. Railway mechanical engineer . - in temperature. That the same condition appliedgenerally throughout the train is well indicated by the aver-. The Rear End cf the One-Hundredth Car. Shewing the A. S. Equipment and the Trainagraph age cylinder pressures maintained during the run from Ingle-side to Kellysville. Following the test, the trainagraphrecords of cars 1, 25, 50, 75 and 100 were removed and theaverage cylinder pressures obtained by planimeter measure-ments. These averages were: Car 1, lb.; car lb.: car 50, lb.; car 75, lb., and car lb., an av

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. Railway mechanical engineer . - in temperature. That the same condition appliedgenerally throughout the train is well indicated by the aver-. The Rear End cf the One-Hundredth Car. Shewing the A. S. Equipment and the Trainagraph age cylinder pressures maintained during the run from Ingle-side to Kellysville. Following the test, the trainagraphrecords of cars 1, 25, 50, 75 and 100 were removed and theaverage cylinder pressures obtained by planimeter measure-ments. These averages were: Car 1, lb.; car lb.: car 50, lb.; car 75, lb., and car lb., an average of lb. At Kellysville the brakes on the last 50 cars were changedfrom graduated release to quick release, under which con-ditions the train ran down the four-mile .8 per cent during this part of the run the train broke in both cases immediately following the release of the brake-after ser^•ice applications. In the first instance a knuckle pinwas sheared and in the second a knuckle was broken. Thebroken section of the knuckle, while largely a new a flaw in the casting which may have contribut

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Keywords: ., bookcentury1900, bookdecade1910, booksubjectrailroadengineering