. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . independent or straight airbrake, allowing the entire train to driftagainst the engine, and the stop may becompleted with a low engine brake cylin-der pressure and without any assistancefrom the train brakes. If the train will stop of its own ac- This means to cut off to take coalor water and sometimes means an ad-ditional walk of a few car lengths forthe brakeman to open a switch, but itis a practice the wise engineer willfollow regardless as to w-hether thecompanys rules to cut off for wate
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . independent or straight airbrake, allowing the entire train to driftagainst the engine, and the stop may becompleted with a low engine brake cylin-der pressure and without any assistancefrom the train brakes. If the train will stop of its own ac- This means to cut off to take coalor water and sometimes means an ad-ditional walk of a few car lengths forthe brakeman to open a switch, but itis a practice the wise engineer willfollow regardless as to w-hether thecompanys rules to cut off for waterare absolute. During the past two years some ex-tensive experiments were conductedon the L. & W. R. R. by Mr. P. , and on the A., T. & S. F. by-Mr. M. E Hamilton, of that road, andMr F. B. Farmer, of the WestinghouseAir Brake Company, and at the 1911convention of the Air Brake Associa-tion those gentlemen and the membersagreed upon the following recom-mendations in reference to handlingfreight trains: In stopping freight trains from ordi-nary speeds with the automatic brake,. COMPARATIVE TRAIN STOPS WITH CONTROL VALVE AND HIGH-SPEEDEQUIPMENTS. cord or with the engine brake with-out doing any damage it is obviousthat the nearest approach to a stop,equally free from serious shock, by thetrain brakes would be to apply themwith the lightest possible reduction inbrake pipe pressure. In such methods of stopping a traindistance of length of stop must neces-sarily be of a secondary considerationbecause an accurate stop without dam-age cannot always be made with a longfreight train; in fact, very accuratestops with long trains are inclined tobe accidental or be assisted by thefinal movement of the brake valve be-ing to emergency position, thereforethe initial reduction should 1>< madefar enough away from the desiredstopping point to insure that the initialreduction alone will stop the train be-fore the allowable distance is traversed. use one application but two reduc
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Keywords: ., bookcentury1900, bookdecade1900, booksubjectrailroa, bookyear1901
