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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>ELECTRO-PNEUMATIC BRAKE. BASIC TESTS ON THE TEST-BENCH. TEXT AND APPENDICES</title>
      <link>https://trid.trb.org/View/15218</link>
      <description><![CDATA[The first series of tests organised by the DB were carried out on the large test-bench of the Knorr firm at Munich this bench making it possible to simulate different train formations up to 100 vehicles, each equipped with a 12" brake cylinder.  These tests have dealt in particular with the two main types of electro-pneumatic brake, namely: electro-pneumatic brake of the automatic type, with 2 brake-pipes electro-pneumatic brake of the direct acting type, with 1 single brake-pipe of 1 1/4" diameter, chosen whilst taking into account the experience already acquired by the Administrations.  Thus: for the electro-pneumatic brake of the automatic type with 2 brake-pipes, the tests were carried out in comparison with the pneumatic brake with 1" and 1 1/4" brake-pipe and with the pneumatic brake with 2 brake-pipes, one of which is the feed pipe; for the electro-pneumatic brake of the direct acting type with 1 brake pipe, the diameter of 1 1/4" was chosen having regard to the tests already carried out by the SNCF and the USSR Railways.  These types of brakes have been especially examined from the point of view of: exhaustibility, automatic operation, and behaviour in the case of failure of the electro-pneumatic control.  The present interim report gives an account of the results obtained during these two series of basic tests on the test-bench.  Of course, it will only be possible to draw definitive conclusions after having carried out the envisaged tests on the track.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
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      <title>ELECTROPNEUMATIC BRAKE. COST OF FITTING WAGONS WITH THE ELECTROPNEUMATIC BRAKE</title>
      <link>https://trid.trb.org/View/15219</link>
      <description><![CDATA[The costs have been estimated for fitting: the automatic type of brake with two brake pipes, and the direct-acting type with one 1 1/4" pipe by the CFF, the DB, the FS and the SNCF.  This report contains the results of the studies then carried out by the Committee to ascertain the cost of fitting wagons with the electropneumatic brake.  It should be mentioned that the systems are basically the same on all the administrations, but the actual application differs due to the great diversity of equipment used.  Because of this, and also owing to the differences in costs, there are certain discrepancies between the estimates.]]></description>
      <pubDate>Tue, 26 Oct 1976 00:00:00 GMT</pubDate>
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      <title>ELECTROPNEUMATIC BRAKE. TECHNICAL AND ECONOMIC STUDY OF THE TWO SYSTEMS OF ELECTROPNEUMATIC BRAKE</title>
      <link>https://trid.trb.org/View/15220</link>
      <description><![CDATA[A comparison of: the automatic type of electropneumatic brake with two pipes and the direct-acting type of electropneumatic brake with one 1 1/4" brake pipe has shown that the former is superior from both the technical and the economic standpoint.  The technical part of the study involved rack tests and track tests with trains of different compositions.  The technical superiority of the automatic type of electropneumatic brake is particularly apparent in the following features: it is inexhaustible and ensures uniform pressure in the brake cylinders of all the vehicles of the train regardless of the manner of brake application; automatic operation is ensured because of the retention of pneumatic control; the brake will still operate even if the electric control system fails (automatic change-over to pneumatic control); if a circuit-checking system is installed it can be done very easily, unlike the direct-acting type of brake for which highly reliable circuit-checking is essential; only with the automatic type of electropneumatic brake is it possible to accept a high proportion of vehicles fitted only with the pneumatic brake. The economic study is based on the principle of fitting all wagons which are to be equipped with the automatic coupler. In addition to the cost of installing the electropneumatic brake equipment on the wagon (see Report B 83/RP 3) allowance has also been made for the cost of equipping the locomotives and for the circuit-checking system, and to this should also be added the cost of modifying the coupling heads of the automatic coupler.  The calculations have been made by 4 administrations.  Finally, these calculations show clearly that the automatic electropneumatic brake with two pipes is less expensive than the direct-acting type with one 1 1/4" brake pipe.]]></description>
      <pubDate>Tue, 26 Oct 1976 00:00:00 GMT</pubDate>
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      <title>ELECTRO-PNEUMATIC BRAKE. TRACK TESTS</title>
      <link>https://trid.trb.org/View/15332</link>
      <description><![CDATA[Plain-line tests were organized by the DB with trains of 100 two-axled wagons (up to 1260 m in length), and then with trains of 75 two-axled wagons.  The tests involved uniform trains (all wagons unloaded) and mixed trains (consisting of wagons differing both in loading and brake power) and they were carried out: to compare the results obtained with each of the two types of electro-pneumatic brake.  Tests were organized by the SNCF on both plain and mountain lines, with trains up to 750 m in length, which was the maximum admissible length on the lines in question. In these tests uniform trains (all wagons unloaded) were used.  Their purpose was: to check the compatibility of both systems with the various types of distributor already approved; to settle on one or more systems of circuit- checking; to determine the characteristics of both systems having regard to the transition period; and to compare the results obtained with each of the two types of electro- pneumatic brake.]]></description>
      <pubDate>Tue, 13 Jul 1976 00:00:00 GMT</pubDate>
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