. Official proceedings . CM d (0CM dli. 10 dii. 65 Ihe tliagrani of Figure 3 is a graphic record of the datasecured when more than 800 triple \-alve6 chosen at randomwere removed from service and tested to measure their releaseresistance. It will be noted tliat a large majority of the valveshad a resistance higher than the J j/j Ih. normal \alue and thatthe range of variation extended from a minimum of 1 lb to amaximum of 5^ lbs. The simple diagrams of Figures 25, 26 and 27 are a graphicrepresentation of the brake pipe and auxiliary reservoir pressurechanges during release of K brake ecju
. Official proceedings . CM d (0CM dli. 10 dii. 65 Ihe tliagrani of Figure 3 is a graphic record of the datasecured when more than 800 triple \-alve6 chosen at randomwere removed from service and tested to measure their releaseresistance. It will be noted tliat a large majority of the valveshad a resistance higher than the J j/j Ih. normal \alue and thatthe range of variation extended from a minimum of 1 lb to amaximum of 5^ lbs. The simple diagrams of Figures 25, 26 and 27 are a graphicrepresentation of the brake pipe and auxiliary reservoir pressurechanges during release of K brake ecjuipment near the rear endof a long train. The diagram of Figure 25 shows the brake full\- a])i)lied withthe pressure equalized at 50 lbs. Figure 26 shows the brake pipe pressure increased 3 lbs. abovethe auxiliary reservoir pressure during release. The release of thevalve will depend on the release resistance of its slidevalve. The data of Figure 5 indicates that a considerable percent-age of K valves in service will have a resista
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