. Brake tests; a report of a series of road tests of brakes on passenger equipment cars made at Absecon, New Jersey, in 1913 . Fig. 99. EMERGENCY STOPS—No. 2 CLASP BRAKE. At the higher braking powers the train stop is longer than the breakaway stops. The actual braking poweron the train as a whole is lower when the locomotive is attached than when detached from the cars. 179. Fig. 100. EMERGENCY STOPS—SINGLE CAR car was stopped in 790 feet from 60 at a nominal braking power of 150 per cent., electro-pneumatic equipment and flange shoes. 180 390. The load on the tender was
. Brake tests; a report of a series of road tests of brakes on passenger equipment cars made at Absecon, New Jersey, in 1913 . Fig. 99. EMERGENCY STOPS—No. 2 CLASP BRAKE. At the higher braking powers the train stop is longer than the breakaway stops. The actual braking poweron the train as a whole is lower when the locomotive is attached than when detached from the cars. 179. Fig. 100. EMERGENCY STOPS—SINGLE CAR car was stopped in 790 feet from 60 at a nominal braking power of 150 per cent., electro-pneumatic equipment and flange shoes. 180 390. The load on the tender was observed for each test, and dueallowance was made for this in calculating the per cent, braking powerbased on the actual brake cylinder pressure obtained for the entire train. Comparison of Individual Stops at Actual Per Cent, ofBraking Power. 391. Figs. 101 to 108 show the length of all the emergency stopsmade with the various air brake equipments, plotted against the corre-sponding actual percentage of braking power realized in each test. 392. The stops obtained with the locomotive from speeds of 30, 60and 80 are shown in Fig. 109. These stops are the results fromthe breakaway tests and from the tests made with the locomotive only. 393. The decrease in stop with the increase in braking power pro-vided by the by-pass valve feature is pronounced at 60 and 80
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