. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . f the escapeof brake cylinder pressure and rechargeof the auxiliary from the emergency res-ervoir. Five or six of these graduationscan be readily made with a little practice,each one making a further drop in brakecylinder pressure, until it is finally ex-hausted or until brake pipe pressure iswithin a few pounds of the maximumcarried. It will also be noted that ingraduated release position the servicereservoir charging valve is closed due toa lower auxiliary pressure under thevalve, and the f
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . f the escapeof brake cylinder pressure and rechargeof the auxiliary from the emergency res-ervoir. Five or six of these graduationscan be readily made with a little practice,each one making a further drop in brakecylinder pressure, until it is finally ex-hausted or until brake pipe pressure iswithin a few pounds of the maximumcarried. It will also be noted that ingraduated release position the servicereservoir charging valve is closed due toa lower auxiliary pressure under thevalve, and the feed groove from the brakepipe to the auxiliary and the port fromthe brake pipe to the emergency reservoirfor charging is also closed. When these graduations are continueduntil brake pipe pressure is almost re-stored or until the emergency reservoirhas recharged the auxiliary to within 5lbs. of that in the emergency reservoir,the service reservoir charging valve willbe forced open (provided that a releaseis desired) and the service reservoir is December, 1913 RAILWAY AND LOCOMOTIVE ENGINEERING. 443. 17ft QYW J V_ J \_ 444 RAILWAY AND LOCOMOTIVE ENGINEERING. December, 1913. recharged from the release slide valvechamber, making a further reduction inemergency reservoir pressure, which willpermit the auxiliary pressure and thegraduated release piston spring to returnthis piston to its normal position, whenthe equalizing parts will move to releaseposition and recharge all reservoirs fromthe brake pipe, as already explained. In this manner brake cylinder pressurecan be retained or exhausted, partially orwholly at the will of the operator, theamount released being in proportion tothat admitted to the brake pipe, but dur-ing the transition period it may be ad-visable to cut out the graduated releasefeature until such time as the majorityof the cars in a train are equipped withuniversal or control valves; this is doneby turning the release piston cylindercover (graduated release cap) to
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