The farmer and mechanic. [volume] (Raleigh, N.C.) 18??-19??, 1913-07-01
STANFORD WRECK aN.IyzEn

Need Power Reverse
CARLO to Handle Brakes.
While all kinds Of snap opinions
by unqualified writer's are going the
rounds of the press regarding the re-
cent railroad disaster on the New
YORK, New Haven Railroad at SIAM
Ioro, II is refreshing to read the ex-
pert conclusions arrived at by the edi-
TOT OF the Engineering News:
Inc best comment of all on the en-
sine-drlver's claim that the air brakes
would not hold is the fact that his
train broke in two after the emer-
gency application of the brake was
made before the collision occurred at
Sta n comments his authority.
In1s is proof which cannot be gainsaid
that there was no stoppage in the
train pipes n hat the air brakes on
the cars at least were in good work
Ing order 1t is also, however. cir
eumstantial evidence that the air
brakes on the locomotive itself may
mot have had adequate holding power.
1t should be clearly understood, of
course. that these circumstances in no.
wise lessen the primary responsibility
of the driver for the collision. He
had been making station stops with
the same train throughout the length
OF the run and he had a long distance
in which to bring his train to a stop
before reaching the home signal and
striking the train standing beyond. If
his train did not check it's speed prop
erfy, as he testiaes, when the service
application of the brakes was made,
he should then and there have applied
the emergency instead of waiting I'M
til he was close upon the home signal.
That his train would have stopped
had he done this far back of where
the collision occurred is proved be
yond question by the fact hat the
brakes went on with such force as tt
break the train in two.
Nevertheless, the lesson Of the dis
aster hat great care should be ex.
ercised in keeping in good order the
air brakes on locomotives, especially
those in fast passenger service, and ir
seeing to it that every wheel or thu
locomotive has it's full braking power
}exerted. is one that deserves emphasis
A feature of the drivers testimon,
which has made a great impression
upon the general public is his state
ment that he attempted to reverse tn
engine previous to the collision bu
had not sufficient strength to do 81
: beca use of having strained his bacl
In handling the reverse ever a weel
previous.
1t would be well If this public ties
timony should lead to the general US
Of 8 poWer reverse gear on
, locomotives. Such gear is already OF
considerably used on some especiail
: heavy types Of engines. and its US
ought to be universal, as has hereto
Ifore been pointed out in thes
columns. In fact. the failure t
apply power to the rev ersing gear Q
heavy locomotives is an example Q
S the lethargy that has prevailed ia
too largely In steam-locomotive de
a sign and construction in this countr
and which has made our America
a LOGON otive-engineering practice la
v very far behind that of the more pro
gressive European locomotive desis
g 1ners and builders
II 1t should be said. however. that us
Of the reverse lever to stop a train
n only tuStifable as a last resort. II tn
air brakes on the locomotive IN IN
70 sta mford wreck were not holdin
t properly after the emergency brah
o went on, throwing over the revers
, lever and opening the throttle mgr
le have helped to check the speed.
IS the locomotive driver brakes WEI
holding. however, reversing q eI
o. CINE would only have mad mattel
l. worse. In general. the instructions
= engine runners properly equlppe
a with driver brakes should be 10 re
. on the brakes for stopping the ira
= and not to use the reverse lever
MADE EASY.