. Brake tests; a report of a series of road tests of brakes on passenger equipment cars made at Absecon, New Jersey, in 1913 . Fig. 49. BRAKE CYLINDER PRESSURE, PM EQUIPMENT. This diagram shows a full service followed by an emergency application. The emergency action cannot be distinguished from that of the service. 84. F!g= CYLINDER PRESSURE, UC PNEUMATIC full service application is followed by an emergency application. A longer time elapses before theemergency application than is the case of Fig. 46, and this results in a somewhat longer stop. 85 Electro-Pneumatic Equi
. Brake tests; a report of a series of road tests of brakes on passenger equipment cars made at Absecon, New Jersey, in 1913 . Fig. 49. BRAKE CYLINDER PRESSURE, PM EQUIPMENT. This diagram shows a full service followed by an emergency application. The emergency action cannot be distinguished from that of the service. 84. F!g= CYLINDER PRESSURE, UC PNEUMATIC full service application is followed by an emergency application. A longer time elapses before theemergency application than is the case of Fig. 46, and this results in a somewhat longer stop. 85 Electro-Pneumatic Equipment. 185. For the electro-pneumatic equipment as explained in the pre-ceding paragraph for the pneumatic equipment, the results of an emer-gency following a full service application (Fig. 51) are similar to those ofan emergency following a partial service application, except for the addi-tional time and length of stop corresponding to the longer time duringwhich the service application was continued before the emergencyapplication was made. 186. With an emergency application following a full service thelength of stop is about 150 feet longer than when following a partial ser-vice apphcation, but about 340 feet shorter than when only a full serviceapplication is made and over 400 feet shorter than a full servic
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