Controlling UIC Braked Trains with AAR Braked Locos

Controlling UIC Brakes with AAR Driver’s Brake Valves (DBV)

Generally the brakes of all UIC trains can be controlled with AAR-locos and -DBVs. 3 main points
and some minor points have to be observed:
1. The AAR DBV has 2 settings:
- “DIR” (Direct release) in “Freight” and
- “GRAD” (graduate Release) in “Pass”)
(The function of UIC-DBVs and trains is always graduate release in “G” and in “P”)
2. The AAR brakes release “locked brakes” in AAR trains after every brake application.
(the UIC “assimilation” or “overcharge removal function” is a separate function)
3.1 The brake reduction levels differ.
3.2 The AAR DBV has an Overreduction position which reduces BP at service brake rates.

In addition:
4. The brake application and release times of the standard (AAR-) loco control valve differs
considerably to those control valves in UIC freight wagons in “G”-mode, but also slightly to control
valves of UIC Passenger coaches (in “P”-mode).
5. The multiple unit function is available in AAR only

The Loco manufacturer is normally aware of their locos being used in UIC and has therefore allowed
for certain adaptations (i.e. adjusts the control valve application- and release times to suit UIC). The
grade of adaptation governs the handling, therefore the grade of adaptation must be ascertained
from the loco builder for every type of loco, before the rules below can be used fully or partly. They
must be used fully, if no adaptation has been implemented.

AAR Loco having a Non-Adapted AAR Control Valve pulling UIC Wagons or Coaches.
1.1 The AAR DBV must always be set to “Grad” (graduate release) or “Pass” passenger mode, also
for UIC freight trains
1.2 The release Brake Pipe pressure setting should be 72 psi (or 5,0 bar).

2. The AAR DBV cannot release locked brakes by assimilation (unless this feature has ben installed as
a special). It requires a sensitive manual control with the pressure regulator to simulate the UIC
“assimilating” or “remove overcharge” function. Alternatively all control valves along the UIC-train
must be released manually by pulling the release device.

3. The brake reduction in FS is for:

FS UIC = 1,60 bar (down to 3,4 bar)
FS AAR = 20 psi = 1,38 bar (down to 3,62 bar)
The reduction can be increased in “Overreduction” (OR) position:
In “OR”: the BP pressure can be reduced further to UIC Full service brake levels down to 3,4 bar
(from 5,0 bar – 1,6 bar = 3,4 bar).
For the UIC train: BP must be reduced in Overreduction to achieve the UIC Full Service brake level)

4. The application time for standard AAR control valves is faster than for UIC freight wagons. If the
control valve of the loco has not been adapted to UIC it might be necessary to “Bail-off”.
 Controlling UIC Braked Trains with AAR Braked Locos

4.1 For short freight trains and during emergencies only:

It is not be necessary to “Bail-off”. But if a bail-off was initiated the loco must be braked with the
direct (independent) brake valve carefully to brake its own weight. It requires experienced drivers
to not exceed too much the brake forces relative to the train.
4.2 For long UIC freight trains:
To avoid the loco braking the train too fast and to avoid derailments, the loco brakes must
“bail-off” for every train brake application, also - and especially - during emergency brake
applications! After a bail-off in emergency the loco should be braked with the direct
(independent) brake valve carefully to brake its own weight. It requires very experienced drivers
to not exceed the brake forces relative to the train.

4.3 Release of brakes

After a brake application it must be ensured, that also the train brakes have released. That may take up
to 60 seconds !

4.4 The brake reduction levels differ for AAR-UIC and for various BPPSs.

AAR UIC
Conversion 14,5038 psi/bar
BPPS Brake Pipe Pressure Setting
110 psi 7,58 bar
90 psi 6,21 bar
70 psi 4,83 bar 5,00 bar
Reduction Reductions/Applications
Minimum Reduction 5 psi 65 psi 4,48 bar 0,40 bar 4,60 bar
Full Service 20 psi 50 psi 3,45 bar 1,50 bar 3,50 bar
Overreduction further reduction at service brake rate --- ---
Note: The above reduction levels are for the 70 psi-"BPPS"! They are higher for higher BPPS.

For further questions contact Knorr-Bremse Systems for Rail vehicles.