. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . ::::: :: :::: _!, ;;: :: : ;;:;:;;; ::::::::::: :: ::;:::::: , 9) ._! - -1 _».. .1 {.. ■- --T-?--^ ^:;::::::::: ..] -^ + - .^^^^..- Tm^^n^^M^ J ._J-JL v:fl i!! ^ ::±::::: » : .::±::::::: ::l]::::::::: —p ^ - Z -. ~-~- > >.- i ::::;::::;:;: 3 _. _s ..:.:;: :. ■;;::: ;:: t:::::::- . ::;.i:::;.;;: :5 :::.. 5 \ ■ M) I :::.: :. :.::; » N _a K ^ -:::(;;;::;; (V lIslHTOiSilaii ^ : :.-2;,, - A ---■;-- - - (J :::::: ~--- s •» - s o::::: ::::: «, I) r -S::.:::.:;;- JJT -5::: :::
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . ::::: :: :::: _!, ;;: :: : ;;:;:;;; ::::::::::: :: ::;:::::: , 9) ._! - -1 _».. .1 {.. ■- --T-?--^ ^:;::::::::: ..] -^ + - .^^^^..- Tm^^n^^M^ J ._J-JL v:fl i!! ^ ::±::::: » : .::±::::::: ::l]::::::::: —p ^ - Z -. ~-~- > >.- i ::::;::::;:;: 3 _. _s ..:.:;: :. ■;;::: ;:: t:::::::- . ::;.i:::;.;;: :5 :::.. 5 \ ■ M) I :::.: :. :.::; » N _a K ^ -:::(;;;::;; (V lIslHTOiSilaii ^ : :.-2;,, - A ---■;-- - - (J :::::: ~--- s •» - s o::::: ::::: «, I) r -S::.:::.:;;- JJT -5::: ::::::: N 1 ■ ! : 1 ?i It: :: K ■ - i ::::::::::: ■0 ;;i ::: G*5jr?tS^T. 3SiS5 3li§^ „--+f3*1Tf--R tS2?#!:: ± Jl ■± o::±::::::: « CQ o 05 H00 HCQ « April, 1921 RAILWAY AND LOCOMOTIVE ENGINEERING 9S. the leading engine was miccrupled the en-gineer of the train made a service appli-cation in order to give the other enginetime to get out of the way. The workwas done, however, just in the face ofan automatic hlock signal; which, whenthe leading engine passed it, went to stopposition. As the rules against passing anautomatic block at stop are rigidly en-forced on the Norfolk & Western, thetrain engineer threw his brake into theemergency position in order to stop at thesignal. There was thus a service appli-cation followed by an emergency. Theaction of the brakes is clearly shown bythe records of the trainagraphs that arehere reproduced. These show the servicefollowed by the emergency applicationwith the drop of brakepipe pressure andthe equalization of the auxiliary reservoirpressure with the release of the period of release varied from 1 sees, on car 57 to 4 min. on car stop was made without shock on anypart of the train. After this stop and the release o
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Keywords: ., bookcentury1900, bookdecade1900, bookidrailwaylocom, bookyear1901
