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No, the train brakes do not set at the same time. They set from front to rear (car by car) as the air goes through the train line. If the air was set from the rear there would be more drawheads and knuckles than you can shake a stick at! In order to keep the train stretched out, the engineer sets his minimum reduction (5-9 lbs) and normally keeps the throttle in notch 4. This notch is the optimum LOWEST position (so to speak) for stretch braking in order to have the slack stretched in the train. Once the speed comes down then the engineer can reduce his throttle. If he so chooses, after the minimum is set, the engineer can go for more air, while increasing the throttle, if the speed needs to come down faster. If that's the case the engineer needs to watch his amp meter at the same time. It's important for an engineer to know his territory so that he can minimize the buff/draft forces within his train. Passenger equipment is a different story, I can't help you on that. <br />As far as anti-lock brakes on trains - Don't we wish. Does the rear emergency from and EOT count? I don't know. <br />The Caboose - If we had the brakeman still and also had to walk the train. It would be a lot faster getting down the road after being stopped for a defect detector. They're still out there, only used as shoving platforms on class one's.
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