226 



TRIPLE VALVES 



was made and in about 3 sec. the brake pipe and the auxiliary 

 reservoir recharged to practically normal pressure. 



Standing Tests. In Fig. 5 are shown the results of emer- 

 gency applications made while the train is standing. The 

 first car having the new, or LN, equipment used 90 Ib. brake- 

 pipe pressure; the first car having the old equipment used 

 110 Ib. brake-pipe pressure. The chart shows that the new, 

 or LN, equipment gave a greater emergency average brake- 

 cylinder pressure for the stop than the old equipment though 

 the latter carried 20 Ib. greater brake-pipe pressure. 



Running Tests. The emergency application and retardation 

 curves for two engines alone and ten cars alone in break-away 

 tests, and for an entire train of two engines and ten cars are 



FIG. 5 



shown in Fig. 6; the brake-pipe pressure was 110 Ib. One 

 train equipped with the old, or high-speed, apparatus was 

 stopped from a speed of 84.2 mi. per hr., and the other, equipped 

 with the new, or LN, equipment, was stopped from a speed 

 of 82 mi. per hr. Retardation curves 1 and 2 are for the high- 

 speed equipment engines alone, and for the cars alone in a 

 break-away test, the engine having been cut off at the point 

 of brake application in each case. Retardation curve 3 is for 

 the train entire, consisting of the two engines and the ten cars. 

 For the LN equipment, 4 is the retardation curve for the engine 

 alone, 5 the curve for the cars alone, and 6 the curve for the 

 entire train. The curves show the difference in holding power 

 of the engines and car brakes for both equipments; also, the 



