The Bridgeport evening farmer., 1913-06-27
RAILWAY ExPERTs REPORT
 ON TEST OF AIRBRAKES
(Issued by the Press Bureau of the
 New Haven Road.1

(1sSued by the Press Bureau o1 the
 New Haven Road.1
 The report of the Committee of Elk perts appointed to examine and test the airbrake equipment of train sec ond-63 of June i2, 1918, was made public to-day. This report is signed by the four members of the Commit tee, who were:
 T. J. Laagan, General Airbrake 1p- spector of the D. l.. & w. R. R. Co.
 c. w. Martin, General Airbrake and Steam Heat Inspector of the Penn- syivania Railroad.
 T. L. Burton and c. H. Lorimer of the Westinghouse. Airbrake Go.
 The report is addressed to General Manager c. L. Bardo of the New road Company, and in part is as fol- lows:
 On Monday Morning, June 1eth. we inspected locomotive and tender number 1888 and found them equip ped with Westinghouse airbrakes or the latest and most modern design.
 The airbrake piping was arranged in accordance with modern practice We measured the brake cylinders, brake levers, hanger levers and brake shoes, in fact all parts of the air brake and foundation brake gear af- fecting the brakipg power Of the lo- conceive and tender and found them III SOOd COnQllIOIl,k dA0 OA S0C14 eAA- | Hnensions and proportions as would be required for developing, in both ser vice and emergency bFaking, the per centage of braking power employed l on high-speed passenger locomotives, | in fact the calculated braking power of the tender and locomotive driv- 1 ing wheels we found to be slightly higher than is recommended by the Westinghouse Airbrake Company. | Ion Tuesday morning, June 17th. 1 the locomotive being under steam we made a thorough test of the air | brake equipment on the locomotive and tender before taking the train out for road test. We found that the pump and pump governor operated properly. We tested the air gauges l and found them to be correct. We l also tested the pressure regulating de- 1 vices and they were found to be ad- justed for maintaining the desired air pressure in the brake pipe anc l main reservoir, namely no lbs. ane 13o lbs. respectively
 We measured all the brake levers had each car weighed. and calcuIat ed the braking power on the cars ant | found that the average percentage o braking power is slightly higher thai il is recomm by the Master Car Builders Association for paRsenge equipment cars.
 'tThe above mentioned inspection and test demonstrated to our satis faction that the brake equipment el this train was in good average con ditien, but for the purpose of deter mining more definitely the actual per fornaance of the brakes as a whole i road service the train was taken ou for road tests.
 The result of the running test 1 made by the Committee showed con 1 clusive1y that the brake on the loco
 motive was in first class condition.
 Biased upon our experience in trat brake operation and brake tests an the inspection and tests of the brak equipment on the locomotive and car which made up the second section { train 63 on June 12. 1913, we are UT l arimous in the conclusion that tn brakes on the locono tive and cars i
 question were in good servieeab1e cor
 dition at the time of the accident, an
 in every way capable of stopping tn
 train short of the home signal
 Stamford from a speed approxinatin those from which the stops wel ? made with the train in the road tes
 on June IT, 1s13."
 It will be recalled that on six of tt . seven tests made on June 17th, tt 1 speed varied from 55 to 64 5-l
 miles per hour according to tt
 statement given out by the Conni
 tee of Experts after the tests.