The Indianapolis journal. [volume] (Indianapolis [Ind.]) 1867-1904, 1896-04-13
HandIinx Freight Train. vith air.

Handling Freight Trains with Air.
AT the monthly meeting of the Indian
apclis division Of the Central Association Of
Railway Officials A. Galloway superinten-
dent of the Indianapolis division of the c.,
III. & D.. read an interesting and instructive
paper on the handling Of freight trains
partially equipped with air. Among other
things he said: There are many dangers.
and perplexing questions arising as to the.
safe handling of freight trains during the
present transition stage from hand brakes
to part air, and ultimately to full air trains,
with the additional drawbacks incident to
lack of experience and knowledge of air.
brake practice on the part of many of the
employees handling freight trains, and also
the part of repairers who are charged
with the duty of maintaining the air-brake
equipment of freight cars, coupled with the
danger incident TO handling equipment not
originally designed or built to Withstand the
shocks and severe service of this day of
large locomotives, long trains. fast time and
the use of air. 1t is reasonable to suppose
that with the advent of full air trains the
universal adoption of vertical plane couplers.
the retirement Of obsolete equipment, and
the benefits to be derived through the
schooling of employees in the maintenance
and manipulation of air-brakes. such dangers
will be Largely overcome, with much of the
attendant expense to the railroads resulting
from these adverse conditions and circum-
stances. 1t Is safe TO say that at the pres
ent time, all, or at least a large majority,
of the roads have a sufficient number of
cars equipped with air running over their
lines 10 allow all through freight trains
cars enough to handle these trains with
safety The c., II. * ID. does not air
on local trains. experience failing to show
its advantages. The practice Is to limit the
number of air-brakes cut in on each train to
ten cars or less, when there is not this
number Of air cars available. This limit is
used not fer the reason that greater
number could not be successfully handled,
but this number is found to serve all prac-
teal purposes, and Is fully one-third of the
whole number OF cars composing the fuil
heavier grades, which have a maximum
gradient OF sxty-five feet to the mile, and
from six to eight miles long, as many hand
brakes are set as will nearly control the
train the engineer then controlling the speed
with the air-brake. having a reserve power
for immediate use in case OF emergency.
The following simple rules. among others.
are worth remembering I'm connection with
this subject: To have air gauges located
in engine cabs so they will be In plain view
Of engineers at all times day or night. NOT
driver brakes TO be used only in emergency.
When the emergency arises 1t frequently
happens they are found not available, Tor
some reason e. ~ explained afterward; but
explaL s.SoRS will not help stop trains. To
allow no trains 10 start from terminals
without first testing the air-brakes. this
test to be conducted by Inspector who
has at least a fair knowledge Of brakes in
order, or otherwise, and what remedy TO
apply IL found defective. Neglect Of this
very necessary rule, recognized by all, but
unfortunately too frequently neglected,
sometimes leads to disastrous results. To
use. as far as practicable, only loaded
box ears as air cars. but under no circum-
stances to permit empty. or lightly loaded,
flats 10 be used as air cars, located among
| loads on heavy trains"