. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . plication. From carNo. 74 to car No. 100 there was no signof any influence of the release and therecord showed merely a service applica-tion followed by a full emergency. Itwas as though the engineman had madea service application, followed by a re-lease when he was suddenly confrontedby the necessity of going to release was coursing back throughthe train, when he sent the emergencychasing it, and the latter being the morerapid runner of the two, overtook it atthe seventy-third
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . plication. From carNo. 74 to car No. 100 there was no signof any influence of the release and therecord showed merely a service applica-tion followed by a full emergency. Itwas as though the engineman had madea service application, followed by a re-lease when he was suddenly confrontedby the necessity of going to release was coursing back throughthe train, when he sent the emergencychasing it, and the latter being the morerapid runner of the two, overtook it atthe seventy-third car and, putting a stopto its career, assumed full control of thetrain, and then by the rapidity of its ac-tion would have brought the train to astandstill. The angle cock back of the caboose ona hundred car train was opened while theengineers valve was in running position,and the emergency sent ahead to thefront car against the inflow of air. Thishad been previously paralleled on therack, where an emergency application hadbeen sent through the whole 100-carequipment against the inflow of air with. CHRONOGRAPH RECORDING 1 l\ 1 BRAKE POSITIONS op BRAKE VALVE. ALSRECORDS MM I POSTS, SI VTIONS, SPEEH AND STOP DIS front there was a full release. This full the engineers valve in release position, release carried back for a number of The running tests were made on a grade cars. The release being followed by the out of Princeton, W. Va., that ran about emergency application. At car No. 73 79 ft. to the mile except when there was 246 RAILWAY AXD LOCOMOTIVE EXGIXEERIXC, August, 1918 a compensation for curves. The length ofthe grade was about eleven miles, andtrains of 50, 75 and 100 cars were takendown it. Although the observers werefull}- convinced of what would happen inthe case of an emergency application withthe train in motion, there was no intentionof making such an application during any
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