. Railway and Locomotive Engineering. eeding off of the brakesof an L. N. equipment, is a forcibleillustration of the grief that may bethe result of a misconception of theaction of the particular type of brakein use. .?other illustration is a delay ofover an hour on account of brakesfailing to release. The cause of this l)lecding was due to the fact that thetrain was brought in with a 90-lb. brakepipe pressure and the feed valve on thelocomotive coupling on was set at70 lbs. In view of the difficulties that mayresult from an overcharged brake pipeand because of some methods of appli-cation tli
. Railway and Locomotive Engineering. eeding off of the brakesof an L. N. equipment, is a forcibleillustration of the grief that may bethe result of a misconception of theaction of the particular type of brakein use. .?other illustration is a delay ofover an hour on account of brakesfailing to release. The cause of this l)lecding was due to the fact that thetrain was brought in with a 90-lb. brakepipe pressure and the feed valve on thelocomotive coupling on was set at70 lbs. In view of the difficulties that mayresult from an overcharged brake pipeand because of some methods of appli-cation tliat are conducive to an over-cliarge we would print three very briefrecommendations in handling a brakevalve when a modern locomotive iscou])lcd to a train of modern passengercar o(|uipMient. They are very easy toremember and just as easily put inpractice. Avoid staying in full release posi-tion over one second. .Vvoid making brake pipe reductionsless than 10 or 12 lbs. In case the engine fails for steam, usefull release .MR INSTRUCTION C.\R NO. 2,B. & O. K. R. These rules are applicable to generalconditions and a minimum reductionof 10 lbs. is based upon the frequentcause of stuck brakes on the rear carsof a train due to too light a brake pipereduction before the movement to re-lease and prompt return to runningposition. It is obvious that the lessdifferential between main reservoir andbrake pipe pressure the more difficultit is to accomplish a complete release,and a 10-lb. reduction tends to causea prompt opening of the feed valve tonaintain the brake pipe pressure. When a slow down is desired thatmight be made with less than a , it is better not to run therisk of sticking some of the brakes, butto make a 10 or 12-lb. reduction and re-lease immediately. In case this mightstop the train, it is permissible to usesteam while the application is made. In making stops from speeds of 40miles per hour or more reductions of20 or 25 lbs. should be made,
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