W.W.&F. Discussion Forum
WW&F Railway Museum Discussion => Work and Events => Topic started by: Keith Taylor on August 10, 2009, 10:50:41 AM
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In the new issue of our museum's newsletter, Ellis Walker discusses the Eames Patent Vacuum brake. I can see why this brake was abandoned in favor of the Westinghouse automatic brake. If the train becomes seperated...the brakes release on the train! The form of vacuum brakes as used in the United Kingdon is the exact opposite, as vacuum is applied to the brake cylinder on the train at all times. A vacuum eductor was operated at all times to keep the vacuum applied to the train, which held the brakes released. The engineman then would regulate the amount of vacuum to the train, by which means he could change the vacuum level. As the vacuum level approached atmospheric, the brakes would apply slowing or stopping the train. The British version of the vacuum brake is a very effective brake system, easy to control and giving smooth service applications of the train brakes and fully as fail safe as the Westinghouse air brake. Does anyone know if any other two foot gauge lines used the Eames brake...as opposed to the automatic vacuum brake like that used in Great Britain?
Keith
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Very interesting question, Keith...if no one here knows, this would be a good question to ask over on the RyPN.org Interchange...
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The answer to your question is that the Eames brake was quite popular with the NG community. It got it's first big boost by being used on the NY elevated railway. But its biggest selling point is was that it was CHEAP. It's downfall became apparent when train lengths were increasing over 8-10 cars and the system could not overcome leakage in the train lines which resulted in loss of braking control.
What the RR community learned was that the Westinghouse system was superior do to the increased efficiency and availability of compressed air over vacuum. If my memory serves me correctly the RR convention of 1898 (modern day AAR) put the Eames system out to pasture for interchange traffic at that time. Some examples stayed around for some time due to shortline NG railways essentially having "captive" rolling stock so the rule didn't really mean anything to them. This is also why larger NG RR's changed over to the Westinghouse triple valve or "K" brake. Best examples of those are the D&RGW and EBT which lasted up to their ultimate end of service. Most of their historic equipment today is still running on "AB" systems which were out of regular service on most Class 1's by the 1960's.
In today's world I would predict that Eames equipped equipment (try saying that fast) would not be allowed for interchange under either AAR or FRA rules. Hope this helps.
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Steve in answer to your question yes other MTF's did use vacume systems. The SR&RL did till bought out by the Maine Central at which time a swich to air was started with some equitment haveing both air and vacume. Belive That the B&H also originaly used vacume system. If i'm wrong someone can jump in.
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Paul, thanks but it wasn't my question...it was Keith's. Also, after looking at Gus Pratt's Bridgton footage (quite a few times), I can say with certainty that the B&H did not use air.
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So sorry To you Steve. But I think I answered the question even if it wasn't from you. Keith hope this answers your question.
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I'm a little surprised that the other and larger lines used the Eames system and not the better British system that applies the brakes in a train parting. The big reason that the Westinghouse air brake became popular was the feature that allowed the braking force (in this case high pressure air) to be stored on each car in the train. In a train seperation, air from the main reservoir and emergency reservoir are dumped into the brake cylinder. Simply....if the trainline is broken, the anchor is tossed out.
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In todays world I would predict that Eames equipped equipment (try saying that fast) would not pass muster with either AAR or FRA.
Hello John,
It would certainly not meet AAR interchange standards! I'm not sure about the FRA however....I believe their rules just cover "power brakes" which would include "automatic" vacuum brakes. I believe when the Flying Scotsman and train visited the US back in the 1970's the vacuum brakes were retained on the locomotive and British Rolling stock. I clearly remember seeing the Gresham and Craven eductor in the cab. Further to my earlier question....did any US railroads ever employ the "automatic" vacuum brake. or only the Eames version?
Keith
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Keith, as far as I know and have read the "Brit" version was not used in the U.S. It may have in Canada. There is one example that I know of that has the "Brit" system on it and is the Pine Creek's Lady Edith (Stephenson 1892?) I know since I fired her way back in the early 1980's a couple of times. Something to see - a copper sheet firebox.
Also the 1970's was a far different time. Steam on mainline excursions, friction bearing cars in interchange, AB brakes, etc etc. Not to mention lots of political horsepower leaning on the FRA from the State Department in order for our cousins across the pond to avoid any possible trouble. Times have changed............
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Does anybody know of a book giving a general description of the British fail-safe vacuum brake system?
I can envision a system that would be essentially an exact INVERSE of the basic American system. There would be vacuum in the train line and in the auxiliary reservoir in each car. To apply the brake the engineer would operate a valve in the engine that would allow air from the atmosphere to enter the train line, reducing. This would unbalance the triple valve in each car and cause connection between the auxiliary reservoir and the brake cylinder, so that one side of the piston would have vacuum and the other side atmospheric pressure. The resulting force would act against a spring that normally holds the brake shoe against the wheel. To release the brakes the engineer would cause the eductor on the engine to restore the lost vacuum in the train line.
But I don't know whether this is actually how the British system works.
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To sorta kill two birds with one stone, there is a bit about most breaking systems seen on British locomotives (along with a bunch of other stuff) in "How Steam Locomotive Really Work".
http://www.amazon.com/How-Steam-Locomotives-Really-Work/dp/0198607822 (http://www.amazon.com/How-Steam-Locomotives-Really-Work/dp/0198607822)
This book describes the anatomy and physiology of the steam train, to enable all train enthusiasts to understand the workings of the various types of engines in use. It covers the design of the engine, the process of converting fuel into mechanical tractive effort to haul passenger and freight trains, and the function and design of the various components of the engine. The authors also outline the reasons behind the safe and efficient operation and maintenance of steam locomotives.
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Alas I don't think any of us thought to inquire about the vacuum brake system when several of us were over in Wales a couple of years ago.
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Blimey, mates, I think I've found it! The explanation of how the British vacuum braking system works, that is. Will have to read it more slowly to be sure, but this looks promising:
www.railway-technical.com/vacuum.shtml
I notice that if you click on the drawings they enlarge
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Spot on, Steve. A jolly good explanation with no rubbish.
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I'm looking forward to #9's return to steam; hope to get up to Alna to see it.
Question: Will #9 have working Vacuum Brakes??
If so, #9 may be the ONLY operational U.S. steam loco with working 19th-century Vacuum Brakes.
IIRC, only the SR&RL made a complete conversion to Automatic Air Brakes, but #6 did not
get the Air Brakes before going to the K.C. & W.W. & F.
Extremely-Narrow-Mindedly,
Tom Werb
Preston, CT.
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Yes, I believe it is intended that No. 9 have working vacuum brakes. If you go to Work and Events, then WW&F No. 9 – Official Work Thread, then Page 33 of that thread and scroll down, you’ll come to a picture of Eric Schade with No. 9’s bell that he’s just polished. In the background of that picture you’ll see vacuum brake components lying on No. 9’s deck.
Somebody correct me if I’m wrong, but I believe the black truncated cone is a new vacuum brake diaphragm that was cast using a wooden mold that Eric made.
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No 9 will have working Eames straight vacuum brakes. Eric Schade indeed made replacement diaphragms; we're extremely pleased with these reproductions as they are quite close to the original. They are double layered no6 cotton duck canvas, sewn roughly to shape, coated with rtv silicon (with black pigment) and pressed between a male and female mold (Eric made the male, Ron Ginger the female). The result is a very rugged rubberized canvas- identical except that Eames (subsequently NYAB) used natural rubber vulcanized at high temperature. Upon bench testing the very stiff diaphragm began collapsing with less than 0.5psi differential- great!
Jason
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(http://i148.photobucket.com/albums/s5/bbarry74/DSC_0826.jpg)
This is a repost of Brendan Barry's photo from the no 9 thread under work and events. I think it's page 27 or 29 (I know it's an odd page anyway)
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It's my understanding that Waynesburg & Washington No. 4 at the Greene County Historical Museum in Waynesburg, PA has working Eames vacuum brakes, so No. 9 will be one of two narrow gauge steam locomotives so equipped -- still pretty impressive!
Now if we can have an entire consist behind No. 9 with working Eames vacuum brakes, that will be really special!
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We are actively pursuing that end...
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Jason,
What rolling stock do we have that is vacuum brake equipped? (i should know this but can't remember) And secondly, what would be the plan to equip the cars which are not equipped presently?
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Phillip, this YouTube video, I think made in 2012, gives a pretty good look at Waynesburg & Washington No. 4:
https://www.youtube.com/watch?v=15P7k69-jYA
Vacuum brake pots show at 0:15, 2:30 and 2:40. The ones at 2:30 and 2:40 were obviously not in operating condition at the time. Don’t know what might have been done with them in the meantime
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Thanks for the video, Steve! That gives a great overview of the engine. Perhaps I was misinformed but I've seen photos somewhere showing the pots on W&W No. 4 with repaired diaphragms in contraction. I don't remember who took them or when they were taken, however.
At the very least, No. 9 will be the only U.S. narrow gauge engine with Eames vacuum brakes in regular operation, which is an exciting prospect!
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John, Coach 3 originally had vacuum brakes but the only thing left is the old air line. The plan is to install vacuum brakes on the passenger cars just like the original railroad.
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I have some questions about vacuum brakes:
1. Are the couplings between cars somewhat similar to those used with air brakes?
2. Assuming that you arrive at TOM and want to do a run-around, does one close angle cocks on the engine and nearest car, disconnect the hoses, uncouple the cars, run-around, couple the cars, reconnect the hoses, open the angle cocks, and "pump down the air?"
3. How long do the steps in #2 above take?
4. Would all cars in the train have to be equipped with at least a pass-through pipe?
5. Would all motive power (such as #52) have to be equipped?
6. Will supplemental hand-operated mechanical brakes remain?
-John
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1. Yes.
2. Yes, plus a simple brake test proving that the last car on the train responds to a brake application and release.
3. I suspect the time added to a runaround should be perhaps a minute or two once the crews are trained and used to the procedure. No problem when Bob C is conducting...
4. The goal is that all cars have operable train brakes.
5. Yes. A critical part of the plan is that 52 have a vacuum system, for consistency amongst operations. We have an active plan to allow this. 51, as a designated track car, would not.
6. Yes, though they should become parking brakes.
There are several motivating factors:
A. Safety during Operations down the mountain.
B. Consistent and appropriate brake applications.
C. Promote the use of (cheap) car brake shoes rather than (expensive) loco brake shoes. Plus, when braking effort is spread over every truck on the train, wear becomes minimal.
D. Provide a more effective back up than safety chains (they would ultimately go away- once we've field tested the brake system for a couple years).
See ya
Jason
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I hate to question you last statement about safety chains, but with vacuum brakes, there is no instant on for the brakes, correct? With air, the sudden drop in air pressure applies the brakes. Am I correct in saying the vacuum applies the brake? Or does the vacuum keep the brakes from applying?
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http://www.railway-technical.com/vacuum.shtml
Mike found this on line
Seems like lack of vacuum operates it
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That article describes the UK/European vacuum brake system, but with the Eames vacuum brake used in the US the vacuum applies the brake. Like straight air as opposed to Westinghouse air it's not an "automatic brake", so the brakes don't go on instantly if the train comes apart. However, the Eames brake is supposed to act really quickly and according to historical accounts it worked well on railroads with short trains (<10 cars) that made frequent stops, which is why it was favored on rapid transit systems like the New York Elevated RR.
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FYI,
Semi trucks used vacuum brakes for years, a friend of mine had an old GMC with them on the trailer. They used the same glad hands as air brakes. The vacuum cylinders were much larger and they were mounted the opposite of the way the air cylinders would be so they could pull not push. There was a storage tank on the tractor and on the trailer for emergency vacuum. The vacuum came from the engines intake manifold.
Mike Nix
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Ok, setting the record straight.
Our system will be automatic. Vacuum will keep the brakes off; a sudden loss of vacuum will result in the instantaneous full application of all train brakes, except the locomotive. In short it is the vacuum equvalent to a standard Westinghouse style compressed air train brake.
The design is functionally equivalent to the UK system but was is, in fact, distinctly American. I was hoping to unveil this discussion later- as there is a substantial back story both to the original design and to our picking this system and carrying it forward. There are numerous reasons we are choosing this route.
I'd like to get 9 done and formally prepare this topic for debut. It is not yet a board-sanctioned project; as such it's still hypothetical, though we are very excited by it.
See us
Jason
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Thanks Jason. Sounds good to me.
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Thanks, Jason. I look forward to hearing more details about the system you're developing. It sounds like it will correct a lot of the problems associated with the original Eames design.
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Sounds like this will be the basis for one or (hopefully) a series of interesting articles in the newsletter. I'm curious on the history of vacuum versus compressed (right term? or pressurized?) air brakes. Particularly in application on the Maine two-footers.
Also curious on the use of safety chains. Am I correct in assuming safety chains were a more recent development and not used normally on the original Maine two-footers?
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The Mid-Continent Railway Museum's website has a nice history of the Eames vacuum brake, which includes the violent death of its inventor: http://www.midcontinent.org/rollingstock/dictionary/eamesbrakes.htm (http://www.midcontinent.org/rollingstock/dictionary/eamesbrakes.htm)
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That was a great resource for us. Our system is one which Fred Eames was developing at the time of his death. We want to make him proud!
Jason
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Sounds like this will be the basis for one or (hopefully) a series of interesting articles in the newsletter.
I hope so!
-John M
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Thanks Jason et al
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Yes, that is the European Automatic-Vacuum System.
I'm searching for a diagram and/or description of the US 1880s Straight Vacuum System.
As I understand it . .
Each Car and the Locomotive had a Vacuum Brake Diaphragm or Cylinder.
They were all connected to a Vacuum Line that ran the length of the train.
The Loco had an Eductor (like a Venturi) to generate the Vacuum.
Blowing steam from the Boiler thru the Eductor created a Vacuum in the Train Vacuum Line and applied the Brakes.
Releasing the Vacuum, bu admitting air into the Vacuum Line, released the Brakes.
What I don't know is whether there was a Check Valve in the Vacuum Line after the Eductor?
If the engineer applied vacuum to the Train Line via the Eductor, was it "locked-in" by a Check Valve?
Or did the Train Line Vacuum go back to ZERO when the steam flow thru the Eductor was stopped?
We DO know that the exhaust steam from the Eductor was released to the atmosphere by one of three methods:
#1 It was dumped to atmosphere via an open-ended pipe; this was VERY NOISY when the brakes were applied.
#2 It was dumped to the Smokebox and up the Stack; this quieted the released steam.
#3 It was dumped via a Muffler; this typically protruded above the Cab Roof.
So, I think we really need TWO Brake Valves:
(1) One to admit steam to the Eductor, generate the Vacuum in the Train Brake Pipe, and apply the Brakes,
and, assuming there is a Check Valve to "lock-in" the Train Line Vacuum,
(2) One to admit Air into the Train Line to relieve the Vacuum and release the Brakes.
Were any parts of the Vacuum Brake system on #9 when she arrived from CT???
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Jason, noted your "excitement" over the performance of the Eames system. If it does work as expected in regular service, is the plan to equip the rest of the fleet to include #10? If yes, then what would be your preferred order of equipment to receive the brake system upgrades? And by the way, congrats on a magnificent job on #9. Although I had only a very tiny part in the rebuild I was so proud to see her rolling - again BRAVO !!!!!!!
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John...10 has steam-activated brakes, I read recently.
Will that work?
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Steam brakes are setup to act as brakes on the engine only. Train brakes utilize either the Eames or Westinghouse systems. One being a vacuum activated system versus the compressed air system that is standard on U.S. railroads. With the return of #9 with a working Eames system we now have the ability to run trains with a full braking system (if the passenger equipment is so equipped), versus what we now have which is engine brakes and train crew using the cars handbrakes for stopping. With the steep grades to be incurred going down from TOM I'm sure the BOD and Jason in particular will be deciding what will need to be done with the revenue equipment in order to have a safe but historically accurate trainset. Hence my previous post.
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Some details on the Eames system we plan to install for train brakes:
1. It will be for train brakes only- they will not actuate engine brakes.
2. The actuating equipment is completely independent of 9's current Eames system; in fact all 3 locomotives will have the Eames train brake equipment as add-on equipment.
3. The train brake will be automatic in action- that is, vacuum in the train pipe will be used to hold the brakes off. Vacuum stored on each car, charged from the vacuum pipe, will also actuate the brakes. Those details parallel the Westinghouse system. Unlike Westinghouse, no triple valve (or any other complicated valve) is required.
4. The system is a historical Eames automatic train brake design- albeit little used because Westinghoise grabbed the market and vacuum brakes become less effective on long (50+) car trains. The Eames system we are adopting uses a single train pipe (as opposed to two).
5. While the original WW&F used straight Eames vacuum brakes, the car equipment is nearly identical.
6. The first set of test equipment is scheduled to be built in our shop this winter.
See ya
Jason
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Thanks for the clarification Jason. Are you planning to build the engine independent brake valve assembly from scratch or is there some patterns or old equipment to copy from. Also, is the plan to equip coach #3 first, then I assume 103, and 312.
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Don't forget Coach 8 and caboose 320, John - the passenger carrying equipment probably comes first, although equipping 309 with a pass-through pipe, as seen in original photos, would be neat for photo shoots.
Dave Crow
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The plan is to equip every piece of rolling stock with operable brakes eventually. We even have a plan to slow the flatcars to switch between a "loaded" setting and an "empty" setting.
The test equipment set will include one set of engine controls, which we must build from scratch, one set of Eames car couplings, which we have, and one set of coach equipment (2 cylinders- see below, one reservoir- new, piping- new).
The test locomotive control equipment will be built from common pipe fittings, assembled and appropriately machined, and installed on a steam locomotive. One coach will be outfitted. The test will ensue with that arrangment; if successful, the test locomotive equipment will be moved to 52 for permanent use. Patterns will be made to cast the locomotive control equipment in bronze.
Brian Fanslau gave us one, and MNGRR two, original Eames vacuum brake cylinders, 1880's vintage. They fit the mounts on coach 3 perfectly, and look like coach 3's original vacuum cylinders (different style than no 9's). The Eames cylinder can be used either straight or automatic. The 3 oven to us are all of B&SR lineage.
The control equipment is far less visually intrusive on a locomotive than a westinghouse system would be- everything mounts under the cab (except the engineer's valve of course). There's a governor, a small reservoir, an engineer's valve, and an equalizing valve. An emergency dump valve will also be provided.
The steam loco auto brake equipment is stand alone and can be removed quickly to restore an engine to its original state.
The origins RR didn't use auto- but it's a modern accepted industry standard to use an automatic brake; the safety it provides justifies its use. We feel that adopting the Eames auto system is only a slight exaggeration of what the original railroad did- in keeping with technology of the era, and providing low visual impact on the equipment. Very similar to our theory on no 9's new frame casting being drawn from a historical dwsign.
See ya
Jason
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Some details on the Eames system we plan to install for train brakes:
1. It will be for train brakes only- they will not actuate engine brakes.
2. The actuating equipment is completely independent of 9's current Eames system; in fact all 3 locomotives will have the Eames train brake equipment as add-on equipment.
3. The train brake will be automatic in action- that is, vacuum in the train pipe will be used to hold the brakes off. Vacuum stored on each car, charged from the vacuum pipe, will also actuate the brakes. Those details parallel the Westinghouse system. Unlike Westinghouse, no triple valve (or any other complicated valve) is required.
4. The system is a historical Eames automatic train brake design- albeit little used because Westinghoise grabbed the market and vacuum brakes become less effective on long (50+) car trains. The Eames system we are adopting uses a single train pipe (as opposed to two).
5. While the original WW&F used straight Eames vacuum brakes, the car equipment is nearly identical.
6. The first set of test equipment is scheduled to be built in our shop this winter.
Jason, the part about no triple valve sure is intriguing. You mention this is a historical Eames automatic train brake design, hence this question: Is there a schematic of this system somewhere on line you could refer us to?
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Today we had the first successful bench test of the engine control apparatus mockup on compressed air.
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74008/IMG_3738.jpg)
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74008/IMG_3742.jpg)
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74008/IMG_3747.jpg)
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74008/IMG_3751.jpg)
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74008/IMG_3752.jpg)
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Today the test mockup was replumbed to closer resemble the installed plumbing layout in the locomotive and retested. The shop crew plans to start building the next piece of the brake system during the coming week. After the next piece is completed the new piece will be plumbed into the existing mockup and bench tested.
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74008/IMG_3765.jpg)
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74008/IMG_3762.jpg)
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74008/IMG_3760.jpg)
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Since the vacuum brake system is being constructed from scratch, I wonder if you should use a two hose system where the rear car of the train would be receiving the initial vacuum application, keeping the train stretched out? I realize that this would create more line to exhaust, but I believe it may create smoother stops than where the first car would receive the initial application.
Bernie
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We had a real desire for simplicity; as such we're planning a single pipe automatic system. The braking action will be so many light years ahead of our current engine brake/ train hand brake system that our slack action should feel about nil compared to the current arrangement. Also, with our short trains, there should be little delay from front to back of train. Vacuum brakes became ineffective at 50 or more cars, so our 2-5 car trains shouldn't bother.
All that said- if we find the single pipe system lacking, we can always add a second pipe. All of these vacuum brake arrangements use the same car hardware, with slight plumbing changes.
See ya
Jason
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Jason,
Thanx for your response and explanation. Where can I get information on an automatic vacuum system?
Bernie
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Our system is based on US Patent 241,333, issued to Fred Eames in 1881.
It is functionally the same as the British railway automatic vacuum train brake. A thorough explanation thereof is on Wikipedia. The Eames system has a decidedly American flavor. We call it "Eamesy."
We are developing an equalizing control system for the locomotives.
This system utilizes the same car cylinders found on WW&F equipment originally; it is plumbed slightly differently.
We are well underway with prototype construction. See the work thread.
We are currently working in tandem on a newslwtter article and a detailed treatise on our application of the system. I'm purposely avoiding a lot of detail as we'd like to craft these documents nicely. In particular there's an opportunity for a nice series of newsletter articles.
See ya
Jason
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The pattern for the "pot" for the vacuum cylinders on the cars was delivered to Cattail Foundry on Thursday, along with two smaller parts for the system. They promised to have them available for me to bring to Maine for the spring work weekend.
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On Wednesday 5/25 we tested the vacuum brakes on coach 8. The test was considered successfull and revealed some items that need a little work. Coach 8 needs some changes to the brake rigging and the brake control assembly on 9 needs a little tweaking.
Firing up 9 for the brake tests.
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74007/IMG_5270.jpg)
Assembled vacuum brake pots before installation under coach 8.
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74007/IMG_5201.jpg)
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74007/IMG_5199.jpg)
Backside of a brake pot.
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74007/IMG_5205.jpg)
Brake pot being vacuum tested for leaks before installation.
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74007/IMG_5206.jpg)
Vacuum reservoir installed under coach 8. The yello arrow is pointing at the bottom of a brake pot.
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74007/IMG_5263.jpg)
Jason and Randy working on installing a vacuum pot.
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74007/IMG_5253.jpg)
Randy and Phil working on brake piping.
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74007/IMG_5350.jpg)
The brake pot is circled in yellow and the brake vacuum reservoir in red.
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74007/IMG_5362.jpg)
Brake hoses on coach 8.
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74007/IMG_5211.jpg)
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74007/IMG_5213.jpg)
Brake hose ends. The connectors were cast from a pattern made from an original WW&F brake hose connector.
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74007/IMG_5218.jpg)
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74007/IMG_5216.jpg)
Brake hoses on no. 9. The rear brake standpipe is an original from the railroad.
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74007/IMG_5228.jpg)
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74007/IMG_5225.jpg)
9's front brake hose and trainline plumbing.
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74007/IMG_5329.jpg)
Brake hoses connected together.
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74007/IMG_5379.jpg)
Train brake control equipment mounted under the engineer's side of 9. This is the same equipment that was used for the bench testing.
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74007/IMG_5288.jpg)
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74007/IMG_5286.jpg)
Temporary train brake control valve mounted on 9's backhead. The valve is a trolley air brake valve modified to work with vacuum. After the system is working the valve will be replaced with a cast Eames style valve.
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74007/IMG_5234.jpg)
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74007/IMG_5280.jpg)
Vacuum gauges for the train brakes. One gauge is for trainline vacuum and the other is for brake application. ( If anyone has a duplex vacuum gauge kicking around we would really like one. ) The original Eames vacuum gauge above the steam pressure gauge is for the seperate engine brakes.
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74007/IMG_5281.jpg)
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Don't know if I ever read or it was explained why stand pipes at end of cars.
Other than the plumbing is lower to the ground compared to the wide gauge cars.
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Some of the WW&F cars had standpipes and some cars just had the brake hose coming out of the end sills. Stand pipes are pretty common on vacuum systems all over the world.
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Standpipes cause the hose to come down to the coupling from above. This is necessary as the coupling relies on gravity to hold it together until a vacuum is pulled.
See ya
Jason
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Thanks so much for the great photo & caption coverage of this fascinating project!
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Brandon,
Thanks for the photos. They are just what I need for the Dailey Grant Application. I have duly purloined them.
Bill
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Do these vacuum hose couplings break apart like glad hand couplings do? Or must they be broken by hand?
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They pull apart readily on their own; they need to in order to function as an automatic brake. They are very simple compared to air brake glad hands as the vacuum holds them together. They have a crooked leg and a tab/slot which keeps them aligned and together after manual assembly and prior to pulling a train pipe vacuum.
They are Eames all the way. We have two originals and have made several copies.
See ya
Jason
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What kind of brake rigging adjustments were needed on Coach 8? Or maybe the better question would be what did we learn on Coach 8 that can be transferred to the other rolling stock?
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What Jason, Johnathan and many others have accomplished is commendable. What I haven't seen in this discussion, nor on the Facebook page is the results of the testing down the line and how well the system worked, or didn't work. Any reports available to share? Next steps?
Bill
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Check out the Welsh Highland Railway site. They appear to have the identical brake hose setup on their locos and cars.
WW&F has far less equipment, making vacuum brake installation quicker, cheaper.
The system is also an added safety factor.
Just another very well done custom improvement. ;)
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As a recently-joined member, this is my first post. I regret that some of it will be a little negative. Please understand that I greatly admire what is being achieved by the members of the WW&F Railway Museum. My intention is to contribute, from afar, in what will be an ultimately positive manner.
Safety chains have been discussed in this thread. In the absence of a continuous automatic brake system, safety chains compensate by reducing the likelihood of and controlling the risks associated with train separation in cases of coupling failure. This is necessary so that unbraked cars will not run free, putting occupants and others in danger. A further advantage of keeping the train together is that brakemen will then have the best chance of bringing all of it to rest in a safe manner.
When continuous brakes have been fitted, it may be considered that safety chains will be no longer needed. In the event of train separation, both portions of the train will be brought to rest by the automatic action of the continuous brake.
Having studied the excellent and informative posted photographs of the trial WW&F continuous vacuum brake system, I have noted that end cocks have been included in the brake pipe of each vehicle. Some of these would be accessible by passengers. Accidental or deliberate closing one of these end cocks would remove brake system continuity in a train and a safety hazard would thus be introduced: the locomotive engineer could no longer control the automatic brake system throughout the train and the hazards associated with train separation would be introduced.
Historically, automatic vaccuum brake systems have never incorporated end cocks because they are unnecessary. Hose couplings self-seal onto the mating receptacles (termed “acorns”, because of their shape) that are provided at car ends. The vacuum holds everything together. A hose can be pulled from a receptacle (at the rear of a train) and replaced to prove continuity. Inside a caboose, a Conductor’s Emergency Cock is provided and connected to the brake pipe. By manipulation of that cock a train can be brought to a stand at any time.
End cocks are unsafe, as detailed above, and they are unnecessary. One of the beauties of the vacuum brake is its simplicity. That inherent safety is compromised by the introduction of unnecessary end cocks.
Another advantage of the vacuum brake is that it permits both graduated application and release of the brakes throughout a train. That makes for smooth train handling.
I do understand that the WW&F vacuum brake system is still experimental. I am sure that the proven and exacting approach of the WW&F shop forces will eventually produce a system that will be well worthy of those magnificent trains. I am sure that all realistic standards of safety will be met.
John B Scott
Melbourne
Australia
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Nice post John, with some well thought out ideas. Perhaps on future versions, the shut off can be moved below the platform.
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Concern about end cocks reminds me of:
https://en.wikipedia.org/wiki/1953_Pennsylvania_Railroad_train_wreck (https://en.wikipedia.org/wiki/1953_Pennsylvania_Railroad_train_wreck)
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Hello John, thanks for your feedback.
Without any previous operating experience with a continuous brake, we wanted to preserve the opportunity to cut off a series of cars under partial application. Additionally we weren't sure of the receiver's ability to seal, so we opted for valves as we learned the system.
We'll likely move toward a standard of dumping the train pipe vacuum (full application) prior to uncoupling (and intentionally breaking hoses). That procedure will allow us to eliminate the dump valves for the reasons you state. Our initial testing showed the one receiving thimble we have (our Eames receiver doesn't much look like an acorn) to seal quite well.
At this early stage we haven't yet thought of everything and we do appreciate the feedback. Private messages can carry more in depth discussions as well.
Thanks,
Jason
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I think the end valve issue can easily be fixed by mounting the valve down at buffer level and just prior to the flex line as is done with standard railroad practice. I don't know if a smaller version of the standard cut-off cock is available but the lift and rotate feature would prevent accidental movement that could be a safety issue.
I would suggest following FRA standards as much as practical since we know that is an issue to be faced in the future, might as well be as compliant as possible - less to have to change later...........
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I am in the final stages of a grant request for the Vacuum Brake Project and a little bird (actually he isn't terribly little) said Alan Downey did his senior thesis or similar project on the Eames brake system. Could someone (like Alan) provide a copy of this work so I can perhaps purloin some ideas, or in the words of John McNamara, do some research on his work?
I don't have Alan's email address so if someone could forward this to him that would also help.
Thanks,
Bill
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Messaged received, Bill. I'll send you an email with some info.
I've just begun manufacturing the hardware for the control valve, and I'm planning on sharing the details of the work on here soon.
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It was Tom Leher who wrote:
"Plagiarize, plagiarize, plagiarize, but always call it "original research""
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I wonder from where Tom got it.
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It was Tom Leher who wrote:
"Plagiarize, plagiarize, plagiarize, but always call it "original research""
Yes. I gave proper credit to Tom Lehrer in an email to Bill.
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Imitation is the sincerest form of flattery, after all. :)
(The above saying is supposedly attributed to Charles Caleb Colton [1780-1832], but I haven't verified the reference.)
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I have just begun to peruse what Alan sent to me, and wow.... Alan, along with Jason, really did a lot of research and work, compiling a history on the Eames systems. Then he has designed, made the patterns and is now fabricating the valve assembly. He is now creating the machine drawings for each custom part. What an amazing amount of work. All coming out of Texas.
It just shows a part the enthusiasm and effort that comes together from all over our country to make the WW&F the great museum it is.
Bill
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Might be a good idea to gather all the knowledge gained and if certified, apply for a patent on the new system. You never know what may turn out to be a good business product.
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But if the design is substantially based on Eames' work, wouldn't that count as "prior art"?
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Alan, where in Texas are you located? I'm in Arlington.
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Philip,
If my memory serves me correctly, patent are only for 7 years unless updated and renewed. I doubt highly if the Eames patents were kept up. If anyone has better info, please chime in. Single or triple please, 5 chimes are just too loud....... ;)
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If anyone has better info, please chime in. Single or triple please, 5 chimes are just too loud....... ;)
Ha!
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Wikipedia has some interesting information about patents. The life has varied at different periods of history. The expiration of an old patent does not protect you from the "prior art" problem about filing a new patent for something that is basically the same old invention. However, a novel enhancement to the Eames design might well be patentable. [Disclaimer: I am not a patent attorney, nor do I play one on TV.]
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John:
Did you stay at a Holiday Inn Express last night?
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Terry, I'm in the North Dallas area, at UT Dallas.
Regarding the patent discussion, it's an exciting idea- but I'm not sure what the benefit would be. As John M and Philip have indicated, our system is largely based on multiple existing Eames patents. The expiration of the patent only ends the monopoly on the the rights to the idea, it doesn't mean the concept can be re-patented by someone else. There are undoubtedly some novel implementations which have the potential to pass muster, but it would require a patent attorney to suss it out, and defend it against prior art claims.
I think a more valuable thing for us to do, will be to write a paper, or a series of papers- a treatise* if you will... we can write about the history of the original design, our implementation, and our results. As we publish these, they can help boost our credibility and notoriety for our unique focus of preservation, and the legitimacy of the work we do here. I think that could be much more effective at boosting the museum- just my two cents.
*Full disclosure, this was actually Jason's idea
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I think a more valuable thing for us to do, will be to write a paper, or a series of papers- a treatise* if you will... we can write about the history of the original design, our implementation, and our results. As we publish these, they can help boost our credibility and notoriety for our unique focus of preservation, and the legitimacy of the work we do here. I think that could be much more effective at boosting the museum- just my two cents.
*Full disclosure, this was actually Jason's idea
Alan, if you and Jason could compile your research on the Eames vacuum brake into book form I think it would be a tremendously valuable contribution, and I would certainly buy a copy. The Eames system in its various forms has received very little scholarly attention (I have been able to find only one reference to it in 75 years' worth of the R&LHS Bulletin, for example), and I think you are probably now the world authorities on it simply by default!
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I would be interested to know whether any of the Maine Two-footers ever had a single pipe continuous automatic Eames vaccuum brake?
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Hi John,
No railroad has ever had Eames automatic brakes. While Fred Eames developed and patented the system, it was never actually made. This is why so much of our implementation had to be designed form scratch, based only on the concepts laid out in the patents. However, both the SR&RL, and the B&SR had Eames straight vacuum brakes, and I think (?) the WW&F had them on the passenger equipment, and I think the KC had them as well. Jason is really the expert here. You can still see the entire vacuum system (and tandem positive pressure air brake system) underneath the Rangeley which is kind of amazing when you decipher the piping and valves. We also have a few of the original vacuum brake cylinders from B&SR box cars which are identical to the ones formerly under Coach 3, and we plan to repair them and put them back into service on under Coach 3.
Philip, we'll start with the treatise and see where that goes!
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I believe one or both of the coaches at the Sandy River museum in Phillips also have both braking systems underneath; there were photos of the frame for #5, I believe, showing both the vacuum pots and the Westinghouse reservoir and cylinder.
Dave Crow
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The SR&RL went through a transition period in the 1910s-1920s (coinciding with MEC ownership) when some of their locomotives had vacuum brakes and some had air brakes, so the passenger cars at least had to be fitted with both (which I assume would also have required two sets of brake hoses). I don't know about the freight equipment though.
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Some of the British narrow gauge locos are equipped with a valve that can control steam, air and vacuum brakes. I'm not sure if that's all at the same time, though!
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Philip, when I studied the brake hardware underneath the Rangeley (and got all sorts of weird looks from most of the other patrons), I found an impressive arrangement of check valves which meant that both the Westinghouse and Eames systems worked off of the same single train pipe with no manual manipulation of the system to go from one operating mode to the other. The end hose was not present, but I would assume they would have used a traditional Westinghouse gladhand for the pressure retention requirements. This would also mean that their vacuum equipped engines would have been equipped with the same Westinghouse fittings- surely making poor Fred Eames roll over in his grave. Seeing such an elaborate but elegant solution was surprising and impressive to say the least. I strongly encourage fellow brake nerds to crawl around on the floor of MNG to check the whole thing out.
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Wow, very neat information, Alan. Thank you.
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I greatly appreciate seeing the excellent and most informative posts concerning the Eames brake system. My question about a possible precedent for a single pipe Eames continuous automatic brake system was based on my suspicion that no precedent existed, and that has been confirmed.
Mention has been made of the challenge to develop an Eames-like continuous automatic brake system that will satisfy the needs of the WW&F. I gather that considerable progress has been made.
It has been stated that the sensible approach of referring to Eames patents for design inspiration has been adopted. I think that such an approach must bring worthwhile results, if faithfully pursued. It would be of concern, however, if the WW&F were to adopt too much of the style of the Great Little Trains of Wales, great though they might be.
When planning a vacuum train brake system, one of the decisions is how to integrate the operation of the locomotive brake system with that of the trailing vehicles. Historically, commonly applied options included:
1. Apply automatic vacuum brakes to the locomotive so that it becomes just another part of a train; or
2. Use steam or air brakes on the locomotive that may be independently controlled when working light engine and that may be vacuum-controlled, via a vacuum/steam or vacuum/air proportional valve, from the train brake system.
For the WW&F, neither of these options is easily applicable because the locomotive brake is “straight” vacuum. Awkwardly, the need arises to provide vacuum for two separate vacuum brake systems that need vacuum creation at differing times.
The heritage value of the existing Eames Vacuum Driver Brake that is fitted to locomotive #9 is such that it should not be altered. This makes the integration of the two brake systems most difficult – or impracticable.
I have studied published photographs but I am not entirely clear as to how the various issues have been addressed in the design of the prototype continuous automatic vacuum brake. If the two systems have been kept completely separate, then there would be a need for them to be separately manipulated in service. If the two systems have been integrated, then that might spell compromise for the Eames Vacuum Driver Brake.
It would greatly clarify if we could see a schematic diagram of the prototype brake system. Then it would be clear what equipment is installed and how the various parts are interconnected. A scan of a good sketch would do.
I am not sure whether it applies throughout the WW&F but I assume that the overall aim is to preserve or recreate the state of affairs that applied on the railroad at the time of its closure, in 1933. I know that is so for locomotive #9.
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John,
Someone more knowledgeable on the systems like Jason or Alan can address the practicality of integrating the loco and train brakes. I do know that 9 has vacuum brakes, 10 has steam brakes, (oxford comma John) and 52 has air pressure brakes. I suspect the answer will be that they will always be independent and it will be engineering training and experience that governs how they are used. I have seen in Jason's writings that he prefers to use train brakes as it makes for a smoother passenger experience and saves the locomotive brakes, which are more expensive than rolling stock brakes to replace.
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While the Maine two footers and the Eames system have close ties to Welsh heritage, our system is a decidedly American implementation of an automatic vacuum brake system. The American approach to brake systems has not been to integrate train and locomotive brakes on a single control, but to have two separate control valves. We intend to follow this practice, which will also maintain the historical integrity of #9's straight vacuum engine brakes, and work well alongside the engine brakes on the rest of our fleet. This also will allow the engine crew to rely less upon the engine brakes, spreading brake shoe wear out through 16+ shoes, rather than just the engine.
Regarding a schematic- with tweaks and changes being made to the system during it's testing, it would be premature for us to publish a schematic. We will be pleased to include a schematic and an explanation of the system in the treatise which will be published after testing and implementation has been completed.
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Alan, modern train brakes (Westinghouse type) while they do have two control valves are not seperate. Applying the train brake will also apply the locomotive brakes. Applying the locomotive's independant brake will only apply the brakes on the locomotives. If you apply the train brakes and do not want the engine brakes to apply....you have to bail off the independant brake.
Keith
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I have an original catalog from the Eames Vacuum Brake Company. It is undated, but it comes from the 1880s, I think. I thought I would share a diagram from the catalog, that illustrates the vacuum ejector of the Driver Brake equipment that is fitted to locomotive 9.
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That was my first attempt at posting an image at this site. My intention is to spread some precise knowledge about the equipment and to illustrate the Eames style, when it comes to brake equipment.
The brake equipment of locomotive 9 also incorporates the brake rigging arrangement that was termed "Style A" in the Eames catalog.
The diagram, above, includes the operating lever, which is mounted vertically on locomotive 9. The lever is linked to the operating shaft of the ejector. Backward movement of the lever opens the steam valve so that vacuum is created and the brake is applied. In the mid position of the lever, the release valve H and the steam valve J are both closed. Forward movement of the lever closes the steam valve and opens the release valve, which destroys the vacuum and releases the brake.
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The diagram, below, illustrates the Eames Style A brake rigging of locomotive 9.
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I thought I'd give a short update/teaser on the control valve project.
Rick Rowlands did the casting for this project, so he, the W.A. Young Machine Shop, and Youngstown Steel Heritage Museum have my many thanks!
While there are plenty of off the shelf bits of hardware, the bulk of the valve is custom hardware. Here are some of the parts I've made so far...
Valve plunger seals, and a spring loaded tool to install/remove them
(https://lh3.googleusercontent.com/_l7cjou1ZWssK-j6K2PdiW31x6chjlh4givCZvvUb7-4IpbvG5C4h18U4yuJx_UFtlLC1j4JkvSeVrt39tjeWxivOnjQ-_Hf8IskiHSlZ4WqKuXrAPJ9FhCTQ1sBh6Aa1ucR7qjTvE0RCoDAwHDb9bc08U3DsxwwKaXSJ4uO6a_fom_jN98rUYolN8qKDrqIEkjM5q3sPyJjjWeBvp92oX3EhX_C_dAwT9gXoXprr8AsHhv78F1EjXC14ov7Z7lrtUKtdnDEQxl4BI9YELLmBkRC7QMSWMz8LSImaZAekzayDgdPS7dnyLrIWicpMpEBreF065-Bd59_9xjJYITJnDT7xaHNUljM2WlVxMe1CZ5Eesqd7HFPKOCIAc-lz91rz8gY52ijNhjWEqCikEyOaGfnGMP2y_r3tKA_lecmXcVzdU5vD5HgC_kOMGZaTzLaHN_qkvthcxDE-ftGE9HWAS7iIGSmGAyK440YP_qE7LgkpUiwm227EjaU3H_f6_oH-CXnycCxWkkHfQmZKJjhthA9jezmH98izI01xDBCPd3iNFwxml1THIL9FQxQNqf0lK6rQpEfKxPykTPrSfnHUKev74FxQQ4=w1306-h979-no)
Handle blanks, their bolts, and a mandrel which I'll use to turn the blanks.
(https://lh3.googleusercontent.com/Np7BeQS_jZVUTiENdjpgu93WV5dhKnjKMx3WgnIS5OeYCvvxqylcn7IbU57lCCSnB8mofGt2k3RmKQ5HyoGYwd0h5mNDKVc4wupB4w6Sbg4gCmrVAtZeXatjr5mzqKxia8mr1MQ2L3KDPfa5259chGtiTpsI3oUDRpRsGtukMCOnv0M7gdhVbYe8SUAAkdE5Ps7eggYydy_n6qPYToxdzZryaL5EwlDldY1eQpdToWLzu-h3y3Jt88bhTdI2d5meWy0gFG-eNCcGGRcFhWV6sAUCcAi27L19hWL1Nq3zVwCE7g0WbDkaoqYlepLb_AMRdwuMb0HtLsZxiXf6PdkqNpk8CoznFspLlY9pXLzrjGDOyJCBcl41wLPLHUfy3Z9x7bkr6rsPPKbcw7eq64NZRmXMTN7sRFC6sTH5-8FXxuqqu3RHGng78IrfJAtLu9FCBKpGGIWevDDojn5OsHGbrYpHcmjVR1piB9SFO7iWuJJndExzhlEpvCZzxs4e4DHmiEDno-XuuyrmsCErea-sIatL_Ro-V7gPKwhfjQ2JinZ4SalgfIWDhOyWVet5QsrgxvpZnc_jazP9OFEMBL4jq2fqwFSTh8g=w1359-h1019-no)
I received the castings this past weekend, so I've begun machining them as well. This work is a combination of manual and CNC operations. The shop where I work at UT Dallas has knee mills that can be used in both modes, and it allows for efficiency gains when working on "production" type projects like this. Simple things, or one offs I'll do manually, but with many repeated operations across all three valves, I've been using that capability more than I typically do.
I've started working on the valve bodies- establishing primary datum planes and putting in hole patterns. Each valve requires seven setups, so these will be the most time consuming part to finish by far. Side note, I made the aluminum fixture plate in anticipation of this project and working on these castings, and its paid off after just two days. I've been really thrilled with how easy it is to set up small parts, and add sub fixtures.
(https://lh3.googleusercontent.com/InxryBT9b1ycO4bBF0Cwq5lTlPoM8OZBVc2d9pJqkCxdLjeiSYu8EYcYjOv-e_dvN6zQqCYkYFcpNbWjkIVj_I2tku3fdDHC29YZZxXJC5xkSc6RLFt30WMaXiuKM_sR6X3S-3v5Byf9-8_6Hbpit1xgQQn3X8aBxDc5t-RXqOAh38Nww5ppTjnhFz8IgdHDeLgomBvxY8OnKZME_ru8JwG2RhysQWQbL12I5VTPdn32gshZRJfqHndKwsBoDuF1hEvqCSXjNkYFFPQltiZYNxhV5iv9JkCYRI9hrhJWPidPA1dtVUabNZaAc8qiIDYBtG-3pBmEGxiMTR-PvzXK_-0g2vjcdW4QnERR3kM4iJyTdnvqxxPk8qZbKAK2DQijHl-ZfPHeGm57hT_ROhccXrpnaWC1W0RdUK5Em2U7jG7iFuqfRWfNGMrjkfF7qKaMd7M2CpiVN3AFMivS5nAOiYTA0MYnL_npCMpCdif3twVE060ZF9oNYbdU86Y8bOm5MI900S12Pi6uJcSNnL0RacXZ6KH1jLt3Xek4O5wrmYMXT6GHz2JwOCW1w8CcsupwGjWwxdQBb5ZTUgRl1PYRmjeHW1fYpJc=w1359-h1019-no)
The quadrants are almost finished, needing only grooves for detents.
(https://lh3.googleusercontent.com/dNnlukh-z-4R1Xo7yRvIGn_MDlsnVOBY1hon9ZnezStmsi5pZZR5FuPrQv0iqu7-dBiMAMo9fTDqcYpn-vQcAiqbD1_KbZ0YeyJ0YAzryvXiUTluldEhEO_o2L37hogeFg26TWi61jBGftmo2RniZpb_fqQEeUvtKIgF7yUAUNzqIHtTDNQ_gQVJGceO3mrlRcJpxoSAwB4cT6eg-k2U-GwPxrisCMaCUQskr48lSfIEzSexmK80-MV3jJDcGOAK-Eov7VfoFGfjB83E-jQluSuy5qFMkd_JUcj_Uu0tFcduZyzRFOFg_VdseKeQTl7Aoqgn9qnQp22hmBuY0FZuD5xxv1wCamM2ZRci_2rBgu9nH5A5ijTJSNUi-Qgii2-qoWbazipGRxTDfYe1EjcpGh_ON_GxuspvruaoE_parvURdj-VQiONW36jo8kD0aREZFvlQu_3qrnp-wp4yP63Xc47F0tJVACE-BvU9u_KrQl87cSt1379oCjCJrTK_kWHqKnLTfjmCrlKcFCF3x2BZVv2CgDA65yFHRf-SQaUHVpPhAVTeej3OrELHSA83AA9M8e7GLKKdLgGhM-uyNT1GHSSeKM-dAM=w1359-h1019-no)
The levers are almost done as well, just missing the detent guide hole and handle mount. I plan to finish them tomorrow.
(https://lh3.googleusercontent.com/eOgKczvAthYzkYaj79z12U41J2ASUAwEPo0CG4bQMw2h84cmnzc0JZobhMpXLP0pGn6EtXV-ebcYhujclDjtZnT0exlmm0W3Yw-e4cjudvep-0wX7Lj59iAyzQNw1M9VWx3jvUZpGMO11UAc0UQqxJ6QU2CxjF65jeJ6w5k0dZ3D1tQ-9UUB4tkQX2ijzjnKy1g7DzS8hnwudpL_njgNpf7SkO3RWKh6yJq4WIco3wgr3RJjsC3U4IhFp3cN0wL5VqnsyjOTQmgltb4ljlVPnGkMldjBTD1kYUcNC50lHgReK5I-z54lMAGsi0eWa53D2vfS3SSvk5N4R54OkL-p2Vau3Kq948Gn2L7irYCpwnGDb-M-Y5sQdkIc9yK_P0RZWE0ECc5ESF47Dk0bgaqyUa8cIvLu1DY9pWCD7if0oA7yIcgYDveOOlbJCBCGCBL0rah7P6tG8C6pnBn_VR7xnhgkFSqiRqeg2bXkFWWcOlm4KFCblXlYqhwlf_UwcuoMpXfCTwdo8P8UPjvxGRc5Je2ughpNPSkLiVzggskpJBM_3has6bLdzPUPcqGg8bk0jd7lXvA6oOLSs9MN3FrGhOW3obYVJnM=w1359-h1019-no)
I still need to make the actual valves, turn the handles, finish the valve bodies, and make a run of custom fasteners to hold everything together. I think it might have been possible to buy bolts that would've gotten the job done, but I've got some special touches in mind that should really complement the aesthetics of the rest of the valve. Anyway... more later.
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OOOOoooo! Lovely work!
Be still my heart!!
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Wow!! Incredible workmanship ;D ;D
BTW, Gordon, we over-50 people should avoid using the phrase "Be still my heart!"
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Beautiful work Alan, thanks for the update.
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Very impressive work, Alan. Thank you for sharing your progress with us!
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True works of art and design.
Thanks Alan
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Just WOW
Thanks Alan
And thanks for the update.
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Very nice work, Alan!
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Fantastic work, Alan.
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Yesterday James and I visited the Cass Mountain Railway and took the ride to Bald Knob. We noticed that on all descents they tied down the brakes on each car in addition to the air brakes. We were told that the engineer then makes a small air application as needed. The brakemen (and women) would check often to be sure that none of the wheels locked. I guess they use that method since they don't have retainers in their system.
My understanding is that we won't have that compressed air problem of a limited number of applications down a given grade. Is this correct?
Bill
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I think one advantage of a straight vacuum brake system is the lack of reservoirs to deplete. As long as you have enough steam to blow out a vacuum, you've got brakes available.
How this will differ with WW&F's improved vacuum system is something for those knowledgeable gents in the R&D department to expound upon.
Which brings up another thought: will #52 be vacuum brake equipped? If so, I'm guessing blowing out air to create a vacuum?
John
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[quote author=John Stone link=topic=2524.msg28109#msg28109 date=1467510814
Which brings up another thought: will #52 be vacuum brake equipped? If so, I'm guessing blowing out air to create a vacuum?
John
[/quote]
Just pull the vacuum from the motors intake manifold, that's how the old semi's did it, I have friend whose father had a semi trailer with vacuum brakes and that's how it was done.
Mike Nix
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I know Jason's plan is, once the initial testing is complete, to put the No 9 locomotive test stand in 52. I don't know how he intends to create vacuum, from the intake manifold is one possibility, using compressed air thru a venturi instead of steam to create vacuum is another possibility. He will have to address that.
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I am so happy to see that the castings are machining up well!
A little story on the production of the castings. My original intent was to produce the castings from Alan's patterns at the WA Young Foundry & Machine Shop. I reactivated their coke fired crucible furnace, which had not operated since before WWII, and successfully melted bronze in it. I brought down three molds to pour, but for various reasons all three ended up as short pours. We had planned to try again, but word got out to the press that we were to be running the furnace, and since I did not have permission for the metal pour to be a public event, I had to cancel it. Then about three days later the site was hit with torrential rains and enough water came down the hillside behind the building to penetrate the rear wall and run like a river right down the middle of the casting floor and out the front door!
By now I was very late in getting the castings finished, so to save time (Youngs is a 2 1/2 hour drive from Youngstown) I fabricated a temporary crucible furnace out of some 3" thick refractory board that I had salvaged from a steel mill, borrowed a propane forge burner and set out to melt the bronze in the J&L 58's enginehouse. Over two separate days I ran that furnace and melted down enough old Lunkenheimer, Walworth and Crane valve bodies to cast all nine parts that Alan needed.
I used to work in the foundry industry, from making 100 ton iron castings to tiny nonferrous parts, but pretty much gave it up several years ago. But it all came back to me fairly rapidly, and now I have caught the casting bug again . I will probably pour more bronze down at Young later in the year, and have plans for the construction of an iron cupola furnace in Youngstown now as well. From the same steel mill I also salvaged about 1,000 lbs. of SAE 660 bearing bronze, furnace fodder for a new set of rod bushings for the J&L 58 and whatever else comes along.
The vacuum brake castings were produced absolutely free of charge as a way to help support the work of the WW&F.
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The valve body molds were rather interesting to make. The cores for the internal passages are exceptionally tiny, and usually broke when taking them out of the core box. I would then glue them together and then sand and fit to get them to sit still in the mold.
For these castings I did not use greensand but instead used a nobake process that is alkyd based. Mix 2% by weight resin into the sand, then add 1/2% co-reactant and mix it in. I did 25 lb. batches in a 5 gallon bucket with a paddle on a drill for mixing. A concrete mixer is a very effective and low cost mixer for no bake when there are larger batches to be made. The molds set up in an hour or so, ready to strip and make the next one. I carved risers and gates into the molds with a stone on an air grinder. The nice thing about nobake is that the molds are practically indestructible with normal handling. I can make molds today, put them on a shelf and pour them in 10 years and still be perfectly usable.
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Rick, I am very impressed. Thanks for all your hard work and dedication.
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What Ira said.
Jeff S.
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Thanks Rick! These look great- nice contribution. My wife and I are headed through your neck of the woods in late August. We'll have to see what your up to!
Steve
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Thanks Rick & Thanks for the explanation.
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The latest (July / August 2016) issue of the Museum newsletter carries an excellent article describing vacuum automatic brake equipment to be fitted to passenger cars operating on the WW&F Railway. The article is very well thought out and it is nicely illustrated.
Some of the vacuum equipment that will be needed on cars is not dealt with in the newsletter article, including the Release Valve that is needed on each car to enable its brakes to be bled off and the Conductor’s Valve that should be fitted on each passenger car to enable the application of the train brakes in an emergency. The design of these valves involves special consideration as they must not permit dirt or moisture to enter the vacuum brake system.
The normal strategy for obtaining the function of a Release Valve is to arrange for the check valve that is described in the newsletter article to be manually lifted, when desired. This produces equalisation of the pressures on either side of the brake piston, allowing it to fall as a result of the action of gravity on the mass of the brake rigging (assuming vertical mounting of the brake cylinder). The Release Valve mechanism can be sealed from the atmosphere by a diaphragm in a manner similar to that employed for the brake cylinder piston rod.
The actuating mechanism of the Release Valve of a car (typically a pull chain or light rodding) should be arranged for manual operation from either side of the car. When the braking system of a car needs to be cut out (because of some defect), means are needed to tie back the actuating mechanism of the Release Valve to keep the valve open.
A Conductor’s Valve needs to incorporate some means for the filtration of incoming atmospheric air. The valve should be designed to remain open, following manual activation, until all brake pipe vacuum has been destroyed.
As indicated in the newsletter article, the car equipment for the vacuum automatic brake system can be relatively simple. Equipping the locomotives will present greater challenge as there are additional issues to be considered and provided for.
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I spent some time this afternoon with Waynesburg & Washington 2-6-0 No. 9684 at Waynesburg, Pa. Here's a photo of the Eames Vacuum Brake apparatus in the cab.
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I documented Wayne documenting the Eames muffler today!
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My best side!
Here's my photo of the muffler.
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And one of the entire locomotive.
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Wayne, would that be an inspection pit under the tender and rear half of the loco?
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Wow, thank you Wayne (and Rick too). The muffler is of more substantial construction than I'd imagined, hardly the "tin can" it's often likened to. It looks like it might even be a casting!
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No inspection pit, just a concrete floor.
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Great pictures of the Eames hardware! Thanks Rick and Wayne for gathering the details on the muffler. Considering the scarcity of vacuum brake equipment in the US, its lucky that we have a reference piece. Hopefully the internals aren't too much of a pain to make.
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The Eames apparatus in the cab appears to be a combination ejector and operating valve in one piece. The muffler body seems to be a fabrication, although the top looks like a casting. I was surprised how large it is, about the size of a gallon paint can.
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I am working with the Greene County Historical Society on the W&W No.4 now. I'm currently working on an idea to be able to move the locomotive on compressed air by feeding air directly to the valve chests. Their Plymouth diesel mechanical is out of service so the only option to get the loco to move is by air. They like to move it outside during their annual Harvest Festival, but have been unable to do so in a few years.
The W&W coach that is sitting outside under a tarp also needs moved into the building, which is still awaiting the installation of a concrete floor. Its a little over a 2 hour drive down there from my house so I can only make trips down occasionally. But they did put up a new steel building for it, so when its finished the two remaining pieces of W&W equipment will be well protected.
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Rick, why don't they move the locomotive with a cable and a truck or a winch? A couple of snatch blocks if they can't get a direct pull, put a post at the end of the track in the building to pull it back in. Not a big deal to move something that rolls.
Mike Nix
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The Eames equipment on W&W No. 4 is to US Patent 228743, which can be accessed here: https://www.google.com/patents/US228743 . That equipment is designed for non-automatic continuous vacuum train brakes. I believe it could be adapted for use for the control of automatic continuous vacuum train train brakes on the WW&F.
On W&W No. 4 the vertical lever releases the brake by admitting atmospheric air to the brake pipe. The horizontal lever admits steam to create vacuum to apply the brakes. The push button, below, allows selection as to whether or not driver brakes will apply when the train brakes are applied. The vacuum ejector is contained within the main vertical body of the equipment and it exhausts steam and air through the cab roof.
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A top view, with muffler, of a Sydney steam tram Baldwin motor can be seen here: https://upload.wikimedia.org/wikipedia/commons/a/af/NSWGT_Tram_Motor_No._1A_Top_View.jpg .
One of these in action can be seen here: https://www.youtube.com/watch?v=WnPcduIGdWc .
A web search for < steam_scene_vol5_issue5.pdf > will produce further relevant information.
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Rick, why don't they move the locomotive with a cable and a truck or a winch? A couple of snatch blocks if they can't get a direct pull, put a post at the end of the track in the building to pull it back in. Not a big deal to move something that rolls.
Mike Nix
I am going for simplicity. Cables and snatch blocks get to be rather complicated for someone to deal with and involves a lot of farting around to get things set up. My system utilizes an air compressor and one hose coupled into a Chicago fitting on the side of the loco. With an inline oiler and a ball valve to control flow, just set the Johnson bar the direction you want to go and open the valve. The inline oiler assures that the cylinders will be lubricated, something that cannot be guaranteed moving it with any other method.
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For those interested, The latest NRHS News announces the award of eight NRHS Heritage Grants. One was:
• $3,000 to the Wiscasset Waterville and Farmington Railway
Museum, in Alna, Maine, to outfit its equipment with an
1881 automatic vacuum braking system patented by Eames
and originally utilized by its locomotives and cars.
https://admin.nrhs.com/NRHSNews/NRHS_News_June_2017.pdf
As it occurs, we should post our progress on their facebook page.
Bill
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Jonathan repairing an old B&SR vacuum brake cylinder by expoxying a stainless steel sleeve into the bore. This cylinder will go on coach 3 when finished.
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74009/IMG_7966.jpg)
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74009/IMG_7968.jpg)
(http://i148.photobucket.com/albums/s5/bbarry74/bbarry74009/IMG_7965.jpg)
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I am glad to see that, even with all that is going on in the shops and down the line, we are still advancing the Eames vacuum brake project.
Has anyone thought to make a progress post on the Facebook or web page of the grant provider?
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Agreed. Furthermore, I would very much like to see a copy of the intended vacuum brake system schematic drawing.
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I don't see enough clamps there. I think you need a few more.
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James, you gunning to be elected Vise President or somethin ? ;D
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Careful, our Moderator may have to clamp down on this topic! ;D
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All these comments about clamps is putting a strain on the subject.
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Careful, our Moderator may have to clamp down on this topic! ;D
Actually, I find the conversation quite gripping.
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As they always say, them's the brakes!
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I'm glued to the forum watching all the friendly bonding going on. :o
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Recent castings of brake pots..(http://i1132.photobucket.com/albums/m573/miketrainnut/IMG_3182_zpscs4i7ikf.jpg)
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They look great. Can't wait till we have them in service on our trains. :) I can not say it enough, we are very fortunate to have so many wonderfull members, volunteers, and friends.
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Vacuum brakes are very sensitive and satisfactory for short trains. In the case of the WWF Railway, there is a need to preserve historical integrity by following the lead of Eames: his approach was distinctive and not quite the same as the British approach.
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I can only agree!
In what ways did they differ?
... and note, no cut-off valve on the brake hose. Just a blind plug to put the coupling on.
http://www.warofficehunslet.org.uk/
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Exactly so. That plug was called an acorn (in Britain) because of its shape. Loco 303, in the linked image, has the British style coupling arrangement. Nothing wrong with it, but it is not Eames. The advantage of the acorn is that it retains the hose in position as well as sealing off the vacuum.
Our loco 9 has the Eames driver brake in largely original form (except no muffler). The Eames installation on loco 9 is an important piece of technological heritage that would be found in very few places, elsewhere.
The idea of fitting continuous vacuum brakes to WWF trains will necessarily take us away from the original configuration of the rolling stock not only because it was not there, in the beginning, but also because of the need to interoperate with the existing equipment on loco 9. I am sure that our people are well aware and sensitive to all that but I have failed, so far, to have any meaningful input to the development of the proposed continuous vacuum brake system. We are told, however (Board minutes, etc.) that development work is in progress.
The introduction of close-able cocks is a safety hazard, apart from being unnecessary and non-original. The Eames coupling had a hinged flap-type stopper to retain the vacuum. These flaps swung aside when hoses were coupled.
The Eames control valve, in the cab, was highly idiosyncratic - a most interesting piece of equipment. I have no idea whether any attempt is being made to be true to Eames in respect of that. I do suspect that rather modern valving is being hidden away beneath the cab floor.
My desire is always that an observant and knowledgeable visitor to the museum will learn the truth. We don't want people being deceived.
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When I get a minute this weekend I’ll post an update on the project. Cold fingers now as we work on stove pipe installation in the shop.
Jason
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The vacuum brakes on the train will be different in that the vacuum will release the brakes. A loss in vacuum will result in applied brakes.
As such "angle cocks" will be needed to close off each end of the train. Check valves or flapper valves have proven insufficient and will not hold the vacuum. Or if they do, in short time the valve no longer functions as desired.
Hope this answers some of the questions floating around.
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Joe, angle cocks are not needed and are not used on continuous automatic vacuum brake systems because the hose at each end of a train is placed on a receptacle and held there by the vacuum. In between, the hoses are coupled together between cars.
It is the presence of cocks in air brake systems, necessary to retain air pressure, that introduces the danger of inadvertently closed cocks that would interrupt the continuity of the air brake system throughout a train. Introducing unnecessary cocks in a continuous vacuum brake system would introduce the same danger. Without continuity a train may have insufficient braking power to prevent a runaway.
I believe that there is not a direct precedent for the continuous automatic brake that is envisaged for the WW&F, however there is an admirable expressed intention to make it as Eames-like as possible. That means we need to be open to all relevant and applicable Eames precedents, otherwise it will not be worth the bother. For loco 9 the issue is particularly tricky, given its great historical significance and the wonderful work that has been carried out to get it to where it is, now.
Personally, I think the British-style hose couplings and acorn receptacles are much better than the Eames flap-type couplings and, accordingly, it would be reasonable to upgrade according to the British model. Hypothetically, the original WW&F management could easily have followed that path, based on their experience. Even so, it might be rather intriguing, given our museum status, to try to see whether the Eames connectors could be made to work!
The introduction of cocks has no reasonable precedent and it would be unwise.
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My mistake. I thought coach 8 had angle cocks on it?
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Is there a photo of an acorn receptacle that someone could post?
Jeff S.
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I don't have a photograph handy, but here are some diagrams from a Google search.
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Dummy coupling.
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Thanks for the image, John.
Jeff S.
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Hello folks,
A quick review and update of our vacuum brake project.
Our design is, to the best of our ability, based on US Patent 241,333. Specifically, lines 24-65, in the text of the patent, is the complete basis for car equipment. As indicated beginning on line 32, a tenant of Eames’ design is avoidance of a packing gland on the double hemispheric shell type cylinders. For our prototype, rather than custom produce the smaller rod seal diaphragms, we utilized a standard rubber bellows, which is housed in a tube and arranged so that vacuum is on the outside of the bellows, atmosphere on the inside. We are utilizing the reservoir option as indicated beginning on line 63.
For control apparatus on the loco, reference line 40, beginning at “automatically operating ejector,” utilizing a diaphragm balancing train pipe vacuum with a set of weights. We took a liberty here and substituted the weights for a spring. The user input (engineers control) is to set the compression on the spring via a set of ramped discs. The mechanism either opens the train pipe to atmosphere or opens a pilot which snaps open a steam valve leading to the ejector. We prototyped this, in rather ugly fashion, last year to prove viability. We have now designed and are mid production on a version which is entirely self contained, 7” diameter and about 11” tall, which the ejector threads into directly.
The locomotive control equipment will be completely independent of the locomotive brake system, thereby keeping (for example) loco 9’s historic braking system completely un-modified. The train braking system on a locomotive will consist of a train pipe and a controller. Additional plumbing includes a steam line off the boiler, ejector exhaust (with muffler), condensate traps, and shut off valves.
We have chosen this system because it allows fully automatic continuous braking within the historic context of the braking system on this railroad. The car equipment is virtually identical to the straight brake found on the WW&F cars historically, requiring only the additional reservoir and some extra plumbing connections. The locomotive equipment is simple and easily removable.
We did prototype a much more complicated control system, involving a series of modern valves mounted under loco 9’s deck. That system proved unwieldy to troubleshoot, and was a far greater compromise on historic integrity. That equipment has all been removed; we’re all much more pleased with the current controller design.
Couplings: loco 9 came from CT with its vacuum hoses which included the European style couplings, which came from the WW&F in 1937. The hoses themselves were radiator hoses; we replaced them in kind (right from Wiscasset Napa).
With regard to John Scott’s question of angle cocks: we are using them so that we may isolate parts of the system for testing purposes. Said testing includes the seals on the couplings, which we’ve yet to come to trust. We also have yet to reproduce the stoppers as described. As we’ve been heavily in testing mode, and have only one car equipped, it hasn’t been high on our priority list to refine that aspect of the design. (IE we need a functional controller before the valves matter at all). As to the danger induced by the presence of these valves- we have accepted such risk as equivalent to that found on a positive pressure system, and we may just need to leave it at a difference of opinion.
The project’s delay due to controller production coincided nicely with the bridge project taking all of our attention. I do apologize if Mr. Scott, or anyone, has felt underinformed on this project. The reality is our resources have been otherwise required, and we really wanted to have the new controller prototype in hardware stage before making a major announcement. As it is, the controller production work has been proceeding back burner throughout this entire time.
We are also still refurbishing three B&SR vacuum cylinders; these will be for coach 3, which carried identical cylinders out of J&S (as evidenced by surviving mounting brackets). This work is waiting for the shop to get some heat. We have Jonathan St Mary who is essentially devoted to this project (pending heat), and several others who are supporting the project in various ways. I’m providing project guidance, however for the most part I haven’t been on hardware work. As winter brake work continues I’ll focus on 10.
Thanks very much for everyone’s interest.
Jason
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If the risk of the valves is sucking them closed during operation, maybe we could aquire some angle cocks or MU cocks that actually lock in position? The MU cocks found on diesels are spring loaded at the handle and lock in the open or close position and their position could be any position as needed.
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Jason,
Thanks for a very comprehensive and informative update.
Bill
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Joe, I think you've hit on something there - might be a perfect substitute. Hope the "Eames Gang" will give it a try.
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A picture of the brake controller valve pattern from Harold Downey and pictures of the cad model from Alan Downey.
(http://i148.photobucket.com/albums/s5/bbarry74/mount%20ext/CMYI1042.jpg)
(http://i148.photobucket.com/albums/s5/bbarry74/mount%20ext/IXWC0555.png)
(http://i148.photobucket.com/albums/s5/bbarry74/mount%20ext/INOM7572.png)
(http://i148.photobucket.com/albums/s5/bbarry74/mount%20ext/MJJJ2762.png)
(http://i148.photobucket.com/albums/s5/bbarry74/mount%20ext/WDYF8248.png)
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I would like to express appreciation to those who have taken so much trouble to provide detailed information on the plans for continuous automatic vacuum braking. It is certainly understood that the tremendous input by all to The Bridge project and to going Down the Mountain has diverted attention from all sorts of other programs, including that of vacuum brakes. I am sure that many readers will be fascinated by the detail and impressed by the careful approach that has now been described.
In particular, I applaud the decisions to follow the Eames patent 241333 as closely as practicable and to keep the automatic brake separate from the Eames Driver Brake fitted to loco 9. It is gratifying to know that means have been found to make the car installations virtually identical to the straight vacuum (non-automatic) brake equipment that was originally fitted.
The Engineer’s Valve sounds interesting. I believe that there might be useful comment that could be made in respect of that, but I doubt whether this is really the place for so much detail. An aspect for consideration is the provision of a means for direct venting of the brake pipe in the event of an emergency.
It is difficult, indeed, to assist from afar without giving rise to perceptions of resentment for interference. One is not able to meet face to face with key players to form relationships of mutual respect and trust. It does need to be recognised that there is a distinction between considered professional advice and personal opinion!
As to end cocks, the diagram, below, shows a London Midland and Scottish Railway design that addresses all of the reservations that have been put forward in respect of vacuum brake hose couplings. Definitely, as world-wide experience has shown, there is no valid reason for end cocks to be fitted in a continuous automatic vacuum brake system and there are several important reasons against it. Where there is a will there is a way!
It is very interesting to know that loco 9 came with European vacuum hose couplings. That justifies the support for a degree of modernisation that I expressed in Reply #19, above.
If a Schematic Diagram of the continuous automatic vacuum brake system is developed, it would be most interesting to see it posted, here. Thought will be needed about safety issues such as the provision of a Conductor’s Valve in each car.
Again, thank you for a most welcome update on the vacuum brake project.
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As we are doing all this restoration work, are we including provisions for the vacuum braking system?
Plans are to put vacuum brakes on the passenger cars currently then decide on the freight equipment. Personally I would like everything to have vacuum brakes. Especially when running photo freights and work trains down the mountain. With brakes working on every car a few weeks ago, I had a rather trerrifying experience on a ruling grade (not WW&F) of 1.8%. The grade is 1.8% for 2.1 miles, almost making it a FRA mountain grade but not quite. As an engineer let me tell you, you do not like to be in the seat and feel helpless.
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I am with you on the brakes. safety first. passenger cars a must and freight cars as they are rebuilt.
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ALL car-equipped brakes are a MUST, now that longer trains are inevitable.
Should be higher priority.
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Brakes are a high priority with some of our shop guys, and a few others regularly working on making parts, etc. By my earlier statement I should specify that given our current parts and resources the current focus is on equiping the passenger fleet first. Then diver attention to the rest as resources permit.
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(Also my earlier post has been modified. My exciting experience was NOT at the WW&F.)
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... The grade is 1.8% for 2.1 mile ...
(Also my earlier post has been modified. My exciting experience was NOT at the WW&F.)
Joe, I am sure most of us figured that out as I can't think of 2.1 miles on the current WW&F 2.5 miles (more or less) that has a consistent grade, let alone 1.8% for that distance.
But it is good to be clear.
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I'm pretty sure Joe has the brakes figured out. He consistently moves 10,000 ton trains, with much larger power than we have, every day. Starting, stopping, grades and grade crossings are constantly on his mind. There is not a day when he works that he can't think about it.
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Check out this photo of W&Q #1 Baggage and Mail car: https://cdm16397.contentdm.oclc.org/digital/collection/p15323coll6/id/1695/rec/2 (https://cdm16397.contentdm.oclc.org/digital/collection/p15323coll6/id/1695/rec/2)
It's sitting on a standard gauge flat car, and at the left end of the flat car you can see one of its trucks. Look closely and you can see the Eames vacuum brake pot is mounted on the truck.
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When I view it, the left side of the picture is cut-off. Unable to view the truck.
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You may be missing it. Click on the double arrows in the top RH corner of the picture, then zoom way in and drag it to see the bottom left corner, just to the left of the brake wheel on the baggage car. The truck is cut off, but peeking up above the side boards of the flat car.
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What is the vertical lever to the right of the brake wheel?
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What is the vertical lever to the right of the brake wheel?
That's the cut lever for the coupler.
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It seems to me that we received a grant for vacuum brakes from one of Rail Road Groups, perhaps NHRS or some other group.
Since this has been such a long running project, several years I think, and we continue to make progress along this line. Perhaps we should send a progress letter with an update to the donating group to let them know that their funds are being utilized for the stated project and progress is being achieved, and perhaps our current goals.
Our museum has a great reputation for accomplishing what we set out to do. The past couple of years though, there are a lot of un-forecast opportunities that have come our way and though we have done a good job of blending these into our schedules. These opportunities have, however, caused some dilution of time and talent so that a few projects are not on their original schedules.
Please don't hear this a criticism of anything, and perhaps this has already been done. I think we all do a great job. I just know that donating activities would like to have feedback and that will make them consider us again after we finish this project.
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The biggest impedance to progress on this project has been the available time of those working directly on it, and to be honest- I was the roadblock for about a year. But the seeds of labor over the last year have borne fruit!
Last fall my father built a pattern for the control valve body. The pattern itself is traditional in its wooden construction and the presence of core-prints, but the molding strategy is anything but. The valve body has a number of cavities and internal features of fairly complex geometry. Producing core boxes for these would have been an onerous and time consuming task, so we decided to skip them! Instead, I designed sand cores which were to be 3D printed using a foundry-specific printing machine and process. We also decided to utilize this process for the valve body cover casting as well, and Ron Ginger very kindly produced the pattern using his CNC router. The tradeoff for using 3D printed sand cores, is that they get very expensive compared to traditional cores and the cost increases by a cubic factor with the overall size. But when the expected casting quantity and core complexity align, it can be quite the tool.
While I worked at Enterprise Foundry, I had been looking for opportunities to bring 3D printed sand cores into the workflow, but we couldn't find the right job to pair with the technology. The vacuum brake controller proved to be just the project we were looking for. So when a critical machine went down around Christmas, I negotiated trade- I would come in during the holiday in my capacity as a WW&F volunteer and make the repair using the WW&F's mag drill. In exchange, Enterprise would pour 10 total molds containing 3D printed sand cores purchased by the WW&F. On Monday, the first two molds were made and poured, and we are thrilled with the results. I want to publicly thank Enterprise for their involvement and donation for this project. Between the value of the iron itself and the time spent in the plant, this constitutes a significant contribution and greatly aided in getting this project closer to the finish line. There were also some great lessons learned from this use of printed cores which will directly apply to a major casting project on the horizon.
Over the last few months, Gordon Cook and Ron Ginger have been producing the many machined components for the internals of the control valve assembly. I don't have any pictures to share of their work, but I look forward to seeing all of their work myself! Finally, three smaller patterns for parts which will be made using traditional foundry methods were completed and handed off to Wayne Laepple to be made at Cattail Foundry.
Finally, as some have noticed- my time spent on-site in Alna has decreased rather significantly from what it had been for the last last couple of years. I recently started a company focused on patternmaking and casting purchasing for the preservation industry- piggybacking off the skills which I first learned through my involvement with the WW&F and my time as the quality engineer at Enterprise Foundry. These patterns and castings are somewhat of a "launch" for Preservation Pattern, showcasing just some of technologies that a 21st century pattern maker has at their disposal now.
Moving forward, Jason and I are planning a day or two to complete the machining on the valve body and the rest of the castings which will allow everything to go together afterwards as we work towards our goal of testing and implementing the complete system.
It was pretty fun going back to Enterprise to supervise the production of these parts. I went in on Monday morning to check the molding, and then went back at 9PM on Tuesday during the night shift to shake out the molds and knock off the risers.
Ron's Pattern
(https://lh3.googleusercontent.com/GDJLtzpnXn27Mab9HJYilusfjPy6L5RchsUIg2bxu_gYiMVRkbUC3YWF3O6N1wAO9vz0KVRpGT2y5SjVjr3ZuwcGR_9TQ6nhhxc7mpNROiKFEkBGYyUM8JqTSbIPz_3RosJ4p8RBu8wpJz3NzNJ3efHjDXILOY1DP9t7WzY9JgXmIleoKiAJiySVgc79uB3eGLofzs8T43_ZB1vT0WqlqiAZiePFCAsGBfbj8-ebf7KViCfWWBvMf8q2stm-cq6JF1iPEgpJmZ6h3rJW_apCM-5Z9in8O-efGLg3PIy1C7dyS4RHcT7Xa1N1hE3ZqJXJ3qxEKwpXFK3LVF1ylTkyx6N9U9T9qS3jAlAklunEXFeqKTUBB3dO7P6583fZ8h6I3RPPEmGRs5RTy93_tEg1IONuj-JGbtha5bunqt9X_x66D3IVGcX8vmKh-omtbuE04dv6g7wb4_sXRX-qEllexgSDZemiRhed3jKskqXV0sf7d_mNZeL7IedImLSR5sK-ajR9L9dMuZMEHVLfZubCnMlNvRu54MdOZlQTrRT1O7oImqvnO_JwW98UV-lBWRFhA2d1V783Z3FuP_Le3p1zQeY40t4oIRNH-RWGbXm2B-O7XheN_729sQBR8EGdCLDYeLLTGLnfG3CF8zKnI6WDujtjD0FT3DvTDLicmuTKw8NTx7CHPygHU8_Y_T-9KBPZIi8kLxudK1lfF1lPEOC1zkcf=w690-h920-no)
The mold
(https://lh3.googleusercontent.com/9MK55ZdpJpggEKexkPgUM1Y_6Gk1VntT87kIm-7LK7iOa8CMJoczf-CPdprUORiQPrF9tcfPozWbuN7KUVe5NoALMK45fiCa74FfpfofoVEnmXqfrzoutz73fgWLzXEyg5guutGtLMLjXnqEYlFStPwGKo67EMGVM4mMSD7ieD1u_xKlpUCeW02DGWtQnzqthGaM5Vswa3KFlbdRmvrqUZnozwHNZuhcI_CyTW1-WZwWYcKpfWDCLAVHqmCYfY-TyVT9G3Fep_hrab1cIFqLgMraRN7bO1eO-RWUv5egSXc-l3g4u4QTi-F3CWUxD8i8paD263WGwCSxJ-bDeymuRIYXxai07cxV6itLWn99ELHiAA7HOHmCXJB8Ys4WqsxsXhOIutE3TxDEtDFLKrgS3SNlZKwy7vPHZ5ciE0YpqTds3QiMcsTAr0mzUFcGOC6yZEQrpwkp0m4XnWDJ8WxDyifFhQreKP0-SemRmPJr4hiB-pMgHAaOIod-YKTMWOuwkRX5v5gvwWzrJuFz_V5so67jOY8lViT06CP7UPbM8qPbFkVxVkdqpNyUqvw1WKOefMqOMsJhV7LQiPE5a_m5g5nZIk-f9OJhNBQqwGvvC0pU4ICsa5upihWdT5EsKcM2wMUfAQWDNgHRyHgHZE-avFeL5QfYBrX764V7n3Ke1AHJ2C9gZsf4BhtvPaAD9ojdEMHvOYBTTSeseP6nWOLMeqcy=w1033-h775-no)
Core installed
(https://lh3.googleusercontent.com/-HpfMFMy2OnlInkBMhrwXHzKFcqHZm9zY7gzMYanGyoIEtUDzlpPwUKnO5T7pAT5ZORwRecV6GATUlF6ZgzM8dyl47Bg-Pv_3yG3YmhwvMhiKHKjVBdm68U2AyMO8HGdlo5_QjsRssB8hGGjSRfzgdhVp_7wEYnquhCc1Z1L4Ki5gM_BxeecNNcgrsGKGvCGfxNEhKEksRRi5qEiRvgHhaSqU6wzMyv7TV2hZpVu232Q0NApqXQ9x9p_qXyMsp7OK3xVXkWsaZhWm-70K7CY1c3j3wP09R-rQp71jEDn9m1sj6Y2agk77Ya-lJEIVPi4-GxSZglXDuQ34QuOJ81MH9itmTX3Z3g6tJZX7FR9cFRdALuMI8MBELEEbmwcSXkTszXRguqLyqnsew-ThJy0RKvrLoMP5T83t28rYi2X536dc6dtmHoua6gyms8BTD1mBvu-9eAjIwRJZph1yssNhu1nOvJxvJ9ZSJ6V980YlFbtC6UvjvtL7_3AjGHgodZpQ0gqi57qzlVNzcmTRuiI_k94OeZArJ1PwZk_4oxKVi-a-Lg5BWzoQuzYLjEGm2WRhlnn5lH_FeVucKR77rohdC8emhpdGXn-1YB9-TIKUrYqWwkNij6_hu7CagYai841mdeaqxqDKBEB5UYYDLWY9hYNl1jTuKZicqmRShSGK44VImhK3B452jhSVPlvqhu_LP9ZI0Fw5MY9nTsaVBauUAcB=w1292-h970-no)
The raw casting after being cleaned
(https://lh3.googleusercontent.com/DhTfMiLG5GfXR5pWROlnDwaZFKZi0FG8f_WG0qwYWNFNzZ4UFS0dYcnVvHQe_dH0IXkgsDhNsV6YKB4dOb3Bhu4igNducd6m-TjmSzW7UVEMOH3W-v-KssQ7fHqVh8BbcGr-YjzesG5SH-90kn6zuJ_lWo7Fs0AagLzKI-1JDxy8U4vyOz-cSO-ufiOOoMT2dJfQvgIif0Y51UStryBW1LvAOH65JpqO5pBLMgvoxq5UrtSBDSwrblZa8ywwBHpd0WneIWWLdRGgVVQhHXofLhXLJU7nVB3_Qdop-iekd8K5nJ6mCPr0naAnXnzIavoj4kSGDZYAsT0mGp1_a1m1O1rZqx89ibwvkqhcooe6cv88J0r-XoU0WsnvOJbIO7Qc_DsyeMLaXc4Q8Hoauh2PpgNs-Ha-chlXopPTUZcyb1GLlm0FDZcIwhzNKJROda24azcXUTGbsMUod0UH1jDY17mRrHs1O9wp8XfUrP37qNZRmoHFox-Fkr2aFwKLl92YA1gfFVmgiPm6DbnoGGi0b7mXgQEM0Hul8q0iSCJ0SifEXGGtMt8GvmaAfuDKrME6_XuENzpvBtORH0W5FiSl0M7juKhq21ZV1FZBp0q-vAZAsGdBiQweFeHLc4MUmTTM0dMt6B31jLDrTEafm4zbYFrSIHAZkrn6VBRAf59pJTHVb7Ba15ca5BCEuaeM4QmjEIkxkl366LyfsRvWzNGIpkRI=w1033-h775-no)
My dad's valve body pattern
(https://lh3.googleusercontent.com/AgEohtrVF6TughX1zhNmuPcxmuHlm3cRbiuSqsc0oELvX6VLj9iTa3RNs4nLaOGHTea98nhKtjt8DCxaHLvNtS5FTObgwnxzRGubvgsxrsrL88urcwAQc8oj6B4XC3lHZZgkpWwnMP1c39FQRWqHBKREt0v3Ov7WxqFGrwUSzR4zi3SeiHX1RFlhvcFvn7onkDELv4GbeEyfRO0QyX9JVcx-HVzUClFw58fXHHZSny_054QFCQPzgP4RD2PaHEER3yCcijRpJ9cz9QRC0AETtjprMb3ZHhMrtpDITQrC2F_MzCNjN0XDLURBcnyGFT6p3b4kUTx40nF_HsfpjnWzKmi2pMsnrURqknvNe6H6YLMTw2Zl_-8N4uTdZvX7XseSRa_eZmHItYAYl9voWxmBSm7uD0gXRl-zv13ZCnso3zxs_cMLsAP4ugJajVIHYiQaxpOYcYpMYbnh4B7on7tEIA8GHV8ctme6AHv-GjwoMn3nuIHK6zCXhvqpR-X3tm9s5g-35QRM5dfvZCy48wNiBePxOwE1AP9LO_C2CPrHEJKHmXJa4oA48ALnUtxf4310qgLUVzpiOPs-PZDqdfc8gpSL0LIzHui90i8AZ6ngnSsbmBdyN652VrTVw5Fj11KL4gFmuwJIH56acnuqMfSbhmoG_z3qi7F-_bhifZWQTh96EFF5vzU6tjmqCYLz3NT8f76zK8QlsUc022O53KzT-YTf=w581-h775-no)
Mold made and cores installed
(https://lh3.googleusercontent.com/1Bgj0ygR1qvOTPyKDHgWBAInt3NdrOZdb2Q1dtHRcmO7EY9kkuWWAlWdMoZxJTOmQuzeCgPM6BYxYU_tmj-YTAJrBKJtu2PrzDnd4J8YhkLR5CRJ0B6V9UVqyYWn8xne4ZAR7bZ5SJHEM868Oi6A2Tmp2_3eYsyJV4u683UnRNBs6s3K_rk0UtQblhtcvH5iwkwEBYs5o3QCXuUH7H6VXhZvvLp0oCxh5Cs6g9FKAdZJPR-HFhlX87wmptJAl75PM58e1CEPSgFst9GXMb34rhnHhWES9VxcKZDxtITp_fAphvtJ3NkT3CIAfBZO-c49THPb99gMN2PJVCk6U95_S7g6mkIi1_RmQet3NYB3nkXMEwEyLHYvSosQCTTXg4pipp_SwbGLQjU39tY60LRKaPyTf_jXQsxG20xLRQFp88oo8Dkz3taSLfF7PWdZeYOTyCbOw2ki1PLS5sEFwwlgtPRPYtTMQsN8FhsBktoHX1CG4qieXllBBEPIg0qcVbx5796KU-ABB2xOqfXVWRXysYkh63-Pyjm6CKVIBtTUCIvPdC4pnpaPRxAGMvTT1ZIKWbL1cUDkZHjVPgK9hY4xPP6tae_PauxSKALewlu8VY7wYOiFrSUacvWWhf4mEHINdcrQrScy4x66WParbj4li0TyS1sx1q-99QK1ZEzGpjbPonFHMbuHhBX0Acu1ktxsti6ZHwZKpTvEEpU_XJjhzqhE=w1033-h775-no)
The valve body and the cap after being cleaned with the risers still attached
(https://lh3.googleusercontent.com/PcNy1DsCK1OxWrEJCDQd3uRcchQfkItP93hoRhZuZuCZIdnuV3N4JiGQ8S0FFIw1A528WyXuu3wmS_o-AbZtuOPSkS7BIghllhJPuzZxbfGzCS_KX-a0-ljco9Ey_SRuSn3tW62ppoL23bnvIfcvhz_VidMuvTWSu8Y8TAbDcuTcj5YIz_MqQALwww0AfTf3e4anzPk5s_zqZPpeIslnTs89I6eDq0D0ema0RCQEnCusvb7CFS6wgbiKk0tKzNC8EMZsBCocO47I3skGUdwjrPHCkXRksvR6Hzs_K_zDvvH7NadW_YXYEk_fYxA7NDa5qnXTBqLBypvxyH5GIWAsmJFIptKGkTlGcJ2f7nZww3qqs0w1LBHuK3_3AV8Phxxqnib9mulnm7ypjT2qKZEkhcAfxFr16_g-MUa5sn3S0_9whn8SyNNTM1-REjl64-HeovKvG0ILbTVyJiYr4sSZ-itbBzzxfjmMTFjZqcuuGk1hhxrk-GtwdrsaxuLfqMWYWAllklKcOXBMp7ssHl1rOAkblz5UemsAcCeUx15sh-YWiKf2sqTUIVSEboLuPQnZNVdpZ6U86JkOqjtRjlgacU7Y701MheCORU-feA0JuWVU_K4-lpnx6-20NZ5QBX65L6tD5966SRg2xvmx4Lp-SH8N2VndbGakyg1ML9ue4zMb_AP5IMTJqUN0ohTfynhHI19L4ZXNFKYqvjXAiiCNjdhP=w727-h969-no)
Note the first use of a chaplet for a WW&F casting. This is exactly what we wanted to see. The chaplet is centered on the location where a pipe fitting will be installed, so it will end up being drilled out- negating any concerns of complete fusion.
(https://lh3.googleusercontent.com/kxs9UnTQhcM7IipnEPFChgzhejNZCgkgm1ATxHTnuinnIFWMJlgjb5MWfSeFkulRBQfpUk1BaNcCR6tUTK927kx0YjcGGNqzFwkqkxQzPf4iUuarceRKrWGntSodt96c3FEG40NtqgzBrq1kjv7rd6d8LDpLSffKx8Nf8XfgkeVQScIi05KZPeAVg7qyHmbBbYQj-3BUf3SF987wuM6I9uLa4zgnQlEhIgOYTBhMV--P6-urFg8-DZ-ssn5R34jC25XTHx6upfztYAdEq0WwiTbONMTsaCe9d5Tyvmg1ooDZ56qDnAH_tpl0TG-yaXQ6cuW3z_-ot5y_IYkWDHS9s00LlUNMlJAMtMhdSVm0E3UQIHZVR9BYkcvPEZ0FMqrgBOWmChZ-9aOAzb2t2Gz5LskMqjY4FgftnZddLE71GoSi-l-_r2jApkN_rAFLBsGqVXzwZDu7OXpH-FuQIA8GgwL1EBHTdtlcq9zhDGkbYCpygLzYy74oAURjTCzZfHtlxZGibt5mnwfRv1ou49cDTGcsf8c1UWzzzEd85Hy5dvkj6rzkO3go3OVPjbtKM_lOHt5cLM8Vw5ZKefls4exRtE1hHuoCEP00JP3Od8-QE--Q98gunYTu_d7Ew8sv2W4EhInmoGzEegeR4BqipsZhBSZ6isWacZXWrPRsHXaL3dGsUOQlcrO6njfSfj95K6NxpsujedUHrJfhXxp0cErdxn7G=w727-h969-no)
Both castings in a very raw state. They both still need to be ground before any machining happens.
(https://lh3.googleusercontent.com/Wwhy7_oEj1wHourZaWXGaffmo_FluSqirC5lsSlu6Zbmy17KC4iRiYpcpcnjb39DKSTVJcwwBTPdGq9By27ZX-nOqFUr9axArOIcUcR64JYSm2-6Own1Jm_sX116u8efJrKxq9HL1a9fhqAbMwM4MKVuikN8xYuE_RfRfj5KnvjXbHpSGpUo8qG4BeVe8jYIx0ygGOsczNYQ8SAY1cI61MZgaGitDsLF-HVbGGxdcNevuGHWD-R5yuDttArEd7sNGGdKn7LYwd2DTk7DgnyXiKv_RGtokt7qZSW4lU84KAch2OOw6y0CGEq2IXPndhswtv4JdVN_KCfGsET6bCqY93W_wAkMb24AiZTFVJGHcX4aekB76otpjl3S2FNepmmere54w9SR5XXs4ov_Sun12AbLQpG1ZVchNw_ecyTdT--k8lBwHe3ii7ta33ydeWDrzgMQQyA4I1dhaC6bjKUJiILI8-KafmoD72EEe6I_Rc8jxXa9oWjjTwItOC3ueMK9GqZ8lf9pEGRfFnMvLM-Fs9tNCPLzv3Fwzh-LlDdGPC9ehe5KBzv7ZympTA8QAktM7PESviBjoKjdOf9z3Mmp25ym08CGXAn8BqXjaPFYV-ajGqv1fpTuyJiu7rn59LK_Opex1ADHI-PJTlGDZdRtO28w-F09j6Ra9_UOYt3RCNbWb5C4g_WoxnM2S3sX7ckhEA_WPaZ6hLZlRoE0mMdOCaJu=w727-h969-no)
Showing just some of results of the printed cores.
(https://lh3.googleusercontent.com/fYHoDWyp6-d5a9AaYfaW0FWHHlPxtUIbCpu80rKjQmFcuYr69c48qzLr-eywq9k6-0J2loWdJsMl1S_zuXD5wEjxPPmwPYpdVOsLeNKdjrY8KhPA22C16wWoGJqLeNFd8V2RCFVXnVOR2TUfSV_bRKSf_b9yV0nIU8nRBjEKbr2wt2MjA8eTXtkLhG2rcFYzWlrCLZ-G5LBJwIemxyPX6LgAM9T-qYlhupxXDAWroYHEwuUJKx65R_cNwMTfLX5lDCrfDmsHvNQ67j9pE9qC5luI_OktA8FgDdSPJ17LchcIHwO2UbaSzRbZZ1GPnmPjq35udUdABeZRWdVWOv2rYgbk1Rum9bpR2HVBXTHQl7BBhYyal-qm0JAb5CC1aV4jFfUfZiZJ_o6yZBlX29owMmIlqCFvjjwN5lgercVfQysn1Y4LpxorYrfEPwyB7NX7VKfOPZOdco1v5V16pk-ZGN6Mk71hTtTIVYj40Og9S1O6IL_Ymg_xTOz4O6d7Ku4XYo0IQusoMSFYPKgMBjJ_NRNUanEjTr3ImeDiCejslgsV6tc71wriCAwlPj6mqTQTbF0s82_qbMNIbdm-uLpte702zeq3ECLuKaojLK46cVKUqJHPG0rcAW9HGdAwfPy38oL3qJ4XVv0ZKmchiujbn46Y_a0RsYnSayO-j5hbndJnVWas_J0a9H2hnWkk7-AFBmkcNnVdKA-692NxeLBGE7ne=w1033-h775-no)
And the patterns which were just handed off to Wayne.
(https://lh3.googleusercontent.com/yAua8lAdkqO7EzgMrQtr-3InC37_f-6z5YDSn405fGCHlUS5Dw580jv5RyfRw2N4QLCyIGFWQVEK5sz3dibAQNjjruQxl0E0SrixMB7Y8a7cD89viG-mGT6cESc1Im6i_hf1KJ1rytEY2cGkijuGCoF48Rb8elysYe4do7C9s28AZdMIZQB27armpM-OHcNTIjnD5bTjeAO2un9oZqpZHpPPJQzyMJ0K9J6hY-WtEtcCWilDAhIdFQVEFjkHYYzE8WNmO4odCx7YbvvurttX8QBKUUrTxry9xHLfsRwoUc8YtdhE4yhfOOOZ5bhzg8rOfGj4XORt1fwoicaFjYjv4GTktOxRh-riX453ip1Q34l4YLbQyGMEUzqvr4y24QriJm_LoABCLCYsFF8mfrtkfoz0sIBzLYimgwOWcBFcKhH1q-lwltFgXv9LlJX4PqeiY-iSkvP-tMKBa4TA-pj1c5JiQhpujar0huMOwMdDpDOv6_Aao71e1rkJcRfZ6WstpsIXt39zNvo2MRI76WE802b6Hmul0CyTtqoOVcT31Hn_2Zv-e1WhKI0LcAjw3vyx6K566jEbUipOwO_1CH63wLfjcGIgduD9-JvSl81AUTw7JaJe2WYYSojc975Es2Vco3eLFNa9mXT4QSXvmEvndBp_XVlO2zLJAKpTV7bnt6LSt0TVjId15SiPNg0EjxFPBVXZRRF4vJzm3gX3O0Ewa1SJ=w1292-h970-no)
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Alan, with my iMac20 desktop, photos 2,3,4 and 5 didn't appear, nor did photos 7and 8. Am wondering whether anyone else had same problem. Anyway, thanks for a fascinating post!
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Ditto, Steve. Same problem on my iPhone.
Dave Crow
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Thanks for the heads up. It's fixed now.
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Excellent work, as always, by you and your dad!
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It's amazing what can be done with 3D printing.
Jeff S.
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Truly amazing work.
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You guys are taking this to a mind bogglingly higher level. I am in awe.
Bernie
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All photos fine now. Marvelous work! Thank you, Alan
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I'm wowed . You and your father are as much excellent to work wood as metal You are both artists and I'have learned quite a lot about casting through those pics and comments. I think it's a real chance for the WW&F to have guys like you.
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Very impressive. For those who may not know how air brakes or in this case vacuum brakes work, these controllers can be extremely tedious work. Job well done to everyone involved and I look forward to seeing the finished product.
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Astonishingly impressive!!
Cannot wait for more pics!
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Some photos showing brake controller patterns followed by some images showing what is involved with set up and machining.
Keith
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Second photo
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3rd photo
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Center drilling the radial holes.
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2020 SUCKED!
(But in this case, in a GOOD way)
Here are two videos of the 12-30-2020 vacuum test of the finished controller. I'll let Jonathan and/or Jason comment on the results.
https://youtu.be/VWXj-X0cHpY
https://youtu.be/57rnfUaJS3E
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We are absolutely ECSTATIC with this test. This is the 5th month of controller testing- with this round we have solved its biggest problem and inadvertently improved another feature many times over. First- we’ve achieved the full range of vacuum: 0-21 in Hg. We’d previously only achieved 16 in Hg.
In doing so, we also reduced the automatic vacuum maintenance hysteresis to a remarkably fabulous less-than 0.5 in Hg swing. (Our calculations predicted this, however when we were only achieving a hysteresis of 2 in Hg we figured it was unexplained mechanical loss and accepted it. Turns out the cause was the same as our loss of total range.)
The controller has only a few minor touch up items remaining- the fast-application valve needs to be resprung, and the steam valve seal needs to be reworked. The quadrant needs travel limit stops and detents, and the valve will then get one final set of internal adjustments.
Please note this controller is based on US Patent 241,334, issued to Fred Eames in 1881. We used his basic design: a diaphragm which compares vacuum level to a compression spring- however we did make several improvements to improve functionality, sensitive component protection, and compactness.
We are now proceeding fully on construction of two prototype “bellows cylinders,” based directly on US patent 228741.
Tickled pink with this controller, we are!!
Happy New Year,
Jason
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Very good news indeed! Can it be scaled down to work on our 3 3/4 scale locomotives?
Tom C.
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Congratulations, Jason & Jonathon. Your hard work has paid off.
Jeff S.
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From the sound of it, it looks like you guys have made some improvements to the original patents. I hope you will pursue applications for new patents on your work. Who knows - there are lines in the world that still use vacuum brakes and you actually might be able to sell new systems based on your patents.
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Super! SO much work has gone into this for a long time. This is a major step to working train brakes!
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I certainly hope that #10 will also be equipped in the coming year.
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Well done you both. That breaking system will definetely improve the safety when you'll roll down the mountain.
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Johnathan machining a guide for part of the vacuum brake chamber
(https://i.postimg.cc/BvWNHLPd/0105211346a.jpg)
(https://i.postimg.cc/VNjgRfj5/0105211346-HDR.jpg)
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Just watched the test video, very impressive. Well done to everyone involved with the design and implementation.
In either case, I am excited to see the continued development of the vacuum brakes.
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Jason is doing some welding on the brake pots to keep the project moving..
(https://i.postimg.cc/6p1RNR8H/0227211337.jpg)
Meanwhile, Jay Wiley is helping clean the new drill big in the foreground.
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I do have a question: Why only 21 inches?
One of the disadvantages of vacuum brakes is the relatively low working pressure. (Contrast an air brake, which can be operated at as high a pressure as one wishes to design for.) Wouldn't it make sense to try to squeeze as much power out of the measly 14.7psi as possible?
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A couple reasons.
Firstly, it's not measly. I'll let Jason chime in on results of testing the cars, but having been in the cab of #9 plenty of times when the engine brakes were applied, I can assure you that 10-15"Hg is actually quite sufficient for a rapid stop. You have to remember that (like 2 ft narrow gauge) vacuum brakes have a range in which the tradeoff of simplicity for pressure differential is best suited. Mile long freight trains at 60mph is not that application. Lightweight narrow gauge rolling stock? It works splendidly. Simply by increasing the size of the brake cylinders compared to what you'd see on a positive-pressure system, you're able to use a smaller pressure differential to achieve a desired application force.
Secondly, with any kind of system that has an absolute limit governed by natural laws (absolute zero, speed of light, perfect vacuum), it gets exponentially more difficult to achieve that limit as you approach it. It is not reasonable to have a system in this application that can both draw down the pressure in the train pipe from atmospheric pressure to vacuum both quickly, and "completely" to -14.7psi. The steam powered ejectors have a functional limit of about 21 inches (10.5psi), but they are able to make that pressure change relatively quickly.
It's not fair to just look at the pressure differential of a vacuum system and call it "measly". It fits within the context of a system which is designed around that differential to make use of it as is needed. In it's intended application it fits the bill quite nicely.
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Thanks. It was that second bit, the asymptotic limit, that I wasn't thinking about.
I meant no criticism by my question. It was not a, "Hey I think you missed something here," but rather, "I see this is standard practice and I wonder why."
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Another thing to remember is that the actual pressure applied to the brake shoe is dependent upon how the force is transferred from the vacuum cylinder to the brake shoe.
On #9, if you look at the leverage that is gained by the arrangement of the brakes between the drivers, you can quickly see that the force from the vacuum cylinder is multiplied many times.
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Good summary by Alan.
Could also be added that 21" vacuum is/was standard by most railways using vacuum.
Only Great Western Railway in Great Britain used 25" (and mechanical pump instead of small ejector) with a lot of compatibility problems.
Dag
Added:
Going thru half-a-dozen steam loco manuals from Sweden, Denmark and India, non of them states a nominal value. But mention 19.5 - 21.5 inch as normal.
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Reviving this project thread, as a lot of work has moved this project forward, largely hidden because progress reports have been embedded in the forum's monthly Work Reports, or as part of the J&S Truck Rebuild thread. The May/June 2023 WW&F Newsletter did include a detailed project report by Jason Lamontagne.
Some of the latter posts this year in the J&S Truck Rebuild shows the vacuum brake hardware installed on the trucks, starting about here (https://forum.wwfry.org/index.php/topic,4352.msg55727.html#msg55727).
As noted in the Newsletter report, Jonathan St. Mary and Joseph Gilbert constructed a cycle tester to verify the long term integrity of diaphragms and bellows, which have exceeded 30,000 cycles without failure in both warm and cold temperature testing. Before work started on the B&SR flatcar No. 34 trucks, Jason restarted the testing unit yesterday, Saturday, December 30th, explaining its operations to those of us present. The testing on this cylinder, set up a while ago, surpassed 23,000 cycles yesterday.
(https://i.imgur.com/FF2Hr5A.jpg)
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That's what the noise from the shop annex was!
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How can I get involved in this project?
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Dante: YES!!! I'd love to get you involved. Let's find a time to connect on it- there are many aspects of the project which can use many different skill sets. Let's connect asap on it. I'll text.
Thank you!
Jason
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Today there was a work session on the vacuum brakes, primarily consisting of myself, Dom Nesta, Nick Anderson and Chris Belbin with guidance from Jason.
What we did was build a brake pipe connector, using components previously made. Using a previously built brake pipe connector we were able to test which height their brackets should be, relative to the height of the main pipe. On top of this we were able to test orientation, hose length and at which angle the hoses should bend, coming from the top of the pipe. What we found was that with a U bend from the top, and at a slight angle (pivoting along the center of the main pipe) we were able to have the hoses match up nicely, while retaining their abilities to easily disconnect should a train uncouple. On other vacuum systems the hoses come out at 135d, but attempting that angle we found that the hoses we have are too long.
Another part of the project we accomplished was measuring sections of pipe which will be used for Coach 3's vacuum piping. These pipes are 21' long, and using about one and a third of those pipes we got it lined up how we needed for Coach 3, leaving space on both north and south sides for two tees. One tee will be used to lead to the reservoir on each truck. The other will be used for the "conductor's module." The conductor's module will give gauge readouts for reservoir pressure and train pipe pressure per truck, as well as an emergency brake valve. These will all be on the outside of the cars, and mounted high enough as to not interfere with the historic look of our cars without the utmost scrutiny.
We are all planning to get together again for at least one day of the SWW if anyone would like to tag along. Right now the focus is most likely going to be on making the brake hose stands. All in all we will need 13, while it might seem unlucky at first it's due to needing six pairs and one for engine 9's rear tank.
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Thank you to Dante and today’s entire brake team! It’s like a vacuum brake crew just fell out of the sky! Dante’s initiative in asking to help on brakes served as the glue for today’s effort. The crew worked very effectively together.
We now have essentially 5 teams working on our vacuum brake system: Vacuum Pots: Jonathan, Randy, Joseph and myself; truck-mounted brake installation: Jerry and Carlos; rolling stock plumbing installation: Dante and crew; engineering review: Wes C and various other brake program participants; control stands: myself assisted by Jonathan, Harold, Ron, Rick K, and a couple others.
We hope to be service testing the system by mid summer.
Thanks
Jason
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A huge shoutout goes to Dom Nesta and Nick Anderson who have been able to go above and beyond in planning and executing the planning for the vacuum plumbing. Both of them, aided by Chris Belbin measured each car we plan to fit with vacuum, and Dom really took charge cutting down, reaming and threading a long section of piping into a load of 2ft sections for the brake pipe stands. All four of us together got it down to a process on Saturday evening.
We now have most of what we need for Coach 3 to get the plumbing fitted, we're "just" missing hangers and the conductor stands that will sit on each end of the car. If we're able to keep progressing at this rate Coach 3 should be able to be tested by mid-summer, if not even sooner ;)
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On Tuesday, 12/31/2024 the vacuum brake team gathered at Sheepscot to perform the first full-scale test of the Eames Automatic train brake as installed on locomotive 9, coach 3, combine 8, and caboose 320. After a morning of debugging the connections to the controller in number 9, the test train departed Sheepscot shortly after 1pm with 17 passengers aboard, plus crew. Several tests were performed along the way to ToM and back, including simulated station stops, emergency applications, and stopping on grades. While there are a few "tweaks" that need to be addressed, the tests were very successful. Passengers commented on how smooth the deceleration felt. Emergency applications stopped the 3-car train (running at 15mph) in well under 15 seconds.
Congratulations to everyone involved with this project. Our railroad is much safer thanks to your efforts.
The attached video (from Dan Malkowski) shows the final test of the day: Bryce conducting an emergency application simulation from the rear end of the train. This test occurred while the train was negotiating "cockeye curve" and whose location was not disclosed to the engineer in advance.
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A job well done by all involved. Starting the new year right. I have a question, please forgive my ignorance. Now with the train brakes seemingly working and getting installed on equipment, how will this change railroad operations?
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how will this change railroad operations?
For the immediate winter operations, it is likely that handbrakes will still be used; although additional testing may be done on the vacuum system, pending weather and other factors. And there are other cars that will need to be equipped (notably open car 131) before the system is fully deployed.
Once everything is tested and crews are trained, most scheduled passenger trains will be operated via vacuum brakes controlled from the cab, as opposed to brakemen using hand brakes responding to whistle signals. Special consists, etc. will likely continue to use hand brakes and brakemen for the foreseeable future.
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Congratulations on a successful test run.
Jeff