Railway and Locomotive Engineering . t valve opens,l)rakc pipe pressure will be exhaustedthrough valve 13 into v. passage leadingto the brake cylinder, unless the plug in valve and recliarge the auxiliary reservoir,while in these positions the brake cylinderexhaust port is closed by the release mag-net valve. By alternating the brake valvehandle between holding and running posi-tions the brake can be released in anyamount desired or graduated off at will^that is, in running position the releasemagnet is de-energized and in holding po-sition it is energized, thus bringing theexhaust of the brak
Railway and Locomotive Engineering . t valve opens,l)rakc pipe pressure will be exhaustedthrough valve 13 into v. passage leadingto the brake cylinder, unless the plug in valve and recliarge the auxiliary reservoir,while in these positions the brake cylinderexhaust port is closed by the release mag-net valve. By alternating the brake valvehandle between holding and running posi-tions the brake can be released in anyamount desired or graduated off at will^that is, in running position the releasemagnet is de-energized and in holding po-sition it is energized, thus bringing theexhaust of the brake cylinder pressure onevery car entirely under the control of theengineer. When it is desired to apply the brakewith its maximum effect in the shortestpossible space of time or in case of emer-gency, the brake valve handle is moved toemergency position and the emergencymagnets on each P S equipment are in-stantly energized and the brake pipeopened to the atmosphere Nf tins time September, 1916. AILWAY AND LOCOMOTIVE EXGIXEERIXG. 309. MAGNET VALVE. the vent valves , i operate, makinga sudden heavy rechirtioii of brake pipepressure throughout the train, applying allbrakes instantly while the auxiliary andsupplementary reservoir pressures equal-ize with the brake cylinder, and this pres-sure is held throughout the stop, thesafety valve being cut off from the brakecylinder during quick action applications. Improving Train have been making an effort to em-phasize the importance of a smooth trainstop vrith the air brake and at the sametime point out the difficulties encountered in the way of adverse conditions both infreight and passenger service, that arelieyond the possibility of a remedy so faras the actual brake manipulation is con-cerned. Attention has also been called tothe practices of various railroads and whathas been done in an effort to eliminatethe rough handling of passenger trainswith the air brake. This is undoubtedlythe most difficult proposition that is
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