The Bridgeport evening farmer., 1913-06-19
DISTANCE SIGNALS TOO CLOSE TO HOME SWEAR
 AIR BRAKE EXPERTS

brakes, in other words, the emergency brakes, to stop the train before the home signal. Asked what would be the result of running past the distance signal on account of fog, he replied that in foggy weather the train would be under control, anyway, for the en- gfneer would run as if expecting to find the signal against him when 1t eventually came into view
 Engineer J. w. O'Connor ran the train from Springfield to New Haven. He said he found the brakes all right He found nothing more than would be expected in a new engine.
 We're the brakes in first class con- d1tion?" As good as I ever handled any time" This was something of a surprise to the big gallery of specta- tors, until Attorney Spock taking up what appeared to be an excellent lead, brought out that the engine that OConnor had was 1345, not 1888, the latter being the engine that drew the train to the wreck.
 The vital importance attaching to the air brakes of the engine and train made the testimony of Charles U. Joy, general air brake inspector of the New Haven road, listened to with the clos est interest. He was at the scene of the wreck within 20 minutes. having been in Stamford when the crash came. He made an examination of the engine and. cars.
 He said there were no brakes on the engine when he looked 1t over. They were all released Referring to his notes. he said he began the inspection at 5:20. On completing inspection of the locomotive, he went through the entire train, and inspected all the brakes.
 The element of the piston travel. which is regarded as the indication of the efficiency of the brakes, was talk en into consideration by Mr. Joy He said he found on postal car 2osf a pis- ton travel of 6 inches; on baggage car 31o6 a piston travel of IA inches; on the Centerdale, inches; and so on through the cars, the inspector stating that he found the brake was released on the Foxborough. He said the train was br olen between the baggage car. 31o6, and the Pullman Centerdale. This was due to the breaking of a knuckle on the New York end Of the Center dale. There was a gap of 15 feet, he said, or perhaps more. The angle cocks were broken between both these cars He said he would consider the brakes as pretty good holding brakes. to be on so long after the accident. He explained the release of the brakes on the engine was due to the breaking of the air pipes.
 Commissioner McChord discussed the application of the air brakes, and it's effect. then asked Joys opinion as to the signals. s.Do you think there is sufficient distance between the two signals?'' Joy lodged the question. He said he didn't feel qualified to answer, that he was not in that end Of the railroading.
 'sTf it took g pounds or more to set the brake on this car, what would be the action ?',S tsEnergency'' was the 1a- comic reply.
 Would not that have a tendency to break the train in two at this point ?'' 'rYes sir.''
 How far ought train. with one of these engines, in first class condI- tion on such track as it Is at Stam- ford, with a. speed of 60 miles per hour, to run before it is brought to a stop this particular train, for instance?''
 '+I should say that if the brake was worling-and we have not determined whether it was working which I should think would make a difference of 500 feet in the reSult-at 60 miles per hour 1,soo feet would be a good stop.''
 Then Belnap asked him to report on the tests that had been made.
 The witness said that at 64 miles per hour, the train stopped in 40 seconds in 2,097 feet. At 67 1r2 miles 1t stopped gency brake stops. A test of the full service application-not the emergency showed a stop, at 50 miles, in a, dis tance of 1894 feet. This made with the full service reduction Of 30 pounds
 This test was duplicated by another at 60 and one-lha1f miles per hour when the stop was made in 2, 525 feet, in 43 3-5 seconds. Then another stop was made, an ordinary stop. with a Is pound service reduction, and after an interval of 1-2 or seconds another 15 pound service reduction. The speed was 59 1-2 miles, the stop made in 49 3-5 seconds, and the distance covered, 2,5ss feet.
 Belnap pointed out that in each of these eases the train oyerran about 700 feet the distance between the two sig naIs at Stamford. the distance of 1,S0o feet which the witness had maintain ed was sufficient to bring a first class train to a stop.
 The witness then said there was stiIl a question as to the Centerdale
 What piston travel is theoretica11y responded Joy.
 What reduction of air should give you the inch travef?" t'we should get it with 25 pounds reduction
 Could you get it with any less than might get it with a little less As a rule 1t takes 25 pounds
 Could you get 1t with 10 pounds?s ?s' ''No sir.''
 Why then, is it that a 10 pound reduction will stop @ train?'' Because l you will develop a certain amount Of pressure in the brake cy1inder.''
 Here MT. Belnap began to quiz Joy.
 Tn what distance ought a train to l be brought to a stop at @ speed of 60 miles per hour with a. perfect brake | in such a place as Stamford?'' "I could not give you the distance, be- | cause have never made a test''
 Belnap added that he had in mind | a perfect train 'fI don't know that | I've ever seen a perfect train,'' ob- served Joy.
 BelnaD was somewhat nettIed appar- ently, and fired this at Joy:
 What is your opinion as an air brake expert as to the distance re- quired to bring a, train to a stop from 60 miles per hour?'' He said, he