Railway and Locomotive Engineering . creasing the tension onthe adjusting spring of the reducingvalve, but there should be no attemptmade to adjust the safety valve or ap-ply the independent brake until thepressure chamber has become partiallycharged on account of the liability of of blows from the exhaust ports canbe ignored at this time, and in connec-tion with the tests there should be useda ->4-in. pipe plug circular pieceof wood, the outside diameter beingthe same as the equalizing valve pistonand 9/32 of an inch thick, with a suit-able opening through the center for theshoulder
Railway and Locomotive Engineering . creasing the tension onthe adjusting spring of the reducingvalve, but there should be no attemptmade to adjust the safety valve or ap-ply the independent brake until thepressure chamber has become partiallycharged on account of the liability of of blows from the exhaust ports canbe ignored at this time, and in connec-tion with the tests there should be useda ->4-in. pipe plug circular pieceof wood, the outside diameter beingthe same as the equalizing valve pistonand 9/32 of an inch thick, with a suit-able opening through the center for theshoulder on the equalizing valve pistonand the equalizing valve to passthrough. This piece of wood will thenbe used between the equalizing valvepiston and the equalizing slide valvebushing during the test to determineequalizing valve packing ring equalizing valve could be blockedin lap position by using a lower caprut with an extension, but experimentsprove that this results in either bendingor breaking the equalizing piston, due. DISTRIBUTIXG VALVE TEST unseating the equalizing or graduat-ing valves and depositing dirt or for-eign matter on their seats. While the distributing valve is beingoperated it should be noted that properbrake cylinder pressure is obtained andmaintained upon various reductions ofbrake pipe pressure and that there isno increase or decrease of brake cylin-der pressure while the brake valve han-dles are on lap position. If the action of the distributing valveup to this time is apparently satisfac-tory it w-ill become evident to the airbrake man that the following testsshould be conducted in order to deter-mine positively the condition of theoperative parts of the valve. In view of the manner in which theNo. 6 E. T. brake has been dealt within these columns during the past twoyears, methods of locating the source to the off-set in which the graduatingvalve is fastened. The tests that should be conductedafter the foregoing has been faithfullyobserv
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