. Official proceedings . valve. This question is best answered by stat-ing, that during the past four years, the valve was developedon a 50 and 65 car train composed of old wooden-sill box carsthat had been in service ten and twelve years. The draft gearwas of the single gear spring gear type and could not be saidto be in more than fair condition, some of it being very were carried out in empty and mixed empt>- and loaded Ouick-Scrvice Triple \alve. 249 car trains. These tests reffuired some months and were notdiscontinned until the action was such as to he entirely satis-factory
. Official proceedings . valve. This question is best answered by stat-ing, that during the past four years, the valve was developedon a 50 and 65 car train composed of old wooden-sill box carsthat had been in service ten and twelve years. The draft gearwas of the single gear spring gear type and could not be saidto be in more than fair condition, some of it being very were carried out in empty and mixed empt>- and loaded Ouick-Scrvice Triple \alve. 249 car trains. These tests reffuired some months and were notdiscontinned until the action was such as to he entirely satis-factory with this class of car. If the action is satisfactory withthese old cars there is most certainly nothing to fear from themore modern equi])ment, practically none of which has anythingwith less capacity than a lb. twin spring gear. Tests have been made by several different railroads to ascer-tain what results could be obtained by the use of the Quick-Service triple valve, both when used alone, also in combination. Fig. 9. Recorder chart showing auxiliary reservoir pressure, 21st car,with K Triple Valve, D. & R. G. Test. with the triple valves at present in use. The tests referred toherein are those made by the P. & L. E., the Sante Fe, theD. & R. G. and the Philadelphia & Reading railroads. Theformer made tests upon a level track and w^ere more along theline of comparing the relative stopping merits, while those ofthe two latter showed the comparative results that could beobtained in heavy grade service where the conditions were mostsevere. The trains on the D. & R. G. and the P. & R. w^eretaken just as they came and were handled by F. W. Ainsworth,General Air Brake Inspector of the D. & R. G., and by oneof the P. tSc R. engineers. Following will be found conclusions drawn from both tests,these beiuG: based on the data obtained: 250 Proceedinsjs Railway Club of Pittsburh. CONCLUSIONS DRAWN FROM RESULTS OBTAINED IN THE P. & L. E. TESTS. DECEMBER. 1906. It was clea
Size: 1996px × 1252px
Photo credit: © Reading Room 2020 / Alamy / Afripics
License: Licensed
Model Released: No
Keywords: ., bookauthorrailwayc, bookcentury1900, bookdecade1900, bookyear1901
