Master Car-Builders' standard is not a new device. The principle of the vertical plane being the simplest method of doing away with the evil and dangers growing out of slack in couplings was years ago recognized and at once superseded the link and pin on passenger trains. The Burlington brake tests, fortunately, were in progress while this question of couplers was up, and demonstrated in the strongest possible way that with power brakes in use couplers without slack were absolutely essential. The standard coupler is making good progress on some of the principal railroads and will make more headway as its merits become more fully recognized. (3) Continuous train brakes are making, in our opinion, as much headway as is desirable. The first essential has been carried out viz, an exhaustive test in order to fully determine the practicability of the va rious devices placed on the market. The Burlington brake test, carried out in 1886 and 1887 under the auspices of the Master Car Builders' Association, has eliminated from consideration inferior devices which are making considerable head way on different roads throughout the country. The importance of a good foundation gear as one of the first steps towards the successful introduction of automatic brakes is realized and its solution is now intrusted to a committee of the Car Building Association. In our opinion it will be exceedingly difficult to ever do away with brakemen traversing the tops of cars. Brakemen's duties constantly require them at various places on the train. Their natural instincts will always prompt them to take the easiest road, which is by long odds on the tops of cars. (4) Heating is making fair progress, though last season was unfavorable to making tests, owing to mild character of winter. A sys tem that may do very well in mild weather would not answer at all in cold weather. In our opinion, whatever method of continuous heating may be adopted, it will be a matter of prudence to have a stove also in the car as an auxiliary in case of the failure of continuous heater. For lighting cars we consider the present 300-degree oil quite safe; there has been no case on record that we are aware of where a train has been set on fire from the lamps with 300-degree oil. (5) We have nothing special to say in reply to question 5. We are of the opinion this question would have been better had it been more specific as to what is meant by other safety devices. (7) It is extremely doubtful whether either Federal or State legislation on such subjects will produce good results. Constant improvements are being made in all safety appliances, and the railroads may, we think, safely be trusted to do whatever their circumstances will permit in the direction of adopting the best methods. They are constantly in consultation for this purpose, and with most of them the application of the best known safety appliances is only delayed by a lack of means to pay for them. In many cases this very lack of means is caused mainly by legislation. When the railroad train of to-day is compared with that of thirty years ago, either in respect to comfort, speed, or safety, it will doubtless be granted that as much progress has been made as could reasonably be expected, and we see no reason to doubt that their progress will continue from natural causes and by natural methods, and that legislation, either State or Federal, would probably retard more than it would hasten the application of proper standards. CIRCULAR OF THE COMMISSION REGARDING AUTOMATIC FREIGHTCAR COUPLERS. APRIL 1, 1889. DEAR SIR: In view of the large number of accidents to railroad employés which occur in coupling and uncoupling freight cars, and of the general belief that these accidents can be greatly diminished by the adoption of suitable automatic appliances, the Commission desires to obtain fuller information regarding the couplers now in use, and to have the benefit of the experience of those directly engaged in building and operating freight cars, in forming an opinion as to what, if any. thing, is required of legislation. Your answer to the following questions is therefore requested: I. (a) What number and proportion of the freight cars owned or leased by your road are equipped with some form of automatic coupler? (b) What forms are in use and how many cars are fitted with each ? (c) Please state briefly what you believe to be the advantages of the automatic couplers in use by you. II. (a) Which of these couplers, if any, belong to the standard type adopted by the Master Car Builders' Association? (b) Which can be conformed to that type (c) Is your road taking or contemplating any action towards the a loption of the Master Car-Builders' coupler? (d) If there are obstacles to such action, what are they? III. Is it your opinion that a single type of automatic coupler should be aimed at, each form of which couples with every other form, or are there practical reasons which, to your mind, make two or more independent standard types preferable? Please state the considerations upon which you base your opinion. IV. What bearing would the adoption of a standard coupler have upon the more general use of train brakes? V. Is it your opinion that the use of good automatic couplers tends, by lessening shocks or otherwise, to diminish the number of that particularly fatal class of accidents caused by falling from trains or engines? The Commission specially invites any observations that your experi ence may suggest on the general subject. Comparative statistics bearing upon the question will be of especial value. Very respectfully, EDW. A. MOSELEY, Secretary. Replies to this circular were received from the master car-builders of nearly all the larger roads. From these replies and also through the courtesy of manufacturers, whose statements, however, were for the most part confidential, a very complete idea was gained of the progress made by the master car-builders' type of coupler. The total number of freight cars equipped with these couplers is about 30,000. The following roads have five hundred or more in use: Atchison, Topeka and Santa Fé and controlled lines Cleveland, Columbus, Cincinnati and Indianapolis Lake Shore and Michigan Southern. Cars. 2,559 750 1, 600 1,500 500 The following is an extract from a letter from Mr. E. B. Wall, of the Pennsylvania system, beginning with his answer to the third question: Three. I am opposed to two or more types. I know that such action is favored by some roads. None of the indorsers, so far as I know, are connected with the larger systems. The argument advanced for twó types is that the "Master Car Builders"" type is more expensive thau the automatic link and pin coupler, therefore there should be two types, the Master Car Builders" and the automatic link and pin. I consider that the link and pin method of train connection embodies certain very serious objections that should not be perpetuated. It has been proved by careful experiment that it is impossible to operate automatic train brakes with the link and pin connection. For proof of this statement I would refer you again to the reports above, and also to the report of the brake committee of the Master Car-Builders' As sociation, found in the proceedings of the twenty-first annual convention, page 25. A coupling can not be as readily effected between a car equipped with the automatic link and pin coupler and a car equipped with the common link and pin drawhead as between two common link and pin drawheads, unless the trainmen are especially instructed, such special instructions are not practicable in the large interchange of cars now prevailing in this country. It is also more hazardous to couple an automatic link and pin coupler to one of the "Master Car-Builders'" type than to couple a common drawhead to one of the "Master-Car Builders" type. It is generally considered among the larger roads, and many of the smaller ones, that in making the change to a new form of train connection we should secure the greatest possible number of advantages at once. This would not result if an intermediatory form of coupler like the automatic link and pin were sanctioned. Four. The adoption of an automatic coupler would have no bearing on the general use of train brakes, unless such standard coupler was the "Master Car-Builders"" type, as the "Master Car-Builders'" type, so far as we know at present, is the only kind of coupler that dispenses with loose slack in the train connection. It substitutes for loose slack, spring slack. The distinction between these two different forms of slack is very important. A long train can not be started unless the locomotive is enabled to initiate the movement of the cars separately. More cars can be started with spring slack than with loose slack. This is accomplished by first backing the locomotive against the train until all of the slack is taken up. Then when the locomotive pulls out, the compressed springs assist the movement of each successive car. In starting very long trains, it is sometimes advantageous to apply the hand brakes on the rear cars of the train. This was shown in the Burlington brake trials. When there is loose slack as either in the common or automatic link and pin draw-bar. the tendency of the cars to run up on the locomotive when the automatic brakes are applied, except where such application is through the medium of electricity, is so great that it is impossible for the trainmen to remain on their feet in the cabin car, and for stock in cattle cars, and merchandise in box cars, to escape damage. I believe that the general adoption of the "Master Car-Builders"" type of coupler will have a very important bearing upon the general use of train brakes. Train brakes certainly contribute very largely to the safety of employés. They also are a great advantage in the operation of railroads. They can not be used unless loose slack is dispensed with. Therefore, the general introduction of the "Master Car Builders'" type of coupler is absolutely essential to the adoption of train brakes. Five. I believe that the "Master Car-Builders"" coupler tends to diminish the number of accidents caused by falling from trains or engines. The spring slack provided enables the train to be started or stopped without shock. At sags or hollows where the train has a tendency to bunch, there is, with the "Master Car-Builders'" type of coupler, no violent shock, neither is there a tendency of the draw-bar to pull out, which is now so common with the link and pin coupler. This shock at sags and hollows and the resulting tendency to pull out draw-bars has been a particularly fruitful source of accidents. Responding to the invitation for observations on the general subject, I think that the progress towards the solution of the problem of an automatic train connection is at present satisfactory. The Master CarBuilders' Association, after exhaustively studying the problem for a number of years, reached their recommendation. This recommendation was approved by the majority of roads who were members of the association. The association is made up of men in charge of car constructing and maintaining departments These members vote on each 1,000 cars that the road they represent owns. At the convention where the report is read a vote is taken to submit to letter ballot. This letter ballot is not made until the members of the association have had an opportunity to consult with the general manager or president of their railroad. As the report on couplers was treated in this way, it represents the judgment of the majority of the railroad managers and presidents in this country. The recommendations of the Master Car-Builders' Association were also approved by the General Managers' Association at Chicago. A large number of roads have applied couplers within this type and there are more automatic couplers of this type in service than all the automatic link and pin couplers put together. The attempts of State legislation to solve the problem have been in no case successful. It is my humble opinion that legislation by Congress on the subject at this time would be absolutely fruitless. If such legislation favored an intermediatory coupler, like the automatic link and pin, it would increase the dangers to life and limb, and would retard the benefits to be gained in economies of operation. If, on the other hand, Congressional legislation enforced the immediate application of the "Master Car-Builders'" type, it would work a very serious hardship to a great many financially impoverished roads and result in the application of the cheapest and most inferior forms of couplers within the type. If the Commission after reviewing the subject could find it in its judgment to indorse the "Master Car-Builders' " type of coupler, I think that much better results would follow than could be secured by any action of Congress. We can give evidence that the railroads of the country are fully alive to the seriousness of the question, and after a long and careful study they have reached a conclusion. They are following the results of this conclusion with commendable rapidity, and the experience thus far obtained confirms its correctness. AUTOMATIC AIR-BRAKES FOR FREIGHT CARS. [By H. H. Westinghouse, in response to a request for statistics from the Westinghouse Air-Brake Company, some parts being omitted and others somewhat condensed.] The number of automatic brakes now applied to freight-cars in this country is about 92,000; 25,000 of which were applied during the year 1888, and 14,000 have been furnished so far this year. Appended hereto is a list of the roads who have made a considerable use of brakes, and the number furnished to each one. This list is not entirely accurate, because many of these brakes have been furnished through carbuilders, and we therefore sometimes are unable to get correct statements as to where the material is to be used. The total number of locomotives fitted with air-brakes is about 17,000; of which number, from 10,000 to 12,000 are used generally in freight service, although all of the apparatus furnished by this company is thoroughly interchangeable; that is to say, there is no difference in the mechanism or the operation of brakes on freight and on passenger locomotives. The same is true with reference to car fixtures, except as to form. It has been found possible to make smaller and more compact apparatus for use on freight cars. We are pleased to say that the general tendency seems to be to provide all locomotives with driving-wheel brakes, and the necessary apparatus to handle power brakes on cars. That power brakes are necessary on freight trains, is a general conviction of recent date, and some account of the early period of their use will be interesting and important, when the extent and direction of future develop ment is under consideration. The first application of the brake to freight trains came about naturally from the success that had been realized in its use upon passenger trains, but the attempt to use it on freight trains was the result of extraordinary circumstances, it having been thought that first cost and the absence of experience on the part of train-men in handling it were objections that more than counterbalanced the benefit to be derived. Another important influence against its favorable consideration was the interchanging of freight cars, for it was thought that the per centage of brakes which would be available for use on any one road would be too small to produce an appreciable result. To the Denver and Rio Grande (narrow gauge) road this was, however, no objection, as there was no interchange of cars, because they were entirely surrounded by standard-gauge roads. The grades on this road are excessive, and the difficulty of obtaining a sufficient number of reliable train-men formed a special inducement to them to make a trial of the air-break in freight service. They commenced to use what is known as the straight air system in 1881, and the results were in the highest degree successful and satisfactory. During the period of the first use of these brakes on the Denver and Rio Grande Railroad the automatic brake had become practically standard upon passenger trains, and its greatly-increased efficiency and automatic features had proved to be of the utmost value, and particularly its automatic application when trains became separated by accident. At such times the brakes are applied with equal force to both portions of the train, and there is no possibility of a collision between the separated parts. * The Central Pacific Railroad Company was the first to enter upon the application of the automatic brake to freight cars. The conditions |