. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . this drainon the pressure in the brake pipe may notonly retard, but actually prevent the re-lease of brakes on the rear end of a train. Air brake engineers have agreed thatthe service braking ratio for a passengercar should be 90 per cent., based on a 24-Ih. drop in pressure in the auxiliary res-ervoir, to be obtained in not less thanseven seconds time, and that the emer-gency braking ratio should not be lessthan 150 per cent, and should be retainedto the point of stop, if the shortest pos-si
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . this drainon the pressure in the brake pipe may notonly retard, but actually prevent the re-lease of brakes on the rear end of a train. Air brake engineers have agreed thatthe service braking ratio for a passengercar should be 90 per cent., based on a 24-Ih. drop in pressure in the auxiliary res-ervoir, to be obtained in not less thanseven seconds time, and that the emer-gency braking ratio should not be lessthan 150 per cent, and should be retainedto the point of stop, if the shortest pos-sible stop is desired in cases of high speed brake will not developmore than 125 or 130 per cent, emergencybraking ratio at the maximum brake-cyl-inder pressure, and this will be reducedto about 90 per cent, by the time the traincomes to a stop unless the application ismade at a low rate of speed. In contemplating a new type of pas-senger car brake, the average railroadman sees only a new idea or a manifesta-tion of inventive faculty, while the factof the matter is that each one of the. UE-12 UNIVERSAL VALVE PIPE BRACKET. improvement made in the operation ofpassenger car brakes: in fact, the ordinaryhigh speed brake or the type P triplevalve equipments are generally consid-ered as being an obsolete type of pas-senger car brake. It is generally recog-nized that a car brake operating valve equipments was designed to meet a cer-tain requirement and each one has in turnfulfilled the expectations. When theweights of cars and locomotives had in-creased to such an extent that the highspeed brake was no longer able to stop atrain of cars from a 60-mile per hour that applies on the same diflferential in speed on a level track in less than frompressure that is required to release it 1,800 to 2,200 ft. distance, a more effi- i December, 1916. RAILWAY AND LOCOMOTIVE ENGINEERING. 419 cient air brake was demanded and thebrake manufacturers responded witli brakeequipments that wou
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