Identifier: textbookonlocomo02inte (find matches)
Title: A textbook on the locomotive and the air brake
Year: 1901 (1900s)
Authors: International Correspondence Schools
Subjects: Locomotives Locomotive boilers Locomotives Railroad cars
Publisher: Scranton, Pa., International textbook co
Contributing Library: Northeastern University, Snell Library
Digitizing Sponsor: Northeastern University, Snell Library

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cts to the low-pressure top of the duplex governor, which is set to stopthe pump when 70 pounds pressure has been obtained inthe train pipe. This governor top, therefore, controls thepump only when the handle of the brake valve is in full releaseor running position. One pipe leads from this Siamese coup-ling, screwed into the main-reservoir gauge connection to thered-hand side of the air gauge, while the other pipe leads tothe high-pressure governor top. With this arrangement thehigh-pressure top is usually set to operate at from 100 to 110pounds pressure, and the regular governor connection on thebrake valve is plugged up. When the duplex governor and the brake valve is piped inthis manner, a high excess pressure may be accumulated in themain reservoir while the brakes are applied and the handle ofthe valve is in lap position, and this increased amount ofexcess pressure insures the prompt and uniform action of thetriples and a quick recharging of the auxiliaries when the DUPLEX GAUGE
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§18 THE NEW YORK AIR BRAKE. 25 handle of the brake valve is thrown into the full-release posi-tion. This is important, especially after a release of the brakeson a descending grade. When carrying the brake-valve handlein running position the low-pressure governor head regulatesthe pump, and maintains standard pressures in the train pipeand main reservoir, the excess-pressure valve maintaining 20pounds excess pressure. When the brake-valve handle is lapped after a service reduc-tion, the low-pressure governor is cut out of service and thehigh-pressure governor is cut in. This head stops the pumpwhen main-reservoir pressure reaches the pressure at which thegovernor is set to operate. This arrangement can also be used to advantage on freightengines handling very long trains on comparatively level roads.The advantages gained by this method in such service are thatthe air pump does not have to work against the high main-reservoir pressure except during the short period w^hen thebrakes are

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