Scientific American in each service application in the same way as is done in thc quick-acting brake in emergency. The time required to fully set the brakes in service is in this way reduced approximately one-half as compared with the usual apparatus. The cylinder pressure can also be gradually reduced by any desired amount just as with the old straight-air system. This is made possi ble by a special arrangement of ports in a triple valve and a partial release of the air from the cylinder is effected by slightly raising the train pipe pressure through the motorman's brake valve. The quick an additional supply port in the triple valve connect ing the train pipe on each motor car with the main reservoir through the feed valve. When the brakes thereby permitting the auxiliary reservoirs to be charged at the rate that makes it practically impossi ble to deplete the effective pressure as long as the main reservoirs are supplied by the compressors. The selection of the electrical equipment of the .g motor cars; whether all axles of the motor cars should be equipped; what the motor characteristics the ratio of gearing and the wheel diameter should be; the maximum speeds that could be depended upon to make up time and the amount of time to be allowed for siderations of the utmost importance in coming to a ly serve the purposes of the Long Island Railroad suburban lines. The variable number of motors and trailer cars per train caused some variation in the load per motor on different trains. There were also various Classes of express and local service to deal with involving different schedule speeds and average lengths of runs between stops for all of which it was desirable to provide a uniform equipment so that any that the greatest flexibility would result from two sions imposed by the largest trucks that could be op and curve clearances which restricted the wheel base the study of the conditions was consequently reduced to an examination of the characteristics and gear rat
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