. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . ated by 404 RAILWAY AND LOCOMOTIVE ENGINEERING. November, 1913. the construction of the equalizing portionwhich is extremely sensitive to movementat the predetermined time or toward re-lease position when desired, but will notapply with less than a definite reductioncf brake pipe pressure. The trouble caused by brakes sticking,due to the slow rise in brake pipe pres-sure on long trains is overcome by theuniversal valve as the auxiliary reservoiris recharged from the emergency reser- EQUALIZIN
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . ated by 404 RAILWAY AND LOCOMOTIVE ENGINEERING. November, 1913. the construction of the equalizing portionwhich is extremely sensitive to movementat the predetermined time or toward re-lease position when desired, but will notapply with less than a definite reductioncf brake pipe pressure. The trouble caused by brakes sticking,due to the slow rise in brake pipe pres-sure on long trains is overcome by theuniversal valve as the auxiliary reservoiris recharged from the emergency reser- EQUALIZING PORTION RELEASE MAGNET operator. With former equipments consid-erable time elapses between the time ofapplication of all brakes in a train, andthe time that must elapse between releaseand recharge for another application isusually reckoned in minutes in which airpump and main reservoir capacity areprominent factors, hence the triple valveequipments may be said to be rigid orhard to handle, while the universal valveprovides the maximum degree of flexibil- TWO FACE ANGLE BRACKET EMERGENCYMAGNET ». TWO FACEFILLING PIECE SERVICEMAGNET FIG. 2. TYPE U COMMON STANDARD UNIVERSAL VALVE. voir and the service reservoir is cut offfrom both reservoirs until brake pipepressure is raised to nearly the maxi-mum carried. The maximum sensi-tiveness to release is further augmentedby an automatic bleeding or venting ofauxiliary reservoir pressure, thus it isonly necessary to supply the actual brakepipe volume during release and with thisincrease the brake bleeds itself off andrecharge occurs after the release is ef-fected. This feature will be appreciated bythose who have been operating or caringfor the double P. M. and double L. where in nearly all cases thevolume of compressed air required to re-lease brakes is so great that stuck brakesare a rule rather than an exception. Those troubles are not merely due todefective mechanism, but with the doubleL N. brake the first two cars of
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Keywords: ., bookcentury1900, bookdecade1900, booksubjectrailroa, bookyear1901
