve. If the motorman was doing something that was considered unsafe (for example motoring with the doors open) it was the guards responsibility to stop the train by using the red handle.
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towerman
My status is now now widower
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Post by towerman on Nov 23, 2005 20:41:35 GMT
On all EP fitted stocks since 67TS the blowdown valve is inverted,has to be energised to operate unlike older stocks where it was de-energised to operate.
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Deleted
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Post by Deleted on Nov 24, 2005 0:00:06 GMT
There is also a "blow down push button" which is used to try and release the brakes (after shutting down) if they refuse to release normally. I've not yet had to use it
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Post by q8 on Dec 7, 2005 1:55:08 GMT
On all EP fitted stocks since 67TS the blowdown valve is inverted,has to be energised to operate unlike older stocks where it was de-energised to operate.
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Yes and the old arrangment was a bloody curse too. Running into a platform with an 'R' stock the damn brake was blowing down more that it applied as they were notorious for having low-set retarders.
The main disadvantage of the old set-up was that if you had an EP brake defect and had to cut it out the result was you only got very reduced pressure Westinghouse. So it was brown stains and prayers time then
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