. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . conforming to actual service con-ditions under which the apparatus is tooperate. When testing high speed brakes, there-fore, either with the yard testing plantor with the engine brake valve, the aux-iliaries should be charged to the fullpressure, no lbs., before the servicereduction for the test application ismade. Then, if there is a dirty or stickytriple in the train, or one not sufficientlysensitive to move promptly when a serv-ice reduction is made, it can be detected. CONDTJCTBD BY J. P.
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . conforming to actual service con-ditions under which the apparatus is tooperate. When testing high speed brakes, there-fore, either with the yard testing plantor with the engine brake valve, the aux-iliaries should be charged to the fullpressure, no lbs., before the servicereduction for the test application ismade. Then, if there is a dirty or stickytriple in the train, or one not sufficientlysensitive to move promptly when a serv-ice reduction is made, it can be detected. CONDTJCTBD BY J. P. KEI-LY. and the proper remedy applied beforethe train gets out on the road. Frequently the trouble experiencedfrom undesired emergency is not due tothe faulty condition of the triple valve,but to the condition of the brake valveon the engine, and the leaky conditionof the air gauge and equalizing reser-voir connections. The equalizing discharge piston ofthe brake valve should be kept cleanand in condition to respond promptlywhen a service reduction is made fromchamber D pressure, and all the pipe. ■OILING ROUND ON A STOP FOR WATER,CANADIAN PACIFIC RAILWAY. connections to chamber D and the equal-izing reservoir should be kept absolutelyair tight. This is especially importantwhen using no pounds pressure, since aslight leak is more effective in quicklyreducing chamber D pressure 8 or 10lbs. from this initial pressure than it isfrom that of 70 lbs. The service exhaust elbow should nev-er be omitted from the brake valve, sinceit modifies the exhaust by mildly reduc-ing its rate of flow. This tends, ofcourse, to prevent the quick movementof triples, which might cause them to gointo quick action. Where trouble has been experiencedfrom undesired emergency, when the ap-plication was made from the engine,careful investigation of the condition ofthe brake valve, followed by the applica- tion of the necessary remedies to put itin proper shape, has resulted in elimi-nating the objection
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Keywords: ., bookcentury1900, bookdecade1900, booksubjectrailroa, bookyear1901
