. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . onetime. Up to the point of coming to acomplete stop (indicated by the jog orturn in each curve) the 10 per cent accel-eration rate gives a multiplication factorof two, the per cent (one mile perhour per second) a factor of and per cent rate multiplies the initialdelay by into the final delay. As is tobe expected, the better the acceleration theless the final delay. Any other speeds than 40 miles per hourmay be investigated in like manner fordelay multiplication. The lowe
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . onetime. Up to the point of coming to acomplete stop (indicated by the jog orturn in each curve) the 10 per cent accel-eration rate gives a multiplication factorof two, the per cent (one mile perhour per second) a factor of and per cent rate multiplies the initialdelay by into the final delay. As is tobe expected, the better the acceleration theless the final delay. Any other speeds than 40 miles per hourmay be investigated in like manner fordelay multiplication. The lower the speedthe less multiplication will be, other thingsremaining the same, for obviously, the lessaccelerating and retarding there will be todo. The reverse is true of higher speeds. The value of the new electro-pneumaticbrake may now be well appreciated in itssaving of 2 seconds time in reflex time ofbrake application (time from brake valvemovement to rise in brake cylinder pres-sured and its release of brakes in 5 ascompared with 10 up to 17 seconds. Thistime saving amounts to from 5 to 12 sec-. - Saving inapplication itflexDme. Nat to scale. GRAPHICAL ILLUSTRATION OF WHAT THE SAVING IN REFLEX TIME OF BRAKEAPPLICATION AND RELEASE MEANS TO THE OPERATION OF TRAINS. method of using the data taken from adimensioned main curve to relate theinitial to the final delay. The examplegiven is the one involving constant ratesof retardation and acceleration of 10 per onds for release and adding the 2 secondsapplication saving, the total saving is from7 to 14 seconds. In slowing down for asignal it is as necessary to get the brakeoff as it is to get it on, under conditions May, 1918 RAILWAY AND LOCOMOTIVE ENGINEERING 155 where in train operation, the second isthe unit of time schedule, and the delayednecessity for applying the brakes maymean in many cases no necessity for apply-ing at all, because the signal may goclear within the two seconds which aresaved in reflex time. Therefore, the
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