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
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289
(e) All service stops with mixed UC and PM equipments in
the train were free from objectionable shocks. (Pars.
228, 231, 233.)
(f) The shocks resulting from emergency stops with trains of
mixed UC equipment at a nominal braking power of 150
per cent., and PM equipment at a nominal braking power
of 113 per cent., were not severe enough to be prohibitive.
(Pars. 207, 211, 213, 215.)
(g) Emergency braking power of 125 per cent, may be used
on the UC pneumatic equipment cars without shocks
when mixed in trains with PM equipment. (Pars. 203,
204, 213.)
2. The UC equipment differs from any passenger brake thus far
developed in that by changing the proportion of the emergency and
service reservoirs and the brake cylinder sizes, the equipment, without
any change in the operating parts, may be applied to any weight of
car and be made to furnish within ordinary limits any desired nominal
per cent, of braking power. (Par 131.)
3. With the UC equipment, operating either electrically or
pneumatically, there is available for use in any emergency a quick
acting and fully effective brake. (Par. 188.)
(a) The emergency functions of the PM equipment depend
upon the service functions and it is impossible to obtain
a quick action application after a service application of
any consequence has been made. T he result of this is that
an emergency application, following either a partial or
full service application, does not give any shorter stops
than when only a full service application has been made.
The stopping distance from 60 m.p.h. will be from 2000
to 2250 feet. (Pars. 172, 187—Fig. 95.)
(b) With the UC equipment the emergency application of
the brakes is entirely independent of the service operation
of the universal valve. (Par. 129.) When a full service
application only is made, with the UC pneumatic equip-
ment, the stopping distance will be 2250 feet or about
200 feet longer than when it is followed by an emergency
application, and 300 feet longer than that obtained with
a partial service followed by an emergency application.
(Pars. 176, 184 and Fig. 95.)
(c) With the UC electro-pneumatic equipment a full service
stop was made in 2000 feet. A full service followed by
an emergency application in 1700 feet, and a partial
service followed by an emergency in 1540 feet. (Pars.
179 and 186.)
4. By means of the electro-pneumatic control an ideal emergency
application of the brakes is obtained. (Par. 196, Fig. 56-A.)