The Bridgeport evening farmer., 1913-06-19
THE FARMER: JUNE 19, 1913

 see the distance signal is an element 1 to be taken into consideration. Belnap | raised the question of foggy weather, and Joy contended that in such con- dittons the train is supposed to be | under control.
 Then you wouldn't expect your en- gineer to make up time in foggy ! wea ther?''
 That's the way it was when work ed at it, replied Joy.
 Then Belnap referred to the break in the second section.
 When MT. Doherty set his erner- gency, isn't it possible that the brakes of the Centerda1e had never taken hold until that time, that they didn't work until the emergency was ap- plfed?" Joy was somewhat in doubt as to this
 'Isn't it fact that on some of the tests, it took 40 pounds of air to set the Centerda1e?'' But Joy didn't know about this
 "Are you an air brake instructor?''
 '"I do some examining; no instruct ing,'' said Joy Y
 Do you make any additional exam ination of the, men when they go from freight to passenger service, as to their ability 9" No, sir"
 Commissioner McChord; Do you know MT. Doherty's record as an en- gineer?'' q do not" Fl
 After several witnesses had testified as to the supervision of the engine and cars of the wreck, from the time of the rnishap until under MT. Bardo's orders they were kept under constant supervision, until the test run was made, Harry B. Jaenfcke testified as to what repairs were made on the loco motive He said a cock, a, signal cock, on the front of the engine, was broken. He looked the engine over in New Haven.
 Two pipes, one on the signal Ine one on brake line, were broken off in front of the engine. He said the driv- CT brakes showed a piston travel of g inches on the right, on the left: and the tender brakes five inches on the forward and four on the rear trucks.
 MT. Langdon, the D. L.& w. air brake man, who was called by the New Haven road to make an examination of the air brake equipment, testified that he found the equipment of the engine in his opinion, first class. There was no steam up when the first examina- ton was made, he said, therefore the piston travel could not be checked up During the tests made with the train in operation he said the. pump gover- nor was cratic, but it required noth- ing but a. slight tapping, he said, to start it up. Speaking of the condition of the Centerda1e, he said he knew nothing directly, except what had been told him by MT. Howard
 On the first test, a reduction of 10 pounds pressure was made, he said. then a pound additional service re- duction, then he received 3. signal for more.
 Which indicated to you that it re- quired 20 pounds?'' 'tYes, sir.''
 'sAs an expert, how far do you think it good practice to have the distance signal from the home signa1?'' 'I be- lieve the spacing should be governed by the distance in which the train could be stopped with the full service application" said he. Pressed for a definite answer he said 2,5Oo to 26OOI feet
 "That, you think, would be good safe practice-s' .'Yes, sir.''
 Asked if in his opinion. after in epecting the train, it was in condition such as would lead him to permit it to leave the terminal of the D. L. & w, he said, if the brakes didn't apply at a 15 pound reduction it would not be permitted to leave
 As to piston travel he said good practice called for not more than 8I inches on leaving the terminal.
 Asked as to the qualifications of en- gineers on the D. L. & w., he said that before engine men are permitted to handle first class trains they are qualified from firemen for promotion The man must first pass the air brake
  three years experience in freight ser vice" said he, land that is in road service. We examine and instruct.'
 He continued that the man must make several runs on his particular train with a travelling engineer, and then ne must qualify, and on his first trip he must be accompanied either by the witness, (Langdon), or his own foreman of engineers. There Is onel foreman of engineers at Eoboken, two at Scranton, one at Binghamton and one at EIknira.
 Questioned by MT Bardo, the wit ness was led to discuss the much mooted human element in engineering. He said he would prefer an engineer with good judgment and poor brakes to an engineer of poor judgment with perfect brakes He said further that the brake design on the locomotive that crashed into the first section was the best on the market today, the same as he had just specified for an order for his road. He said he was satisfied that the performance of the train on the tests was satisfactory, as trains come and go.
 MT. Iangdon had been unable to l hear the testimony of Engineer Do- herty, on account of the fater's hus- kiness and he was given an emporium l ity to read the engineers account of 1 his experience as g. locomot1v driver. !
 From the statement, asked Inspector Relnap, do you think that man was qualified to operate that, train?'' 'T should say not replied the witness. Personally I would not qualify any man for passenger service without | three years experience sn the freight l service
 ''Do you think the management of a l railroad would be justified In entrrst- | ing "a passenger train to engineer | of the experience and qualifications | that he presents?' So far as the | engagement is concerned,'' replied the | witness "tflere Is a difference Of oHoin- | ion. But my personal opinion Is that | he should not be allowed to run a passenger train E
 You always send. 8 man out with