Evening journal., 1911-05-18

came from sixteen prominent roads
in the United States, Canada and
Mexico.
Tests On @Pennsy."
Following is also a record Of the
tests made on the Pennsylvania rail-
road at Philadelphia, in January,
1910, in ell there we're about twenty
tests during two days:
First test in the morning-speed
40 miles an hour; steam of when de-
vice was "tripped" by the engine; full
stop in II seconds; after running $50
feet beyond the Train Stop.
Second test-Speed so miles an
hour; steam on when tripped; full
stop in % seconds, distance run 1.15O
feet.
In the third test the engine was
permitted to @run Wild" the engineer
standing away from the throttle;
speed 55 miles an hour; full stop in
27 seconds, distance run 1,175 feet.
In the afternoon. first test-Speed
of 40 miles an hour; steam off when
tripped; full stop in IA seconds, dis
tance run $50 feet
Second test-Speed Of 90 miles an
hour; steam on when triDped full
stop in "a seconds, distance run LILO
feet.
During the last test Of the first day
the train was allowed to "run wfld;'
speed go miles an hours full stop in
2S seconds, distance run 1,190 feet
Eight tests we're made the second
day, using the same engine as on the
first day, and six regular passenger
coaches. This train was used in
every test of that day.
First test IN the morning-Speed oi
A3 miles an hour; steam of wher
tripped; full stop in % seconds, dis.
tance run 97S feet.
Second test--Speed Of As miles ar
hour; steam on when tripped; full
stop in 2S seconds, distance run 1ds'
feet.
Third test-Speed 55 miles an hour
steam on when tripped; engine using
sand; full stop IN 21 seconds, distanc,
run 994 feet.
Fourth test--speed Is miles al
hour; steam on when tripped; full
stop in six seconds, distance run Isl
feet.
First test in the afternoon-speet
50 miles an hour; steam off whel
tripped; full stop in 23 seconds, dis
tance run 1,065 feet.
Gnaad G0 nfInn
/ hour; steam on when tripped; ful
stop in 22 seconds, distance run l,lS
/ feet
Third test-Speed 65 miles On hour
steam of when tripped; full stop y
II seconds, distance run $50 feet.
These tests were observed by tn
Government engineers, and by sigma
engineers and experts Of several rail
roads entering Philadelphia
Operated Many Ways.
This device can be attached to an
worked successfully with any sys
tenn of automatic safety applianc,
whether onerated by manual, electri
or electric-pneumatic control. Il wi
absolutely protect crossings, switche
or other danger points, and If ther
is q broken fall dn6du Oi Inc uSN4SO
tampered with in any way, automatic
ally the danger" sign is set, and III
failingly the train is stopped by th
automatic setting Of the air brake
when the fitting on the breast beal
Of the engine trips" the fexibl
steel fiange Cor arml of the trai
stop placed at the side Of the rail
And the train is stopped so smooth
that water is not spilled from a gla:
placed on the window sill Of any ca
, There is no sudden grinding jar,
4 kurl passengers from their seats an
. break their limbs or otherwise mai
them.
The perfect working Of the CaiI
I LaBarre Automatic Train Stop is NJ
, affected by fog, ice, sleet, snow, fro
. or darkness. If a signal is read il
. correctly in the storm or darkness
! the Automatic Train Stop is ahea
and 1t brings the train to a halt T,
gardless Of the action Cor non-actior
Of the engineer or any other agent.
The Train Stop device does u