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What is the primary operating medium used in a railway air brake system?
Answer: Compressed air
Explanation: The primary operating medium in a railway air brake system is compressed air, which serves as the force transmission fluid to actuate the braking mechanisms.
What is the typical working pressure for the brake pipe on American freight trains?
Answer: 90 psi
Explanation: The typical working pressure maintained in the brake pipe for American freight trains is 90 psi.
George Westinghouse's fail-safe air brake system patent was granted in the early 20th century.
Answer: False
Explanation: George Westinghouse was granted the patent for his foundational fail-safe air brake system on April 13, 1869, which predates the early 20th century.
The Westinghouse Air Brake Company was founded solely to conduct research and development, not for manufacturing.
Answer: False
Explanation: The Westinghouse Air Brake Company was established with the explicit purpose of manufacturing and marketing George Westinghouse's invention, not solely for research and development.
Who is credited with patenting the foundational fail-safe air brake system for modern trains?
Answer: George Westinghouse
Explanation: George Westinghouse is credited with patenting the foundational fail-safe air brake system, a critical innovation for modern railway safety.
What company was established to manufacture and market George Westinghouse's air brake invention?
Answer: Westinghouse Air Brake Company
Explanation: The Westinghouse Air Brake Company was founded specifically to manufacture and market George Westinghouse's revolutionary air brake invention.
What crucial components did George Westinghouse add to each railway car to create a more reliable braking system than the straight air type?
Answer: Triple valves and dual-compartment reservoirs
Explanation: To enhance reliability beyond the straight air system, George Westinghouse introduced triple valves and dual-compartment reservoirs to each railway car, enabling more sophisticated control and fail-safe operation.
Brake rigging is responsible for generating the compressed air needed to operate the brakes.
Answer: False
Explanation: The brake rigging is a mechanical system responsible for transmitting the force generated by the brake cylinder to the brake shoes. Compressed air is generated by a separate air compressor, typically located on the locomotive.
On diesel locomotives, the air compressor is typically powered by a separate, dedicated electric motor.
Answer: False
Explanation: On diesel locomotives, the air compressor is typically powered by the locomotive's prime mover (engine), not by a separate, dedicated electric motor. Electric locomotives, however, do use electric motors for their compressors.
Westinghouse's improved triple valve design utilized a piston valve and slide valve mechanism.
Answer: True
Explanation: George Westinghouse's later, improved design for the triple valve incorporated a piston valve and slide valve mechanism, enhancing its operational efficiency and reliability compared to earlier poppet valve designs.
Angle cocks must be opened on all cars, including intermediate ones, for the brake pipe to function correctly.
Answer: True
Explanation: For the brake pipe system to function correctly across the entire train, angle cocks on all intermediate cars must be opened to ensure a continuous pathway for air pressure.
What is the function of the brake rigging?
Answer: To transmit force from the brake cylinder to the brake shoes.
Explanation: The brake rigging's function is to mechanically transmit the force generated by the brake cylinder to the brake shoes, which then press against the wheels to create friction and slow the vehicle.
Where is compressed air generated and initially stored on a locomotive before being supplied to the brake system?
Answer: In the main reservoir on the locomotive.
Explanation: Compressed air is generated by the locomotive's air compressor and initially stored in the main reservoir, serving as the primary source of compressed air for the entire braking system.
What were the original three valvular functions within Westinghouse's triple valve device?
Answer: Reservoir charging, brake cylinder charging, and brake cylinder exhaust
Explanation: The original Westinghouse triple valve incorporated three primary valvular functions: charging the auxiliary reservoir, charging the brake cylinder, and exhausting the brake cylinder to release the brakes.
What are 'angle cocks' in an air brake system?
Answer: Valves at the ends of cars that connect or isolate the brake pipe.
Explanation: Angle cocks are valves situated at the ends of railway cars and locomotives that serve to connect or isolate the brake pipe, ensuring continuity when open and preventing air flow when closed.
What is the main purpose of the 'main reservoir' in an air brake system?
Answer: To store compressed air generated by the compressor for system use.
Explanation: The main reservoir on a locomotive serves as a storage tank for compressed air generated by the compressor, providing a consistent supply for the operation of the brake systems.
What is the 'triple valve' in the Westinghouse air brake system?
Answer: A control valve on each car managing brake application, release, and recharge.
Explanation: The triple valve, or control valve, is a crucial component on each railway car responsible for automatically managing the application, release, and recharging of the brakes in response to variations in brake pipe pressure.
What is the purpose of the 'main reservoir pipe' in a two-pipe air brake system?
Answer: To supply air directly from the main reservoir for charging car reservoirs.
Explanation: In a two-pipe air brake system, the main reservoir pipe's purpose is to supply compressed air directly from the locomotive's main reservoir, enabling the independent charging of car reservoirs and improving recharge efficiency.
What is the purpose of the 'auxiliary vent port' in the triple valve's emergency portion?
Answer: To locally vent the brake pipe to atmosphere during an emergency, accelerating pressure loss.
Explanation: The auxiliary vent port within the triple valve's emergency portion serves to locally vent the brake pipe to the atmosphere during an emergency application, thereby accelerating the pressure reduction rate throughout the train.
Which component is responsible for automatically managing the application, release, and recharging of brakes on each car based on brake pipe pressure?
Answer: Triple valve (or control valve)
Explanation: The triple valve, also referred to as a control valve, is the component responsible for automatically managing the application, release, and recharging of brakes on each car in response to fluctuations in brake pipe pressure.
In the context of air brakes, what does 'brake rigging' refer to?
Answer: The mechanical linkage that applies brake shoes to wheels.
Explanation: In air brake systems, 'brake rigging' refers to the mechanical linkage responsible for transmitting the force from the brake cylinder to the brake shoes, thereby applying braking pressure to the wheels.
What is the purpose of the 'main reservoir' on a locomotive?
Answer: To store compressed air generated by the compressor for system use.
Explanation: The main reservoir on a locomotive serves as a storage tank for compressed air generated by the compressor, providing a consistent supply for the operation of the brake systems.
What is the function of angle cocks on intermediate cars?
Answer: To connect or isolate the brake pipe, ensuring continuity.
Explanation: On intermediate cars, angle cocks function to connect or isolate the brake pipe, ensuring its continuity throughout the train when open.
Which of the following is NOT a function of the triple valve in the Westinghouse system?
Answer: Generating compressed air for the system.
Explanation: The triple valve is responsible for charging the auxiliary reservoir, applying brakes by admitting air to the brake cylinder, and releasing brakes by venting the brake cylinder. It does not generate compressed air; that is the function of the air compressor.
What is the purpose of the 'brake rigging'?
Answer: To transmit force from the brake cylinder to the brake shoes.
Explanation: The purpose of the brake rigging is to transmit the force generated by the brake cylinder to the brake shoes, thereby applying braking pressure to the wheels.
A railway air brake system uses compressed air solely to release the brakes, while springs apply them.
Answer: False
Explanation: The fundamental principle of most railway air brake systems, including the Westinghouse design, is that compressed air pressure is used to *release* the brakes. Conversely, a reduction or loss of this air pressure triggers the application of the brakes, often utilizing spring force or stored air pressure within the car's reservoir.
In the fundamental Westinghouse air brake system, applying brakes requires an increase in brake pipe pressure.
Answer: False
Explanation: In the fundamental Westinghouse air brake system, applying the brakes is achieved by a *reduction* in brake pipe pressure, not an increase. An increase in brake pipe pressure signals the release of the brakes.
The 'straight air system' applies brakes by directly increasing air pressure within the brake cylinder.
Answer: True
Explanation: The straight air brake system operates by directly admitting compressed air into the brake cylinder, which then actuates the braking mechanism.
The independent brake valve allows the engineer to apply or release the train brakes separately from the locomotive brakes.
Answer: False
Explanation: The independent brake valve allows the engineer to apply or release the *locomotive* brakes separately from the train brakes, providing enhanced control over the locomotive consist.
A 'service reduction' involves a rapid, uncontrolled drop in brake pipe pressure to achieve maximum braking force.
Answer: False
Explanation: A 'service reduction' is defined by a controlled, gradual decrease in brake pipe pressure for smooth braking. A rapid, uncontrolled drop in pressure is characteristic of an 'emergency application,' which is designed to achieve maximum braking force.
During a service application, the triple valve releases brake cylinder pressure to the atmosphere to apply the brakes.
Answer: False
Explanation: During a service application, the triple valve admits air pressure to the brake cylinder to apply the brakes. Releasing the brakes involves venting the brake cylinder pressure to the atmosphere.
Brakes are released in the Westinghouse system when brake pipe pressure is decreased below reservoir pressure.
Answer: False
Explanation: In the Westinghouse system, brakes are released when brake pipe pressure is *increased* above the pressure in the auxiliary reservoir. A decrease in brake pipe pressure triggers brake application.
An 'emergency application' is characterized by a slow, deliberate decrease in brake pipe pressure.
Answer: False
Explanation: An 'emergency application' is characterized by a rapid, uncontrolled decrease in brake pipe pressure, designed to achieve maximum braking force quickly. A slow, deliberate decrease is typical of a service application.
Modern air brake systems only perform a single type of braking: emergency braking.
Answer: False
Explanation: Modern air brake systems are designed to perform multiple types of braking, including 'service' braking for controlled deceleration and 'emergency' braking for rapid stops in critical situations.
The 'independent brake' system on modern locomotives controls the brakes on the entire train consist.
Answer: False
Explanation: The 'independent brake' system on modern locomotives is designed to control the brakes solely on the locomotive consist itself, distinct from the 'automatic brake' which manages the entire train.
The 'bail off' function allows the engineer to release the brakes on the entire train without affecting the locomotive brakes.
Answer: False
Explanation: The 'bail off' function, associated with the independent brake system, permits the engineer to release the brakes specifically on the lead locomotives, without impacting the brakes applied to the rest of the train.
How does the fundamental Westinghouse air brake system apply the brakes?
Answer: By reducing air pressure in the brake pipe.
Explanation: The fundamental Westinghouse air brake system applies the brakes indirectly by reducing the air pressure within the train's brake pipe. This reduction signals the triple valve on each car to apply the brakes using stored air or spring force.
Which type of air brake system is the simplest and primarily used for locomotive brakes due to its lack of redundancy?
Answer: Straight Air System
Explanation: The Straight Air System is the simplest type of air brake and is often used for locomotive brakes due to its direct application method, though its lack of redundancy makes it unsuitable for controlling an entire train.
How does the Westinghouse system apply brakes indirectly?
Answer: By reducing air pressure in the brake pipe.
Explanation: The Westinghouse system applies brakes indirectly by reducing the air pressure within the train's brake pipe. This pressure reduction triggers the triple valve to actuate the brakes.
What is a 'service reduction' in air brake operation?
Answer: A controlled, gradual decrease in brake pipe pressure for smooth braking.
Explanation: A 'service reduction' refers to a controlled, gradual decrease in brake pipe air pressure, employed by the operator for smooth and precise deceleration of the train.
How does an 'emergency application' differ from a 'service application'?
Answer: Emergency applications involve a rapid pressure drop and maximum braking force.
Explanation: An 'emergency application' is distinguished from a 'service application' by its rapid, uncontrolled reduction in brake pipe pressure, resulting in maximum braking force and a faster application speed throughout the train.
What is the primary purpose of the 'independent brake' on a modern locomotive?
Answer: To control the locomotive's brakes separately from the train brakes.
Explanation: The primary purpose of the 'independent brake' system on a modern locomotive is to provide the engineer with the ability to control the brakes on the locomotive consist independently of the train brakes.
What is the function of the 'independent brake valve'?
Answer: To control the locomotive's brakes separately from the train brakes.
Explanation: The independent brake valve's function is to enable the engineer to apply and release the brakes specifically on the locomotive consist, independent of the train's automatic braking system.
How does an emergency application differ from a service application in terms of speed?
Answer: Emergency applications are much faster due to rapid pressure venting.
Explanation: Emergency applications are significantly faster than service applications due to the rapid venting of brake pipe pressure, whereas service applications propagate more slowly through the train due to flow resistance.
What does the 'bail off' function of the independent brake system allow?
Answer: Release of the locomotive's brakes independently of the train brakes.
Explanation: The 'bail off' function of the independent brake system permits the engineer to release the brakes on the lead locomotives separately from the train brakes, facilitating specific operational maneuvers.
What is the main difference between the 'automatic brake' and the 'independent brake' on modern locomotives?
Answer: The automatic brake controls the entire train's brakes, while the independent brake controls only the locomotive consist.
Explanation: The primary distinction is that the 'automatic brake' system controls the entire train's braking, whereas the 'independent brake' system is dedicated to controlling the brakes solely on the locomotive consist.
How does an emergency application increase braking force compared to a service application?
Answer: By directing air from both service and emergency sections of the reservoir to the brake cylinder.
Explanation: An emergency application increases braking force by directing compressed air from both the service and emergency sections of the dual-compartment reservoir to the brake cylinder, resulting in a significantly stronger application than a service application.
A significant drawback of the straight air brake system is its inherent redundancy, ensuring brake function even with a broken hose.
Answer: False
Explanation: A significant drawback of the straight air brake system is its *lack* of redundancy. A failure, such as a broken air hose, that causes a loss of pressure renders the brakes inoperative, unlike more advanced fail-safe systems.
Local venting of the brake pipe to atmosphere is a feature exclusive to service brake applications.
Answer: False
Explanation: Local venting of the brake pipe to the atmosphere is a feature specifically associated with *emergency* brake applications, not service applications. This action accelerates pressure loss throughout the train, ensuring a rapid and consistent emergency response.
The Westinghouse air brake system is considered 'fail-safe' because a loss of air pressure automatically releases the brakes.
Answer: False
Explanation: The Westinghouse air brake system is considered 'fail-safe' precisely because a loss of brake pipe air pressure automatically *applies* the brakes, ensuring the train stops rather than continues uncontrolled.
Service applications propagate faster than emergency applications on long trains due to less resistance.
Answer: False
Explanation: Emergency applications propagate significantly faster than service applications on long trains. This is due to the rapid venting of brake pipe pressure during emergencies, which overcomes the flow resistance inherent in service reductions.
Recharging the air reservoirs on a very long train using conventional air brakes typically takes less than one minute.
Answer: False
Explanation: Recharging the air reservoirs on very long trains using conventional air brake systems typically requires a substantial amount of time, often between 8 to 10 minutes, not less than one minute.
A closed angle cock on an intermediate car typically results in the brakes applying automatically on the cars behind it.
Answer: False
Explanation: A closed angle cock on an intermediate car typically results in the isolation of the brake pipe for the cars behind it, leading to a loss of braking capability in that section, rather than an automatic application.
What makes the Westinghouse air brake system inherently 'fail-safe'?
Answer: Any unintended loss of brake pipe pressure automatically applies the brakes.
Explanation: The Westinghouse air brake system is inherently fail-safe because any unintended loss of brake pipe pressure, regardless of the cause, automatically initiates an immediate application of the brakes.
What was a significant consequence of a closed angle cock on an intermediate car in the 1953 *Federal Express* train wreck?
Answer: It isolated a section of the brake pipe, rendering most of the train's brakes inoperative.
Explanation: In the 1953 *Federal Express* incident, a closed angle cock on an intermediate car isolated a substantial section of the brake pipe, rendering the brakes on most of the train inoperative and leading to a catastrophic loss of control.
What is the primary operational drawback of a straight air brake system?
Answer: It lacks redundancy; a hose failure renders brakes inoperative.
Explanation: The primary operational drawback of a straight air brake system is its lack of redundancy; a failure such as a broken hose renders the brakes inoperative, making it unsuitable for controlling entire trains.
What safety feature ensures that if a train divides, both sections apply emergency brakes?
Answer: A 'train wire' that must be kept energized to release brakes
Explanation: A 'train wire' system, which must remain energized to keep brakes released, acts as a safety feature ensuring that if a train divides, the broken wire triggers an immediate emergency brake application on both sections.
What is a potential issue with making multiple, rapid brake pipe reductions ('fanning the brake')?
Answer: It can deplete car reservoir pressure, reducing braking effectiveness.
Explanation: Making multiple, rapid brake pipe reductions, often termed 'fanning the brake,' can deplete the pressure stored in car reservoirs, significantly reducing braking effectiveness and potentially leading to a loss of control.
Why are straight air brakes generally unsuitable for controlling an entire train?
Answer: They lack redundancy; a failure like a broken hose makes them inoperative.
Explanation: Straight air brakes are generally unsuitable for controlling entire trains due to their lack of redundancy; a failure such as a broken hose renders the entire system inoperative, posing a significant safety risk.
What is a significant limitation of conventional air brake systems concerning brake release on long trains?
Answer: Full recharge of reservoirs can take 8-10 minutes, affecting readiness for subsequent applications.
Explanation: A significant limitation of conventional air brake systems on long trains is the extended time required (8-10 minutes) for full reservoir recharge, which can compromise braking effectiveness if subsequent applications are needed before completion.
What is the main weakness of the straight air brake system?
Answer: It lacks redundancy; a hose failure makes brakes inoperative.
Explanation: The principal weakness of the straight air brake system is its lack of redundancy; a failure, such as a broken hose, that causes a loss of air pressure renders the brakes inoperative.
Electronically Controlled Pneumatic (ECP) brakes utilize a Local Area Network (LAN) for communication.
Answer: True
Explanation: Electronically Controlled Pneumatic (ECP) braking systems leverage a Local Area Network (LAN) to establish communication between the brakes on individual wagons and locomotives, enabling precise control and diagnostics.
What is 'blended braking'?
Answer: Applying train brakes and locomotive dynamic brakes simultaneously.
Explanation: 'Blended braking' refers to the simultaneous application of the locomotive's dynamic brakes and the train's pneumatic brakes, often employed to manage speed on gradients and maintain train slack.
How does a vacuum brake system fundamentally differ from an air brake system?
Answer: Vacuum brakes operate on negative pressure (vacuum), while air brakes use positive compressed air pressure.
Explanation: The fundamental difference lies in the operating medium: vacuum brakes utilize negative pressure (vacuum), whereas air brakes employ positive compressed air pressure.
What is a disadvantage of vacuum brakes compared to air brakes?
Answer: They require larger and heavier equipment and are slower to operate.
Explanation: Compared to air brakes, vacuum brakes typically require larger and heavier equipment, are slower in their application and release, and present greater challenges in leak detection and repair.
How do Electronically Controlled Pneumatic (ECP) brakes differ significantly from conventional air brakes?
Answer: ECP brakes allow individual control of each wagon's brakes via a LAN.
Explanation: Electronically Controlled Pneumatic (ECP) brakes differ significantly from conventional air brakes by utilizing a Local Area Network (LAN) to enable individual control over each wagon's brakes and provide detailed performance feedback.
What is an 'electro-pneumatic' (EP) brake system primarily known for?
Answer: Allowing immediate, simultaneous application of brakes throughout the entire train.
Explanation: Electro-pneumatic (EP) brake systems are primarily recognized for their ability to achieve an immediate and simultaneous application of brakes across the entire train, offering superior responsiveness compared to conventional pneumatic systems.
Which standard must European passenger cars comply with regarding brake systems?
Answer: All of the above
Explanation: European passenger rolling stock must adhere to multiple standards for brake systems, including the TSI LOC&PAS regulation, EN 14198:2004, and the guidelines specified in UIC Leaflet 540.
In British railway history, what type of brake was standardized during the steam era before the shift to air brakes?
Answer: Vacuum brakes
Explanation: During the steam era in British railway history, vacuum brakes were the standardized system before the transition to air brakes occurred during the diesel era.