vacuum brake

It is not clear if they use air or vacuum brakes.

Vacuum brakes were introduced as a result of the accident.

The Series 1 locomotives were delivered without a vacuum brake system.

Other African railways are believed to continue to use the vacuum brake.

This had a larger capacity engine (and a vacuum brake option until 1966).

It is all outside frame with vacuum brakes on the rear bogie.

A primary fault of vacuum brakes is the inability to easily find leaks.

The rest of the coaches from the first batch had the same motor equipment but used vacuum brakes instead.

They had a top speed of 70 mph, with slam-doors, and vacuum brakes.

In 1981, vacuum brake equipment was refitted for passenger train working.

Changes included vacuum brakes from new, and the abandonment of cylinder tail rods.

Air brakes are to be preferred to vacuum brakes because of their greater power.

The first eight wagons were equipped with the vacuum brake but the pipes had not been connected.

All the post-war locomotives came equipped with vacuum brake systems.

Automatic vacuum brakes were fitted from new as was oil lighting to the compartments.

Twelve of the J77s received vacuum brakes after 1945.

Körting vacuum brakes could be found in many trains of the time.

Vacuum brakes are less effective at high altitude.

On the other hand, vacuum brakes work off low pressure, and the hoses at the ends of rolling stock are thick.

On the downside, vacuum brakes may need to be converted to air brakes.

It was equipped to work train vacuum brakes and to provide steam heat for passenger trains.

The first involved a problem with the vacuum brake booster that could cause brake failure.

The continuous vacuum brake was installed in 1893.

Vehicles with a "f" in their numbers were equipped with a vacuum brake.

Continuous vacuum brakes were not fitted until 1926/7.