in the Lap Position, for otherwise the locomotive brake will not hold; if this duty should be delayed, and the brake-valve handle later be placed in the Lap Position, the locomotive braking pressure will be built up, however, by the maintaining pressure which in this style of equipment originates in, and is supplied by, the distributing valve.

The blue-colored or Double-Heading Pipe leads from the exhaust port of the equalizing, or triple-valve (lower), portion of the distributing valve to the doubleheading cock under the automatic brake-valve, and under ordinary conditions is blanked by the latter. The double-heading cock has two ports through it, the ports in the cock key being at right angles to each other; when the cock is "open," brake-pipe pressure flows through it, and the port connecting with the double-heading pipe is closed; when, as on the second engine in double-heading, the double-heading cock is "closed," while it does cut off connection between the automatic brake-valve and the brake pipe, the smaller port in the cock key is then open, connecting the section of the blue pipe that comes from the distributing valve with the upper section of that pipe-line leading to the automatic brake-valve; but here the pipe is again blanked, until the brake-valve handle is placed in Lap Position, in which, through a port in the rotary valve, the double-heading pipe line finds an exit to the

atmosphere at the large, emergency-exhaust opening. Outside of the two colored pipes, as noted, the whole No. 5 equipment is about the same as the No. 6.

In the distributing valve, the upper, or application, portion is exactly the same; and the lower, or equalizing, portion only differs in a slight variation of the ports in the equalizing slide valve, and the absence of the graduating spring that is supplied in the No. 6 distributing valve. The safety valve on the No. 5 distributing valve is set at 53 pounds, instead of 68 pounds as in the No. 6 equipment. The small air gauge is of the single-pointer style, the one (black) hand registering locomotive brake-cylinder pressure.. Refer to the "No. 5 Distributing Valve," the "H-5 Automatic BrakeValve," the "No. 5," or "S-F," "Independent BrakeValve," the "B-4 Feed Valve," the "B-3 Reducing Valve," and the "S-F4 Pump Governor," in this style of equipment.

HANDLE POSITIONS OF THE ENGINEER'S BRAKE-VALVES,

No. 5 E-T EQUIPMENT.

The AUTOMATIC and INDEPENDENT BRAKE-VALVES have the same number of operating positions, each, in the No. 5 as in the No. 6 equipment, and their action is so nearly the same that if an engineer was used to either style, he could operate the other without any special instructions, in ordinary service; but there is

some difference in the work performed by the several parts of the equipment, which will be briefly mentioned. It will be assumed that an automatic application had been made:

THE H-5 AUTOMATIC BRAKE-VALVE.

In Release Position of the handle, the results obtained are precisely the same as explained in reference to the H-6 valve; main-reservoir pressure is supplied directly to the brake pipe, releasing the train brakes and moving the equalizing portion of the distributing valve to release position, which, in addition to permitting the recharge of the pressure chamber, connects the application-chamber pressure with the blanked doubleheading pipe. Application-chamber air fills the application-chamber pipe from the distributing valve, through the rotary of the independent brake-valve, to the automatic brake-valve, where it is blanked by the rotary valve. Main-reservoir pressure is being supplied from the automatic brake-valve to the chamber under the diaphragm of the excess-pressure governor top, controlling the pump at the minimum m.-r. pressure. Air to the warning port is from main-reservoir pressure direct.

In Running Position the direct supply of mainreservoir pressure to the brake pipe is cut off, and the latter receives its pressure from the 70-pound feedvalve pipe, as usual in the E-T equipment. A port in

the rotary valve now opens the terminus of the application-chamber pipe to the atmosphere, and the locomotive brake releases (the only position of the brakevalve in which it does discharge that pressure). The excess-pressure governor top still receives main-reservoir pressure from the brake valve.

In the Holding Position, feed-valve pressure supply to brake pipe is continued, but the application-chamber pipe is again blanked; and if the brake-valve handle had been drawn quickly to this position from that of Release, the effect would be the same as in Running Position, except that the locomotive brake would remain applied. After using this position as long as may be necessary, release the locomotive brake by returning the brake-valve handle to Running Position, and leave it there. Pump control is the same as in Running Position.

Lap Position. In the three first positions of the brake-valve, just mentioned, chamber D and its connected equalizing reservoir received the same pressure that was supplied to the brake pipe; but in Lap, Service, and Emergency Positions, chamber D is cut off from the air supply. Also, in Lap Position the feedvalve pressure no longer flows to the brake pipe, and all separable communications in the rotary valve and seat are blanked-except one connection that is made in this position, only: -the terminus of the double

heading pipe is opened to the atmosphere through a port in the rotary valve, but which ordinarily has no effect, however, as this pipe is closed at another point -at the double-heading cock. In this, and the following application positions, the supply of mainreservoir pressure through the rotary valve of the automatic brake-valve to the excess-pressure top of the pump governor is cut off, and the pump is then solely under the control of the high-pressure governor top.

(Lap Position is the carrying position for the automatic brake-valve on all engines that may be in a train, except the leading one, or the engine that is to operate the brakes; and on such secondary engines the doubleheading cocks should be closed-to brake-pipe air,and this completes the opening of the double-heading pipe to the atmosphere; having the effect of converting the equalizing portion of the distributing valve into an actual triple valve with open exhaust port, that can be automatically operated by the leading engineer in both application and complete-release movements.)

Service-Application Position.-The movement to this position does not change the lapped condition of the rotary-valve ports, except that the terminus of the double-heading pipe is closed, and another port is now opened: the small, preliminary-exhaust port is open, discharging equalizing-reservoir pressure from chamber D, which has the already well-known effect