On Sunday, October 4, 2015 at 7:56:09 AM UTC-4, houn...@yahoo.co.uk wrote:   
   > Hi everybody,   
   >    
   > I have some questions about Westinghouse brakes as I am not clear on all    
   > the positions. I have looked up information, but I nonetheless remain    
   > unclear.   
      
   From memory, when I operated a museum trolley, the positions were (names not   
   necessarily correct).   
      
   off/release--train running   
   hold--after air applied, this position holds whatever level of air was applied.   
   apply--applies braking, continues to apply while in this position.   
   emergency--maximum braking for an emergency stop.   
      
   To stop a train, the handle was moved to apply for a bit, then to hold.  This   
   would slow the train down.  To pinpoint the stop, some additional air would be   
   applied and held.  If the train was stopping too fast, some air would be   
   released.  Usually you    
   did not want to use maximum service brake as that was too rough, and obviously   
   emergency brake only in a real emergency.   
      
   Experienced motorman knew exactly how much of a 'bite' of air to take on the   
   first apply, with just a little release and re-apply to bring the train to a   
   proper stop.  Good motorman would use their skill for a smooth stop, sloppy   
   motorman would lurch the    
   train.   
      
   It appeared that the brake handle on the Sliverliner IV trains worked in the   
   same fashion.   
      
   Learning braking was tricky since, unlike a automobile, there was a delay   
   between handle action and actual braking, and the sensations were different.   
      
   There was also a self-lapping brake valve, which worked differently.   
      
      
   IMHO, today's NYC subway motormen brake too hard.  Modern brakes are very   
   strong and they make use of them.  Braking should be even, not hard on, off,   
   hard on, etc.   
      
   --- SoupGate-Win32 v1.05   
    * Origin: you cannot sedate... all the things you hate (1:229/2)