Brake Tests
År: 1913
Forlag: Pensylvania Railroad Company
Sted: Altoona, Penna.
Sider: 401
A Report Of A Series Of Road Tests Of Brakes On Passanger Equipment Cars Made At Absecon, New Jersey, In 1913
Søgning i bogen
Den bedste måde at søge i bogen er ved at downloade PDF'en og søge i den.
Derved får du fremhævet ordene visuelt direkte på billedet af siden.
Digitaliseret bog
Bogens tekst er maskinlæst, så der kan være en del fejl og mangler.
12
21. The standard brake rigging as originally applied to the cars
of the test train is shown in Fig. 3 and the No. 1 clasp brake rigging is
shown in Fig. 4.
22. The tests with the clasp brake indicated that certain modi-
fications of the clasp brake design would result in an increased effect-
iveness of the entire mechanism. From this followed a design shown
in Fig. 5.
23. Tests were also made of a third clasp brake design with a
distinctly different lever arrangement which is shown in Fig. 6. It
was with this design of clasp brake rigging that the best stops were
made, fulfilling what it was anticipated should be obtained from the
application of two brake shoes per wheel.
24. Diagrams of the lever arrangement of the various types of
brake rigging are shown in Fig. 7.
Program of Tests.
25. The original program as decided upon carried with it the
schedule shown on page 13.
26. This schedule was adhered to with the first train tested, but
as a number of the tests in this schedule were to determine certain air
brake performances only, they were not repeated in subsequent tests
made with other trains equipped with different brake riggings. This
table, therefore, gives only the original plan of the tests.
27. In all 691 tests were made, at Absecon, covering a period of
time from February 10th to May 22d, 1913. These were divided as
shown in the summary of tests on page 14 which indicates that the
average day’s work consisted in making from ten to twelve runs. A
maximum of twenty-two tests were made in one day.
28. It is seen from this that not only was an exhaustive program
outlined at the beginning, but the additional tests found necessary as
the investigation progressed, resulted in a most comprehensive record
of the factors affecting the braking of passenger trains.
Test Numbers and Designations.
29. Each test was given a consecutive number beginning with 1
for the standard brake, 501 for the first arrangement of clasp brakes
01 for the second arrangement of clasp brakes, 1501 for the third
arrangement of clasp brakes, and 401 for tests for the locomotive and
tender alone. Tests under like conditions were designated by the
same symbol. These symbols were as follows: