Figure 3-16. Illustration of draft and buff forces

Additional light brake pipe reductions may be made to continue to slow the train. Keep the

locomotive brakes released. A total brake pipe reduction of not less than 10 psi should be made

to ensure that train brakes will fully release later.

If stopping, make a final brake pipe reduction just prior to stopping and allow the locomotive

brakes to apply with this final application.

Place the throttle in idle and fully apply the independent brake after the train comes to a stop.

When the necessary speed reduction has been achieved, train brakes may be released if the train

speed is high enough to allow the brakes to fully release before the train speed falls to about 10

mph. After placing the automatic brake valve in release position, gradually reduce power so that

draft and buff forces remain at a safe level throughout the train as the train brake is releasing.

Figure 3-16. Illustration of draft and buff forces.

Since the train will continue to slow as the train brakes release, the brake valve should be placed

in the release position before the train speed falls to the desired level. Properly executed, the train

brake will be releasing on the rear end just as the train slows to the desired speed.

(2) Ascending Grades. On light ascending grades, braking action is approximately the

same as for level terrain.

To stop on heavy ascending grades, reduce throttle one notch at a time until train speed is

approximately 5 mph. Close throttle at about 3 mph while making a train brake pipe reduction

that will keep the train stretched (generally a 15 psi reduction). Hold the independent

(locomotive) brake released until the train stops. Apply the full independent brake after stopping.

The goal is to minimize train buff and draft forces (slack changes).

To slow down on heavy ascending grades, reduce throttle one position at a time until desired

speed is obtained. Use of service brakes may not be necessary.

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