Thu, 15 Mar 2012 20:19:02 +0000UTCThursdaypm3119vUTC
Train Mountain has a document that was started by Quentin at the very beginning of Train Mountain. This document is an attempt to put everything about the operation of the railroad in writing. This document is called the Train Mountain Encyclopedia. The following braking systems information is quoted from this document.
Braking Systems.
There are a number of approaches to braking systems.
Steam locomotives most often rely on steam brakes on engines and vacuum brakes on cars because it is a simple process to generate a vacuum from steam. Air brake systems are rare on steam locomotives because an air compressor would have to be powered either by a steam-powered compressor or by a steam- powered generator, neither of which are reliable on 7½” gauge locomotives. Where air brakes are used on steam locomotives, their compressors rely on
battery power.
Gasoline powered engines have alternators to power a compressor. A compressor can provide 100 p.s.i., whereas the atmospheric pressure at sea level from a vacuum pump is 14.7 p.s.i. and at 4,000' is 12.7 p.s.i.. Train Mountain uses a Thomas 12-Volt DC Compressor (Model 405ADC38/12c), which is rated for continuous duty at 100 p.s.i.
In most cases, an engine and a train of up to five cars can rely on engine braking to bring the train to a safe stop. For longer trains the number of cars requiring brakes will vary with their weight and load. Trains with heavy cars may need brakes on every car. Train Mountain will be equipping its own trains with brakes in the next few years and at that time will develop a comprehensive set of brake rules based on its own hands-on experience. And then, there is the problem of keeping a train not under power from moving when parked on a grade. A hand-operated brake is often the simplest solution. An alternative is to set the vacuum or air brake system while a train is parked. One thing is for certain: “Feet on the ground” and “throwing out an anchor” are not acceptable braking systems. See also: Stopping Distance. (10/06)
Stopping Distance.
At all times, an engineer must be able to stop his or her train within a distance of 210’ on a 3.2% grade, the steepest grade at Train Mountain. Because the istance between each milepost is 105.6’, the minimum stopping distance is two milepost lengths. (10/06)
Track Appearance Etiquette.
This is just a little note from those volunteers that try and maintain a park like setting for all the hundreds of visitors that come and go for a train ride at Train Mountain. There are circumstances when ‘Flintstone or agricultural braking’ just can’t be helped. What the track crew would like to request is PLEASE cleanup the ballast after you have corrected the issue that caused the braking incident. NOBODY likes to roll down the track and see these remains of past excursions through the ballast. If you leave it like you found It, all will be well with the world. The track crew thanks you.
Triennial Committee
Braking Systems.
There are a number of approaches to braking systems.
Steam locomotives most often rely on steam brakes on engines and vacuum brakes on cars because it is a simple process to generate a vacuum from steam. Air brake systems are rare on steam locomotives because an air compressor would have to be powered either by a steam-powered compressor or by a steam- powered generator, neither of which are reliable on 7½” gauge locomotives. Where air brakes are used on steam locomotives, their compressors rely on
battery power.
Gasoline powered engines have alternators to power a compressor. A compressor can provide 100 p.s.i., whereas the atmospheric pressure at sea level from a vacuum pump is 14.7 p.s.i. and at 4,000' is 12.7 p.s.i.. Train Mountain uses a Thomas 12-Volt DC Compressor (Model 405ADC38/12c), which is rated for continuous duty at 100 p.s.i.
In most cases, an engine and a train of up to five cars can rely on engine braking to bring the train to a safe stop. For longer trains the number of cars requiring brakes will vary with their weight and load. Trains with heavy cars may need brakes on every car. Train Mountain will be equipping its own trains with brakes in the next few years and at that time will develop a comprehensive set of brake rules based on its own hands-on experience. And then, there is the problem of keeping a train not under power from moving when parked on a grade. A hand-operated brake is often the simplest solution. An alternative is to set the vacuum or air brake system while a train is parked. One thing is for certain: “Feet on the ground” and “throwing out an anchor” are not acceptable braking systems. See also: Stopping Distance. (10/06)
Stopping Distance.
At all times, an engineer must be able to stop his or her train within a distance of 210’ on a 3.2% grade, the steepest grade at Train Mountain. Because the istance between each milepost is 105.6’, the minimum stopping distance is two milepost lengths. (10/06)
Track Appearance Etiquette.
This is just a little note from those volunteers that try and maintain a park like setting for all the hundreds of visitors that come and go for a train ride at Train Mountain. There are circumstances when ‘Flintstone or agricultural braking’ just can’t be helped. What the track crew would like to request is PLEASE cleanup the ballast after you have corrected the issue that caused the braking incident. NOBODY likes to roll down the track and see these remains of past excursions through the ballast. If you leave it like you found It, all will be well with the world. The track crew thanks you.
Triennial Committee