. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . ntry), and therange of reduction over which this isspread for a proper degree of flexibility is24 lbs. and the time in which it is done is6 seconds. With the above accepted, any increasein the emergency brake must come from,first, an increase of initial pressure car-ried; second, by brake piston area added;third bv an additional reservoir volume flexibility is imperative, if rough handlingis to be avoided. If any change whateveris made, it should be made in the direc-tion of obtaining the bra
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . ntry), and therange of reduction over which this isspread for a proper degree of flexibility is24 lbs. and the time in which it is done is6 seconds. With the above accepted, any increasein the emergency brake must come from,first, an increase of initial pressure car-ried; second, by brake piston area added;third bv an additional reservoir volume flexibility is imperative, if rough handlingis to be avoided. If any change whateveris made, it should be made in the direc-tion of obtaining the braking force evenmore gradually than at present, unlesssimultaneous action of the brakes is as-sured by electric transmission. Mr. Turner follows this with an analy-sis of the factors affecting brake perform-ance, and in connection therewith sub-mits a table of more than passing in-terest, and we trust that the reader whois interested in air brakes will study thetable as it cannot be comprehended at aglance or first reading. By the way of an explanation we maysay that it is now possible to calculate. DIAGRAMMATIC ASSEMBLY OF CONTROL VALVE. (4) Trains too long for type of appara-tus used. (5) Make-up of trains (loads andempties). (6) Slack between cars. The preceding can be formulated intothe following concrete statements: That to handle trains without greatrisks of shocks, and with sufficient degreeof latitude for the engineers judgment,to minimize the bad effect of the timelapse between brake applications on dif-ferent vehicles, and for other adverse con-ditions it is necessary that the retardingforces be obtained gradually and that themaximum be comparatively low. Thislatter, not only for the reasons givenabove, but also to keep the risk of wheel added—for emergency brakes only. (Ofcourse, a combination for any two or allthree of these methods may be used). These have been the underlying prin-ciples of air brake design and installa-tion for the past 40 years, and practicallya
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