circumstances always leave the independent brake-valve in full application position, and so long as it is there, and the pump is compressing air, you will have "a brake that won't come off." Independent Locomotive-Brake Release, After Automatic Application. When an automatic application of the brakes has been made, either service or emergency, by the automatic brake-valve, or from train-parting, or in any other manner whatever, the locomotive brakes can always be released, in full or in part, without interfering with the application of train brakes, by placing the independent brake-valve in release position. In the accompanying plate representing that phase of action, Figs. 17 A and 17 B, it is to be considered that an automatic service application of the locomotive and train brakes had been made by the automatic brake-valve which is now standing in the lap position, and the independent brake-valve is being held in its release position. It should be considered, in fact, that all parts of the locomotive-brake equipment had been in exactly the state as described in reference to Fig. 11, descriptive of service-lap position, and the locomotive brake-cylinder pressure was subsequently discharged by the independent brake-valve. Referring to the piping diagram, Fig. 17 A, the inde The E-T Air-Brake Pocket-Book pendent brake-valve having been placed in release position, a port in its rotary valve has opened that terminal of the application-cylinder pipe to the atmosphere, thus discharging the application-cylinder pressure, and effecting the discharge at the distributing valve of the locomotive brake-cylinder pressure; although the piping for both pressures referred to is given the atmospheric color (orange), indicating that they have been entirely emptied, and the brake completely released, independent release may only mean a partial discharge of the application-cylinder pressure with a return to lap position of the independent brake-valve, and a partial release of the locomotive brake, as the latter can be graduated off-something impossible with the automatic brake.* The distributing-valve release pipe is uncolored in the two figures of this plate, as it contains no pressure above atmospheric, being cut off from any pressure connections at the distributing valve, and is denied the color indicative of atmospheric air (orange), because it is also cut off from the latter by the rotary of the automatic brake-valve, and is intermediately * An exception to this statement should be allowed, as the lately devised “Type L, High-Speed, Quick-Service," passenger triplevalve can be graduated off after an application, by partial recharges of the brake pipe; but this advantage is only to be taken when all of the cars in the train are equipped with the Type L triple valves. FIG. 17 B.-No. 6 Distributing Valve. Independent release position after automatic application. Copyright, 1909, by The Norman W. Henley Publishing Co. TENDER ANGLE COCK HOSE AND HOSE AND COUPLINGS. AUTO ANGLE FITTING ANGLE FITTING REDUCING VALVE ATMOSPHERIC SIGNAL 21 PIPE FIG. 17 A.-Piping Diag brake release after a lap position. Broke |