Brake Tests

125 stops made at 60 m.p.h. with the complete train of twelve cars and locomotive using the electro-pneumatic air brake equipment and 150 per cent, nominal braking power, and the breakaway stops under similar conditions. Furthermore, as the results obtained in these rnus varied considerably, it will also be necessary to choose only those runs which represent the average of those stops which were not influenced by conditions which would tend to vary the stops on account of influences other than those resulting from the action of the different types of brake rigging. 281. The following table has been made up on this basis: Emergency Stops 60 M.P.H. with Electro-PNEUMATIC BRAKE, 150 per cent. Nominal Braking Power. Rigging Kind of Stop Stop Distance in Feet Average Braking Power, Train Per Cent. Braking POWER per Pound CYLINDER PRES- sure, Cabs Average Maxi- mum Mini- mum Standard...1 Train 1160 1298 1049 133 1.473 12 Car Breakaway—. 1228 1291 1178 143 1.473 No. 1 Clasp { Train 12 Car Breakaway.... 1204 1145 1273 1183 1157 1112 135 148 • 1.499 1.499 No. 2 Clasp { Train 1145 1213 1097 134 1.450 12 Car Breakaway.- 1136 1178 1073 141 1.450 No. 2 Clasp { Single Car Break-1 away / 1014 1027 1007 140 1.430 No. 3 Clasp { Single Car Break-1 away / 924 1010 873 149 1.505 282. In the above tabulation the average, the maximum and the minimum stops for both train and breakaway tests are shown with the different types of brake rigging. All tests which were affected by wheel sliding, by high braking power on locomotive or by other variable factors have been disregarded in making up this table. In order to make the comparison a fair one, the average per cent, brak- ing power for the various conditions is included in the table and an inspection of this data shows that the per cent, braking power varied somewhat for the different types of rigging tested. This variation, so far as the difference between train and breakaway stops is concerned, necessarily follows from the effect of the lower braked locomotive.