. Locomotive engineering : a practical journal of railway motive power and rolling stock . to educate the men up tomaking such stops in service applicationas they should be made ? In my experience an emergency is a case of danger, and thatis the only time, as I understand it, thatthe emergency application should be thing. Is it ad\isable to returnthe handle to lap, as instructed in thisbook ? I say not. Admitting that we do savea certain amount of train-pipe pressure toassist in releasing, what engineer is therewho cares if the brakes ever release, in acase of emergency, if he can
. Locomotive engineering : a practical journal of railway motive power and rolling stock . to educate the men up tomaking such stops in service applicationas they should be made ? In my experience an emergency is a case of danger, and thatis the only time, as I understand it, thatthe emergency application should be thing. Is it ad\isable to returnthe handle to lap, as instructed in thisbook ? I say not. Admitting that we do savea certain amount of train-pipe pressure toassist in releasing, what engineer is therewho cares if the brakes ever release, in acase of emergency, if he can only stop ?The question at that time is, Can Istop? not Can I release? The appli-cation should be made accordingly. Act- way. There are still a large number ofplain triples in service, and on almost allfreight trains in the East cars are frequent-ly found cut out. If the engineer has atrain with any number of such cars as Ihave just mentioned, and tries to followthe rule as per Question 98, the resultsmight be disastrous to all concerned, as hewould not get quick action throughout the. kind tried with a train of thirty-two cars,six cars being cut out in the middle of thetrain, all the rest of cjuick-action triples inworking order. With this train applied inthe emergency, so as to start quick action,and the valve then lapped, quick actionwas obtained ahead of the cut-out rush of air from the rear end of trainwas suflBcient to release all the brakesahead of those cut out, and not enough re-duction was made on the rear cars tohardly set the shoes against the wheels,let alone exert any braking force. The author says, Reduce the train-pipepressure 15 or 20 pounds before returningthe handle to lap. presumably to avoidthis trouble. How can he tell when he hasreduced 15 pounds in the emergency, whenthe black pointer is connected to the equal-izing reser\-oir, no reduction being madein that pressure in the emergency ? Again,what engineer has time to watch the gagein a case of
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroa, bookyear1892
