Locomotive road tests of Schmidt superheater and brick arch were conducted by the Norfolk & Western Railway in the summer of 1913. A series of tests were made for the purpose of determining the relative performance of the superheated and nonsuperheated locomotives in the same service. In connection with this test, the results obtained from operating the locomotive with and without a brick arch were also studied. These tests were conducted between Roanoke, Va., and Christiansburg, Va., a distance of 29 miles, of which 17 miles is comparatively level land, 12 miles a uniform grade of 1.32 percent. Complete report of these tests was published in the proceedings of the American Railway Master Mechanics' Association for 1914.

Tests of a class E-6-S passenger locomotive were conducted at the locomotive testing laboratory of the Pennsylvania Railroad at Altoona, Pa., during the spring of 1913, and report is published in the 1913 proceedings of the American Railway Master Mechanics' Association in connection with the report of the committee on superheater locomotives.

Tests of a Schmidt superheater, showing the effect of various changes in its form and extent of heating surface were made at the locomotive testing laboratory of the Pennsylvania Railroad in 1913, and the results made available to the committee on superheater locomotives of the American Railway Master Mechanics' Association. The complete report of this test will be found in volume 1proceedings of the association for 1914.

Tests made by special committee on smoke prevention at the locomotive testing laboratory of the Pennsylvania Railroad in 1913 to determine the merits and proper application of steam jet combustion tubes in a locomotive firebox for abating smoke, both with and without a brick arch; the special purpose being the development of a specification applicable to locomotives operating in the city of Chicago. Complete report of these tests is published in the 1913 proceedings of the American Railway Master Mechanics' Association.

Test of a class E-6-S passenger locomotive was conducted on the locomotive testing plant of the Pennsylvania Railroad at Altoona, Pa., during 1914. Report of this test is included in the 1915 proceedings of the American Railway Master Mechanics' Association.

Train resistance and tonnage rating tests were made on the Pennsylvania Railroad in 1915 and 1916. Report included in proceedings of the American Railway Master Mechanics' Association for 1916.

Tests of locomotive headlights were conducted by the special committee on locomotive headlights of the American Railway Master Mechanics' Association at the Pennsylvania Railroad Shops, Columbus, Ohio, from June 24, 1913, to December 31, 1913. About 50 men devoted their whole time to this test as supervisors of tests, observers, calculators, field men, and signal men. The eyes of all these men were carefully examined and they were examined in other ways to insure that they were capable and proficient.

In order to thoroughly cover the work, the majority of the types of headlights on the market were procured and additional headlights were assembled, in order to completely cover the range of light intensity from the minimum of capacity to the maximum eletcric arc headlight. The investigation was then carried on to determine the desirable and objectionable features of headlights of different intensities, irrespective of the character and the source of light, arrangement and design of reflector, etc.

This test thoroughly covered the following points.

(1) Ability to see objects ahead of the train a sufficient distance to avoid striking them.

(2) Effect of headlight upon the reading of semaphore lights, switch and dwarf signals, fuses, classification signals and red and white lanterns set in the center of the track and swinging across the track.

For signal and obstruction tests an observation locomotive was constructed, consisting of a locomotive boiler placed on a flat car in its correct relative position to the rail. Seats for eight observers were arranged at the same location as the enginer's seat on a regular locomotive.

The road tests were conducted on the line of the Pennsylvania Railroad, about 8 miles southwest of Columbus, Ohio. Tests were conducted using dummies, the size of men, and dressed in light, medium, and dark clothes.

The complete report of these tests is contained in a separate volume to the 1914 proceedings of the American Railway Master Mechanics' Association.

Additional headlight reflector tests were made in 1924 at the laboratory of the National Electric Light Association at Menlo Park, Cleveland, Ohio, by the committee of the American Railway Association, in cooperation with the manufacturers and a committee representing the Association of Railway Electrical Engineers.

In addition to the foregoing a great number of locomotive plant tests and road tests have been made by the individual railroads over a period of many years. The road tests have been made with dynamometer cars and trained test crews and the plant tests have utilized the locomotive testing plant located at Altoona, Pa., and owned by the Pennsylvania Railroad and the plants located at Illinois University, Urbana, Ill., and Purdue University, Lafayette, Ind.

The reports of these tests in many cases are published in special bulletins issued by the railroads and by the universities and have had a large influence in the development of locomotive design.

Passenger locomotive tests.

In October 1938, a 16-car test train was assembled and tests were conducted on the Pennsylvania, Chicago & North Western, and Union Pacific railroads, under the direction of the committee on further developmnt of the reciprocating steam locomotive of the mechanical division, Association of American Railroads. The train consisted of 14 coaches, a baggage car, and dynamometer car, all equipped with 4-wheel trucks and conventional friction bearings, which weighed 1005.2 tons.

These tests were for the purpose of determining the drawbar horsepower required to haul a 1,000-ton train at a constant speed of 100 m. p. h. on level tangent track. Maximum speed reached in the test was 102.4 miles per hour. Report of these tests was published by the Association of American Railroads in February 1939.

Counterbalance standards for steam locomotive.

In 1939 a joint subcommittee was appointed, consisting of representatives from the committee on locomotive construction and the committee on further development of the reciprocating steam locomotive, with instructions to prepare technical study with recommendations as to counterbalance standards for locomotives to meet present-day operation and with further instructions to prepare a program for an operating test to supplement same.

Such a program was prepared and approved and the tests were started utilizing section of test track on the Chicago & North Western Railway near Harvard, Ill. These tests are intended to provide practical information concerning the balance of locomotives and track stresses and riding qualities. For the purpose of these tests special instruments were built for installation both in the track and on the locomotives being tested.

In connection with this subject a joint subcommittee of the engineering division and the mechanical division of the Association of American Railroads was appointed to consider all phases of the subject of relation between track and equipment. Part of this program will be reported by the engineering division and the part relating to counterbalance standards for steam locomotives by the mechanical division.

The counterbalance tests were concluded in 1942 and final report will be published in the near future.

Locomotive crank pin research.

In 1938 an investigation to develop and improve assembly for locomotive crank pins and wheels started under the direction of the mechanical engineer of the division and a special subcommittee from the committee on locomotive construction and the committee on specifications for materials. This work is carried on at the axle testing laboratory maintained at the Timken Roller Bearing Co. plant at Canton, Ohio, utilizing one of the fatigue testing machines and the metallurgical laboratory of that company, the expense being paid by the Associatoin of American Railroads.

Several progress reports have been issued to the member roads for their information.

Locomotive whistle tests.

In July 1934 the Interstate Commerce Commission referred to the association a complaint that on many locomotives, whistles with a loud shrill tone are located close to the front of the cabs and that this was a serious matter because defective hearing rendered enginemen unfit for further service.

A special subcommittee was appointed to develop the facts in this matter and, under the direction of this subcommittee tests were conducted. These tests were conducted by the Electrical Research Products, Inc., a commercial acoustic laboratory subsidiary to the Bell Telephone Laboratory to determine the comparative over-all intensity level within an engine cab of the sound generated by various types of steam locomotive whistles located at various points along the boiler. In addition, frequency analyses of the sound transmitted to the engine cab were made for one location of each whistle on the boiler. These tests were conducted at the East Altoona yards of the Pennsylvania Railroad at Altoona, Pa., on November 20, 1934.

The point of measurement in the engine cab was selected as the average location of the engineman's head while seated at his usual position. In all measurements the steam pressure was maintained approximately constant at 250 pounds per square inch.

Report of these tests was made to the Interstate Commerce Commission and to the member roads of the association.

Automatic train line connectors for automatically coupling the steam, air, and signal lines of cars.

In September 1929 the joint committee on automatic train line connectors, representing the American Railway Association; the Bureau of Safety of the Interstate Commerce Commission; and representatives of the four train-service brotherhoods agreed that an investigation of automatic train line connectors, including laboratory tests and road tests under actual service conditions should be made. This investigation to be made by the American Railway Association cooperating with the Bureau of Safety and the train-service brotherhoods. The joint committee on automatic train line connectors appointed a subcommittee to have supervision of the investigation. A director of research was employed to carry on the investigation.

In undertaking this investigation, the policy was adopted of making it extensive and complete and of giving each device the same opportunity to qualify for the tests as any other device. In carrying out this policy, a letter was addressed to all known manufacturers and patentees of devices of this nature, stating the scope and purpose of the investigation and requesting the manufacturers and patentees to submit detailed plans and specifications of their devices.

Forty-six companies or individuals submitted plans and specifications of their devices for consideration. These specifications were carefully studied and nine different devices were ordered for laboratory tests. These devices were selected as representative of the various types; such as coupler supported, car body supported, wing type or pin and funnel-type gathering devices, butt-face ports, 45° ports or side ports.

At the start of this investigation there were no specifications covering the requirements for automatic train line connectors and no schedule of tests for these devices. A schedule of laboratory tests was prepared and approved by all parties to the investigation.

Two testing machines, designed to carry out the tests specified in the schedule, were purchased and installed in the laboratories of Purdue University at Lafayette, Ind. These machines consist of an impact machine, representing the installation of couplers, draft gears, and train-line connectors on the ends of two cars, and an oscillating machine designed to study the action of the connections and the wear on their various parts due to continual coupling and uncoupling and due to horizontal and vertical movements such as would be produced in a moving train.

This research project was started on September 20, 1930, and concluded in 1934.

Investigation of condensation in boxcars.

In cooperation with flour and cereal shippers, the Association conducted tests during 1933-35 to study the subject of damage to lading due to sweating of steel roofs of freight cars. This investigation was under the direction of a subcom

mittee of the committee on car construction.

Four steel-sheathed, wood-lined boxcars were used in transit road tests during the winter of 1933-34. These cars were of identical construction except for the treatment of the roofs. The cars were wood lined from the floor to the roof, in accordance with the Association of American Railroads standard. One car had underside of the steel roof painted, one car had underside of roof sprayed with paint and ground cork, one car had one-half of roof ceiled with Johns-Manville insulating board and the other half with insulite board; one car had pine board

ceiling supplied, dressed on one side with the rough side down. The cars used in this test were supplied and fitted up by the Pennsylvania Railroad.

The test program consisted of three shipments of four cars each of Quaker Oats products from Cedar Rapids, Iowa, to Salt Lake City, Utah, also three shipments of four cars each from the Pillsbury Milling Co. at Minneapolis, Minn., to Springfield, Ill.

The four cars in each case moved in the same train.

Tests were conducted of the hot products direct from the mills to the cars and with products which had been precooled before loading into the cars. Much valuable information was developed as a result of these transit tests, but as the work progressed it became apparent that the problem was involved in a wider range of research than could be definitely covered by the program laid out.

This investigation was therefore continued during the winter of 1934–35 with the cooperation of the Pillsbury Milling Co., the freight-claim division, Association of American Railroads, the freight container bureau, Association of American Railroads, and the director of research, Association of American Railroads. The program, with the continued program of tests, was formulated jointly and with the benefit of the previous years' experience.

Four all-steel boxcars were again fitted up for the purpose of the investigation. Each car was fitted up with four observation windows, internal lighting, observation trap doors in side and end lining and in the roof linings where used. Each car was provided with 12 electrical resistance distance reading thermometers with extensions leading into an office car. The cars used in this test were supplied and fitted up by the Chicago Great Western Railroad.

In the previous years' tests it had been determined that all of the phenomena connected with interior condensation occur within 48 hours after loads are completed and must be observed during that period. In-transit tests were therefore abandoned in favor of standing tests, resulting not only in continuous and accurate observations throughout the critical period, but also in a decided acceleration of the program. For this purpose the cars after loading were set on a spur track, kept under observation throughout the critical period, opened and the contents checked as unloaded at the warehouse platform.

Several different types of treatment were given the roofs of three cars, the fourth car having the plain painted steel roof; two of the cars had the inside surface of the steel sides under the wood lining sprayed with sawdust applied in an asphalt emulsion.

Report of these tests with conclusions was distributed to the railroads and all interested parties.

Light infiltration in refrigerator cars.

Tests were conducted under the direction of the mechanical engineer, mechanical division, Association of American Railroads, to ascertain what, if any, effect the existence of small light cracks at side doors and bunker hatch plugs would have upon the temperatures produced and maintained within a refrigerator car and the comparative effect upon the protective efficiency of the car.

The tests were conducted at Alexandria, Va., January 14, 1941, to February 10, 1941, in the car testing laboratory of the Fruit Growers Express Co. Electric resistance thermometers were used to ascertain the temperatures produced and maintained in the car during the various tests. The test laboratory was equipped with both heating and refrigerating equipment and propeller type fans to drive either hot or cold air over and around the cars.

Cars were tested at both high and low temperatures and with varying amounts of openings.

Association of American Railroads-Auto deck.

In March 1935 consideration was given to the difficulties being encountered in connection with mechanical loading devices installed in automobile boxcars because of the change in models of automobiles from year to year, which necesstated changes in the loading devices and entailed additional expense to the carriers.

The association referred the matter to the division of equipment research with instructions to determine what, if anything, could be developed along the line of making these devices adjustable to changing models, and possibly to devise some entirely different type of loading arrangement.

Later in that year a patented device, known as the Cooper-Nightingale device, was brought to the attention of the association. This device was carefully reviewed by a special committee appointed to cooperate with the director of

equipment research and the association upon advice of this committee took an option on this device.

One end of an automobile boxcar was equipped with this device and demonstrations were held at a number of automobile plants. The device was then studied in connection with the experience and suggestions obtained at these demonstrations. One of the member railroads also suggested some modification of the device. The device was then redesigned making use of these suggestions and again tried out.

The committee then recommended that the association should secure the patent rights to the Cooper-Nightengale auto deck and equip an automobile car with the redesignated device for further study. In accordance with this recommendation, a license agreement was entered into between the Association of American Railroads and the owners of the patent in March 1937.

Impact tests with the revised design were held at the shop of the Grand Trunk Western Railroad at Battle Creek, Mich., April 13, 1937.

Report of this test was carefully studied and review of the patent situation completed later in 1937, following which a car was completely equipped at both ends and the original deck removed from the original car.

This car carried a large number of test loads during 1938 and 1939, their loads being carefully watched both when placed in the car and when received at destination.

Later the device was further redesigned and placed in another car for further study and experiment and this car, in turn, was used for a considerable number of test loads.

The war stopped further development along this line and thousands of cars equipped with auto loading devices, had them removed or made inoperative due to the curtailment of automobile manufacture. This project has now been revived and will be progressed so as to be available when the manufacture of automobiles is resumed. This project is under the direction of the mechanical engineer of the mechanical division of the Association of American Railroads, assisted by a special committee.

Interchange rules and uniform standards.

After the practice of interchanging freight cars between railroads was started during the War between the States in 1864, conferences were held between the mechanical forces of the important railroads engaged in such interchange of traffic to consider rules governing the interchange of cars and the adoption of standard practices with respect to the more important parts of cars effecting their free interchange and prompt repair.

At a conference held in the manager's office of the General Red Line Transit Co., Buffalo, N. Y., on April 20, 1866, a brief code of interchange rules was adopted to cover the lines over which the cars of that company operated, between New York, Boston and Chicago. At a conference held at the West Albany shops of the New York Central Railroad on June 15, 1866, it was decided to recommend this brief code of rules to connecting railroads for adoption.

Since that time the interchange rules have been the subject of continuous study by committees composed of representatives of the railroads and private car lines. These rules are revised annually or oftener if conditions require, and the interchange rules agreement making them effective has been executed by practically all of the railroads and private car lines in North America.

Through the interchange rules the use of adopted standards are made mandatory as a condition to the acceptance of cars in interchange. In this way all of the more important detail parts of cars have been standardized, such as air brakes, axles, brake beams, couplers, journal bearings, journal bearing wedges, wheels, etc.

As examples of this standardization are shown the following:

In 1882 there were 56 sizes and kinds of axles for freight cars. Today all freight cars are equipped with one standard design of axle of five sizes for cars of 30 tons', 40 tons', 50 tons', 70 tons', and 100 tons' capacity.

In 1882 there were 58 different kinds of journal boxes. Today all freight cars are equipped with one standard design of journal box of five sizes for the different capacities of cars.

In 1882 there were 26 different kinds of car couplers, while in 1944 there is i standard coupler which will couple with and interchange with all previous designs which are still in use. The use of the standard coupler is mandatory on all new cars and rebuilt cars, and its substitution for older types of couplers is permitted in repairs.