Mark Yeamans Wrote:
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> In the D&S system, each locomotive is fitted
> with an additional train brake valve and an
> additional train line feed valve (pressure
> reducing valve). All the coaches and miscellaeous
> cars used in daily passenger service are fitted
> with a second air line that runs the length of
> each car and is connected to the adjoining car
> with a hose and glad hand similar to the main
> train line. A branch Tee in the additional line
> under the car connects to the triple valve exaust
> line, which extends up the rear of the car to the
> retainer valve. There is a cutout valve below the
> retainer valve to prevent exhausted air from the
> brake cylinder from exiting via the retainer
> valve.
Just out of curiosity, Mark, does the extra brake equipment have any impact on FRA inspections, etc.?
Is it correct to assume that the extra equipment would not be welcome on standard-gauge, for-interchange cars or locomotives? In other words, if the Strasburg Rail Road applied straight air to its cars and locomotives, they would no longer be able to operate that equipment on Amtrak, e.g. run to Harrisburg, etc.?
JAC