. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . graphictale told by the collision energy line inthe comparative value of two stops, willperhaps come the diiiferent degrees ofretardation of the brakes at differentperiods of the stop. The average air brake man, afterfinishing his gaze of a stop curve on acard, if asked whether, in his opinion,the brakes hold better at the beginningof the stop or the finish, will reply in amanner which clearly indicates that hisanswer is not associated in any waywhatever with what he has just seen onthe card.
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . graphictale told by the collision energy line inthe comparative value of two stops, willperhaps come the diiiferent degrees ofretardation of the brakes at differentperiods of the stop. The average air brake man, afterfinishing his gaze of a stop curve on acard, if asked whether, in his opinion,the brakes hold better at the beginningof the stop or the finish, will reply in amanner which clearly indicates that hisanswer is not associated in any waywhatever with what he has just seen onthe card. Then, when his attention isdirected to the curve, he will readily seethat the rate of retardation is muchgreater at the finish of the stop and lessat the beginning. It is the purpose ofthis discussion to make prominent thesefacts: Fig. I is a speed curve of a three cartrain being brought to a stop with thehigh speed brake from a speed of nearly80 miles per hour. The heavy lines, de-scribing the rectangular boxes, enclosethree sections of the speed curve. Onebox contains a section of the curve at. A NEAT ARRANGEMENT i>l- .\IKPUMP MOUNTED ON A MAIN RES-ERVOIR IN AN AIR BRAKEREPAIR ROOM. out at Fig. I. and are reproduced andenlarged in Figs. 2, 3 and 4. Fig. 2 shows a section of the speedcurve and illustrates the braking thatwas being done during the first 300 feetof the stop. The figures in the columnat the left indicate the speed in miles per Fcbniaiy, 1904. RAILWAY Ai\D LOCOMOTIVE ENGINEERING 89 hour. As will be observed, the speedof the train in passing over the first 300feet, after the brake was applied, wasreduced from 7g lo 72 miles per hourapproximately, and for the third 100feet was reduced about 2 miles per should be observed that the speedcurve gradually drops away from a hori-zontal direction. Fig. 3 illustrates, in a similar manner,that portion of the speed curve takenfrom the middle of the stop, or thatportion of the stop lying between thegoo ft. and
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