. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . pos-sibility of making a brake application and,by the means of the graduated release,holding that application while at the sametime raising and lowering the brake cyl-inder pressure so as to meet the require- ments of the control. To show howdelicately this can be adjusted, a traino-graph record is reproduced. This recordcovers a run of twenty minutes, down the80-ft. grade, and was taken on the one-hundredth car. It will be seen that, forthese twenty minutes, the pressure wasraised and lowere
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . pos-sibility of making a brake application and,by the means of the graduated release,holding that application while at the sametime raising and lowering the brake cyl-inder pressure so as to meet the require- ments of the control. To show howdelicately this can be adjusted, a traino-graph record is reproduced. This recordcovers a run of twenty minutes, down the80-ft. grade, and was taken on the one-hundredth car. It will be seen that, forthese twenty minutes, the pressure wasraised and lowered between the extremelimits of 17 and 37 lbs. per sq. in., in thebrake cylinder, with four waves or crestsof pressure in the same twenty means control of the train at alltimes. It also means relief for the engine-man from all anxiety as to the operations^of his brakes, and a lowering of thestresses on the foundation brake riggingbecause of the lower speeds and the lowerbrake cylinder pressures involved in let-ting a train down a long, steep of the most important results con-. CONTACT, RECORDING PREDETER-MINED EQUAL DISTANCES. sequent upon this is the lowering of wheeltemperature on long grades. It is evi-dent that the temperature would be lessunder uniform speeds and brake pres-sures than where there are wide fluctua-tions in both. The usual method of negotiating thisKelleysville hill on the Virginian Railway,is to turn up the retainers: use the brakesin a cycling operation and stop at Ingle-side, half way down, to examine thewheels to make sure that none were over-heated. It was because of this that themeasurement of the temperature of oneof the wheels was undertaken, and thatfor the first time in the history of rail-roading. The results exceeded all anti-cipations. On run after run these meas- August, 1918 RAILWAY AND LOCOMOTIVE ENGINEERING 247 urements were made. There would be arise of brake shoe temperature with eachapplication, followed by a fall in
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