. Electric railway journal . ack which in turn causesa connecting pullrod to vary the capacity of the auxil-iary reservoir. In this way the brake-cylinder pressure at full loadis increased between 35 per cent to 40 per cent, with a20-lb. reduction in the brake pipe. In case of an emer- distances, irrespective of loading. The acceleration alsois maintained at a uniform maximum for any givengrade condition, irrespective of loading. These important factors, together with the shorterspacing of block signals involved, permit a remarkableincrease in train capacity on any rapid transit railway. Autom
. Electric railway journal . ack which in turn causesa connecting pullrod to vary the capacity of the auxil-iary reservoir. In this way the brake-cylinder pressure at full loadis increased between 35 per cent to 40 per cent, with a20-lb. reduction in the brake pipe. In case of an emer- distances, irrespective of loading. The acceleration alsois maintained at a uniform maximum for any givengrade condition, irrespective of loading. These important factors, together with the shorterspacing of block signals involved, permit a remarkableincrease in train capacity on any rapid transit railway. Automatic Car, Air and Electric Couplers andJunction Boxes In place of the usual loose-fitting car couplers, doublesets of air hose and train-line receptacles with remov-able jumper connections, the Westinghouse combined car,air and electric coupler was adopted for the following reasons: 1. Less time needed to couple and uncouple the cars. 2. Less hazard in coupling cars. 3. Freedom from possible accidents due to N. Y. M. CAR—LOW-VOLTAGE AUTOMATIC COUPLER AS INSTALLED gency application the braking power is increased prac-tically 42 per cent. In short, the most efficient rate ofretardation is maintained for any degree of loading. The empty-and-load brake mechanism is also tied inwith the selective acceleration feature of the multiple-unit control. This is accomplished by means of anextra winding on the limit switch whose modificationof current input to the motors is controlled from aswitch operated in connection with the empty-and-loadbrake mechanism. A full appreciation of the great value of this improve-ment is obtained only when one considers the effect ofa 40 per cent increase in the total weight, by means ofthe live load, upon the stopping distance of multipleunit trains as heretofore braked. The weight of theempty train determines the maximum braking powerthat can then be applied to it, and under the old condi-tions an increase of 40 per cent in weight meant
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