The PSRM : Brake Test and Uncoupling the train

[@henrylines49]

I helped move all the equipment to Campo. I restored mrs1 1809 locomotive. This was in the early 80's. We built Campo up and ran train excursions

[@dah72007]

Great Video man,This is exactly how we do a leakage test on our 26L brake valve's on our EMD J26C (export SD38) here in Sydney , Australia.Its nice to see the old Geeps with the 26L 's? or 24rl's, we also have some old f units with the A7el's without the maintaining feature.Thanks for sharing I loved it!

[@sjrr124]

The morse code (CW in radio terms) is the repeater identifying it's call sign. This identification is required by the FCC.

[@Locomotive450]

You're correct. The AAR Control Stand and 26L Brake stand are not original to GP9s. They replaced the older controls when Southern Pacific and Cotton Belt put their GP9s through rebuilds in the 1970s.

[@Locomotive450]

That's the selector lever; something fairly unique to older EMDs. It toggles the throttle handle between throttle mode and dynamic brake mode. Newer locomotives either have separate throttle and dynamic brake handles or a "combined power handle" that has two separate ranges of motion for throttle and dynamic brakes. On some of the oldest EMDs, the selector lever also controlled the manual locomotive transition (i.e. when the traction motor circuitry transitions from series to parallel).

[@Locomotive450]

@dah72007 It's a 26L brake stand. I'm glad you liked it!

[@CaptainZster]

This cab looks a little more modern than other GP9's. Other ones have a throttle with a handle infront of the engineer and is separate from the actual control stand.

[@nssteampunk4865]

I have used a 26L brake stand multiple times at the place I volunteer at. Can't tell you how many times I have bottled the air during our runaround. And how vigilant it means when it comes to cutting in and cutting out brakes.

[@CaptainZster]

Wow that is something i didn't know. Thanks for the reply and i love your videos.

[@swchahal]

Nice Video.

[@sagestats]

Very interesting thanks!!

[@np1070]

The Morse Code is saying "WPWW428", the callsign of the radio base station. See: wireless2.fcc.gov/UlsApp/UlsSearch/license.jsp?licKey=2481741

[@Daichan1893]

The brake test includes applying and releasing the brakes several times in rapid succession to see if they are applying, releasing, and recharging with the correct strength, time, and redundancy?? apply independant brake, release, set 10 pounds, bail off, set 10 more pounds, and then release

[@ohboy2592]

RAILROAD FAMILY a set and release is done with a conductor at the last car. They set the train line, he waits for the piston to come out and then tells engineer to release and he waits for piston to go in. Makes sure the brakes work on reAr car.

[@Daichan1893]

And when the train is 6000’ long you still want your conductor back there? Unless the conductor is performing a break test (transfer train, in this case), the EOT will be used as indicator.

[@ohboy2592]

Jarppi Photography that’s true if an eot is in use. If not, conductor does the walking.

[@DobermansRock]

Nowdays you have to be born into the rail family in America.

[@futurepilot6749]

What are that k5lla

[@Locomotive450]

As I understand it, it's a radio repeater. I don't know what function the morse code serves.

[@realBaronFletcher]

The Morse code is the FCC assigned call sign that must be transmitted every 30 minutes.

[@Landaux]

1:43 Whats that lever hes controlling? I know the other one below the throttle is the reverser.

[@ohboy2592]

It allows you to switch between series, parallel, or both.

[@yb6.]

How long does a brake test last

[@Locomotive450]

It depends on the type of brake test. Some tests can be conducted entirely from the locomotive cab and only take 1-3 minutes. Other tests require a crew member to visually inspect the brakes from the ground and can take as long as it takes for the crew member to walk the entire train length three times. The Class 1 Initial Terminal Road Air Brake Test, combined with the three minute brake pipe leakage test, took about five minutes here.

[@StupidFoamer]

Only think scarier than a foamer running a locomotive is a foamer crew not knowing their rules. You voided your brake test by leaving the handbrake on.

[@Locomotive450]

Uhhh, no.... Our AB&TH rules explicitly state that the handbrake may remain set during a standing locomotive air test. It only affects one of the eight brake cylinders on the locomotive. Also, releasing all the handbrakes during the test would be impractical because our entire railroad is on a grade.

[@BenjaminEsposti]

Locomotive450 Don't want another similar incident to the Lac-Megantic one!

[@SouthernPacific8984]

The only thing that's scary here is untrained formers trying to tell certified personnel how to do their jobs. It seems you are misunderstanding the point of a brake test. Doing the brake test with the handbrake off would only prove that yes, indeed brakes do stop trains...duh.

[@StupidFoamer]

+SouthernPacific5339 I am certified dipshit. I would think as a freight conductor I would know the rules.

[@BenjaminEsposti]

"Certified" people can make mistakes too, so don't get too flustered XD