Westinghouse 28lav System PDF

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28-LAV-1 Brake Equipment Information
28-LAV-1 BRAKE EQUIPMENT for Diesel-Electric Locomotives

Multiple Unit Operation Utilizing the 30R Type Brake Valve
JUNE, 2005
NOTE: The following description and

operation is based on this device and
its components being new or this
device and its components having been
repaired, tested, installed and
maintained in accordance with
instructions issued by this and any
other applicable Wabtec Corporation
publications.
WARNING: At the time any part is

replaced in this device, the operation of
the complete device must pass a series
of tests prescribed in the latest issue of
the applicable Wabtec Test Specification.
At the time this device is applied to the
brake equipment arrangement, a
stationary vehicle test must be made to
ensure that this device functions properly
in the total brake equipment
arrangement. (Consult your local Wabtec
Corporation Representative for identity
of the test specification, with latest
revision date, that covers this device.)
IMPORTANT: Only Wabtec Corporation

supplied parts are to be used in the repair
of this device in order to obtain satisfactory
operation. Commercially available non-
O.E.M. parts are unacceptable.
NOTE: The part numbers and their

associated descriptions are the
property of Wabtec Corporation and
may not be replicated in any manner
or form without the prior sole written
consent of an Officer of Wabtec
Corporation.
© 2005 WABCO Locomotive Products. A Wabtec Company. All rights reserved
Page 1 of 38 June, 2005

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Table of Contents
INTRODUCTION .............................................................................................................................................................. 3
OPERATING INSTRUCTIONS ......................................................................................................................................... 3
DESCRIPTION AND OPERATION OF DEVICES ............................................................................................................. 8
30R-CDW BRAKE VALVE .............................................................................................................................................. 9
30-CW MODULE ........................................................................................................................................................... 14
DUPLEX AIR GAUGE .................................................................................................................................................... 15
3-1/2" SINGLE POINTER GAGE ................................................................................................................................... 16
DUPLEX VACUUM GAGE ............................................................................................................................................. 16
MU-2B VALVE .............................................................................................................................................................. 17
F-1 SELECTOR VALVE ................................................................................................................................................ 18
P-2-A BRAKE APPLICATION VALVE ............................................................................................................................ 19
J-1 RELAY VALVE ........................................................................................................................................................ 20
N-1 REDUCING VALVE ................................................................................................................................................. 21
28-VB CONTROL VALVE .............................................................................................................................................. 22
28-A DOUBLE CHECK VALVE ...................................................................................................................................... 23
COMBINED CUT-OUT COCK & STRAINER .................................................................................................................. 24
VA-1 RELEASE VALVES .............................................................................................................................................. 24
#8 VENT VALVE ........................................................................................................................................................... 25
VA-1-B CONTROL VALVE ............................................................................................................................................. 26
A-1 DIFFERENTIAL PILOT VALVE ................................................................................................................................ 28
HS-4 CONTROLAIR® VALVE ......................................................................................................................................... 29
D-1 EMERGENCY BRAKE VALVE ............................................................................................................................... 30
J-1 SAFETY VALVE ...................................................................................................................................................... 31
2-BA-1 PILOT AIR VALVE ............................................................................................................................................. 31
H-5 RELAYAIR VALVE .................................................................................................................................................. 32
6CD3UC COMPRESSOR/EXHAUSTER ........................................................................................................................ 32
VAPORID™ TRAIN-LINE AIR DRYER ........................................................................................................................... 33
DRAIN VALVE ............................................................................................................................................................... 33
SUPERSPOOL VALVE ................................................................................................................................................. 33
EMERGENCY SAFETY CONTROL MAGNET VALVE ................................................................................................... 34
SERVICE SAFETY CONTROL MAGNET VALVE .......................................................................................................... 34
THREE-WAY PILOT VALVE .......................................................................................................................................... 35
TIPS ON REPAIRING, LUBRICATION & TESTING ......................................................................................................... 35
June, 2005 Page 2 of 38

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INTRODUCTION partial information to provide the total scope of train handling

procedures over give terrain. Consult your Wabtec
28-LAV-1 BRAKE EQUIPMENT Corporation representative for assistance, if required.
The combined compressed air brake and vacuum brake The train hand brakes should invariably be applied before
equipment described in this pamphlet is for diesel-electric detaching the locomotive, to insure that the car or cars will
locomotives in single or multiple unit service which are to not move.
move vacuum braked trains or pressure braked trains of either
the direct or graduated release type. The locomotive brakes When leaving the locomotive, while doing work about it, or
are operated by compressed air, either independently or in when it is standing still for any reason, always place the
conjunction with the car brakes. When the car brakes are of independent brake valve handle in application position. If
the vacuum type, they are piloted by the air system. the locomotive is to stand idle for several hours or for a long
period of time, the hand brakes should be applied to assist
The important features of the 28-LAV-1 Brake Equipment in preventing inadvertent movement of the unit.
described in this pamphlet are as follow:
Before leaving the engine house, the engineman should
1. Locomotive brakes may be applied with any desired operate the brake valves at both control stations to see that
pressure between the minimum and maximum. This they provide adequate pressure and that the brakes apply
pressure will be automatically maintained in the and release satisfactorily. These tests should be made on
locomotive brake cylinders within maximum specified the locomotive before it is connected to the train.
leakage from them and regardless of variation in piston
travel until released by the brake valve. FUNDAMENTAL OPERATION
2. The locomotive brakes can be graduated on and off with This section of the pamphlet describes the fundamental
either the automatic or the independent brake valves; operation of the combined devices of the 28-LAV-1 Brake
however, when operating car equipment of the direct Equipment as found in this installation. A detailed description
release type pressure brake, the car brakes cannot be of the functions of each device is given in the “Description
graduated off. Therefore, it is very important to set the and Operation of the Devices” section of this pamphlet. A
brake valve cut out control knob for the type of train to piping diagram which contains all of the details of the Wabtec
be handled. supplied equipment in this installation is included at the
end of this pamphlet.
3. It is always possible to release the locomotive brakes
with the independent brake valve, even when When operating, the compressor portion of the compressor/
automatically applied. exhauster supplies compressed air through the main reservoir
system to the 30R-CDW Brake Valves and Manual Push
4. Fast development of maximum braking force in Button Valves at each control station and also to the 28-
emergency. LUAV-1 Brake Equipment Rack located in the machinery
room of the locomotive. The 28-LUAV-1 Brake equipment
5. Safety vigilance control interface details. rack includes such important items as the 30-CW Module,
N-1 Reducing Valves, HS-4 Controlair Valve, MU-2B Valve,
6. Multiple unit operation. J-1Relay Valve, 28-VB Control Valve, etc.
In a similar manner, the exhauster portion of the compressor/

OPERATING INSTRUCTIONS exhauster provides vacuum directly to the VA-1-B Control
Valve and VA-1 Release Valves.
GENERAL
The following instructions are intended to cover, in a general

way, proper handling of 28-LAV-1 Brake Equipment in service
and do not apply to all individual cases or conditions. Specific
instructions are usually issued by each railroad to cover its
own recommended practice, in accordance with local
operating conditions. Such instructions are to augment this

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EQUIPMENT CONDITIONING CHARGING
MAKE SURE THAT THE HAND BRAKE IS SECURELY At the operating cab that is to be used, place the handle of
APPLIED BEFORE BEGINNING! the independent brake valve in “APPLICATION” position. The
brake valve cut-out control knob should be set for the type
Before starting the diesel engine and it’s directly connected of train to be handled - “PAS” for pressure braked trains of
compressor/exhauster and before coupling the locomotive the graduated release type, or “FRT” for trains with direct
to a train, close the drain cocks in all reservoirs, the brake release type pressure brakes.
pipe angle cocks and other cocks at each end of the
locomotive. See that the main reservoir cut-out cock and To charge the equipment, place the automatic brake valve
the brake cylinder cut-out cocks are opened, and that the handle in “RELEASE” position. Main reservoir air flows to
cut-out cock in the branch pipe to the VA-1-B Control Valve the regulating portion of the 30R-CDW Brake Valve where it
is also open. is reduced to a predetermined “pilot” pressure. This regulated
piloting pressure goes from the 30R-CDW Brake Valve to
On the 28-LUAV-1 Brake Equipment Rack, position the the 30-CW Module wherein its main reservoir supply air is
following devices as directed: similarly reduced to this same predetermined pressure which
flows into the brake pipe to charge the equipment devices
The combined cut-out cock and strainer for vacuum brake and reservoirs.
pipe at location “AJ” – open (handle in the vertical position).
With the air brake pipe charged, the VA-1-B Control Valve is
The “CONTROLAIR CUT-OUT” panel mounted cock at likewise charged and its control valve piston is moved to
location “F” – open. connect the vacuum main reservoir pipe from the exhauster
to the vacuum brake pipe. The 28-VB Control Valve, also
The “DYNAMIC BRAKE INTERLOCK SELECTOR” panel connected to the vacuum brake pipe, is then positioned in
mounted cock at location “L” – open. release and connects the brake cylinder control pipe to the
J-1 Relay Valve to exhaust, releasing the locomotive brake
The “RELEASE VALVE SELECTOR” panel mounted cock via the J-1 Relay Valve exhaust.
at location “Z” – open.
On vacuum braked trains the vacuum brake pipe is evacuated
The “DEAD ENGINE CUT-OUT” panel mounted cock at to release the car brakes while on pressure braked trains
location “AE” – closed. the air brake pipe is charged to release the car brakes.
The “DEAD-IN-TRAIN CUT-OUT” sealed cut-out cock at The HS-4 Controlair Valve is provided for the purpose of
location “T” – open. adjusting the degree of vacuum in the vacuum brake pipe. A
more complete description for this device is found in the
The “SERVICE SAFETY CONTROL CUT-OUT” sealed cut- section of the pamphlet entitled “Description and Operation
out cock at location “R” – open. of the Devices”.
MU-2B Valve (location “Y”) – “LEAD” position. VACUUM BRAKED TRAINS
At the front and back operating cabs (“F” cab and “B” cab), Before coupling the locomotive to the train, the regulating
condition the equipment as follows: portion of the 30R-CDW Brake Valve should be adjusted to
produce 485 kPa (70 psi) brake pipe pressure and the HS-4
D-1 Emergency Brake Valve – closed. Controlair Valve adjusted to provide the maximum level of
brake pipe vacuum permitted by railway rules.
30R-CDW Brake Valve:
• Automatic handle in “HANDLE OFF” position. After coupling the locomotive to the vacuum braked cars
• Independent handle in “RELEASE” position. and charging the vacuum brake pipe, wait until the train is
• Cut-off valve in “OUT” position. fully charged. If the brake pipe vacuum obtained, due to
leakage, is less than that called for by the Controlair Valve
Start the diesel engine and check to see that main reservoir setting but greater then the minimum required by the railway
pressure and vacuum both build up to normal operating levels. rules, readjust the Controlair Valve so its vacuum setting is
no greater than the vacuum which can be obtained on the
particular train. Should the brake pipe vacuum be less than

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the minimum permitted by the railway rules, the source of pipe and then to the trailing units. This air pressure is used
the vacuum brake pipe leakage must be found and corrected as a piloting pressure on the trailing units to locally generate
before the train can leave the terminal. brake cylinder pressure on them.
AIR BRAKED TRAINS To operate as a trailing unit, set the MU-2B Valve in “TRAIL
OR DEAD” position and the brake valve cut-out control knob
After coupling the locomotive to an air braked train, release to “OUT” position, the automatic brake valve handle in
the brakes and charge the train. Before the train can be “HANDLE OFF” position, and the independent brake valve
moved, the minimum air pressure permitted on the rear of handle in “RELEASE” position. The reference air pressure,
the train must be obtained. The pressure at the rear of the which is generated by the lead unit in the brake cylinder
train must be within 105 kPa (15 psi) of the brake pipe equalizing pipe, is transferred on the trailing unit by the F-1
pressure setting on the locomotive but in no case is minimum Selector Valve to the J-1 Relay Valve. The J-1 Relay Valve
pressure to be less than 415 kPa (60 psi). Should this supplies air pressure to the brake cylinders approximately
pressure be less that the minimum permitted by the railway equal to the reference pressure.
rules the source of brake pipe leakage must be found and
corrected before the train can leave the terminal. DEAD LOCOMOTIVE
Do NOT attempt to move the locomotive or train until the When a locomotive is to be hauled dead in a train consist, it
brake equipment is charged to the pressure required by the should be conditioned as a trailing unit from the braking
railway rules. standpoint and positioned next to a live locomotive. As a
trailing unit the dead locomotive will receive air for operation
MULTIPLE UNIT OPERATION of the brake equipment from the main reservoir equalizing
pipe. The same operating procedure as is given for multiple
When two locomotives are coupled together in multiple unit unit operation should be followed.
service, the air and vacuum brake pipes, the main reservoir
equalizing pipe and brake cylinder equalizing pipe hoses To haul the locomotive dead in a train consist, move the
must be coupled between the two locomotives and their automatic brake valve handle to the “HANDLE OFF” position
cocks must be opened. and move the independent brake valve handle to the
“RELEASE” position. After completion of the brake pipe
On a locomotive operating as a lead or control unit in a reduction, set the brake valve cut out control knob in the
multiple unit operation, the operative brake valve and all “OUT” position and the MU-2B valve in the “TRAIL OR DEAD”
locomotive cocks are set up as in a single unit locomotive position.
operation. On a unit operating as a trailing unit, the MU-2B
Valve is set in “TRAIL OR DEAD” position. The automatic AUTOMATIC BRAKE
brake valve handle on the trailing unit is set at “HANDLE-
OFF”, the independent brake valve handle in “RELEASE”, SERVICE
and the brake valve cut-out control knob in “OUT” position.
To initiate a brake application, move the handle of the
This 28-LAV-1 Brake Equipment is designed to operate automatic brake valve into the service zone to cause a
in multiple unit service with 28-LV-1 and 6-SLAV-1 reduction of equalizing reservoir air pressure. The degree of
combined vacuum and air brake equipments. The transfer handle movement through the service zone will determine
of air pressure between this equipment and other units of the amount of equalizing reservoir reduction that will be
the consist for brake operation is controlled by the MU-2B obtained. A corresponding reduction of brake pipe air
Valve and the F-1 Selector Valve. pressure will occur. The reduction in brake pipe pressure
operates the VA-1-B Control Valve to admit atmospheric air
To operate this equipment as a lead unit, set the MU-2B into the vacuum brake pipe. The destruction of vacuum in
Valve in “LEAD” position and the brake valve cut-out control the vacuum brake pipe is in proportion to the reduction made
knob in “PAS” position for a vacuum braked train or a in the brake pipe air pressure. The 28-VB Control Valve
graduated release type pressure braked train. For a direct responds to the loss of vacuum in the vacuum brake pipe to
release type pressure braked train, set the MU-2B Valve in supply air pressure to the locomotive brake cylinders via
“LEAD” position and the brake valve cut-out control knob in the J-1 Relay Valve. Simultaneously, the vacuum car brakes
“FRT”. When a brake application is made, air pressure are applied due to the destruction of vacuum by the VA-1-B
developed in the brake cylinders in the lead unit is transferred Control Valve if the train is equipped with vacuum brakes. If
by the F-1 Selector Valve to the brake cylinder equalizing the train is equipped with pressure brakes, the reduction in

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air brake pipe pressure will supply air pressure to the car The increase in brake pipe pressure operates the A-1
brake cylinders. Differential Pilot Valve which, in turn, operates the VA-1
Release Valve to provide a large capacity connection
Leave the automatic brake valve handle in the service zone between the VA-1-B Control Valve and the exhauster. At the
position at which the desired equalizing reservoir reduction same time, the increasing brake pipe pressure will operate
is obtained. After the reduction of brake pipe air pressure is the VA-1-B Control Valve to connect the vacuum brake pipe
completed, the brake valve, control valve, and the relay valve to the exhauster. This will release the train vacuum brakes
will lap and maintain their respective pressures. The pressure in conjunction with the locomotive air brakes. If the train
in the brake cylinders will be maintained in the amount being handled is equipped with pressure brakes, the
developed by the reduction. increasing brake pipe pressure will release and recharge
the car brakes. This release action can be accomplished in
At the brake valve, the exhaust of the brake pipe air is small steps if the train being handled is fitted with graduated
stopped, ending the reduction of air brake pipe pressure. At release pressure brakes or vacuum brakes. If the train being
the VA-1-B Control Valve the control piston moves to close handled has direct release pressure brakes, the release
the vacuum brake pipe port to atmosphere. With the forces function is interlocked in the brake valve equipment to prevent
equalized on both sides of the 28-VB Control Valve regulating the increase of brake pipe pressure except in release
piston, the service valve spring seats the supply valve. This position. Therefore, the automatic brake valve handle must
cuts off the air supply from the N-1 Reducing Valve to the be fully returned to release position before the brakes can
brake cylinder control pipe. At the J-1 Relay Valve, control be released and recharged.
pipe pressure will open the supply valve and permit main
reservoir air to flow to the brake cylinders until equalization EMERGENCY
is achieved across the diaphragm of the J-1 Relay Valve.
When equalization is achieved, the supply valve will be To stop the train in the shortest possible time, move the
closed, cutting off main reservoir supply air to the brake 30R-CDW Brake Valve automatic brake valve handle to
cylinders. If the brake cylinder should leak, the diaphragm “EMERGENCY” position and leave it there until the train
piston of the J-1 Relay Valve will again move to allow main stops and the danger has past.
reservoir supply air to flow into the brake cylinders.
When the automatic brake valve handle is moved to
After the desired air brake pipe reduction, the atmospheric emergency position, a direct rapid exhaust of air brake pipe
air build-up in the VA-1-B Control Valve operates to cut off pressure occurs at the 30-CW Module by operation of its
the flow of atmospheric air to the vacuum brake pipe. As a internal vent valve. The vent valve is opened by the
result, the control valve is lapped, holding the desired level in simultaneous admission of main reservoir pressure to the
the vacuum brake pipe. The VA-1-B Control Valve will emergency switch pipe (port 12 of the “30R-CDW” Brake
automatically maintain the desired degree of brake application Valve) and also the direct venting of the emergency
within maximum specified vacuum brake pipe leakage. application pipe (port 21 of the “30R-CDW Brake Valve.
RELEASE The pressure in the emergency pipe is also admitted to port

1 of the VA-1-B Control Valve by means of a pair of double
For trains of the direct release type, the brake valve handle check valves. This pressure causes the VA-1-B Control Valve
must be moved to “RELEASE” position to release and to quickly open the vacuum brake pipe to atmosphere and
recharge the brakes. For trains of the graduated release cause a faster application of the car brakes, if a vacuum
type, the brakes can be graduated off by gradual movement braked train is being hauled.
of the brake valve handle toward “RELEASE” position.
When the train being hauled is equipped with pressure
Moving the brake valve handle to “RELEASE” position brakes, the exhaust of the brake pipe pressure at the 30-
restores equalizing reservoir air pressure and as a result CW Module at an emergency rate of reduction will rapidly
brake pipe pressure. The increase in brake pipe pressure apply the brakes to stop the train in the shortest possible
operates the VA-1-B Control Valve, which, in turn operates time. This emergency rate of brake pipe reduction will also
the 28-VB Control Valve to connect brake cylinder control cause the # 8 Vent Valves to operate. This will assist in
pipe air to exhaust through the 28-VB control Valve. The rapidly reducing the brake pipe air pressure and will aid in
release of the brake cylinder control pipe pressure at the transmitting the emergency rate of reduction through a
control valve causes the J-1 Relay Valve to open the exhaust multiple unit locomotive consist to the first car in the train.
port. As a result, brake cylinder pressure will then flow to
exhaust at the J-1 Relay Valve.

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RELEASE AFTER EMERGENCY EMERGENCY - LOCOMOTIVE OPERATION Without CARS
Release of an emergency application on vacuum braked WARNING: IN AN EMERGENCY SITUATION WHEN

trains and on air braked trains of the graduated release type OPERATING A LOCOMOTIVE WITHOUT CARS, MOVING
takes place as described under “RELEASE” above. The THE INDEPENDENT BRAKE VALVE HANDLE TO FULL
release of an emergency application on a train having direct APPLICATION POSITION IS THE FASTEST WAY TO
release type brakes is also the same as described under DEVELOP BRAKE CYLINDER PRESSURE ON THE
“RELEASE” above, with the exception that there is an LOCOMOTIVE UP TO THE MAXIMUM INDEPENDENT
interlock included in the direct release train brake equipment BRAKE CYLINDER PRESSURE SETTING. FAILURE TO
that prevents the release of an emergency application for a COMPLY WITH THIS PROCEDURE COULD EXTEND THE
period of approximately 60 seconds. This delay should result STOPPING DISTANCE AND INCREASE THE LIKELIHOOD
in the train coming to a complete stop before the brake pipe OF EQUIPMENT DAMAGE AND/OR PERSONAL INJURY.
can effectively be recharged and the train brakes released. IMMEDIATELY AFTER MOVING THE INDEPENDENT
BRAKE VALVE HANDLE TO FULL APPLICATION
INDEPENDENT BRAKE POSITION, THE AUTOMATIC BRAKE VALVE HANDLE
SHOULD THEN BE PLACED IN EMERGENCY POSITION.
When using the independent brake only, the handle of the
automatic brake valve should be carried in “RELEASE” BRAKE PIPE LEAKAGE TEST
position. The independent application may be released by
moving the independent brake valve handle back to the IMPORTANT: The brake pipe has an orifice to atmosphere
“RELEASE” position. used in conjunction with safety control which will negatively
affect the brake pipe leakage test. It is installed at location
The pointer of one air gauge will show the pressure in the “AP” on the 28-LUAV-1 Brake Equipment Rack. This orifice
locomotive brake cylinders and should be watched during must be removed and the opening plugged before making
independent brake valve manipulations. This brake valve has the brake pipe leakage test.
a self-lapping feature so that the locomotive brake may be
controlled with a great degree of flexibility. When making a brake pipe leakage test, the pressure
maintaining feature must be nullified after making the required
The independent brake valve provides control of the brake pipe reduction by setting the brake valve cut-out control
locomotive brakes regardless of the position of the automatic handle knob in the “OUT” position. Using the automatic
brake valve handle. brake valve handle, first reduce equalizing reservoir pressure
the proper amount as prescribed by railway operating rules,
To apply the brakes, move the independent brake valve and then allow brake pipe pressure to reduce to the
handle into the application zone. Air pressure is delivered equalizing reservoir level before cutting out the brake valve
through the independent application and release pipe 20 and timing the brake pipe leakage.
directly to the J-1 Relay Valve. This relay valve in turn
supplies air to the brake cylinders equal to the air pressure CAUTION: After completing the test, reduce equalizing
in pipe 20. The amount of brake cylinder pressure build-up reservoir air pressure to brake pipe level before cutting in
is directly proportional to the amount of handle movement the brake valve. This will prevent an unintentionally release
into the application zone. To release the brakes, move the of the air from this source.
brake valve handle to release position and exhaust the air
pressure from pipe 20. DYNAMIC BRAKING
To release the locomotive brakes during an automatic brake If an automatic service application is made with the dynamic
valve application, push the independent brake valve handle brake interlock feature cut in, the dynamic brake interlock
to the right. Air pressure delivered into actuating pipe 13 magnet valve (Electric Relay Valve) at 28-LUAV-1 Brake
will operate a Superspool valve to connect the vacuum control Equipment Rack location “V” is designed to respond to a
reservoir to the brake cylinder control pipe, thereby causing signal received from equipment not furnished by Wabtec
the 28-VB Control Valve to go to release and exhaust Corporation indicating that the dynamic brake is effective.
application air pressure in application pipe 16. The locomotive When so activated, the dynamic brake interlock magnet valve
brake can be reapplied following this type of release by will cause either a temporary or a permanent release of an
independent brake valve handle movement. automatic brake application on the locomotive only,
depending upon the conditioning of the “DYNAMIC BRAKE

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INTERLOCK SELECTOR” panel mounted cock at 28-LUAV- VIGILANCE CONTROL

1 location “L” for either Type I or Type II operation. A more
detailed description of each type follows: IMPORTANT: The vigilance control is not supplied by
Wabtec Corporation. Its operation is briefly described to
• TYPE I (cock closed) identify its interface with the brake equipment arrangement
o Automatic air brake application on locomotive is as supplied by Wabtec Corporation.
released and remains released during the time that
the dynamic brake interlock signal is active. The vigilance control feature is intended to initiate a service
o Automatic air brake application reapplies on safety control brake application if for any reason the
locomotive at the time that the dynamic brake engineman fails to make a timely acknowledgment of the
interlock signal is terminated. associated audible and/or visual warning signals.
o Re-application of the brake is made possible by air
flow from the dynamic brake interlock magnet valve to To reset the equipment for normal operation after a service
the Superspool valve at location “S” being prevented penalty brake application has occurred, the automatic brake
and the Superspool valve therefore not being operated. valve handle must be moved to “SUPPRESSION” position
and held there until the vigilance control and power control
• TYPE II (cock open) systems have both been reset.
o Automatic air brake application on locomotive is
released and remains released during the time that To permanently suppress the initiation of a vigilance brake
the dynamic brake interlock signal is active. application, the engineman must either:
o Automatic air brake application does not reapply on
locomotive at the time that the dynamic brake • Move the 30R-CDW Automatic Brake Valve handle to
interlock signal is terminated. the “SUPPRESSION” position.
o Re-application of the brake is prevented by allowing
air flow from the dynamic brake interlock magnet valve • Move the independent brake valve handle to the full
to reach the Superspool valve at location “S” and “APPLICATION” position.
causing it to operate.
o Operation of the Superspool valve connects the Either of the above actions will result in the operation of the
vacuum control reservoir to the brake cylinder control suppression valve within the P-2-A Brake Application valve
pipe, thereby causing the 28-VB Control Valve to at location “M” on the 28-LUAV-1 Brake Equipment for the
assume release position and exhaust application air purpose of nullifying the vigilance operation.
pressure in application pipe 16.
MAIN RESERVOIRS
Again, the dynamic brake interlock feature has no influence
on the train brakes. No matter which type of train is being The main reservoirs are used to store and cool the
handled, the brakes should apply on the train consist in the compressed air furnished to them by the air compressor,
normal manner as described under automatic brake and to assist in depositing moisture, oil, or other foreign
application above. matter from this air before it is passed on to the brake
equipment arrangement. To help with this, the piping should
During an emergency brake application, the large drop in be installed so as to drain toward the reservoirs. As an
brake pipe pressure is sensed by pressure switch equipment accumulation of water or other foreign matter is not only
not furnished by Wabtec Corporation which should signal injurious to the reservoirs but is also liable to materially
the dynamic brake interlock magnet valve to de-energize reduce their capacity, the reservoirs are fitted with automatic
and remain so and allow normal development of an automatic drain valves which are activated when the condensation
brake application on the locomotive and normal flow of air accumulating within reaches a certain level in the reservoir.
under pressure to the brake cylinders.
DESCRIPTION AND OPERATION OF DEVICES
TRAIN BREAK-IN-TWO
The following sections individually describe the functions of
Should the train BREAK-IN-TWO, the brakes on both each device as used in this installation of 28-LAV-1
sections will apply automatically due to the venting of air Combined Air and Vacuum Brake Equipment.
brake pipe pressure or the destruction of vacuum in the
vacuum brake pipe.

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H.O.
REL
Sup
F.S.
Min
EM
H.O.
REL
Sup
F.S.
Min
EM
30R-CDW BRAKE VALVE Automatic and Independent Brake Valve Handles
The 30R-CDW Brake Valve consists of a brake valve portion (a) The automatic brake valve handle operates through six
and a check valve portion mounted on a pipe bracket portion. detented control positions: RELEASE (REL), MINIMUM
All pipe connections are made to the pipe bracket portion REDUCTION (MIN), FULL SERVICE (F-S),
which permits the removal of the brake valve and check valve SUPPRESSION (SUP), HANDLE OFF (HO), and
portions for maintenance, repair, or servicing without EMERGENCY (EM). The RELEASE (REL) position is
disturbing the locomotive piping. at the extreme rear of the cam housing away from the
operator and the EMERGENCY (EMG) position is at
The 30R-CDW Brake Valve Portion houses all of the the extreme front of the cam housing closest to the
necessary components for the initiation of automatic brake, operator. The service zone is between the MINIMUM
independent brake and cut-off valve functions. The automatic REDUCTION (MIN) and HANDLE OFF (HO) positions.
brake, independent brake and cut-off valve handles are
integrated into the same housing. Both the independent and (b) The independent brake valve handle has two positions:
automatic brake valve handles are non-removable. RELEASE (REL) - at the extreme rear of the cam
housing away from the operator and APPLICATION
(APP) - at the extreme front of the cam housing closest
to the operator.

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An application zone is located between the “RELEASE” and Cut-Off Valve Handle
“APPLICATION” positions. The further the handle is moved
from “RELEASE” position through the application zone “OUT” Position
toward the “APPLICATION” position, the greater will be the
independent brake pressure until maximum pressure is This position conditions the brake equipment for “trail” or
obtained at the extreme “APPLICATION” position. “dead” operation by venting air under pressure from both
port #54 and port #56. This position also conditions the
Any movement or deflection of the independent brake valve brake equipment so that a standard air brake train leakage
handle to the right (away from the escutcheon plate) will test can be performed by disabling pressure maintaining of
initiate the release of an automatic brake application existing the air brake pipe. Lack of pressure in port #56 at an external
on the locomotive. Spring action will return the handle to its inverter valve directs either main reservoir or brake pipe
normal position when released. pressure, whichever is greater, from the check valves of the
30-CW Module at its port #30A to its port #53 to close the
Cut-Off Valve Handle air actuated brake pipe cut-off valve therein. Port #3 is
connected to port #7. Port #7 is normally used whenever
(c) The manually operated cutoff valve handle has three there is a freight service specification requirement involving
detented positions: OUT, FREIGHT (FRT), and the use of direct release brake equipment.
PASSENGER (PAS). The “PASSENGER” position is
used to condition the automatic portion of the 30R-CDW “FREIGHT” Position
Brake Valve for normal passenger service operation. The
“FREIGHT” position is used for normal freight service This position is typically used for handling direct release
operation, and the “OUT” position is used when the freight trains. Port #54 is still vented to close the brake pipe
locomotive is in the “trail or dead mode” as well as for charging cutoff valve in the 30R-CDW Module. Port #3 is
standard train leakage testing. also still connected to port #7. Port #56 is connected to
main reservoir port #30 to direct air under pressure to the
Check Valve Portion, Part No. 569367 automatic brake regulating valve.
(d) The check valve portion mounted on the pipe bracket “PASSENGER” Position
portion of the 30R-CDW Brake Valve is designed to
prevent the flow of main reservoir pressure from the brake This position conditions the brake equipment as a controlling
valve into #21 line should that line be exhausted by an unit for handling passenger trains with graduated release
external means, such as the operation of an emergency brakes. Main reservoir pressure is directed to port #7 and to
brake valve or the operation of a magnet valve to cause port #56 where an inverter valve is piloted to vent port #53 of
an emergency brake application. the 30-CW Module and open the brake pipe charging cut-off
valve. Main reservoir pressure is also directed to port #54.
OPERATION
Automatic Brake Valve Handle
NOTE: The automatic brake valve of the 30R-CDW Brake
Valve is controlled by the manual movement of the automatic Handle Operation
brake valve handle through a zone of six positions and the
positioning of the cut-off valve handle. The cut-off valve can Manual operation of the brake valve handle through its various
condition the brake valve and other devices of the brake positions initiates the charging or exhausting of equalizing
equipment arrangement for various modes of operation. The reservoir pressure for the purpose of applying or releasing
various handle positions of the cut-off valve and the automatic the brakes throughout the train consist. It also conditions
brake valve and their functions are described in the the 30R-CDW Brake Valve to direct air to or to exhaust air
paragraphs which follow. from the various pipe bracket ports to provide positional logic
as controlled by the positioning of the suppression valve cam.
Equalizing reservoir pressure is controlled by the brake valve

automatic brake regulating valve as positioned by its
respective regulating valve cam. In release position, main
reservoir air pressure enters the brake valve at port #30 of
the pipe bracket and flows to the inlet valve of the regulating

5074-11
valve. With the inlet valve now open, main reservoir air The C-2-W Relay Valve Portion reacts to the equalizing
pressure flows past this valve into passage #15 as well as reservoir pressure “signal” to cause main reservoir pressure
to the face of the regulating valve diaphragm. As pressure to flow into the brake pipe to charge, recharge, or maintain
builds up on the diaphragm, overcoming the spring force, brake pipe pressure.
the diaphragm assembly will move to further compress the
spring and eventually permit the inlet valve to close. This Minimum Reduction Position
action terminates the flow of air from the main reservoir into
equalizing reservoir charging pipe #15. Movement of the automatic brake valve handle to minimum
reduction position provides a reduction of nominally 6-1/2 to
When the brake valve handle is moved out of release position 8 psi (44.83 to 55.18 kPa) pressure in the equalizing reservoir,
into the service zone, the automatic brake regulating valve which effects a similar brake pipe pressure reduction at a
cam drops away permitting the inlet valve assembly to move service rate by the C-2-W Relay Valve Portion of the 30-CW
away from the diaphragm assembly and the exhaust valve Module.
to open. This allows equalizing reservoir pressure to exhaust
through the opening in the spring housing at a service rate. IMPORTANT: DO NOT make minimum reduction of less
As equalizing reservoir pressure on the diaphragm reduces, than 6 psi (41.38 kPa) since this may cause direct release
the spring force moves the diaphragm assembly toward the trains brakes to apply and then spontaneously release.
inlet valve, extending the spring, and thereby reducing the
spring force to equal the force of equalizing reservoir pressure As the automatic brake valve handle is moved farther into
on the diaphragm until the exhaust valve is again closed. the service zone, the brake valve regulating valve cam causes
The amount of equalizing reservoir reduction is proportional a decrease in #15 line pressure of the 30R-CDW Brake Valve
to the cam drop. and #5 port pressure of the 30-CW Module where brake
pipe is reduced at the C-2-W Relay Valve Portion a
Equalizing reservoir pressure is intended to be the control corresponding amount.
pressure on the high capacity C-2-W Relay Valve Portion of
the remote 30-CW Module for the purpose of generating and Service Position
controlling trainline brake pipe pressure approximately equal
to equalizing reservoir pressure. This position provides for a maximum brake pipe reduction
of approximately 24 to 27-1/2 psi (165.54 to 189.68 kPa) via
Release Position the 30-CW Module as equalizing reservoir pressure is
dropped by this amount.
This position is used when charging and recharging the brake
equipment and releasing brake cylinder line pressure after Suppression Position
an automatic brake application. With the cut-off valve on
the 30R-CDW Brake Valve in the “PASSENGER” position, This position is located past the service position and is used
main reservoir air enters the brake valve where it is directed to suppress or nullify an impending penalty brake application.
out of ports #3, #7, #54 and #56. Main reservoir air is directed
via port #56 to the supply valve of the regulating valve. An approximate 24 to 27-1/2 psi (165.54 to 189.68 kPa)
brake pipe reduction occurs when the brake valve handle
Equalizing reservoir pressure is controlled by the regulating is placed in suppression position. In addition to the 24 to
valve in the 30R-CDW Brake Valve. It flows from the #15 27-1/2 psi (165.54 to 189.68 kPa) brake pipe reduction,
port of the brake valve and through the #15 and #5 ports of main reservoir air is directed into the #26 pipe by the
the P-2-A Brake Application Valve and then to #5 port of the suppression spool valve.
30-CW Module and related 220 cubic inch equalizing
reservoir volume of the vehicle. At the 30-CW Module, Handle Off Position
equalizing reservoir air is directed to the C-2-W Relay Valve
Portion where the relay valve controls the brake pipe pressure. This position provides a means for a reducing equalizing
Main reservoir pressure is regulated to the lower brake pipe reservoir to zero psi/kPa with brake pipe reduced to 7 to 13
pressure by C-2-W Relay Valve Portion action. This air psi (42.28 to 89.67 kPa) at a service rate. This is the position
flows past the brake pipe cutoff valve, past the vent valve, used when the operator of the locomotive moves to another
and out of the module and into the brake pipe at a value operating station or the locomotive is used in “trail” service
established by the regulating valve adjustment of the 30R- behind others. The position affords all of the same pneumatic
CDW Brake Valve. signal outputs as does SUPPRESSION position.

5074-11
Emergency Position exhaust. Once these procedures have been completed,

the brake valve handle can be moved to “RELEASE” position
This position of the 30R-CDW Brake Valve handle is used to recharge the equipment and initiate a release of brake
to vent brake pipe pressure to zero at a fast rate to effect an cylinder pressure pneumatically as previously described.
emergency brake pipe reduction. By moving the automatic This action is not to be taken until after the train has comes
brake valve handle into emergency position, the brake valve to a complete stop.
directs main reservoir air into the #12 pipe to the 30-CW
Module where it opens the vent valve to vent brake pipe at Independent Brake Valve
an emergency rate and also vent equalizing reservoir
pressure from the piston of the C-2-W Relay Valve Portion The independent brake valve provides a means for
to cause its supply valve to close. Pressure in the #12 pipe independent control of the locomotive brake cylinder
is also typically used to signal power and dynamic brake pressure irrespective of the automatic brake valve handle
cut-off and emergency sanding. In addition to main reservoir position.
pressure in the #12 line, main reservoir air is directed out
the #26 port of the brake valve. Movement of the independent brake valve handle from
“RELEASE” position towards “APPLICATION” position
Simultaneously, #21 port between the 30R-CDW Brake Valve actuates a cam which in turn positions a supply and exhaust
and 30-CW Module is vented at the brake valve, also causing valve assembly to first seat the exhaust valve and then unseat
the vent valve piston in the module to open and connect the supply valve. Main reservoir air pressure entering the
brake pipe to atmosphere. Movement of the spool valve brake valve at port #30 of the pipe bracket will then flow past
associated with the vent valve piston connects pressure in the unseated supply valve into passageway #20. As pressure
#30A port to the brake pipe cut-off valve to cut off the C-2-W develops in passageway #20, it also develops on the inner
Relay Valve Portion of the module from brake pipe. This is face of the diaphragm piston in the independent regulating
a redundant feature, augmenting the #12 port actuation of valve. The buildup of pressure on this diaphragm piston is
the vent valve, but is based on a venting or loss of pressure opposed by spring force on the opposite side and when the
condition. air pressure and spring force become balanced, the valve
assembly will be moved to its lap position.
Release after Emergency
In lap position the supply valve becomes seated to terminate
The train brakes are not intended to be released following further flow of main reservoir air to passageway #20. If, as a
an emergency brake application, initiated from whatever result of leakage in the #20 pipe the air pressure should
source, until the appropriate braking devices have been reset. drop, the diaphragm assembly will be moved by spring force
This includes the vent valve in the 30-CW Module and all to again unseat the supply valve and permit main reservoir
other trainline venting devices. air to restore the pressure in #20 pipe to the value of the
spring setting. This is the self-lapping, or pressure
If the A-1 Charging Cut-Off Pilot Valve of the brake equipment maintaining feature of the independent brake valve.
arrangement is activated during the emergency brake
application (i.e. BREAK-IN-TWO), the brake valve handle Port #20 from the brake valve pipe bracket is normally
must first be moved into the “EMERGENCY” position to reset connected to the control port of a “J” type relay valve, or
the pilot valve before a release can be made. After waiting equivalent, for the purpose of directing high volume of air to
an appropriate period of time, the brake valve handle can the brake cylinder pipe. Port #20 may also be connected
then be moved into the “HANDLE OFF” position to reset the directly to the brake cylinder equalizing pipe of older brake
30-CW Module vent valve. equipments, somewhat prior to fundamental standard 24-
RL and 26-L brake equipments, or to either of the latter’s
Main reservoir air in #26 pipe from the 30R-CDW Brake Valve independent application and release pipe in the locomotive
to an external valve stops the exhaust of #8 line. Exhaust of consist.
#21 line is stopped and #12 line is vented at the brake valve
suppression valve by moving the brake valve handle out of Movement of the independent brake valve handle to the right,
“EMERGENCY” position. The emergency spool valve will away from the adjacent escutcheon plate, will allow main
return to its original position and main reservoir pressure reservoir pressure to enter the actuating or #13 pipe in the
can now develop behind the vent valve piston in the module locomotive consist. When released, the handle will return
to seat the vent valve and prevent brake pipe pressure to its original position by spring force, and that air pressure
charged into #13 pipe will be exhausted.

5074-11
With #13 pipe connected to the quick release portion of the Emergency during “Lite” Locomotive Operation
locomotive control valve, any movement or deflection of the
independent brake valve handle to the right will initiate the WARNING: In an emergency situation, when operating a
release of any automatic brake application existing on the “lite” locomotive (no cars attached), moving the independent
locomotive. Deflection of the independent brake valve handle brake valve handle to full “APPLICATION” position is the
within the application zone will release the locomotive brake fastest way to develop brake cylinder pressure on the
only to the value corresponding to the position of the locomotive up to the full independent brake cylinder pressure
independent brake handle in the application zone. setting. Immediately after moving the independent brake
valve handle to full “APPLICATION” position, the automatic
NOTE 1: The poppet or check valve design feature quick brake valve handle should be placed in “EMERGENCY”
release valve of the 30R-CDW Brake Valve independent position. Failure to comply with this procedure during an
section can readily handle the quick release #13 trainline emergency brake application when operating a “lite”
pipe flow capacity requirement of a four (4) locomotive consist. locomotive consist could extend the stopping distance and
For a consist in excess of four (4) locomotives, brake valve increase the likelihood of equipment damage and/or personal
pipe bracket port #13 pressure output should be used to injury.
control a higher capacity relaying device such as a Wabtec
Corporation H-5 Relayair Valve, which, in turn, will supply
main reservoir pressure to the trainline #13 pipe.
NOTE 2: When operating locomotives arranged for multiple

unit operation, it is important when the automatic brake
application is quick released or actuated off by deflection of
the independent brake handle to the right as explained above,
that the independent handle remain in the deflected position
for a sufficient length of time to assure a proper charge in
the actuating or #13 pipe on the last trailing unit. A period
equal to four (4) seconds for each locomotive in the consist
should be adequate. For example, with three (3) locomotives
in the consist, the independent brake handle is to be remain
deflected for a time interval of twelve (12) seconds, or 4
seconds/unit x 3 units = 12 seconds.
Additionally, the locomotive(s) control valve, which supplies

the brake cylinder relay valve control pressure in certain
proportion to brake pipe reduction, may experience a
temperature effect on the pressure in the control valve’s
control reservoir during a quick release of the automatic
brake. That is, for a given brake pipe reduction (the greater
this value, the greater the effect produced), the control
reservoir pressure may increase slightly after a quick release
has been initiated, then terminated, which may cause the
locomotive automatic brake to reapply. To avoid such
reapplication, it is recommended that the independent brake
handle remain deflected for a total time period equivalent to
two (2) seconds for each psi (6.89 kPa) of equalizing reservoir
reduction.

5074-11
30-CW MODULE
Diaphragm Assembly
“C-2-W” Relay Valve Portion
Check Valve
Brake Pipe Check Valve

Cut-Off Valve
Emergency Valve
“30-CW” Module Portion

(less Relay Valve Portion)
Vent Valve
Pipe Bracket Portion
1 8 30 5 12
53 21 17A
30A
The 30-CW Module operates in conjunction with the 30R- the relay valve is designed to maintain the brake pipe pressure
CDW Brake Valve. All pipe connections are made directly against overcharges and permissible trainline leakage.
to the equipment rack. This arrangement permits the 30-
CW Module Portion to be removed for servicing or The 30-CW Module Portion (less relay valve portion) houses
maintenance without disturbing the piping of the equipment a pneumatically operated brake pipe charging cutoff valve
arrangement. and a high capacity vent valve for brake pipe venting. Two
check valves are also included in the module portion. These
The 30-CW Module Portion includes a C-2-W Relay Valve check valves function to direct the flow of either main reservoir
Portion, which is mounted on the body of the Module Portion. air pressure or brake pipe air pressure, whichever is higher,
Housed within the module body are the vent valve, brake for use by the brake pipe cutoff valve and the pneumatic
pipe cutoff valve, two check valves, and emergency valve (#21 line) vent valve function.
assemblies. The C-2-W Relay Valve Portion is a relatively
high capacity diaphragm piston operated, self lapping valve. Cut-off Valve
It establishes a pressure in the brake pipe equal to the
pressure in the equalizing reservoir. It either controls the When the equipment arrangement is conditioned to be cut-
buildup of brake pipe pressure or exhausts pressure from out and also for “trail” or “dead” operation, main reservoir air
the brake pipe in response to changes in the equalizing from an external source is directed into port #53 of the 30-
reservoir pressure on the outer face of the diaphragm piston CW Module, is routed through the spool valve associated
of this portion. During brake applications, the equalizing with the vent valve, and directed to the face of the brake pipe
reservoir air pressure on the outer face of the diaphragm is cutoff valve, causing the cutoff valve to close. The closing of
reduced to permit the relay valve to exhaust brake pipe the cutoff valve blocks communication between the relay
pressure by an equal amount. The self lapping feature of valve and brake pipe.

5074-11
When the equipment arrangement is conditioned to be cut- Movement of the vent valve piston also connects #21 pipe to
in, air under pressure in port #53 will be vented to #8 pipe at the associated spool valve. This condition is
atmosphere. This permits the brake pipe cutoff valve of the known as “lock over” and in the event of a non handle-initiated
30-CW Module Portion to open. The opening of the cutoff emergency is intended to prevent the brakes from being
valve establishes communication between the relay valve released until the operator takes some action to reset the
and brake pipe. equipment.
Charging DUPLEX AIR GAUGE
When the equipment arrangement is charged equalizing

reservoir air is directed into port 5 of the 30-CW Module and
to the C-2-W Relay Valve Portion. The relay valve functions
to direct and control brake pipe pressure equal to equalizing
reservoir pressure. Brake pipe pressure then flows through
the open brake pipe cutoff valve, past the vent valve, and out 70 90
of the 30-CW Module into the trainlined brake pipe at a value 50
110
established by the setting of the regulating valve on the
30 130
controlling brake valve.
The C-2-W Relay Valve Portion reacts to equalizing reservoir 10 160

pressure to cause main reservoir pressure to flow into the
brake pipe to charge, recharge, or maintain brake pipe
pressure.
Minimum Reduction
When the handle of the controlling brake valve is moved to

the MINIMUM REDUCTION position a predetermined
reduction of equalizing reservoir pressure will occur. This Two duplex air gages are located in each cab to indicate the
pressure reduction causes the C-2-W Relay Valve Portion various air pressures carried. Each gage has two pipe
of the 30-CW Module to function to effect a similar brake connections and is labeled to show the connected air
pipe pressure reduction at a service rate. pressures. One gage is connected to main reservoir and
equalizing reservoir while the other gage has connections
Emergency to the locomotive brake cylinders and the brake pipe.
When the brake valve equipment arrangement is conditioned

to produce any emergency brake application, main reservoir
air under pressure is directed into port 12 of the 30-CW
Module where it opens the vent valve to directly vent brake
pipe at an emergency rate. Equalizing reservoir pressure is
also vented from the piston of the C-2-W Relay Valve Portion
to close its supply valve.
Simultaneously air pressure in port 21 of the 30-CW Module

is vented to atmosphere at the controlling brake valve, also
causing the vent valve of the module to open. This is a
redundant feature, based on a venting or loss of pressure
which augments the #12 port actuation of the vent valve.
Movement of the spool valve associated with the vent valve
piston connects main reservoir pressure to the brake pipe
cutoff valve to operate this valve to isolate the C-2-W Relay
Valve portion from brake pipe, thus cutting off any potential
brake pipe charging.

5074-11
3-1/2" SINGLE POINTER GAGE DUPLEX VACUUM GAGE
40 20
0
60
CmHg
80
2
15
3 10 20
1
5 25
4
Vacuum Brake 30
Pipe Control
The 3-1/2" Single Pointer Air Gage (28-LUAV-1 rack location One duplex vacuum gage is located in each engine cab to
“D”) is located in the delivery pipe from the HS-4 indicate the amount of vacuum in the vacuum brake pipe
CONTROLAIR valve to the vacuum control valve is furnished and the vacuum main reservoir. The gage has two pipe
with a special vacuum indicator dial. This gage permits connections, one being connected to the vacuum brake pipe
proper setting of the Controlair valve to regulate the amount and the other to the vacuum main reservoir port of the VA-1-
of brake pipe vacuum provided by the vacuum control valve. B Control Valve via a stabilizing choke and volume.

5074-11
MU-2B VALVE
LEGEND Trail
Part No. Description or
2 Ind. App. & Rel. Pipe (B.V.) Lead Dead
3 Actuating Pipe (B.V.)
13 Actuating Pipe (B.V.)
20 Ind, Appl. & Release Pipe Line
30 Main Reservoir
53 Multiple Unit Control Pipe
63 Multiple Unit Interlock Pipe
The MU-2B Valve is a two-position manually operated valve • Port #30 is connected to exhaust, which results in port
used in this equipment arrangement primarily to pilot the F- #53 and port #63 of the F-1 Selector Valve to both also
1 Selector Valve. The use of the MU-2B Valve together with be connected to exhaust so as to correctly position
the F-1 Selector Valve permits a locomotive equipped with this device for lead locomotive operation.
28-LAV-1 Brake Equipment to operate in multiple unit service
with locomotives equipped with “6-SLAV-1”, “28-LV-1” or “26- When the locomotive unit is to be used as a trail locomotive,
L” type brake equipments if they are also fitted with F-1 the MU-2B Valve is positioned in “TRAIL OR DEAD” position.
Selector Valve.
In “TRAIL OR DEAD” position:
The two positions used in the MU-2B Valve are “LEAD” and
“TRAIL OR DEAD”. • Main reservoir air supplied by port #63 is exhausted
from port #53 and from the pipe leading to the VA-1
In “LEAD” position: Release Valve located in the branch pipe to the VA-1-B
Control Valve, normally causing this valve to close.
• Main reservoir air supplied via port #63 is connected to
port #53, which is then piped to the VA-1 Release Valve • Independent brake control pressure from the independent
located in the branch pipe to the VA-1-B Control Valve, brake valve port #20 to port #2 of the MU-2B Valve is
causing this valve to open and establishing prevented from reaching port #20.
communication between the VA-1-B Control Valve and
the vacuum brake pipe. • Port #3 and port #13 are disconnected, which blocks
the supply of brake pipe air to the A-1 Differential Pilot
• Independent brake control pressure from the independent Valve.
brake valve port #20 is connected to port #2 of the MU-
2B Valve through its spool valve to port #20. • Port #30 is pressurized by main reservoir air supplied
from port #63, which results in port #53 and port #63 of
• Port #20 of the MU-2B Valve is further connected to the the F-1 Selector Valve to both also be pressurized, so
F-1 Selector Valve, as well as a double check valve as to correctly position this device for trail locomotive
which is, in turn, connected to the control port of the operation.
relay valve to provide an independent brake application
on a lead locomotive. • Air pressure in port #30 is also connected via a
downstream one-way check valve to port #53 of the 30-
• Port #3 and port #13 are connected to allow operation CDW Module. This causes its internal cut-off valve to
of the A-1 Differential Pilot Valve by means of brake pipe close and thereby blocks communication between the
pressure taken from port #1 of the 30-CW Module. relay valve and brake pipe.

5074-11
F-1 SELECTOR VALVE

Port Designation TRAIL BREAK
4 Automatic Brake Control Valve or -IN-
6 9 12 12 Emergency Pipe LEAD DEAD TWO
14 Brake Cylinder Equalizing Pipe
15 Main Reservoir Equalizing Pipe
63 16 Application Pipe 12
20 Ind. Application & Release Pipe
53
30 Brake Cylinder Pipe 14
20 53 Multiple Unit Control Pipe
15 63 Multiple Unit Interlock Pipe 30
4
16
16
4
30
15
14
20
12 53
63
4
7 10
The F-1 Selector Valve is used to arrange the 28-LAV-1 Brake TRAIL OR DEAD POSITION
Equipment on the locomotive to lead or trail other locomotives
equipped with “6-SLAV-1”, “28-LV-1” or “26-L” type brake When the 28-LAV-1 equipped locomotive is conditioned as
equipments if they are also fitted with F-1 Selector Valve. a trailing unit or a dead unit, operation of the selector valve
The F1 Selector Valve performs the function of protecting a is achieved by supplying pressure to port #53 of the selector
trailing locomotives air brake equipment by automatically valve, causing the selector valve to assume the position as
resetting the brake control to BREAK-IN-TWO position in shown in the position diagrammatic under “TRAIL OR
the event of a separation between locomotive units. The DEAD”. Under this condition, air pressure from the brake
selector valve consists of three sections. The protection valve cylinder equalizing pipe enters port #14 and flows to ports
is controlled by pipe #15. The transfer sections are controlled #16 and #20 and thus to the J-1 Relay Valve of the trailing or
by pressure in pipes #53 and #63 which are internally dead locomotive. Automatic and independent brake
connected in the equipment rack. Connections are made applications initiated at the lead locomotive are transmitted
as shown in the positioning chart for the positions “LEAD” to the trailing or dead 28-LAV-1 equipped locomotive and
and “TRAIL OR DEAD” of the companion MU-2-B Valve. result in the same brake cylinder pressures as on the lead
Operation of the selector valve is under control of the MU- locomotive.
2B Valve located on the 28-LUAV-1 Brake Equipment Rack.
If a break-in-two should occur between two adjoining
LEAD POSITION locomotive units, the F-1 Selector Valve on the trailing unit
must assume “BREAK-IN-TWO” position to reconnect ports
When the 28-LAV-1 equipped locomotive is conditioned as #4 and #16 and thus allow pressure from port #16 of the 28-
a lead unit, air pressure to ports #53 and #63 of the selector VB Control Valve to reach port #16 of the J-1 Relay Valve
valve is vented and internal connections are made as shown and effect a brake application. To so connect ports #4 and
in “LEAD” position of the positioning diagrammatic. Control #16, spool (6) must be in the “up” position. However, normal
valve pressure flows from port #4 to port #16 and from there trailing unit operation all three spools are in the “down” position.
through a double check valve to the J-1 Relay Valve To achieve this result, air from the main reservoir equalizing
controlling the brake cylinder build-up. Pressure from the pipe is used to hold spool (9) in the “down” position. In the
brake cylinder line flows from port #30 to port #14, and to event of a break-in-two, air pressure in port #15 will rapidly
the brake cylinder equalizing pipe of the lead locomotive. drop to a level low enough to allow the spring associated
The brake cylinder equalizing pipe is used to control the with spool (9) to push it upward, which results in the chamber
brakes on trailing units. above spool (6) being vented to atmosphere, allowing spool
(6) to move up and reconnect ports #4 and #16.

5074-11
P-2-A BRAKE APPLICATION VALVE
11 (Application 4 (Spring)
Spool Valve)
17 (Suppression 7 (Diaprahgm)
Spool Valve) PORT NO. DESIGNATION
14 (Spring) 3 Foot Valve
10a 5 Equalizing Reservoir
8 Lock Over
26 10 Safety Control
EX
3 15 Equalizing Reservoir Charging
30 24 Reduction Limiting Reservoir or Ex.
25
10
25 Power Knockout
24 26 Suppression
5 30 Main Reservoir
15
33 Switch Pipe
33
8
24a
23 (Over Reduction
22 (Spring) 25 (Release Control
Check Valve)
Spool Valve)
The P-2-A Brake Application Valve functions to signal for a During a penalty brake application caused by a signal
full service brake application when actuated by the service received at the service safety control magnet valve, a
safety control equipment present on the locomotive. reduction in the air pressure will occur in port #3 and port
#10 of the application valve. Once the pressure starts to
During normal release operation, main reservoir air flows reduce in passage 3, the air pressure in the spring chamber
through port 30 to the spool valve side of the application is likewise reduced. The diaphragm assembly and spool
valve diaphragm and through a choke to safety control pipe valve will then moved upward to the penalty application
port 10 and the spring chamber side of the diaphragm piston. position as a result of the differential developed across the
diaphragm. This action connects the integral passages in
The application valve diaphragm piston and spool valve are the spool valve to the other passages in the application valve
held in release position by the force of a spring to make the portion body that in turn lead to various ports in the
following port connections: equipment rack.
(a) Equalizing reservoir air in port #5 to the release control In penalty application position, the application valve spool
valve and over reduction check valve. valve makes the following port connections:
(b) Reduction limiting reservoir port #24 and power knockout • Main reservoir air from port #30 into power knockout
switch port #25 to exhaust. port #25.
(c) Main reservoir air in port #30 and safety control air in • Safety control air in port #10 and the spring side of the
port #10 are blanked off. diaphragm are connected to port #8.
The release control valve is held in release position by air • Equalizing reservoir air in port #5 flows into port #24 to
pressure in switch pipe #33. In release position the release exhaust.
control spool valve connects equalizing reservoir air in port
#5 to equalizing reservoir charging port #15. The suppression The connection of port #5 into port #24 will permit a reduction
valve is held in release position by the piston spring. In of equalizing reservoir air pressure which in turn should
release position, the suppression valve spool connects safety actuate other devices in the brake equipment arrangement
control air in port #10 to the foot valve port #3. to ultimately direct air under pressure to the brake cylinders.

5074-11
Following an effective service penalty application, the J-1 RELAY VALVE

suppression valve will be forced downward by brake cylinder
pressure in suppression port #26 and blank off foot valve
port #3 from safety control port #10.
To release a penalty application, first the service safety Check Valve

control magnet valve must again receive its proper activating
signal. Then the automatic brake valve handle must be
6
moved to “SUPPRESSION” position. In this position, at the
P-2-A Brake Application Valve air in switch pipe #33 is
30
connected to exhaust and lockover port #8 is blanked off,
which has the effect of allowing the air pressure in port #10
Piston Stem
to begin to build up by continual flow of main reservoir air EX.
through the port #10A choke in the pipe bracket into port "B"
#10. This will cause a pressure buildup in safety control 16
port #10, as well as the application valve spring chamber,
lockover port #8, and the end chamber of the release control
valve. With adequate pressure buildup under the release
control valve, this valve will move upward to cut off equalizing
reservoir air in pipe #5 from equalizing reservoir charging "A" Diaphragm
LEGEND
pipe #15, to prevent releasing the brake application until the 6 Supply
automatic brake valve handle is returned to release position. 30 Brake Cylinder Pipe
16 Brake Cylinder Control
With sufficient pressure buildup in port #10, the application Ex. Exhaust
valve will then move to release position. However, the port
#15 to port #5 connection for equalizing reservoir will still be The J-1 Relay Valve is a diaphragm-operated, self lapping
blocked as long as the release control valve remains in its valve that functions to supply or exhaust air pressure to the
upward position. Returning the automatic brake valve handle brake cylinders during air brake operation in accordance
to RELEASE position will restore air pressure in pipe #33, with the brake cylinder control pipe pressure. Its design
return the release control valve to its normal position, re- contains a single long travel diaphragm assembled to a
established communication between pipe #5 and pipe #15 control piston using a follower. This piston is attached to a
and allow release of the brake application to occur. valve stem, the movement of which either seats or unseats
the supply and exhaust check valves as required to direct
To suppress a safety control penalty application, one of the air through passages and chambers within the valve portion
following conditions must be met: as well as to and from the equipment rack and ultimately
the brake cylinders.
• The vigilance equipment (not supplied by Wabtec
Corporation) must be satisfied before the controlling During an application, controlled air pressure admitted to
signal to the service safety control magnet valve is port #16 in the equipment rack flows to the face of the large
removed so as to prevent the exhaust of pressure from diaphragm piston, initiating an upward movement of the
foot valve pipe #3 and the resulting activation of the P-2- diaphragm assembly and stem. The stem first closes the
A Brake Application Valve. exhaust valve and then opens the supply valve which allows
air from port #6 to enter into the passage leading to port #30
• The automatic brake valve handle must be moved to in the equipment rack leading to the brake cylinders.
“SUPPRESSION” position before a penalty application Passage #30 is also connected to the chamber on the spring
takes effect. This will direct air pressure to suppression side of the large diaphragm. The buildup of brake cylinder
port #26 to move the suppression valve downward to air pressure and the force of the spring within the valve both
blank off foot valve port #3 from safety control pipe #10. oppose the movement of the diaphragm assembly as initiated
by the controlled air pressure admitted into port #16.
Eventually, an equalization of forces across the diaphragm
piston is achieved which positions the diaphragm piston
assembly to allow the both the supply valve and the exhaust
valve to simultaneously seat and thereby allow the relay
valve to remain in lap position.

5074-11
The maintaining feature of the J-1 Relay Valve operates if an The N-1 Type Reducing Valve Portion is a small capacity,
air leak exists in the brake cylinder line or in the brake self-lapping, diaphragm operated type regulating valve which
cylinders themselves. The pressure in port #30 as well as reduces an air supply pressure to that of a lower delivery
that pressure in the spring chamber of the valve will drop in pressure. The delivery pressure is determined by a control
the case of leakage and the diaphragm piston assembly spring force that is adjustable within specific limits. The
will again move upward to open the supply check valve. reducing valve portion is available in several pressure ranges
Supply air will again flow into port #30 as well as the spring up to a maximum of 150 psi (1034.61 kPa). The portion is
chamber until an equalization of forces across the diaphragm designed so that it can easily be removed from the manifold
piston again is reached. The diaphragm piston assembly to which it is mounted without disturbing the pipe
will again be positioned to permit the valve to attain the lap connections.
position.
Operation
A reduction of control pipe air pressure initiates the
movement of the diaphragm piston assembly to permit brake A control spring force under the diaphragm piston causes
cylinder air to exhaust from the relay valve. A graduated the exhaust valve seat to seal against a ball valve that is
release of brake cylinder air may also be obtained when the part of a two-ball valve “dumbbell” type inlet and exhaust
controlled air pressure in port #16 is intermittently released. valve unit. The two-ball valve is forced upward to open the
The reduction in pressure differential across the diaphragm inlet valve. Supply air can then flow past the open inlet valve
piston positions the valve stem to open the exhaust valve into the delivery passage and to the face of the diaphragm,
and vent air out of the brake cylinder line. When brake forcing the diaphragm assembly down and compressing the
cylinder air pressure is reduced sufficiently in the spring control spring. When air pressure on the diaphragm equals
chamber of the valve, an equalization of forces across the the spring force, the two-ball valve will move downward to
diaphragm piston occurs again and the valve again assumes seat the inlet valve. In this position, the reducing valve portion
a lap position. is in a “lap” position, since both the inlet and exhaust valves
are closed. If delivery air pressure is reduced for any reason,
A complete reduction of the controlled air pressure in port the control spring will again raise the two-ball valve to open
#16 initiates a downward movement of the diaphragm the inlet valve, thus increasing the delivery pressure to that
assembly to permit brake cylinder air to fully exhaust from which is again equal to the spring force.
the relay valve. With the valve in this position, brake cylinder If delivery air pressure is greater than the control spring force
air connected to port #30 flows unrestricted through the valve for any reason, the diaphragm piston assembly will move
portion and is completely exhausted at the equipment rack. downward to open the exhaust valve. The control spring will
return the diaphragm piston assembly to lap position when
delivery pressure on the diaphragm is again equal to the
N-1 REDUCING VALVE control spring force.
Adjustment
Inlet and Exhaust
Manual adjustment of delivery pressure is made at the
Valve Uni t
adjusting screw on the control spring. If a higher pressure
IN (Supply) is desired, the force on the spring is increased so that a
higher delivery pressure will be required to lap the valve
Diaphragm OUT (Delivery) portion. If a lower pressure is desired, the force on the
spring is lessened so that a lower delivery pressure will be
required to lap the valve portion.
Exhaust
Control Spring
EX. Adjusting Screw

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28-VB CONTROL VALVE
Legend
Port No. Description

1 Vacuum Brake Pipe
7 Control Reservoir
20 Independent App. & Rel.
10 Exhaust
16 Brake Cylinder
30 Main Reservoir
Operation
The 28-VB Control Valve is a vacuum operated, automatic,
self-lapping, pressure maintaining type of valve designed to
Refer to the diagrammatic view. With the automatic brake
be controlled by vacuum brake pipe pressure and in turn,
valve in release position, vacuum brake pipe at release level
supply and exhaust compressed air for the controlled build-
is connected to port #1 of the control valve. Vacuum brake
up and release of brake cylinder air pressure in locomotives.
pipe is also connected to the chamber under the large
The buildup and release of brake cylinder air pressure is
diaphragm piston (18) as well as to the spring chamber above
effected by the movement of the automatic brake valve handle
the vacuum control reservoir charging check valve (31).
through the service application zone.
Vacuum above the check valve (31) results in the unseating
of this check valve, thereby evacuating chamber (A) above
The service portion contains a service spool valve and two
the large diaphragm piston as well as the vacuum control
diaphragm pistons (13) and (18) selected to provide for proper
reservoir that is piped to port #7. As a result, the vacuum
reference of brake cylinder and vacuum brake pipe pressure.
level in the vacuum control reservoir and in the vacuum brake
Movement of the spool valve controls the supply of air to
pipe will be initially the same.
pilot the buildup and release of brake cylinder pressure.
During a brake application, the spool valve and diaphragm
Regulated air pressure is supplied to the portion through port
assembly move upwards to open the application check valve
#30 and then to the top of the application check valve (3).
(3) and charge compressed air into the pipe controlling the
J-1 Relay Valve and ultimately the air supplied to the brake
When the automatic brake valve is moved to service position,
cylinders. This same valve assembly serves to exhaust
brake pipe pressure is as a result reduced by a controlled
this air during a brake release. The area ratios of diaphragm
amount. This pressure reduction affects the VA-1-B Control
pistons (13) and (18) together with the spring arrangement
Valve which, in turn, functions to proportionally admit
in the portion provide for proper development of brake cylinder
atmospheric air into the vacuum brake pipe. Atmospheric
pressures and thereby permit satisfactory operation with
air flows to port #1 of the 28-VB Control Valve where the
other similar arrangements of automatic vacuum brake
vacuum in the chamber under the large diaphragm (18) is
control.
partially reduced. The increase of air pressure (or the
lessening of vacuum level) in this chamber results in a
pressure differential across diaphragm piston (18) which acts
to move the service valve stem upward to open application
check valve (3).

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When the application check valve (3) is opened, the regulated 28-A DOUBLE CHECK VALVE
air supply connected to port #30 flows via piping to the
following:
• To the brake cylinder control pipe connected to port #16 Cartridge

in the equipment rack which pilots the relay valve. Assembly
• To the spring chamber above the small diaphragm (13)

where the continued build-up of pressure combines with
the force of spring (7) to create a counter-force against
that created by the vacuum differential on the large
diaphragm (18). Whenever a balance is reached, the Port 2 Port 1
“IN” “IN”
service valve moves down and closes the application
check valve (3) at which time the service valve assumes
a “lap” position.
If the automatic brake valve handle is moved toward release

position, the brake pipe pressure will increase by a controlled
amount. The VA-1-B Control Valve then functions to connect Shuttle
the vacuum brake pipe to the exhauster as required to
proportionally increase the vacuum brake pipe level. In the
28-VB Control Valve, as the vacuum level in the vacuum Designed for “in-line” piping, the 28-A Double Check Valve
brake pipe is increased, the resulting decrease in differential may be used in equipment arrangements where the air
force across the large diaphragm piston (18) moves the pressure does not exceed 150 psig (1034.61 kPa). This
assembly downward to unseat the exhaust valve and permit double check valve functions to direct the flow of air under
brake cylinder control pipe air to flow through the service pressure to and from another device from either one of two
valve stem and thus exhaust at port #10 in the equipment input pressures. It consists of a body and a check valve
rack. The resulting exhaust of brake cylinder pressure will cartridge assembly. All of the “working parts” of the 28-A
in turn be proportional to the build-up of brake pipe pressure. Double Check Valve are included in the check valve cartridge
With each movement of the brake valve handle toward release assembly. This arrangement permits “quick” change out of
position, a proportionate amount of brake cylinder pressure the internal valve parts when maintaining the check valve. A
will exhausted, resulting in a “graduated” release of the cast iron body contains the two “inlet” ports and one “outlet”
locomotive brake. port and the cartridge type subassembly which includes a
shuttle valve and o-ring seals. The “inlet” ports are
A “quick release” of an automatic brake application on the designated as ports #1 and #2 and the “outlet” port as port
locomotive may be accomplished by moving the independent #3.
brake valve handle to the extreme right position. In this
equipment arrangement this action signals for the operation The 28-A Double Check Valve functions to select the higher
of the Superspool Valve which allows brake cylinder control value inlet air pressure and directs this higher inlet air pressure
pressure from port #16 of the 28-VB Control Valve to flow to the outlet port of the body. The higher inlet air pressure
into port #7. The resulting destruction of vacuum and forces the shuttle of the cartridge subassembly to seal on
subsequent presence of air pressure instead of vacuum above its seat on the low pressure side. This seating of the shuttle
the large diaphragm (18) forces the spool valve assembly closes the passage between the low pressure inlet port and
rapidly upward, causing the brake cylinder control air to flow the outlet port of the body. Air then flows from the high
through the spool valve and exhaust to atmosphere at port pressure inlet port, through passages of the cartridge
#10 in the equipment rack. subassembly and body to the outlet port.

5074-11
COMBINED CUT-OUT COCK & STRAINER VA-1 RELEASE VALVES
DYNABALL Cut-out Cock
"OUT"
"IN"
Swirl Chamber
Check Valve
Air Flow Dirt Chamber
The Combined Cut-out Cock and Strainer assists in Two VA-1 Release Valves are used in the equipment
preventing dirt and/or moisture which may be carried over in arrangement as follows:
air from the brake pipe from entering the components of the
air brake equipment arrangement. The Combined Cut-Out The VA-1 Release Valve with maintaining choke is installed
Cock and Strainer consists of a ball-type cut-out cock which in the vacuum line between the VA-1-B Control Valve and
is used to open or close communication between the air the exhauster. The release valve houses a piston type control
brake pipe and the air brake equipment arrangement via a valve consisting of valve stem (3), valve seal (4), follower (5),
removable air strainer contained within the body. and valve stem spring (8). A calibrated choked passage is
present within the valve body and connects chambers (A)
and (B).
The three pipe connections are as follows:
1. Leads to the exhauster
2. Leads to the VA-1-B Control Valve.
3. Leads to the A-1 Differential Pilot Valve and also to the

manual push valves which when operated will also supply
air to unseat the valve stem and seal.
When either the A-1 Differential Pilot Valve or manual push

valve directs air under pressure to port 3, the valve stem and
seal are unseated and the VA-1 Release Valve will be opened
fully. In this position, there will be a full capacity connection
between the exhauster and the VA-1-B Control Valve.
When no pressure is present in port 3, the VA-1 Release

Valve will be in a closed position, and the only connection
remaining between the exhauster and the VA-1-B Control

5074-11
Valve is the choked passage. This choke is sufficient in #8 VENT VALVE

size to permit the VA-1-B Control Valve to maintain against
normal leakage in the vacuum brake pipe and limit the
exhauster capacity so that a BREAK-IN-TWO occurring in
the vacuum train line can be detected by the equipment. 32
2 33 29
6 8
The VA-1 Release Valve without maintaining choke is 34
Ex.
installed in the branch pipe between the VA-1-B Control Valve
b
and the vacuum brake pipe. The release valve likewise 22
K c d K
houses a piston type control valve consisting of valve stem
(3), valve seal (4), follower (5), and valve stem spring (8).
21
However there is no maintaining choke present within the
Passage 1 h
valve body connecting chambers (A) and (B). 23
f
25
The three pipe connections are as follows:
27
19
1. Leads to the VA-1-B Control Valve. H
2. Leads to the vacuum brake pipe via the vacuum branch

pipe.
3. Leads to the A-1 Differential Pilot Valve and also to the

MU-2-B Valve. MU-2-B Valve conditioning will affect the The #8 Vent Valve with Branch Pipe Tee consists of a special
VA-1 Release Valve without maintaining choke as branch pipe tee, a standard #8 Vent Valve Portion, and a
follows: vent protector assembly.
a. When placed in the “LEAD” position, air at main The special branch pipe tee is arranged so that it can be
reservoir level will be constantly supplied to port #3 semi-permanently installed into the air brake pipe equipment
to unseat the VA-1 valve stem and seal. arrangement. Two 1-1/4" flanges are provided for brake pipe
attachment and a 1" flange face is provided for the mounting
b. When placed in the “TRAIL OR DEAD” position, of the #8 Vent Valve Portion. A 3/8-18 NPT pipe tap is
port #3 to of the VA-1 will be exhausted, causing provided in the top of the tee for the attachment of piping to
the valve stem and seal to remain closed. another device such as a Stop Insuring Unit or an A-1
Charging Cut-Off Pilot Valve. When this tap is not used for
When either the A-1 Differential Pilot Valve or manual push such auxiliary connections, it must be plugged.
valve directs air under pressure to port #3, the valve stem
and seal are unseated and the VA-1 Release Valve will be The #8 Vent Valve Portion, which is secured to its mounting
opened fully. In this position, there will be a connection will flange on the branch pipe tee by two 1/2" hex nuts, is a
exist between the VA-1-B Control Valve and the vacuum diaphragm piston type valve which depletes brake pipe air
branch pipe. locally at a rapid rate to assist in propagating an emergency
brake application whenever the brake pipe pressure is
reduced at an emergency rate.
Operation of the vent valve portion at one or more vehicle

locations aids in producing an emergency rate of brake pipe
pressure reduction at the next vehicle and actuation of the
vent valve portion(s) on each succeeding vehicle assists in
fast transmission of an emergency brake signal through an
open, continuous brake pipe line.
The vent protector assembly installed in the exhaust port of

the #8 Vent Valve Portion is of the non-pluggable variety.

5074-11
Charging VA-1-B CONTROL VALVE
Brake pipe air flows from the branch pipe tee (2) into passage 9
(1) to charge chamber (K). Piston (23) moves into release
position permitting spring (32) to seat vent valve exhaust
valve (33). Brake pipe air flows through cross-section
passage (b), passages (c), (d), and (f) to charge the vent
valve chamber (H).
Flow of air through passage (h) is cut off at seal (25) due to
the pressure in chamber (K) forcing the piston downward
toward the lower pressure in chamber (H).
Service
When air pressure is gradually reduced out of passage (1),

the vent valve volume (H) reduces in pressure an amount
corresponding to this pressure drop in order to maintain this 22
valve in a stabilized condition. When the pressure in chamber
(K) is reduced, air from chamber (H) bleeds down through
passages (c), (d), (f), (h), and (b), stabilizing the vent valve
piston (23) against movement to emergency position during
service brake applications. The VA-1-B Control Valve modulates the level of vacuum in
the vacuum brake pipe proportional to the air pressure
Release and Recharge after Service Application present in the compressed air brake pipe on the locomotive.
It therefore acts as a “pilot valve,” effecting vacuum train
During a pressure reduction in passage (1), the vent valve brake applications and releases simultaneous with, and in
volume (H) reduces in order to follow the brake pipe pressure proportion to the locomotive air brake applications and
reduction. The vent valve portion is recharged as previously releases. The VA-1-B Control Valve also includes a release
described under “charging”. interlock valve which controls both VA-1 Release Valves on
lead units.
Emergency
The valve body contains control valve (6), contacted on its
When an emergency rate of brake pipe reduction is effective upper side through its upper pusher pin by small diaphragm
in passage (1), air in chamber (H) of the vent valve portion piston (7), small diaphragm (8) and small diaphragm follower
cannot flow through passages (h), (f), (d), (c), and (b) at the (9), and contacted on its bottom side through lower pusher
same rate as chamber (K) is being depleted. The resulting pin (19) by large diaphragm piston (20), large diaphragm
build up of pressure differential across piston (23) moves (21) and large diaphragm follower (22).
the piston stem (27) to contact and unseat exhaust valve
(33). A large and direct passage is provided for brake pipe The large diaphragm cover (25) houses the release interlock
air in passage (1) to flow through chamber (K) to atmosphere. valve, consisting of release interlock valve (43), valve spring
This local rapid venting of brake pipe air accelerates the (46) and valve spring seat (45). Spring (46) and its seat (45)
emergency reduction of brake pipe pressure serially and hold the release interlock valve closed.
rapidly through the train by assisting in the prompt movement
of similar valves on other vehicles into an emergency position. The VA-1-B Control Valve has eight pipe connections as
follow:
Release after Emergency • 12 Vent Control Pipe
• 3 Air Brake Pipe
A predetermined reset delay time is designed into the valve • 6 Vacuum Brake Pipe
by the established exhaust rate of chamber (H), once spring • 2 Vacuum Brake Pipe
(32) returns the exhaust valve (33) to its seat (29) and the • 1 Vacuum Control Pipe
diaphragm piston assembly to its normal position. The vent • 11 Break-in-Two Protection Pipe (plugged)
• 7 Vacuum Reservoir Pipe
valve portion can then be recharged as previously described
• 8 Atmosphere
under “charging”.

5074-11
Lead Unit then connects pipe #6 and chamber (C) to atmospheric port
#8. Thus, atmospheric pressure enters the vacuum brake
As compressed air brake pipe pressure pilots the VA-1-B pipe connection to initiate application of the car vacuum
Control Valve, operation of the valve will be explained under brakes.
the various positions of the automatic brake valve. The pipe connection #2 between chamber (C)” and pipe #6
allows the buildup or drop in vacuum in chamber (C) to follow
It should be clearly understood that the diagrammatic of the the train brake pipe vacuum, providing stable operation of
control valve is not intended to show the actual construction large diaphragm piston (20).
of the device but is drawn so as to make the connections
and operation more easily understood. When the desired brake application is obtained the automatic
brake valve will lap itself, and in this position the train brakes
At all times the HS-4 Controlair Valve (at 28-LUAV-1 Brake are held applied until an increase in or further reduction of
Equipment Rack location “A”), maintains a constant air brake pipe pressure is made.
pressure, usually 165 kPa (24 psi), in chamber (D) of the
VA-1-B Control Valve. Chamber (B) is always open to At the VA-1-B Control Valve, atmospheric air continues to
atmosphere through its exhaust port, which is protected by buildup in chamber (C) as long as brake pipe air pressure in
a strainer. chamber (A) continues to drop. When the desired air brake
pipe pressure reduction is completed, the atmospheric air
Release buildup in chamber (C) moves the upper and lower pistons
downward, moving valve (6) to lap position. This cuts off
With the automatic brake valve in “RELEASE” position, further flow of atmospheric air from port #8 to chamber (C),
regulated air pressure charges the brake pipe which in turn, port #6 and the vacuum brake pipe. As a result, the vacuum
through pipe #3, charges the VA-1-B Control Valve upper train brakes are held applied at the desired level.
chamber (A) above small diaphragm piston (7). Thus the
small diaphragm piston (7) and valve (6) are moved If a heavier brake application is desired, the air pressure in
downward, connecting vacuum brake pipe (6) to pipe (7), the brake pipe and chamber (A) of the VA-1-B Control Valve
which leads to the exhauster and therefore vacuum main is further reduced by moving the brake valve further into the
reservoir (see piping diagram at the rear of this publication). service zone. The 165 kPa (24 psi) pressure in chamber (D)
With the exhauster operating continuously, a vacuum is then again moves the two pistons and valve (6) upward
created in the train vacuum brake pipe port #6 to provide connecting atmospheric port #8 to port #6, the vacuum brake
release of the car vacuum brakes. pipe, and chamber (C), thereby increasing the vacuum brake
application on the cars. When the desired brake application
As the vacuum is restored in the vacuum brake pipe and in is obtained the brake valve will automatically lap itself,
chamber (C) of the control valve, this plus the 165 kPa (24 stopping further drop in air brake pipe pressure in the VA-1-
psi) pressure supplied to chamber (D) moves the two B Control Valve chamber (A). The buildup of atmospheric
diaphragm pistons (7) and (20) and valve (6) upward. When air in the vacuum brake pipe #6 and chamber (C) moves the
the vacuum in chamber (C) is increased to approximately two pistons and the valve (6) downward into lap position.
74 kPa (22 inches Hg), the upward movement of the two Valve (6) now cuts off atmospheric port #8 from vacuum brake
pistons positions valve (6) to nearly close off most of the pipe and chamber (C) holding the valve in lap and the brakes
opening to pipe (7), leaving only enough opening to permit applied.
the exhauster to maintain the vacuum against leakage in
the train vacuum brake pipe. Release and Recharge
Service To release the locomotive and car brakes, the brake valve
handle is moved to “RELEASE” position, allowing regulated
When it is desired to apply the brakes, the brake valve handle air pressure to recharge the air brake pipe.
is moved to “SERVICE” position, causing a reduction in air
brake pipe pressure. As chamber (A) of the VA-1-B Control The VA-1-B Control Valve functions as explained above under
Valve is connected to the air brake pipe, a reduction in release. Brake pipe air pressure in chamber (A) moves the
pressure in this chamber also takes place. The 165 kPa two pistons and the valve (6) downward to release position,
(24 psi) pressure in chamber (D) then moves the lower and connecting vacuum exhauster through passage and pipe
upper pistons and valve (6) upward as the air brake pipe (7). With the exhauster operating continuously, the vacuum
pressure is reduced. The valve (6) first cuts off vacuum in the train line is restored and the vacuum brakes are
brake pipe (6) from pipe #7 and the vacuum exhauster, and released.

5074-11
Brake pipe and chamber (A) continue to charge until the air This pressure will open the VA-1 Release Valve so that a
pressure reaches 485 kPa (70 psi) at which time the vacuum large capacity connection is available to aid in releasing the
in the vacuum brake pipe #6 and chamber (C) are restored vacuum brakes. Whenever the vacuum brake pipe has been
to approximately 74 kPa (22 inches Hg) of vacuum. This established in chamber (C) of the VA-1-B Control Valve to
drop in pressure in chamber (C) allows the 165 kPa (24 psi) within 20 kPa (6 inches Hg.) of its original setting, valve
pressure in chamber (D) to move the two pistons and valve spring (46) will force the release interlock valve upward to
(6) upward to lap position, the valve leaving only enough connect port #12 to atmosphere, thus closing the VA-1
opening between ports #6 and #7 to maintain the train vacuum Release Valve.
brake pipe against leakage.
A-1 DIFFERENTIAL PILOT VALVE
Emergency
When it is desired to make the shortest possible stop, the

brake valve handle is moved to “EMERGENCY” position,
causing an emergency rate of air brake pipe reduction and
connecting main reservoir pressure into port #12. This air
pressure flows though a double check valve into VA-1-B
Control Valve port #1 and to chamber (D).
At the VA-1-B Control Valve, brake pipe air in chamber (A)
reduces faster than in service. The combination of a quick
reduction of brake pipe air in chamber A and main reservoir
pressure in chamber D results in a very fast upward
movement of pistons (7) and (20) and valve (6) into application
position, connecting train vacuum brake pipe #6 to
atmospheric port #8. Thus, the vacuum brakes are applied
in the same manner as described in “service”, except the
brake application in somewhat quicker. The brake equipment
remains in emergency until the brake valve handle is moved
to “RELEASE” position, when the air brake pipe and VA-1-
B Control Valve chamber (A) are recharged. Release then
occurs in the same manner as described under “release
and recharge”. The A-1 Differential Pilot Valve is designed to operate the
vacuum release valves to rapidly restore the vacuum in the
Release Interlock Valve vacuum brake pipe and release the car vacuum brakes when
the air brake pipe is recharged.
The release interlock valve controls the closing of the VA-1-
B Control Valve, that is, its movement from release to running Referring to the diagrammatic view, the differential pilot valve
(or maintaining) position. consists of the diaphragm (7), the diaphragm spring (18),
check valves (13) and (15) and the check valve spring (14).
When the VA-1-B Control Valve is in application or lap There are four ports in the valve. Port #1 leads to the air
position, valve spring (46) keeps the release interlock valve brake pipe, port #2 to the vacuum release valve, port #3 to a
in its upward position where port #12 is connected to volume reservoir, and the “EX” port to atmosphere (although
atmosphere. In this position, the VA-1 Release Valve will this port is sometimes plugged).
be in its maintaining position, since pressure supplied by
the A-1 Differential Pilot Valve will be exhausted through Release
port #12 of the VA-1-B Control Valve.
When the handle of the automatic brake valve is restored to
When a brake release is made, the VA-1-B Control Valve “RELEASE” position to recover brake pipe pressure, air from
will be forced down by the increasing brake pipe pressure brake pipe enters the A-1 Differential Pilot Valve through
and move the release interlock valve to break the connection port #1, charging chamber (A) above diaphragm piston (7).
between port #12 and atmosphere and close port #12. At Chamber (A) is connected through choke (3) to chamber
the same time, the increasing brake pipe pressure will cause (B) below the diaphragm piston, but the charging of chamber
the A-1 Differential Pilot Valve to admit pressure to port #2. (B) is restricted by choke (3) and the attached volume
reservoir. The faster buildup of pressure in chamber (A)

5074-11
moves diaphragm piston (7) downward against the lower HS-4 CONTROLAIR® VALVE
pressure in chamber (B), unseating check valve (15) to permit
brake pipe air from chamber (A) to flow to pipe #2 and the
vacuum release valves.
The air directed to the vacuum release valves operates these
valves to maximize the opening between the exhauster and
the vacuum brake pipe, releasing the car vacuum brakes at
a faster rate.
As the air brake pipe is charged, the air in chamber (A)

continues to flow through choke (3) to chamber (B),
decreasing the differential across diaphragm piston (7) until
the force of spring (18) moves the diaphragm piston upward.
This movement seats check valve (15), cutting off the flow of
brake pipe air to pipe #2 and the vacuum release valves. If
the exhaust port is plugged, the pressure in pipe #2 will
remain at the same level until the brake pipe vacuum level
reaches a value high enough to move the main stack of the
VA-1-B Control Valve upward, and with it the interlock spool
valve, thus connecting port #2 of the A-1 Differential Pilot
Valve to exhaust through VA-1-B Control Valve port #12. If
the A-1 exhaust port is not plugged, then the vacuum release
valves will remain open only until the pressure in port #2
exhausts through a choke normally installed in the A-1 “EX”
port. In this way the vacuum release valves are held open
only for a predetermined amount of time.
The HS-4 Controlair Valve is designed to deliver a constant,
uniform, predetermined air pressure which regulates the
Application operation of the VA-1-B Control Valve in the equipment
arrangement.
When air brake pipe pressure is reduced, as occurs during
service and emergency applications, a corresponding The diagrammatic view shows the HS-4 Controlair Valve with
reduction takes place in chamber (A) of the differential pilot inlet valve (5a), exhaust valve (5b), inlet valve spring seat
valve. As choke (3) limits the rate at which the air in chamber (6a), exhaust valve spring seat (6b), inlet valve spring (7a),
(B) can follow the reduction occurring in chamber (A), the exhaust valve spring (7b), exhaust valve seat (10), valve spring
resulting higher pressure in chamber (B) lifts check valve (21), diaphragm (11), follower (12), diaphragm spring (17),
(13) and connects together the two chambers. In this way, and diaphragm spring seat (16). The delivery pressure of
chamber (B) air pressure closely follows the reduction in the HS-4 Controlair Valve is regulated by turning adjusting
pressure in chamber (A) and brake pipe. When the reduction handle (15).
is stopped, the force of spring (14) will seat check valve
(13). The slight remaining differential in pressures between Air under pressure enters the HS-4 Controlair Valve at the
chambers (A) and (B) due to spring (4) is equalized through port marked “IN” and flows through a strainer to the chamber
choke (3). above the inlet valve (5a). In open position, diaphragm spring
(17) acts through follower (12), exhaust valve seat (10) and
If the air brake pipe pressure is further reduced, check valve exhaust valve (5b) to raise and open inlet valve (5a). Exhaust
(13) again is unseated as explained above to allow the air valve (5b) and exhaust valve seat (10) move upward together
pressure in chamber (B) to flow into chamber (A). and the exhaust valve remains seated. Air from the supply
port “IN” flows by the unseated inlet valve (5a) to the delivery
When the brakes are released, the increase in air brake port and through a choke to the chamber above the diaphragm
pipe pressure in chamber (A) unseats check valve (15), (11). When the delivered air pressure reaches the amount
allowing air from the brake pipe to flow through pipe #2 to called for by the setting of adjusting handle (15), it forces
the vacuum release valves as explained above under “release”. diaphragm (11) downward.

5074-11
Exhaust valve seat (10) moves with diaphragm (11) and inlet D-1 EMERGENCY BRAKE VALVE
valve spring (7a) seats inlet valve (5a), cutting the connection
between the “IN” and “OUT” passages. Spring (7a), acting
through inlet valve (5a), also keeps exhaust valve (5b) seated.
The HS-4 Controlair Valve will remain in the closed position

until the air pressure in the delivery pipe and in the chamber
above the diaphragm falls below the predetermined amount,
allowing the force of spring (17) to move diaphragm (11)
upward. This movement, acting through exhaust valve seat
(10) and exhaust valve (5b), lifts inlet valve (5a) from its seat,
again connecting the supply and delivery ports until the
desired supply pressure is reached.
The HS-4 Controlair Valve also contains provision for reducing

any excess pressure in the delivery pipe, as when the
pressure called for by the setting of adjusting handle (15) is
lowered. Excess pressure in the chamber above diaphragm
(11) moves the diaphragm and exhaust valve seat (10)
downward away from exhaust valve (5b). The excess air
pressure then flows past the unseated exhaust valve (5b),
through the exhaust valve spring chamber and the diaphragm
spring chamber and out to atmosphere through the opening
in the bottom cover.
When the delivery pressure falls to that called for by the

setting of adjusting handle (15), the force of spring (18) moves
diaphragm (11) upward, raising exhaust valve seat (10) to
meet exhaust (5b). With exhaust valve (5b) seated, no further
reduction in delivery pressure occurs.
The D-1 Emergency Brake Valve is a manually operated
device which when activated provides means of initiating
both an air brake and vacuum brake application.
Two pipe connections are provided in the body of the valve.

One is for vacuum brake pipe and the other for the air brake
pipe.
The D-1 Emergency Brake Valve is to be mounted at one or

more locations on the locomotive convenient to members of
the locomotive crew. When the valve is properly installed
and maintained, manual operating and the valve lever to its
fully open position and holding it there will vent air in the air
brake pipe at the valve and permit air to enter the vacuum
brake pipe to destroy its vacuum. This action will initiate an
air brake and vacuum brake application.
Refer to the assembly view. When the lever of the D-1

Emergency Brake Valve is manually pulled toward the air
brake pipe inlet by means of a cord or otherwise, the handle
lever will contact and lift the flapper valve assembly off its
seat. At the same time the lever is rotated to contact and
move the plunger to unseat the air brake pipe exhaust valve

5074-11

assembly. The unseating of the exhaust valve permits air
2-BA-1 PILOT AIR VALVE
from the air brake pipe to flow past the unseated flapper
valve assembly to atmosphere and at the same time to enter
6
the vacuum pipe and destroy the vacuum within it. This
action initiates both an air and vacuum brake application. 4
13
IMPORTANT: The lever of the D-1 Emergency Brake Valve
must be manually reset to seat the flapper valve and exhaust
7
valve assemblies before the brakes can be released.
11
J-1 SAFETY VALVE 14
15
3
13
12 18B
11
4
2 19
1 18
11
10
2 Holes
16 1/4-18NPT
6
5
7
“IN” “OUT”
15 (Supply) (Delivery)
9
8
14 17
The 2-BA-1 PILOTAIR functions, when manually activated,
18
16 to direct air flow between two devices or to or from a specific
20
19
device. The valve is a manually operated, pushbutton,
“poppet” type valve. It is often used in equipment
arrangements as a “horn” valve, and is arranged so that it
can be panel mounted. The letters “IN” are marked on the
body to indicate the supply port.
The J-1 Type Safety Valve is a high quality air pressure safety Operation
valve suitable for general locomotive service use. Its purpose
is to protect the equipment arrangement from an excessive Air under pressure entering the supply (IN) port of the body
build up of air pressure. (19) is directed into the chamber surrounding the supply
valve assembly (18) and the inlet valve seat (16). With the
Operation pushbutton (6) in its release position and the supply valve
assembly (18) seated by the force of the compressed spring
When air pressure under the valve disc (8) increases (18B), supply air entering the “IN” port is prevented from
sufficiently to overcome the force exerted by the spring (10), flowing through the body (19). The “OUT” port (delivery) is
the valve disc (8) is lifted from its seat. Air pressure is then connected to the exhaust ports under the cover (7) through
exerted over the full diameter of the valve disc (8), which the passage in the plunger (14).
provides sufficient extra force to continue the valve movement
against the spring. Air then flows past the open valve through When the pushbutton (6) is manually depressed and held in
the ports of the valve body (19) to atmosphere. its fully applied position, the cam dog (4) and exhaust valve
plunger (14) are moved so that the bottom, or exhaust valve
When the air pressure below the valve disc (8) decreases, seat, of the plunger (14) contacts the supply valve assembly
the force of the spring (10) moves the valve disc (8) downward (18) and closes off the air passage in the plunger (14). The
to its seat (18) cutting off the flow of air to atmosphere. supply valve assembly (18) is unseated by the continued
movement of the plunger (14) opening the passage between
the supply and delivery ports of the body (19) which permits

5074-11
air flow between these two ports. The O-rings (11 & 13) on 2. As an interlock to govern the flow of air in one circuit by
the plunger guide (12) and the plunger (14) serve as seals placing its control in another independent air circuit.
and block the flow of supply air to atmosphere through the
valve body. 3. As a sequence valve for such circuit functions as timing,
cycling, etc.
When the pushbutton (6) is released, the force of the supply
valve spring (18B) moves the supply valve assembly (18) Operation
against its seat (16). The seating of the supply valve
assembly (18) blocks the flow of air between the supply and Piloting or control air entering through port #10 flows to the
delivery ports of the body. The force of the exhaust valve control chamber above diaphragm (6). When the pressure
spring (15) moves the plunger (14) to contact the cam dog on top of the diaphragm (6) becomes greater than the spring
(11) and position the valve in “release” position. Air under force beneath it, diaphragm (6) and its follower (5E) move
pressure in the delivery line is now vented to atmosphere downward. This downward movement compresses the
through the passages in the plunger (14) and top cover (7). springs (5C) and (5C1) and seats valve (15) on top of valve
(10). The seating of valve (15) blocks the connection between
H-5 RELAYAIR VALVE port #9 and port #11. As the diaphragm (6) continues its
downward movement, valve (10) is forced off its seat to
compress spring (9). The unseating of valve (10) connects
6 port #11 to port #12.
When the piloting or control air in the control chamber is

Port exhausted from port #10, the air pressure above diaphragm
(6) decreases. When this pressure becomes less than the
5E 10 force of springs (5C) and (5C1) beneath the diaphragm (6),
its follower (5E) and valve (15) move upward. The upward
5C 9 movement of the diaphragm (6), follower (5E) and valve (15)
permits the force of spring (9) to seat valve (10) so as to
12 close the connection between port #11 and port #12. Further
5C1
upward movement of diaphragm (6), follower (5E) and valve
11
15 (15) unseats valve (15) from valve (10) to connect port #9 to
port #11.
10
6CD3UC COMPRESSOR/EXHAUSTER
9 The 6CD3UC Compressor / Exhauster consists of a 3

cylinder compressor portion and a 3 cylinder exhauster
portion combined within one machine. The compressor
portion is a two-stage air compressor designed for
application on locomotives for the purpose of providing
compressed air. The exhauster or vacuum portion of the
The H-5 Relayair Valve Portion is a pneumatically piloted, compressor / exhauster is designed to simultaneously
three-way valve designed to be mounted on a manifold so provide the vacuum required for vacuum train braking. The
that it may be removed for servicing or repair without 6CD3UC Compressor / Exhauster may be driven directly off
disturbing the piping of the vehicle. The valve portion functions the locomotive’s diesel engine through appropriate couplings
to connect one of two passages to a common passage and a driveshaft.
depending on whether or not a predetermined air pressure
is reached in the control chamber of the valve. Three basic Refer to Operation & Maintenance Information Manual
uses of the portion are: Wabtec Publication Number 4203-6 for additional information
regarding 6CD type compressor / exhausters.
1. As a non-graduated relay valve to provide a large flow of
air from a separate source when piloted by a small
amount of control air, and to stop this flow of air when
the control pressure is vented.

5074-11
VAPORID™ TRAIN-LINE AIR DRYER To manually release the locomotive brakes during an
automatic brake application, push the independent brake
The VAPORID™ Air Dryer is designed for use in locomotive valve handle to the right. Air pressure delivered into actuating
equipment main reservoir systems where clean dry air is of pipe #13 will operate the Superspool Valve to connect the
the utmost importance. Service life of the dryer has been 28-VB Control Valve vacuum control reservoir to the brake
increased by first passing the raw main reservoir air through cylinder control pipe via a choke orifice, thereby causing
a coalescing filter prior to entering twin towers of regenerative the 28-VB to assume release position and exhaust
desiccant. The function of this coalescing filter is to remove application air pressure in application pipe #16. The
moisture and oil aerosols along with large debris that would locomotive brake can be reapplied following this type of
otherwise contaminate and shorten the life of the desiccant release by normal independent brake valve handle movement.
elements. The desiccant material is housed in two pre-
measured bags which allow for quick and efficient changes If an automatic service application is made with the dynamic
when necessary. Humidity indicators present maintenance brake interlock feature cut in, the dynamic brake interlock
personnel with a quick means of determining the operating magnet valve (Electric Relay Valve) at 28-LUAV-1 Brake
condition of the dryer. The VAPORID Air Dryer can be Equipment Rack location “V” is designed to respond to a
arranged to reduce air loss by drying and purging the signal received from equipment not furnished by Wabtec
desiccant elements only when the compressor is operating Corporation indicating that the dynamic brake is effective.
in a loaded condition, as compared to operating continuously When so activated, the dynamic brake interlock magnet valve
even when the compressor is not pumping. A sealed will cause either a temporary or a permanent release of an
electronic control module provides trouble free operation automatic brake application on the locomotive only,
when properly maintained, under specified environmental depending upon the conditioning of the “DYNAMIC BRAKE
conditions in railroad service. INTERLOCK SELECTOR” panel mounted cock at 28-LUAV-
1 location “L” for either Type I or Type II operation. A brief
The VAPORID Air Dryer is arranged for suspension mounting description of each type follows:
from beneath the locomotive deck.
• TYPE I (cock closed)
DRAIN VALVE o Automatic air brake application on the locomotive
is released and remains released during the time
An automatic drain valve is furnished for application to the that the dynamic brake interlock signal is active,
first and second main reservoirs. The drain valve is designed but reapplies on the locomotive at the time that the
to exhaust liquid contaminates from the reservoirs without signal is terminated.
the need for any external pneumatic or electrical signals.
The valve operates on the “Bernoulli” principle whereby a • TYPE II (cock open)
steel disc moves and seats upon a steel valve body. o Automatic air brake application on the locomotive
is released and remains released during the time
SUPERSPOOL VALVE that the dynamic brake interlock signal is active,
and does not reapply on the locomotive at the time
The Superspool Valve is a panel mounted, air actuated and that the signal is terminated.
spring returned, high capacity spool type pneumatic
directional valve that is used in this equipment arrangement The Superspool Valve comes into play only during the Type
to generate a release of 28-VB Control Valve automatic brake II mode described above. In this mode, re-application of the
applications upon receipt of an external air signal. brake is prevented by allowing air flow from the dynamic
brake interlock magnet valve to reach the Superspool valve
Appropriate air signals for the operation of this valve may at location “S” to cause it to operate. Operation of the
originate from two sources as follows: Superspool valve connects the vacuum control reservoir to
the brake cylinder control pipe, thereby causing the 28-VB
• Via line #13 from either 30R-CDW Brake Valve. Control Valve to assume release position and exhaust
application air pressure in application pipe 16.
• From the dynamic brake interlock magnet valve, provided
that “DYNAMIC BRAKE INTERLOCK SELECTOR” panel The dynamic brake interlock feature has no influence on the
mounted cock at 28-LUAV-1 location “L” is conditioned train brakes. No matter which type of train is being handled,
for Type II operation. the brakes should apply on the train consist in the normal
manner as described under automatic brake application
above.

5074-11
EMERGENCY SAFETY CONTROL MAGNET VALVE To recover the equipment after an emergency application,
the emergency safety control magnet valve must first be re-
energized, and then the controlling 30R-CDW Brake Valve
automatic brake valve handle must be moved to
SUPPRESSION position. Re-energization of the magnet
valve will break the connection between line #21 and line
#8. However, due to the lockover of line #21 to line #8
occurring within the 30-CW Module and the exhausting of
line #8 to atmosphere at the H-5 Relayair Valve, pressure in
line #21 cannot recover.
Movement of the 30R-CDW automatic brake valve handle to

SUPPRESSION position will cause line #26 at the H-5
Relayair Valve charge to main reservoir pressure level and
recondition the H-5 Relayair Valve to now block the exhaust
of line #8. As result, pressure will gradually build up in line
#21 to a level high enough to reseat the vent valve within the
30-CW Module. Resetting of the vent valve will break the
lockover connection between line #21 and line #8 and also
remove the air pressure previously supplied to the cut-off
valve, allowing it to reopen and permit the recharging of air
brake pipe pressure.
SERVICE SAFETY CONTROL MAGNET VALVE
A three-way direct acting magnet valve equipped with a 110

volt D.C. coil is furnished in the equipment arrangement for
the activation of service safety control. During locomotive
The emergency safety control magnet valve (Electric Relay operation the magnet valve remains in an energized state
Valve) at 28-LUAV-1 Brake Equipment Rack location “U” is until there is a request for a service penalty brake application.
designed to respond to a signal received from equipment When the magnet valve is de-energized a service penalty
not furnished by Wabtec Corporation for the purpose of brake application is initiated by exhausting port 3 of the P-2-
initiating an automatic emergency brake application in the A Brake Application Valve to atmosphere.
locomotive and train. Under the correct conditions, de-
energization of this 110 volt D.C. magnet valve results in the
establishment of a high capacity connection between line
#21 and line #8. With one of the 30R-CDW Brake Valve
units being operational and with its automatic brake valve
handle anywhere between RELEASE and FULL SERVICE,
line #26 to the lockover release H-5 Relayair Valve (at rack
location “W”) will be low. Line #26 being low will result in
the H-5 Relayair valve being conditioned to channel line #8
directly to atmosphere. Therefore, de-energization of the
emergency safety control magnet valve will cause a rapid
reduction of #21 line pressure due to its outflow to
atmosphere at the H-5 Relayair valve through line #8. The
rapid reduction of line #21 pressure within the 30-CW Module
will cause its internal vent valve to open and rapidly exhaust
air brake pipe to atmosphere, thus causing the emergency
brake application. Movement of the vent valve will also
internally “lock over” line #21 to line #8 and in addition supply
air pressure to the cut-off valve, causing it to close.

5074-11
THREE-WAY PILOT VALVE SAFETY PROCEDURES
REGULAR SHOP SAFETY PROCEDURES MUST BE

FOLLOWED WHEN PERFORMING WORK ON THE
LOCOMOTIVE, ANY DEVICE, OR ANY COMPONENT
PART.
THE WORK AREA SHOULD BE CLEAN AND FREE OF

ALL DEBRIS.
BRAKE VALVE
IMPORTANT: THE FIRST ACTION TO BE TAKEN

BEFORE APPLYING POWER TO THE LOCOMOTIVE IS
TO CHECK TO DETERMINE THAT BOTH THE
INDEPENDENT AND AUTOMATIC BRAKE VALVE
HANDLES ARE FULLY INSERTED AND LOCKED IN THE
“HANDLE-ON” POSITION.
The brake valve is to be tested for leakage at regular intervals.

The 30R-CDW Brake Valves lacks a #53 pipe function, Testing can be done without removing the valve from the
instead having a #54 pipe and #56 pipe. The cut-off valve locomotive.
within the 30-CW Module is normally operated by line #53.
Port #56 can also be utilized for cut-off valve control, however With the brake valve both handles in “RELEASE” position,
both port #54 and port #56 are “inverted” in their pneumatic test all exhaust openings with soap suds. No excessive
operation from the traditional #53 pipe. When it is desired leakage should be present. Move the automatic brake valve
to cut in the module, its line #53 must go low but both line handle to “FULL-SERVICE” portion and again test all exhaust
#54 and line #56 from the 30R-CDW Brake Valve are instead openings with soap suds. No excessive leakage should be
high. Therefore, the Three-Way Pilot Valve is employed in present. Return the automatic brake valve handle to
the equipment arrangement to achieve this pressure inversion “RELEASE” position and then move the independent brake
- that is to say that when line #56 is low, line #53 will be high valve handle to the full “APPLICATION” position. Again test
to effect cut-out, and when line #56 is high line #53 will be all exhaust openings for leakage with soap suds. No
low to effect cut-in. Line #54 is not used and is plugged. excessive leakage should be present.
TIPS ON REPAIRING, LUBRICATION & TESTING If any excessive leakage is discovered, the brake valve is to
be removed from the pipe bracket and replaced with either a
IMPORTANT: The following information provides some new or a repaired and tested brake valve. It is also
basic guide lines for repairing, lubricating and testing of recommended that new mounting gaskets be used when
locomotive air brake devices. Approved current issues of the brake valve is replaced.
test and repair specifications and/or manuals as issued by
the Association of American Railroads, Wabtec Corporation, At regular intervals the brake valve is to be dismantled,
and the owner railroad MUST BE FOLLOWED to provide cleaned, lubricated, reassembled, and tested in accordance
continued satisfactory brake equipment operation. with proper maintenance instructions. This work should be
performed in a repair facility apart from the locomotive.
WARNING: BEFORE PERFORMING ANY WORK OR TEST Repairing and testing must be done according to current
ON THE LOCOMOTIVE AND/OR LOCOMOTIVE DEVICES Association of American Railroads and Wabtec Corporation
THE HANDBRAKE(S) MUST BE FULLY APPLIED AND THE specifications.
WHEELS CHOCKED TO PREVENT UNINTENTIONAL
LOCOMOTIVE MOVEMENT. UNINTENTIONAL
MOVEMENT COULD POSSIBLY CAUSE DAMAGE TO
EQUIPMENT AND/OR INJURY TO PERSONNEL.

5074-11
VA-1-B CONTROL VALVE O-RINGS and/or PACKING RINGS
Never attempt to remove any detail parts from the VA-1-B All O-rings and/or packing rings are to be discarded and
Control Valve while it is mounted on the vehicle. If the portion replaced with NEW Wabtec Corporation parts when the air
is not working properly or when it is due for maintenance, brake devices are cleaned and/or repaired.
remove it from the equipment rack manifold and replace it
with either a new or a repaired, serviced and tested portion. IMPORTANT: DO NOT use sharp tools to remove or
All maintenance should be done at a repair bench by dislodge O-rings. Exercise care so as not to scratch or dig
competent repair personnel, where the possibility of into metal surfaces, O-ring grooves and shoulders, when
damaging the internal parts of the valve is at a minimum. removing O-rings.
Any attempt to take the valve portion apart while it is still on
the vehicle is almost certain to result in a large degree of Just prior to installation, all O-rings and packing rings are to
valve damage by careless handling or dirt getting inside of be lubricated with No. 2 Silicone Grease, Wabtec Corporation
the valve. If repairs are necessary, the valve MUST be Specification M-7680-2. Apply the lubricant according to
returned to the repair shops. the procedures of the current issue of the applicable Wabtec
Corporation operation and maintenance information manual
Cleanliness is of primary importance when handling or repair specification for the specific device.
disassembled air brake devices. All air brake devices, or
parts thereof, while being transported to or from the shops, STRAINERS, FILTER ELEMENTS and MUFFLERS
MUST be properly protected to avoid entrance of dirt or water
and to prevent damage to internal parts. All strainers and filter elements are to be replaced with NEW
Wabtec Corporation parts as described in the current issue
Repair and testing MUST be done according to current of the applicable Wabtec Corporation operation and
Association of American Railroads and Wabtec Corporation maintenance instruction manual or repair specification
specifications. covering the specific device.
IMPORTANT: ALL VALVE PORTIONS AND/OR DEVICES IMPORTANT: THE FOLLOWING SCHEDULED
WHICH HAVE BEEN DISASSEMBLED, CLEANED, MAINTENANCE MUST BE PROPERLY ACCOMPLISHED
LUBRICATED, REPAIRED AND ASSEMBLED MUST PASS FOR THE SPECIFIED EQUIPMENT:
A SERIES OF TESTS FOLLOWING THE PROCEDURES
OF THE CURRENT ISSUE OF THE APPLICABLE WABTEC 1. Every 30 days clean and inspect muffler on the exhauster
CORPORATION TEST SPECIFICATION BEFORE BEING side of the 6CD3UC Compressor / Exhauster.
RETURNED TO SERVICE. AFTER THE TESTED VALVE
PORTION IS RETURNED TO SERVICE A STANDING 2. Every 12 months replace the muffler. Use Wabtec
OPERATIONAL CHECK OF THE TOTAL BRAKE Part No. 640158-0002
EQUIPMENT ARRANGEMENT OF THE LOCOMOTIVE IS
REQUIRED BEFORE PERMITTING IT TO be MOVED.
CHOKE PLUGS
GENERAL INFORMATION Splined socket choke plugs are used in various air brake
devices and in some instances beneath these devices within
IMPORTANT: The repair procedures listed in this publication the 28-LUAV-1 Brake Equipment Rack manifold. With care
are to be used ONLY in conjunction with the current issue they may be removed or installed without damage to the
of the applicable Wabtec Corporation Operation and choke plug or to the threads of the tapped holes into which
Maintenance Information Manuals for the specific device. they are installed.
PACKING CUPS, GASKETS, DIAPHRAGMS and RUBBER The size and cleanliness of choke plugs are important.
SEATED VALVES Whenever a portion is removed from service or is being
repaired or serviced, the associated choke plugs MUST BE
All packing cups, gaskets, diaphragms, and rubber seated CLEANED AND INSPECTED ACCORDING TO THE
valves are to be discarded and replaced with NEW Wabtec FOLLOWING PROCEDURES:
Corporation Parts when the air brake devices are cleaned
and/or repaired.

5074-11
IMPORTANT: Choke plugs SHOULD BE REMOVED ONLY THREADS

ONE AT A TIME for servicing to insure that they will be
returned to their proper location. The following procedure The threads of choke plugs and all other removable plugs,
MUST BE ADHERED TO when servicing the choke plugs as well as all other threaded parts which may later be difficult
making misplacement of choke plugs improbable. to remove must be coated lightly, just prior to installation,
with a compound consisting of one part graphite, Wabtec
WARNING: ERRANT INSTALLATION OF CHOKE PLUGS Corporation Specification M-7695-2, (Association of American
WILL CAUSE ERRATIC PERFORMANCE OF AIR BRAKE Railroads Specification M-913) and two parts of SAE-20 oil
EQUIPMENT WHICH COULD RESULT IN POSSIBLE by weight.
DAMAGE TO EQUIPMENT AND/OR INJURY TO
PERSONNEL. ADDITIONAL INFORMATION
1. Remove only one choke plug and place it in a bath of Consult your Wabtec Corporation Representative if any
the cleaning solvent described in the applicable additional information is required. Repair specifications, test
Operation and Maintenance Information Manual or Repair specifications and operation and maintenance information
Specification. publications may be obtained through the representative.
Certain of these publications may also be obtained on the
IMPORTANT: DO NOT use metal tools to clean the World Wide Web from the technical information section of
choke plug(s) as the size and shape of the choke the Wabtec Corporate website at www.wabtec.com.
orifice(s) MUST NOT be changed.
2. While the choke plug is soaking in the cleaning solvent,

the passage from which it was removed MUST BE
CHECKED FOR CLEANLINESS. If necessary, use a
low pressure compressed air jet (less than 30 psig) to
blow out the passage.
3. Remove the choke plug from the solvent bath and blow
it completely dry with a low pressure compressed air
jet (less than 30 psig) of clean, dry air.
4. Inspect the choke plug to insure that it is clean and not

restricted. A damaged plug MUST BE REPLACED.
5. Lightly coat the threads of the choke plug with a

compound consisting of one part graphite, Wabtec
Corporation Specification M-7695-2 (Association of
American Railroads Specification M-913) and two parts
of SAE-20 oil by weight. Assemble the choke plug into
the passage from which it was removed.
6. Remove the next choke plug and repeat steps 1 to 5

above until all choke plugs have been serviced.
SPRINGS
All springs MUST BE INSPECTED AFTER CLEANING.

Springs that are rusted, pitted, distorted, or have taken a
permanent set MUST BE REJECTED and replaced with NEW
Wabtec Corporation Division Parts.
CAUTION: Care MUST BE TAKEN to reinstall a spring in

the same location from which it was removed.

5074-11
WABCO Locomotive Products

1001 Air Brake Avenue • Wilmerding, PA 15148
(412) 825-1000 • Fax (412) 825-1019
www.wabtec.com

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5074-11

28-LAV-1 Brake Equipment Information

28-LAV-1 BRAKE EQUIPMENT for Diesel-Electric Locomotives

NOTE: The following description and

WARNING: At the time any part is

IMPORTANT: Only Wabtec Corporation

NOTE: The part numbers and their

© 2005 WABCO Locomotive Products. A Wabtec Company. All rights reserved

Page 1 of 38 June, 2005

28-LAV-1 Brake Equipment Information

TIPS ON REPAIRING, LUBRICATION & TESTING ......................................................................................................... 35

June, 2005 Page 2 of 38

28-LAV-1 Brake Equipment Information

INTRODUCTION partial information to provide the total scope of train handling

In a similar manner, the exhauster portion of the compressor/

The following instructions are intended to cover, in a general

Page 3 of 38 June, 2005

28-LAV-1 Brake Equipment Information

EQUIPMENT CONDITIONING CHARGING

MU-2B Valve (location “Y”) – “LEAD” position. VACUUM BRAKED TRAINS

June, 2005 Page 4 of 38

28-LAV-1 Brake Equipment Information

Page 5 of 38 June, 2005

28-LAV-1 Brake Equipment Information

RELEASE The pressure in the emergency pipe is also admitted to port

June, 2005 Page 6 of 38

28-LAV-1 Brake Equipment Information

RELEASE AFTER EMERGENCY EMERGENCY - LOCOMOTIVE OPERATION Without CARS

Release of an emergency application on vacuum braked WARNING: IN AN EMERGENCY SITUATION WHEN

Page 7 of 38 June, 2005

28-LAV-1 Brake Equipment Information

INTERLOCK SELECTOR” panel mounted cock at 28-LUAV- VIGILANCE CONTROL

June, 2005 Page 8 of 38

28-LAV-1 Brake Equipment Information

30R-CDW BRAKE VALVE Automatic and Independent Brake Valve Handles

Page 9 of 38 June, 2005

28-LAV-1 Brake Equipment Information

Equalizing reservoir pressure is controlled by the brake valve

June, 2005 Page 10 of 38

28-LAV-1 Brake Equipment Information

Page 11 of 38 June, 2005

28-LAV-1 Brake Equipment Information

Emergency Position exhaust. Once these procedures have been completed,

June, 2005 Page 12 of 38

28-LAV-1 Brake Equipment Information

NOTE 2: When operating locomotives arranged for multiple

Additionally, the locomotive(s) control valve, which supplies

Page 13 of 38 June, 2005

28-LAV-1 Brake Equipment Information

“C-2-W” Relay Valve Portion

Brake Pipe Check Valve

“30-CW” Module Portion

Pipe Bracket Portion

June, 2005 Page 14 of 38

28-LAV-1 Brake Equipment Information

Charging DUPLEX AIR GAUGE

When the equipment arrangement is charged equalizing