. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . utes, but 10 pounds will remain in thebrake pipe, and still no brake will setwhich has the feed port in triple valveclean. Forty minutes will bring the handon the gage to zero pressure, and thebrake with the leakage groove in the brakecylinder stopped up, will still remain un-set. It therefore occurs to me that engineersshould understand that the air in the brakepipe and auxiliary reservoirs can leakaway without a practical warning causedby brakes dragging. Furthermore, it can-not be too stro
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . utes, but 10 pounds will remain in thebrake pipe, and still no brake will setwhich has the feed port in triple valveclean. Forty minutes will bring the handon the gage to zero pressure, and thebrake with the leakage groove in the brakecylinder stopped up, will still remain un-set. It therefore occurs to me that engineersshould understand that the air in the brakepipe and auxiliary reservoirs can leakaway without a practical warning causedby brakes dragging. Furthermore, it can-not be too strongly impressed on the mindsof trainmen the danger of permitting leaksin brake pipe. O. B. J. Detroit. Mich. Forces and Conditions to be Con-sidered in Train Stopping. Editor: After reading the article by Mr. Whelan,page 531, December number, I regret myinability to recognize the relation thatexists between the mud thrown oflf amoving wagon wheel by centrifugalforce, and the lack of adhesion betweenbrake shoes and wheels at high speeds ascompared with low speeds. The mud taken up by the movmg wheel. TRIPLE valve holding DEVICE, is given a rotary movement with a disposi-tion to fly oflf on a tangent, proportionateto its weight and the peripheral speed ofthe wheel. On the contrary, the brakeshoe is stationary, and any disposition onthe part of the moving wheel to give wayto centrifugal force would mean dis-ruption. In addition to the causes com-monly assigned, and which are mentionedby Mr. Whelan, I would suggest twoothers: First—The small irregularities in align- January, igoi. LOCOMOTIVE ENGINEEKIN(i Ji ment and surface of track are the morereadily paised over at high speeds. Onlythe high spots are touched; and owingto the swaying motion of car bodies, thecrude side bearings, so commonly used, donot bind the trucks as much as at lowerspeeds, resulting in a more rapid flangeeaiement. For this reason an unbrakedtrain on down grades is harder to hold,the higher the speed reached.
Size: 1183px × 2113px
Photo credit: © Reading Room 2020 / Alamy / Afripics
License: Licensed
Model Released: No
Keywords: ., bookcentury1900, bookdecade1900, booksubjectrailroa, bookyear1901
