i 1 aetbtenl 1A TH | hi Hh Ha | Rant i aE ! a it Hh i Nia ‘i iy Ki ARR AIR HG ROR HANS ia He ‘ ant CAMHS Has is i Ry ORRIN UR a Nh NN AN ME mh BASSAI Ret ; i I i i i i AU , AMM i i i i nH Ha f i ht is } i ‘ HS i i RRR RR ii t Pe aU at Rn eR aire abis Na Hh i it i ii a i SHA ni TE no SHAR aN AME Pera RR aa i ae a a et i ‘i Re ig i i i sath ii i RHI ui HAN aa Hi Hi i} a it i at HANAN i A ul iH RRA i RARER Seay i} ue ROO i cE HG A Ls) HASHANAH WH i HN A hy i i Laan By i a ta) a tt At Ht NSH RA ItiS a ARM B A ES SOS ae a RAT HEE SSH SUTRA PEO AM aes i eo BS Ha ig isnt ett Sa \ AC a ata La HBR A SH SUNnta at AA LNT tl PAAR HT ARK H aM RH SH PRET bh } ai a Hot Ni at iH : ee Ri ARN Ha i Ha ot ee BUM HORE) {4 nh iN ish aH na BRK LY ena RH h HORROR cea Mat Chiat i t Ha Hy wa h in a echatife? Math Hava aa Cee RU hs aA RH i SURO GH a Hi hi HH) bt it i f i Heh i Hae Mh 4 ( aa Nt iH ue i Ti a if saa i} I A We tf i v UT TI WH Ht i Ha Bt Hl i HH vii SS Hee pe tut ait ros are BH tt i f rate aa Auta aL SH iS eee ae Lae i a Ue Hana SIO ot i ia Lint Hit it Hie ; aan ae ot a Lee ai a ee ti it at it dit i ini uh fi ai et aE i ie ea aa it , i tes HI He aH ip na Hi ii | nett hi Hist ait fit Hi i i Ha a HH Seta i ce ie aaNet Ha fi tid nal ti ! ii} PMO Y A fi itt i arnt ae i i Mas tit Hi Le a a ie | He i i Hit dE Uae Lr eS = ae Sas rons ores ee ae Sar = = Cornell University Library Ithaca, New York OM & {ee UG Aa Cornell University Libra TTT BEFORE THE PUBLIC SERVICE COMMISSION FOR THE FIRST DISTRICT wo STATE OF NEW YORK REPORT UPON Car Fender and Wheelguard Tests Submitted to the Commission December 29, 1908 [Reprinted from Proceedings of December 29, 1908 | WILLIAM R. WILLCOX, Chairman, WILLIAM McCARROLL, EDWARD M. BASSETT, MILO R. MALTBIE, JOHN E. EUSTIS, Commissioners. TRAVIS H. WHITNEY, Secretary, 154 Nassau Street, New York City. Ne “NOLLOLMILSNOD ASUIOO NI dOHS YIVdaU ANIWOd ¥Y WOOM Muve | lO SUNWLS (NVM “IVNVO GING GIRL FO MN VEL SUINM OLE L ONOTY NOLLVYOO'T DNIMOHS “AUN ORCL WHOS LY SUNWOMUD YNLLSOLL EXTRACT FROM MINUTES OF PUBLIC SERVICE COMMISSION DECEMBER 29, 1908 Commissioner Maltbie:— “Mr, Chairman, in presenting the report upon fenders and wheelguards prepared by the Sub-Committee upon Safety Devices, of which Mr. McLimont is chairman, I wish to express my appreciation, as the com- mittee to whom this matter was referred of the care and thoroughness with which these tests have been conducted. This work of the Com- mission has attracted attention not only in the United States and Canada, but in European cities as well. Probably no series of tests has ever been made with such thoroughness and with such a close approximation to actual conditions. The tests have been conducted publicly, and the results, which speak for themselves, ought to be of great assistance in the selection of proper devices not only to this Commission, but to other public bodies and to street railway corporations. “In my opinion, this is one of the most important things that the Commission has done since its creation. There is an appalling loss of life in the streets of this city due to the operation of street cars. While it will probably never be possible to eliminate deaths, injuries and accidents entirely, everything that can be done to accomplish this result ought to be tried. No one will deny that with proper fenders and wheelguards the number of fatalities can be considerably reduced. “While financial considerations are not the principal ones to be con- sidered, it is to be noted that the expense of carrying out the recommenda- tions made by the Sub-Committee will not exceed $300,000. As the companies operating surface cars in New York City incurred expenditures for injuries, damages and legal expenses during the year 1906-7 amount- ing to over $3,500,000, and as it is admitted that a considerable portion of this sum would be saved to the companies by the introduction of proper fenders and wheelguards, it is apparent that the companies would gain financially by equipping their cars properly. It is possible that the total expenditure for new equipment might be saved in one year; but whether or not this is true, proper regard for humanity demands that fenders and wheelguards be placed upon all cars operated upon the surface lines in Greater New York. “T move, therefore, that the report be accepted, placed on file and printed. In order that the recommendations of the Sub-Committee may be put in force at the earliest moment, I shall present at an early meeting orders for hearings to give the companies an opportunity to state whether there are any reasons why the recommendations made should not be carried out.” Ayes—Commissioners Willcox, McCarroll, Bassett, Maltbie, Eustis. Nays—None. Carried. “INV “MOVUL GU AVd ANVUD AGNV SHOWMO ‘dOMS VIVO ANIWOd WO GaASO SNIGTIOd TWO Y GIVTISV FO NOLS DNEMOTIS “Vd ‘NULIVOLId SANQOUD ONLESUE New York, December 14th, 1908. Public Service Commission, First District, State of New York, 154 Nassau Street, New York City. Gentlemen: Your Sub-Committee upon Safety Devices and Accident Prevention Measures beg to submit their report covering the results of the tests con- ducted by them for this Commission at Schenectady, N. Y., September 15 to October 3, and at East Pittsburgh, Pa., October 20 to November 12, 1908, upon fenders and wheelguards intended for use upon surface electric cars. In the accompanying report is given an analysis of the different classes of these devices that were submitted to test, and a tabulation showing the merits of the various devices: also a view of each device in- stalled upon the car in operating position before being tested; also views showing the general arrangement of the testing grounds. Qualities required. Besides efficiency in life-saving qualities, i. e., the picking up or removal of a body from the path of a car, shown by these fenders and wheelguards, there has been considered the estimated cost of maintenance, weight of device, number of parts and material used in construction. These points are important in the selection of car fenders or wheelguards, for, if the maintenance is too high, the railway company will neglect to maintain them in an efficient condition; and they should be as light as possible without sacrificing durability, so as to reduce the dead weight which the car mustcarry. Then again, the material should be of such kind as will withstand the service for which it is to be used. One of the most important factors is that the device should have as few parts as possible, be simple of operation, easy of inspection and economical of maintenance. Some of the devices tested had merit as life-savers when in new and perfectly normal operating condition, but they were complicated and made of material that would make it a serious matter for the railway companies to maintain them in a reliable life-saving condition. Devices of that kind could not be recommended for use within the jurisdiction of this Commission. As a result of the tests of fenders and wheelguards at Schenectady, N. Y., and East Pittsburgh, Pa., the following recommendations are offered: Every fender and wheelguard to be used in accordance with the following recommendations should be of a design approved by this Com- mission. eee ; Wheelguards. All cars in service under the jurisdiction of this Com- mission should be supplied with two automatic (mechanical drop) wheel- guards, which must be attached to the trucks of all types of cars, this apparatus to be always maintained in a normal operative and life-saving condition, the tripping gate to be carried at a height of not more than 5” and the apron of the wheelguard not more than 4” above the rails. 1 Projecting Fenders. All cars in service under the jurisdiction of this Commission in the Boroughs of The Bronx, Queens and Richmond, should also be equipped with a projecting type of fender always carried in a normal operating position with the outer edge of apron not more than 6” above the rails, and maintained in a thoroughly operative and life-saving condition. All cars in service in Brooklyn should also be equipped with projecting fenders, and should carry them in a normal operating position with the outer edge of the apron not more than 6” above the rails, except that such fender should be lifted up into a folded position by the motorman without the latter leaving the platform when cars are operated in the following streets: Fulton Street, west of Putnam Avenue, Court Street, north of Atlantic Avenue, Boerum Place and Adams Street, north of Livingston Street, Washington and Adams Streets, between Fulton and Sands Streets. Smith Street Line, north of Livingston Street, Williamsburgh Bridge, lines west of Havemeyer St. or Broadway. The reason for the recommendation that all cars be equipped with automatically operated wheelguards, and only certain of the cars under the jurisdiction of the Commission be also supplied with a projecting type of fender (either automatic or manually operated,) is that it is not considered that any one device will be sufficient when a car is being operated at high speed. Cars operating at the low speed necessary in congested districts are sufficiently guarded by automatically operated wheelguards, but cars operated through localities where congestion is not sufficient to prevent high speed should be equipped with both projecting fenders and wheelguards. Even though an automatically-dropped fender is used, experience proves that it must be carried at least 6” above the pavement, and this height will not always permit it, when tripped, to drop to the pavement quickly enough to get under a body in a prostrate position. The manually-operated type of projecting fender must also be carried at the same height above the pavement as the automatic, so that if the motorman does not drop the fender to the pavement before reaching the victim, it also will pass over him allowing him to go under the wheels of the car, if they are not protected by a wheelguard; but both the automatic projecting fender and the manually-operated fender are effi- cient for catching a person struck in an upright position. Therefore, it is considered essential that the cars should be equipped with both wheelguards and fenders, wherever local conditions do not interfere with the use of fenders. Finally, it should be fully understood that the effectiveness of the foregoing recommendations is wholly dependent upon the maintenance of the devices in a thoroughly operative and life-saving condition. If 2 such requirements are not exacted of the operating railway companies, the results which the Commission desires to accomplish cannot be obtained. Respectfully submitted, A. W. McLIMONT, Chairman; D. L. TURNER, GEORGE F. DAGGETT, Sub-Committee on Safety Devices and Accident Prevention Measures. LIST OF FENDERS AND WHEELGUARDS WHICH OBTAINED AT LEAST 75 PER CENT. IN THE TESTS HELD AT SCHEN- ECTADY,N. Y. AND EAST PITTSBURGH, Pa., 1908. Projecting Fenders—Automatic (drop). Sh RIE ia er atecar edie igh awe we an ane Beene Mitp aces m ale, G Woe env etes e 79.1% GERI BOlGUG ts paar ae its ee ere tA a Sree Seer eee 17.7% AW hy Walt ODS shes 5 cyraledente atone aieruszence eusta seal opiuendialle tomer erase sane 17.3% Jenkins Automatic: Fender Co. csc. scene aa ce 75.0% Projecting Fenders—Automatic (rotative). Worcester Railway Supply Co: ow. cvgees ieee 80.2% Projecting Fenders—Automatic (Air Auxiliaries) American Automatic Fender Co. ...........-02--.005- 80.3% Wav Quiny 2025: ctceats scsi cik est teem Aare ete ctas a eancmintan tah 78.2% Projecting Fenders—Platform Trip. GaAs SPAPRINEMLGR. so iiy cece esses ot Ge, tite eshte ess 80.2% Consolidated Car Fender Co. .........-- see eee eee 78.2% American Fender Co. ..........+.. idan bagaiscyse to shated acts 17.7% Sterling-Meaker Co. (Berg) .......-.:.eeee cece rene 76.8% Pittsburgh Car Fender Co. .......s.eee cece rene eeee 75.6% Ge Ds Be Wiske 7 cect coh lee einies seis oreu Neve tapes umaan Mace 75.5% CON. “Wood: CPfingst): soraikisii crac eet tas 75.2% Projecting Fenders—Non-automatic. Eclipse Railway Supply Co. ......... eee ee ee eee 80.6% Wheelguards—Automatic—Mechanical drop. PWdsOn: & BOWrINE. soa wes ose Seeders ce eee eee 86.9% G. A. Parmenter ....... cee cece eee eee 83.6% Wha De. WAtSOD sae cee ai na ere ioe aieienee as pena reiean’ 80.6% American Fender Co. ...... se eee cece eee etree eens 76.0% Wheelguards—Automatic—Gravity drop. Sterling-Meaker No. 7 «1... cece eee eee ete eet nee 79.8% Wheelguards—Automatic Shearing—Mechanical drop. Sterling Equipment Co. ...... esc ee eee ence eee ees 82.5% Wheelguards—Automatic Shearing—Gravity drop. J Fie Caligay..'esec,ssaieiecbins ate aant stun Mee 3s Sesame 75.3% Wheelguards—Non-automatic—Platform Trip. W. Martin 2.0... ccc cece eee eee eee eee teens 75.6% New York, December 14th, 1908. Public Service Commission for the First District, State of New York. Gentlemen: Shortly after the Commission appointed the Sub-Committee upon Safety Devices and Accident Prevention Measures to investigate signal apparatus and all forms of safety devices for use in connection with the operation of cars in Greater New York, it became apparent to the Sub- Committee, from the reports of the Accident Bureau setting forth the great number of fatal accidents, and of persons seriously injured by the surface cars, that their efforts should be directed towards ascertain- ing if any of the numerous car fenders and wheelguards which were being brought before them in model form and by drawings, or if the devices at present used on the surface cars under the jurisdiction of the Commis- sion, had sufficient merit to warrant their use as life-savers. For the purpose of determining the relative efficiency of various types, the Sub-Committee believed that tests, more thorough and com- plete than any given heretofore, should be made. It seemed desirable that the tests should be made upon the tracks of a company not in any way interested in the results. Accordingly, arrangements were consum- mated with the General Electric Co. at Schenectady, N. Y., and also with the Westinghouse Electric & Manufacturing Co. at East Pittsburgh, Pa., to afford facilities at their respective works for the Public Service Commission for the First District to conduct car fender tests. September 15, 1908, was set for the beginning of the tests at Schenectady, and October 20, 1908, for those to be held at East Pittsburgh. Nature of Tests. The arrangements for making the tests included 100 feet of track paved with cobble stones and 100 feet paved with as- phalt, these two forms of pavement comprising those predominating in Greater New York. A single-truck car and also a double-truck car were rebuilt and arranged so as to give platform dimensions as found upon the cars in New York City. The tests were made at speeds of S and 15 miles per hour upon each of the two forms of pavement. These speeds fairly represent the average operating conditions in Greater New York, and were calculated to bring out the relative merits of the devices for use within the First District, which was the principal aim of the tests. The fender and wheelguard tests that have been conducted by com- missions, municipal authorities and railway companies heretofore have not maintained a uniformity of conditions and requirements throughout the tests of each device, and therefore the results obtained by them do not appear to your Committee to warrant final conclusions as to rela- tive merits, or to have been a fair demonstration of the pick-up or life- saving quality of each device. Having this fact in mind, a complete set of rules was prepared, classifying and standardizing the trials to which each device with similar characteristics should be submitted, in order that a fair and comprehen- sive opinion might be formed as to the efficiency and other qualities which the device should have. To demonstrate as nearly as possible 4 the qualities of each device for picking up or removing a human body from the track, dummies or lay figures were used, which would stand alone and which had joints and other characteristics resembling as nearly as possible the human body. These were of three sizes: a boy weighing 50 pounds, a woman, 120 pounds, and a man, 170 pounds; all clothed, and of a height corresponding to their weight. Appended hereto is a copy of the rules which governed the tests throughout, and also a photographic view of the general arrangements at each of the two places where the tests were made. One of the most valuable features of the tests was the photograph made of each fender attached to the car ready for the test (photographs appended); and the photograph showing the positions of the car and dummy after each test, when the car had come to a stop. These photographs are the permanent evidence of the action to each device. General Interest. To attract all of the manufacturers of car fenders and wheelguards, as well as inventors who had not yet developed or marketed their devices, widespread publicity was given to the proposed tests. Printed matter setting forth the object of the tests and the rules under which they were to be carried out was sent to every one interested in this subject, including other commissions and railway people. The result was that great interest was manifested in the tests, not only in this country but in Europe. Devices from England were tested at Schen- ectady and East Pittsburgh. Unfortunately, one entered by a German firm for the East Pittsburgh test was lost in transit. The success of both series of tests, and the approval accorded to them by the public and those interested in railway matters has been shown by the great amount of space given to this subject, not only by the public and technical press of this country, but by that of Europe. There were 191 applications for test, and 92 devices were submitted, some of them so apparently impractical that they were disqualified with- out a demonstration being considered necessary to show their lack of merit for further consideration. In all, 38 fenders of the projecting type and 29 wheelguards, making 67 life-saving devices, were tested. Upon these 67 different devices, 1801 separate and distinct tests were made. The exhaustive trial to which they were submitted, while not proving that any particular fender or wheelguard had reached a point of efficiency to warrant its preference over all others, has, without question, demonstrated that there are several available fenders and wheelguards far superior in actual operative merit to most of the contrivances used at present, and less expensive to main- tain in a life-saving condition. Their adoption by street car companies, not only in New York City but all over the country, would, therefore, tend to lessen in a marked degree the appalling number of fatalities and serious accidents occurring on street railways. Importance of Maintenance. Until recently, managers of most rail- way companies have considered fenders and wheelguards an evil forced upon them by municipal authorities, and have believed that there was no device worthy of serious consideration as a life saver, and that these unnecessarily imposed upon the company a very great maintenance ex- pense. The railway companies themselves were very largely to blame for the inefficiency of many of these devices as life-savers, for they were seldom maintained in the condition in which they were designed to be kept to be operative as life-savers. The feeling among the officials of the railway companies that these devices were useless was naturally shared by the conductors, motormen and others responsible for the good condition and upkeep of these devices, so that one could see almost everywhere where fenders and wheelguards were used that they were not maintained in sufficiently good condition to be of much value if called upon to save life. It is only recently that the great increase of street car accidents has brought home to the management of railways, principally through the claim department, the necessity of using a fender and giving to it the same care and consideration as is given to other parts of the car equipment. When the companies shall have instilled into their employees’ minds the idea that these forms of safety devices should not be care- lessly handled, but should be maintained in as efficient operative condi- tion as the controller, circuit breaker and other essential parts, they will undoubtedly have accomplished a great deal toward reducing the amount of damage claims which is yearly brought against them. Be- sides, the claim department of companies have had it impressed upon them that if their companies operate cars without the best devices, their defence in suits brought against them is weakened. In other words, the proof of contributory negligence by the claimant is much more difficult in a case where imperfect protection is shown, than in one where the company could not be attacked on that ground. Therefore, from the company’s standpoint, it would appear that fenders and wheelguards should be used upon all cars in service, and furthermore, used carefully, continuously tested and maintained in a thoroughly operative and normal condition. It is safe to say that none of the surface car companies in Greater New York, and very few anywhere, have ever submitted their devices to a practical test before purchasing them, but have accepted the sales- man’s assertions and the testimonial letters he has presented as evidence of the fender’s life-saving qualities. In many instances the only con- sideration given the question has been that of least-maintenance, without any thought of its value to the claim department. If it were possible for those operating surface cars to keep at all times, their equipment under such control as to be able to stop in the short distance necessary to prevent colliding with a pedestrian sud- denly appearing before a car, it would not be so necessary to provide the car with a fender or wheelguard. But when cars are run at the fast speeds required by the schedules, they cannot be stopped in a short distance even though provided with air brakes, which is obviously not necessary under ordinary conditions with many of the small cars now in service. Considering this difficulty, the railway companies should, so far as possible, protect the public from serious or fatal injuries, by equipping their cars with the most efficient life-saving devices and carefully maintaining them in operative condition. Faulty Devices. The tests have shown that car fenders and wheel- guards are like any other class of machinery. They must be gradually developed, and then be tested many times in actual use before they are available for service. While some of the devices tested had merit, they lacked the development which would make them suitable for use upon the surface cars in Greater New York. Some devices were of such poor workmanship and improper material that practically no true result of their pickup qualities could be obtained. Others had an impossible number of working parts, such as sliding contacts and joints, which would require lubrication and protection from the weather, and thus increase the care necessary to keep them operative. Again, others were built with a large number of spiral springs which it would be impossible to maintain in a normal condition. Most of such devices were the result of ideas gained from witness- ing accidents, by people who did not have any conception of the require- ments of a fender or wheelguard for practical railway use. It was there- fore not surprising that the devices which withstood the hard usage given by the tests and made the best percentage of pick-ups, were those of manufacturers who have long been in the business and had developed their apparatus along the lines required by railway companies. The practice upon some of the surface railways of Europe of carry- ing fenders and wheelguards attached to the trucks of the car in a fixed position and sufficiently close to the track to be efficient as life savers is made possible by the better street pavements, permanent way and other favorable conditions. In this country long experience has shown that climate, speed, street. pavement and other influencing factors prohibit, on account of excessive cost, the use of any wheelguard or fender which is to be carried close to the track in a fixed position, attached to either truck or car body. Wheelguards and fenders with aprons made up entirely of fingers pressed to the pavement when in action did not give the results antici- pated by inventors of devices of this class, as the fingers, when dropped upon cobble or other uneven pavement, invariably struck the dummy on the rebound and either pushed it along or mangled it among the fingers, tending to reduce greatly its ability to get the victim onto the apron. Important Factors. The material used in the construction of the de- vice bears directly on its ability to withstand the rough usage caused by continuous service and largely influences its capability as a life-saver. Malleable iron should be used for all fittings, hangers and every part possible, as it will withstand a severe blow without bending, to which fit- tings of steel and iron prove themselves subject. The latter sometimes got out of shape, were sprung or became inoperative without the fact being noticed until they were again called upon to act. If fittings are mal- 7 leable, the design can be of less weight for the same strength. The aprons of wheelguards that gave the best results were those formed of steel with wood slats, and those comprising thin strap steel and malleable iron braces. The slats and straps are so placed that when broken they can be readily and cheaply replaced without removing the apron from the car. It developed during the tests with the 120-pound woman figure that the wearing apparel was often the cause of failure of the devices either to pick up the dummy or to remove it from the track. When the fender hit the figure and pushed it along the track, the clothing sometimes trailed on the pavement and got under the front of the device with the result that in a number of cases the body was drawn under the fender. This brought out the fact that any successful wheelguard needs to be pressed to the pavement by a pressure of not less than 100 pounds at the time it is intended to pick up an object. Devices that were operated by springs, instead of depending upon gravity, demon- strated this by making successful pick-ups where the others failed. It is desirable also to keep the apron of both fender and wheel- guard as narrow as possible because of the shaking which takes place when a car goes over special track work or faulty joints, as the device is suspended only at the back. Its tendency to shake is, of course, proportionate to its width, and is undesirable for the reason that it loosens the parts thereby causing a rattle and noise, and deranges the mechanism, shortening the life of the entire apparatus. As it is found essential that a device should be forced to the track and held there by a compression spring, those depending only upon their weight being practically useless, it is desirable that the apron of either fender or wheelguard, when in normal operating position, should be pressed upward against a spring in order to retain it as far as pos- sible in a rigid position and to obviate the shaking effect referred to above. The tests developed the facts that, with a projecting fender, the transverse width of an apron is a very important point, and, in order to catch and retain a person struck by it, the width must be proportion- ate to the car’s speed. Very few of the projecting fenders tested had adequate bumper or dash protection to prevent the victim receiving serious injury by coming in contact with these parts. Only in the case of a very limited number of those that had dash and bumper protection was it apparent that an effort had been made to prevent the well known throwing-out effect. This question has been effectively considered only with the Parmenter “projecting platform operated” fender, the E. B. Clark fender of the same type and the Quin Brothers’ air operated fender. The management of a number of roads have decreased the width of aprons to a minimum, simply to reduce the possibility of damage by collision in crowded districts, or from striking people when cars ais rounding a short curve at a street corner, without testing to ascertain if they were reducing the efficiency of the fender as a life-saver. The tendency of a body falling on an apron of from 20 to 26 inches in width 8 is to roll off on the pavement and so subject the victim to the consequent hard abuse and likelihood of getting underneath the fender, whereas an apron of 30 to 36 inches wide proved its ability to hold a body falling on it, even at a speed of 17 miles per hour, and we believe it would do so at a considerable increase of speed. Another point in connection with the apron of most projecting fenders, as well as wheelguards, is that a straight apron must be wider than one of scoop shape in order to retain a body. This is an important point to the railway companies, as by knowing the speed of their cars through districts where a projecting fender is to be used, as well as through a district where a pickup type of wheelguard is to be employed, they can, by testing, ascertain the minimum width of apron necessary for either fender or wheelguard to hold a body. The automatically operated “shearing” wheelguard, of which a number were tried, is normally held as high above the track as the characteristics of the permanent way require, and, being held up against the strong compression springs which push it to the track when released, is free from the shaking or other damaging movements occurring to pick- up types of wheelguards when the car passes over special work, faulty joints or other obstacles which will jolt the car. The very severe usage a person must undergo when being picked up by a wheelguard, after having been knocked down by the car, is certainly prospective of serious injury, though, after receiving this blow he should be completely picked up. The tests did not demonstrate that any wheelguard would always completely pick up the object. On the contrary, it was often pushed or dragged along the pavement until the car was brought to a standstill. A person who is removed from the track by a “shearing” wheel- guard receives a glancing blow from the guard (unless he is struck squarely by the peak of the device) and is then pushed along or shoved out of the path of the car. This is also rough treatment, and it is abso- lutely problematical what the results will be to the victim. In the selection of a fender or wheelguard, the railway manager must give consideration to the practicability of the device he adopts to suit the operating conditions governing his road, such as pavement, track, grades, short curves and curves that pass close to the sidewalk at corners where it is likely that a projecting fender would catch pedes- trians. Also snow and ice must enter largely into his consideration, especially in the selection of a projecting fender or pick-up type of wheelguard. The height that the device was to be carried above the track in the tests was not fixed by the Committee, but was left to the option of the participant. Therefore, the railway manager must give considera- tion to the distance each device was carried above the track to secure the efficiency marks obtained. In a number of cases the devices un- doubtedly were placed lower than permissible on many roads by reason of the condition of the permanent way. The height above the rail 9 should be governed by the local conditions prevailing in each individual case, and the pick-up efficiency, as shown in these tests, must be con- sidered proportionate to the height at which the device was carried above the track. The tests could not prove altogether the ability of the devices to withstand the rough usage of continuous car service, nor in many in- stances the picking-up qualities of those which, after a few trials, were damaged so as to be inoperative, and had to be withdrawn. The tests, successful as they were, unfortunately proved no one fender superior in all its parts to the others; but the results, as shown by the ratings, speak for themselves. TERMS DEFINED. On account of the variety of devices submitted for test, projecting fenders and wheelguards have been separated with the following sub- divisions: PROJECTING FENDERS. Non-Automatic. A fender carried in a fixed position at a height above the track pre-determined, according to the characteristics of the permanent way. Automatic. A fender carried as close to the track as the characteris- tics of the permanent way will allow, and dropped to the track by a pro- jecting piece in front of the fender coming in contact with the object to be picked up. This actuates a trip which may be either mechanically or air overated. Platform Trip. A fender carried normally as close to the track as the permanent-way conditions will permit, and dropped to the track by the motorman actuating from the platform a mechanism which drops the fender (ready to pick up an object). Shearing—Projecting Type. A fender carried in a fixed position above the track, at a height pre-determined, according to the character- istics of the permanent way. This type of fender embodies the character- istics of the steam locomotive pilot with the triangular frame, the sides of which are intended to shear the object clear of the track. WHEELGUARDS. Automatic (Mechanical Drop). A wheelguard, the apron of which is carried as close to the track as the characteristics of the permanent way will allow, and which is forced to the track by a compression spring, or other mechanical device. Being released by the object to be picked up coming in contact with a trip which actuates the release mechanism. Automatic Gravity Drop. The characteristics of this type of wheel- guard are the same as those of the automatic mechanical drop, with the exception that the apron, on being released, drops to the track by gravity. Platform Trip. A wheelguard, the apron of which is carried as 10 close to the track as the characteristics of the permanent way will allow and dropped to the track by the manual operation of a platform-actuated mechanism including the compression spring effect, as well as a platform re-setting feature. This method of operation is usually supplemental to the automatic feature of this type of safety device. Shearing Automatic (Mechanical Drop). A wheelguard, the triangular frame of which embodies the characteristics of the steam locomotive pilot. The frame is carried on the pilot board or car sills, at a pre-determined height above the track dependent upon the characteristics of the per- manent way, and is forced to the track by a compression spring or other mechanical device upon being released by the automatic tripping mechanism coming in contact with the object to be removed from between the rails. Shearing-Automatic (Gravity Drop). The characteristics of this wheelguard are similar to those of the shearing-automatic (mechanical drop) with the exception that the frame on being released drops to the track by gravity. Shearing Non-Automatic. The characteristics of this wheelguard are similar to those combining the automatic features, with the exception that in this case the frame is carried in a fixed position from the pilot board at a pre-determined height above the track dependent upon the characteristics of the permanent way. FENDERS. In considering the devices tested as described upon the foregoing pages, there are the non-automatic projecting fenders which are only serviceable for catching a person struck in a standing position, as the fender must normally be carried at a height above the track, which permanent way conditions seldom permit of being lower than 6 inches. In the event of a person being in a prostrate position between the tracks, the fender will pass over it, and if the car is not equipped with a wheel- guard, the victim will get under the wheels. While the same may happen with a platform-operated projecting type of fender, which also must normally be carried the same distance above the track as the non-automatic, the motorman can in this case drop the fender to pick up the object upon the track if he sees it in time; but with the non-automatic, even though he sees the object sufficiently far ahead, he is helpless to prevent it from going under the car and depend- ing upon the wheelguard to save life, unless he is able to control the speed of his car and bring it to a full stop in time to prevent striking the victim. There were several fenders submitted which were intended as a com- bination of fender and wheelguard, or primary and secondary fender ar- ranged to operate so that if the front or primary fender passes over a person, or fails to pick up, the wheelguard or secondary fender will have been dropped ready to receive the person by the lifting action of the front fender. This principle is certainly worthy of the time, attention and effort being given to it, as we believe the future will demand this 11 form of safety device for use upon cars for city service. None of the devices of this character was sufficiently developed to warrant its use. The automatic projecting fenders, of which several were tested, are designed to be differently operated, and to accomplish a wide range of results. The fender with the projecting bar extending in front of the apron, coming in contact with an object, trips the mechanical device, which drops the apron ready to pick up the object. This form of fender is available for service only where congested street conditions do not pre- vail. For instance, a fender of this class would be continually coming in contact with a vehicle or other obstruction which would drop the fender were it operated upon crowded streets, as is experienced throughout the greater part of Brooklyn and the lower sections of Manhattan. But it has its advantages for operation upon the more sparsely travelled streets, inasmuch as it does not depend upon the motorman for operation. Es- pecially at night does this apply, when, in many instances, the motor- man cannot see sufficiently far ahead to drop his fender in time to be of service to the victim. But during snowstorms, when fenders of this class for this reason would be particularly useful, trouble would undoubtedly be experienced on account of the automatic trip being operated by snow upon the track. Although, at the present time, this type of fender is in use upon several roads in Canada where they have more frequent snow storms than are experienced in New York City, and we are told that little trouble is experienced from these conditions. We are of the opinion that it would not be wise to attempt their use at present in Greater New York. Also among the automatically-operated type of fenders, there are those having a front bar, which, coming in contact with an object, is in- tended to drop the fender, apply the emergency air application to the brakes, sand the track, and shut off the power by the automatic circuit breaker over the motorman’s head, thereby bringing the car to a full stop in as short a distance as possible, all of this being done by mechan- ism such as springs, valves and trips. As the cars for which these fender tests were conducted would not permit of a device which attempted to perform so many functions, further consideration is not given to this class of device. Another interesting type of automatically-operated fender was one made by the American Automatic Fender Co., which was supplied with its own air cylinder. Upon the front bar of the apron coming in contact with an object, a valve was immediately opened, which permitted air, taken from the main reservoir of the car’s air brake system, to flow into the fender cylinder, operating the fender to the track and maintaining it there with a pressure of some 2,200 lbs. This, at least, prohibited any object from getting underneath the fender. A car equipped with this safety device also used a special engineer’s brake valve which, upon throwing the handle to an emergency brake position, had the same effect upon the fender as when the front bar came in contact with an object, so that the motorman was enabled to stop his car by an emergency air application to the brakes and to drop his fender simultaneously. The 12 fender was raised to normal carrying position again by the motorman throwing his air brake handle to release position, thereby exhausting the air from the fender cylinder. This device was certainly very ingenious, strongly built, and thorough in design and workmanship. For high speed railway service where fender protection is required, it would be highly effective as a life saver, but as It is not applicable to New York City service conditions, further consid- eration cannot be given to it. The Worcester fender was another of the automatic types of fender that proved remarkably efficient for catching and retaining a body from standing positions only, though it has an action which is intended to prevent a body struck in a prostrate position from going under the wheels. This device is thoroughly developed and of first class work- manship. It is specifically intended for use on high speed roads where it would be of much more value than upon cars in city service. The platform-operated fender, ie., one dropped by the motor- man by pressing a plunger with his foot or pulling a lever, is a type which has long been in service, and therefore has reached the highest point of development. We believe it will gradually be superseded as the automatic type of fender becomes more fully developed, but only upon roads whose cars do not operate in districts which are too congested. The platform-operated fender has undoubtedly demonstrated its ef- ficiency in picking up objects, provided the device is maintained as close to the track as permissible, and the motorman drops it in time before reaching the victim; but of course, it is dependent upon the human ele- ment for its result. The reports to this Commission show that while, in a number of fatal accidents the motorman at the vital moment has neglected to drop his fender in time to pick up the object, in a great number of instances it has been instrumental in saving life. A motorman who, in the majority of cases, has one hand on the controller and the other on the brake and one foot over the gong plunger must retain his wits and move very rapidly to shut off the power, apply the brakes and find the plunger or lever which actuates this type of fender, after the moment that he notices a body prostrate upon the pave- ment in front of the car with which collision is inevitable, and it is for this reason that a wheelguard should be used upon all cars in service whether or not supplied with a fender. In the tests made the platform- operated fender was not dropped to the track for standing positions, and proved efficient. For prostrate positions the fender was dropped by the motorman before it reached the body, as it was considered that the test was one of the picking-up qualities of the device, and not of the alertness or temperament of the motorman. The Shearing Projecting fender. Several of this type were offered for test. They are intended to be attached to the car body in a rigid position so as to extend in front of the dash and be maintained not more than 2 inches above the track in order to be effective for city service, but pavement conditions in Greater New York will not permit this. This type of projecting fender might be found suitable for some 13 classes of service, but it cannot be given consideration for use upon cars within the jurisdiction of this Commission. WHEELGUARDS. Pickup Type of Wheelguard. This wheelguard, like the plat- form-operated projecting fender, has long been in service, not only in many parts of the United States, but has been very largely used in Europe with considerable success. It has recently been the subject of much successful development by its manufacturers reducing its hereto- fore rather expensive maintenance, and especially lessening the chatter- ing effect of the apron caused by its form of suspension, which is entirely at the back, therefore making it susceptible to the damaging effects of jolting caused by the car passing over defective track or special work. There is little difference between the mechanism of these wheel- guards. They are all operated by releasing some form of catch which normally holds the apron above the track, though some of them proved more sensitive and rapid of action than others. But all wheelguards of this type are designed to have the apron attached to the pilot board of the truck, or to the car body, according to the idea of the inventor as to which method of suspension gives the best result. In the opinion of your Sub-Committee, all types of wheelguards, either upon single or double truck cars, must be suspended from the truck to attain proper results. The apron is usually carried normally 4 inches above the track, and is dropped by means of a mechanism which is operated by a swinging gate. This gate is carried 5 inches from the lower edge, above the rails, and hung as far in front as the available space under the car will permit (which should not be less than 36 inches). Upon an object striking the gate it actuates a mechanism dropping the apron against the track by strong compression springs that are absolutely essential to the successful operation of this form of device. Automatic Gravity Drop Wheelguard. This device is similar to the wheelguard described above, except that it is dropped to the track from its normal operating position by its own weight, instead of being aided by the action of a compression spring to accelerate its dropping effect and hold it to the track under pressure. The tests demon- strated that, except in the case of cars moving slowly, at about 5 to 6 miles per hour, this form of device without compression springs was too slow in getting to the track after a body had come in contact with the tripping gate, and the apron was not kept in sufficiently close contact to the pavement to prevent the victim being drawn underneath the apron. Platform Trip Wheelguard. This wheelguard has the same characteristics as those described above, with the exception that it de- pends for its operation upon the motorman, who must press a plunger to actuate the mechanism which drops the apron from its normal position. Your Sub-Committee is of the opinion that a manually-operated wheel- guard is not efficient, and that all wheelguards must be automatically operated. 14 Shearing Automatic Mechanical Drop. This form of wheel- guard differs materially in its action from those previously de- scribed, inasmuch as it is intended by its triangular shape to shear the object from the path of the car. This device, by its advantageous form of suspension and its being held in normal operating position against strong compression springs, together with its triangular form adding to its strength without increasing the weight, reduces maintenance to a minimum. Whether the results to the victim are more severe by being sheared from the track than if picked up, appears to your Sub-Committee, from the great number of tests made, to be purely a matter of the posi- tion in which the victim is when struck. The shearing wheelguard effi- ciently prevented the dummy from getting underneath the wheels of the car, as it was exceedingly rapid in operation and was pressed to the track by heavy compression springs, which hold the guard strongly against the pavement throughout its entire width. This was demon- strated to be a very necessary feature. Shearing Automatic Gravity Drop. The characteristics of this wheelguard are similar to those of the shearing automatic mechanical drop, except that it depends upon its own weight to drop it to the track from its normal operating position. This serious defect, upon which comment has been made throughout the report, shows a lack of develop- ment in the essential features necessary to make it a successful device. Shearing Non-Automatic. This device is intended to be car- ried in a fixed position attached to the truck of the car, and must be carried at a height of not more than 1 inch above the track to be effective. This form of rigidly supported wheelguard has proved, in the ex- perience for some years of the railway companies in Manhattan, to be seriously difficult to maintain in an efficient life-saving condition, and any form of wheelguard that must be maintained in a fixed position close to the track must be condemned. Respectfully submitted, A. W. McLIMONT, Chairman, D. L. TURNER, GEORGE F. DAGGETT, Sub-Committee on Safety Devices and Accident Prevention Measures. TABLE OF TESTS HELD AT SCHENECTADY, N. Y., 1908. No.of Min- Avg. No. Name. Device. Tested. Series. Tests. utes. M.S. 1 (OUEEary csecyectes Fender 9/15 3 30 205 6 50 y Merger 2.0ee ae eee Wheelguard 9/15 1 2 10 5 0 Clark ) 2 Wright)! cscecseaeee Wheelguard 9/15-16 3 30 145 4 50 4 Rogan .......--0+ Fender 9/16 1 2 40 3 20 McLean) 5 Seeley ) .....---- Wheelguard 9/16-17 3 31 160 5 19 6 Geraghty ......... Fender 9/16-17 3 30 140 4 40 7 Caliga .....-..+0+- Fender 9/16-17 2 3 35 11 40 15 No. Pee eee AMMNBEWDHHO Boe S © 0 wopre ip wv eo bo eR me ©. 38 39 40 41 42 Name. Wood ) PHNESE)® nase Parmenter ...... Caulfield) Hoefling ) ...... Sterling-Meaker Parmenter <.... QUI Mis 48s ese eee: Weeden ........ DeClements ..... Sterling-Meaker Worcester ...... Clerk (8B. x35 THA MOS steatosis oe Sterling-Meaker POS: .pscn ewes IRSOW 20 cs cee Hee. cacaasgsiass Sterling-Meaker Hudson &) Bowrime ) .c0.+ Sterling-Meaker Consolidated .... PAE sewn cea Sullivan. ssssane+ Watson c..vadews Consolidated .... TYCHO wi. cette ities Am. Fender Co.... Smith ) Wheelock) Am. Fender Co.. Device. Fender .. Wheelguard Wheelguard . Wheelguard Fender Fender Fender Wheelguard ..Wheelguard Fender Fender Wheelguard .. Wheelguard Fender Wheelguard Fender .. Fender Wheelguard .. Wheelguard Wheelguard Fender Fender Fender Fender Fender .Wheelguard ...Mender Fender Tested. 9/17-18 9/17-8-9 9/18 9 /18-21 9/30-10/1 10/1 10/2 TOTAL OF SCHENECTADY TESTS Series. oF wWOorRrNwWWN ORF Fw PP OH TWD wWwW RP DOH Pp aH No. of Tests. 34 43 962 Min- utes. Ht H = S So H mo wo bo ooo HN ooo on HH H Ha bee ow 0 TABLE OF TESTS HELD AT PITTSBURGH, PA., 1908. Min- Av’ge Name. Hawthorne ..... PIG Os0n. x sasss4 American Auto.) Fender Co. Pix GeENOVESE 214% 20%s Sterling Equipment Co.... RROCAEL sacars-< sueiaiens Brag) sinks vee s Device. Fender Wheelguard . Fender Wheelguard . Wheelguard Fender Wheelguard 16 Tested. 10/20 10/20-21 10/21 10/22 10/22 10/23 10/23 Series. 1 5 No. of Tests. 5 54 52 24 60 8 12 utes. 60 285 260 80 215 60 50 Avg. M.S. rawow Fr eR OH n B bo > a NR ooo Ht a 11 40 Ree co CO CO OTN Ow on ot oO oO =} bo oO ia - bw M.S. 12 0 5 17 ew n= Oo mW oo oo So No.of Min- Avg. No. Name. Device. Tested. Series. Tests. utes. M.S. 43s) WatsOn. 2.0% 64 oud Wheelguard 10/23-24 6 60 165 2 45 ASO CMUTZ Ci esccs aste eves Fender 10/26 2 14 75 5 21 45 Worcester ........ Wheelguard 10/26 3 36 150 4 10 46) JONKINS. slaty ead Fender 10/27 3 36 200 5 33 47 Braithwaite ...... Fender 10/27 0 0 0 0 0 Bee SHICILPSE! sisi ciara cue Fender 10/28 6 36 145 4 2 Pittsburgh Car 49. Wender ‘Cos. 014.04 Fender 10/28-29 6 60 215 3 35 DOP SBOldUCG)) 2284 cos Fender 10/29 3 dy: 70 Ae Mountain & ol \GIUDSON: 22k cawesies Wheelguard 10/29 1 11 50 4 33 OZ: GAIDTEG: sa naawatitye Fender 10/30 2 24 70 2 55 538 Frederick ........ Fender 10/30 5 14 50 3 34 D4) Martin: 2.22 .cccnes Wheelguard 10/31 3 3 165 4 35 55 Normandin ....... Wheelguard 11/5 1 1 10 «10 DO Mah any cir 226 -can tenes Wheelguard 11/5 1 6 20 3 20 Of KaRn: sce earn as Fender 11/5 3 18 80 4 27 58: Lehman) s.2 vi e.k Fender 11/6 3 28 135 4 49 59 Mazzanovich ..... Wheelguard 11/6 3 34 110 3 14 60" YOTaRle nto anh at alt Fender 11/6 I 2 10 5 0 Clo Clark 2.247. ciaaewks Wheelguard 11/6 1 12 50 4 10 62 Mazzanovich ...... Fender 11/7 2 9 45 5 6 Go MISKE. What ae oo gabe Fender 11/7 6 60 185 3.5 64> SASaMter sees cee Wheelguard A/D 4 3 130 3) ot GOS 8 x » » t > ver, Yves: es Da so* | v20%| s7zo* | % % 720 *1 p70 | racers |raclor2 |Faolor / E/Peieney Gq |64 ovlisoo 1oo (9./ CS Withdrvs wre WWitherawr (Fr e2 80.2 . = a a sak 6/ a 90 |60|/00|\ 7.2. Wri77 Apsawr So ” Qarigh?-| Trvigat| Cpurgat |Fead on | Fe, Fee? oa. Davight \ Gprigis: Mirmaher rer eB ee re a Zeer < regen ad | TPH SI Sey vas ga Bae Fee Praren O20 AON SSEOTVHNIO BAT '0 7120 7O|\SO 200 7IIOEOVIONSO' 20 77O\IO". 120% 770 SO 20°70" a we IOV 20°70" "GOV BS 17S NSO" 180° 170 pale | o o Q 1.) Farvinerier Q a8 j \ Quiz Wee dei . : 4 “Yrorcesver A : 3 : ' FG poe eee : : : sa Clsvxa (EB) et cele 0 Atyscly : i a eo) Be ele —— sXiee N a Ee tere N 5 | & Merde : 2 Pele pe ; Wid ret aeotter] | | | | ett ches) ieeh 7 3 . FO eens i 654 5 67% \6y\S0|S0!80|/o0| 76.8 Sler7771Qq (Berg) 7 : eee 854 % Nerf, 5 76. A c cia 7S | 77 8/4 50 |e aolaolss | G7 A B| |ele a3 | 79 83 oe i. A Cc foo | 25 79/4 a, 14 0\70 ee fl {el fer a S cee : a a A 92 87% tt ps See es i: 7 58 73 04 Watsore. oe 684 T35 |73|75|85|80|9/ | 77.5 A “4 is : a 7|B|a a 82%0 o> | 0% \ee4l zalzolsolos| 782 esas ee a 5 alae ae ele ee “ a A . : 4 A D = ee a = e 7 A A A a E E 7 sea | = va — |3¢ ae Sri (WieeZach) ai if fe ey | ce Wi7Aadrawie eee ‘ TENG Pee Oe ee el eee ee a lees a 7aco| 75 | GS | 92 | 77 7 96 94/75 75| 9? 62 75% \1i\7o\80|70los| 777 MEER RE eee ol jails! j7|al ialel ale} |sla 96 | 7 ga | 75 | — joe “l73‘°"|- Tés s7s $f /Tatli7igs of Fenders - Ficblic Service Co7071Liss 07, /stlhistrict, .Séste of Wer York Schenectady, WY — Frs6uw7g, Ta. ~¥Y9OS8. C2025: Sneed Cobble Pavemen Szanwiary Stanmeary Yrerages Test res ale Aad of Llemries, Cabale (Taverner oe eiT| Suveeds & laveiian?s. Aephali FavemenT Rsitraus & Weigh? of Grumiies MC eaTANS aa Ba bg i 7 Corigh?- Dprrigné- wget | Zesdo: | Bezsadan | Fee™ or Quis At | OGporigni Cavignr | Heactan |\esclon | Tees ait Hires: wea fF sg Nirrther per Oe on eee a gue Pre gonad SUSI ght se o/ gn? BE ow Bef oes Sire. ore |Alagonad | Saaignt wiergiir yor sort} y20*%| 770* alam a x 8 S & ss a 7 even » Penen O12 ANSI 12 OVANIOG 2OVP7I\TO" 12S O|FOV AST HINID7EOV ION SOV LOT IOTO. 120% ANID 2OUVTO SOV ESTO SOLO 170 IQ" BOVE 170% | Factor | \ractor 2 |7acto 7 5» SN N IS ° % 1s z| lz\7| |x _| 6a oolong 78 8 ae ‘i 7 q : Cc W c a = = - Lr eee Pee CI) Withevawr (Fe oF See i asiens ey 8 A 1S alal lala A alal lala &a So A A Aq A A c 12 oe qlW| |x IB ale} |al7- é 854\8 = q a A aq IS 1S H\F7\B\7 |B 4 |B 7 |B Be er s cl|7| |7|B 7A\B| |Blz- U2. ‘as B Ale] lalal jele a 00% & B A c 47 : PCE al f 4 94a) OF |93|\Go Wo? for crFy service € ae B A 5a 6 GI ; 7S | 7 s& a Pied val 6o 5167, 28 83 79 és if : c 92 oho} ais ae) | Ah is 3 7 62 ice 735 |73|75|85|60\97 | 773 a AL B c os | Gye) jale) aay ie Ba] 74 &3 e591] 27 | &2% |s2t| z|70|s0\o5| 782 a | AA A\A Alia c . 96 7x | @s | 92 | 85 28 ad y 4 Cc 92] 79 92 92 59) 79 o So% 6olea\70 Voo| 75. A Cc G3 _— 88a 75k = = B == : a soo| 75 | 63 | 92 | 77 | 7 196g, | 75 ° 6? 75te \754| 79° |80|\70l05| 777 ve c 96 | 7 [ee | zr | — jee |v AHawilioree. Toede Schirze Veutius LDratth werite OCI Se esig 77772 Q7U WUE Cart Ate wiewltc. Sper teri Alac# O77 50" 20°70 x Nw Tés7s JTatings of Fenders - Firblac Service Commissvror, bsilhstrict, State of Wew York Cobble Pavemen™ NN/H NH oH 7es oa § Hergit Of Lames, Dar iQrr ge 2g? be an | Sraveoan SEO 7TIO 2077 A AlA 7A al a A A FREE Aejoti ati Tevemenl Fas7Frans & Wetoni of Grumrures ead ot Fee o Qari AF Gari 796 Davignt | Heacton | Head an io eee! ae ais Sey va igh? BRS ria Sire ore |Aagorvad | Saaignt is ‘ a A 12017 O|\F0" 20 f 0800704 SOUVLONION IO VEO HN ID 1200 7O NSO" BS VTE SORE 170 Ochenec7ady, MV — Friiséurg, Tar Fees ave WI8719017- 50° 120° 7" eel A\B H|A c|c|c Fitésbuvrg Bolduc Nlovee frederick Aathiv Lenmar Clark (FP) Mazzornovichk Fiste Aaio Loanesor © ee saa) se Q o iT N a Qo nm = oe A A\B eae ee Fae a q aia Fi Pe dn g2 ae a arc ee EL eat A\A le 75 HA BB \ae|B =: Wore: Efficiency = Average per cev7ages O77 boy, Lag Aiumedq«¢«47es #+ 2x per ‘cen/age on Woman aim y + 3 “Final Paving”. “Efficiency” XA plus "Mainlenance’*x 3 yolies “Nlatertals’ x / jis * *Wererebcw or * Pavtsx/ pleas “Weigh? aorrinded by so. 27777 Wary Cobble 72veim ert a vemenl teen eer, thar Br en. Ge sot wz o%| vra* | % So foo Spm So: ~ ee | pra | pectur/|reotor2 [Factor / |ERoreney 95 | 90 lO 86 8 . oS 8o | 80 75 soe 877 i ch ow HE - YIOS. ‘ Jez 777T 1 Ef Yrevages Suceds § Javeinents Se Bian deonane —| G7 67/85/85) i pee mala bebe = Bie ifse shee hb ig gs ¥ 75 wetos o ie % 8 . XN SCRA 60 yoo)! 75.8 7S piesotett or Approved Dec.l2, \Riree Commi C2025 TTerztares Withavawi W777 ely>awow WG77 clnawr Wivhdnawie on We eee Line Pye Prevention. Neorg Chairm STatings of Feiders - Ferblre Service Comrvissrore, IstLhstrict, State of Wew York Ocheneciady, WV. — Friisburg, 7S 2 S2vermene Ctgh? af Lemiiies, yale. er73 Sead a: 6 < eee ova (20728\S0" 20°76 Ferd an S781 gH > w720' 07d 72)? gh? Fee? on Sra / ga? ? Bai Bavighr Qorigit are Acg ere Sale ore OBO VIONSOVLOVIO|IO VEU MIO 2070 Aoephatli Pavement Fas7Frans & Weigh of DPrumruies Heacton | Heszedlon Jao ae Tere te OBS VTONSO RS 1704 5O & ear Zeer ae S77 aa 20° 708 - Y9OS. J27777 Weary Sten 7777 8 Cahble 72ve217 677 phe: 73a vem eit Hen tren Tear Fr er. oo Hires: yor yo yan yor SOF faa* 170% So * 1 720™) 170% | ae Inala 3 uy yy 7A\BlA A A A A\AIA\A B c cjc Cl” c c c f A EPSErESPa aa oT FEC . oth eet ASLEEP pet Bt eet Berta a BlelejF7|B oat eae ele oe BlZB . G7 hol c|zB ala 8s i N ® 0 a © ea aan G 00 7S | 7 6s 8s Sa }— | 83 | & | sos = ete ce ial f9 6 720 120 je feale Rh efi ahi ® ® Ww N & G@ | 8o 85 | 95 7S 100 eas | 100 100 ote C- 2025 Continued. fatingrt ae Fors 77 C77taVT AS A ve7rageS Sueceds & Zavemen?s sot] p20%| sza¥ | % % Factor | |\7solor2 \Facior/ eMereuey STuRiaePeonane as Marevias Wifthovawi Th, Bx o| °° a6 *°8e &@ |e|75 Yoo 2ol| 203} 877 ets ee hee 68459 gon” 5o eee appa pstieaelpbreeteep eee eee Fol |e Beeps = boar rez Os 6 96 Ea r% 60 \xolaolon sep eas ste bebeisy See i es 90 oc v2.9, ee a —_—— W777 ely a wow Fo rscrecsrtacisal Wivhdvawie fess FLX per ‘cen/age on Woman alia y "KF yolzzs * "NMalertals” x /jliis * ivwia Bess ee Fer Asx / polis “Weigh? orridead by 7O. 7 Dion Approved Dec.l2,1908; Commi on hs 7 Deviceg_and. een Prevention Mea, ee Berne © Do Cem pie WBas pert ” —_ = = . . » RS on Ow os xe ee x S 6 6 n q%O 0) 9 0d ~™ © Glass ) «9 Qg © ~ % | 0 © oq 0 2S Q 0 ae coe 42 « ie) PorQ| Fact 6 |% ¢ 27 |95 92 2 Averages / 7: Speeds § aver 00” | 720% Factor /\/ae ee 7 Aver for. /70~ wee é aver. Fores 720" Cobble Fav e771 6777. Asphalt Faverien?l ar. Aver fer /70” SwIw777ary Areca jor S50” See eee | eae Sie fe [ae[ee[ fe ie [TO [amt [eolmrfoulRo Me Q < ) ~N DB Mm S N ‘Q S IN ° 2 © ee pete eho ae * S \ : a a 9 Ps) nN © Ql ‘9 OO) Ele fees fae] eel fo a leafealae sQ(PaBe] [seesiesies|acfesias| sels ijes|asies/s [33 ~ aN > = 9 38 Pet Neem et a a I el 38 ast | | ofa [eat | te | fem Tra] [ee So = Pim (e gigolgeia fe aise| [er [eae a gie [RR gs] eles i Pa en a SP] Eges | ee el es ae a x SRS; [kein [goloeol [mmlomt fool [mefmofouls [ral Mag ee os pb ee} Pe SESS Tere a eae NS [es®tal [pele alorieeia [omimel ieal [eelealaei(a [ae ws a : aie ee cer cet ele rovsieeret | | le [eal | | Tie | [| [esiaa] [aq Rs epee st [eelaeleeieg(a [golfer] jee] [wolraler[o [Ro Ba a a a oe Se | le Sys (ee eet te tte tetas ton of §Rgt ie aierierciee|s [aeiee| [RR] [ee|[eeierie [AR . a UR Es i aS SS a ee aS SS ee eS eS SS ee eee £0) : ‘ |__| _{e eal | {a | fee} | [ralar| {an N Oe ee) ee eee > geet im [= [a aieal [we [oa | [eal | [male aiarie Ks] [eae aie olem@in [eule@ ml [RAO [AR|RR[oalR [ER s Ace a ee es Yeast ois fo je atmo? | fa | je&el | [Rolo ale aia a . Seest [eeia wie olagia [Falom] [ealR [ool@alarie [rol a |anli & Pe de eed a [EV St fe [ea faaiee| fo fe | [eal | ie e|_alor( QR Ls N Ret [emia aleolemi[s [aeiereiw [pelo [Rale gle aire [eR IN SO 28 R Pf ee I 2 e eS x x wet [ts fe [aefoat | ia | [art | [raler[rals 9 gERS>—[eele ale miele louleul [reli [aula mle alo [ee Ssy é ae oe oe te ee ef ee ee % elgast ois [fe [aeiae| [a ia | iam] | jo marie aia al Pe aie fu [Role eier(e Reig [=Riee|P [RR|O |AR/ER/ GRR [RR Re R 120770450 “720790 Across SO", Frou: v Ns x & & K | § a ay mr «2 N x > 3 8 : th :) g xz 5 C & a Q nt on) < ak a ‘ vl 3 My me | ey a ae aes X o|e fk S Rg < io a % ~ ® ra rs n o | N pF Sete ek Oa eT) ger Oe) Seth) ed) Sat ae caer set) ip || Ge . aN AN uN uN 5 : R . g pl eal PS MRE OSD SY eat) ged ee tae oa |e ~. s N ~ nN Ne N n a t. nn \% t Ny & e v Yu Q y nm N A) S R ne 0) tea Sw ~. ke ) N ON N | \ CG C N BH ONY ie A SES oaks RC AES Rg ed eee Ree a QS of Wheelguards = Fi6/2c Ser ‘VZCE Commission, 187 Llesirvici, S7sa7e of New York. Scheneclady, VY. — Fiitsburg, Fs, - 1908. C-202060. 2777 Aspialt Favernen? Strrmmiany Sasuaiesy Averages for 7ea?7 4 L[err777722s FostTions & Wetghi of Gries Cobble Favemen?. |AspiaitFavemen™ | Speeds ¥ vemen?s, 3 & FrETNAVAS. . ave teadon Feet ow Fee7 or DZ mw Fe re Fe. on es on , ore ; rate” |cragonet |uvraighs | Feress |Srapana?| wratgar | of cast pL Wl Gee Fixer. anes ee Ge a ae 30” | /20%| 170% | % oF | 3 SEAPTIONS OV 2170 SO OV PIVSO 120% 28 IOI OO VION SOV ZOU 2ONIO LOU FON SOV OVI NSO 20070 jo™ ie ioe ee 170~ |Fectors|ac?or2| Factor / Lfjerenes mJ ° $0 60 os 7 94) 67.9 ga\c : é A 79 53 & 79 094 |2%\GOl25 |G SVa0| 73.7 B A\A A 834 9 | 9425 9 | foo} 68 | 92 6 : Soe 79 129|89|85\60\/00 a S17 A — | 83 —_— 77 = 6 B " eee VWI arawn, u NN ~ © Nw a GO eo 7 89/7 6 8s 782%, |783170 |60|70 85 854, 1854 = pe beer ae 70’ 5 B A c pees lee Ae Hi A|A 4A|4 C\B| | BIA 96 | 79 8&3 | 79 - 79 53 70|© 29\6° J B 63 65 A 7 3B SB B B 79 25 63 7 2B » (66 38 4135S IO|\TOB0|9G |53,/ 7 y 854 ¥ 4g 4 c Ha 8 ai e BA . si se BO 83% 183 70/25 |80\/00| 29.8 B A A BP B A sel — 97 2s e Tal lala : A he c |B 96} 8/ 88 | &8 ae 56% |8&G490 |80|80|90 |S6.9 1B] |B B A he ro A 83 | 83 88 | 8& ar Cc - : £ ie 5 B oF - ey ae Sw Cc Cc ie Cc 5 G7 Tl poras Ble eeu ae Bic|cl|sla ls] 92 | 85 | Ww on 79% |794 20 |25 |\75 \82 | 76.0 Fa q A B CG BlB 88 | 77 7S Cc iB G7 C B 8&8 a Oe 3 |B ie A [as et Belial fo G fo 7I TO NN G © als = ee Les 2Qrra/taie Aawitlorre. Wnevi csc Aire TEC. roede» Schirize JSeutiivs DBratthwearic GOolipse Tés7s § /Taiings of Fenders - Firblic Service Commissror, bilLhstrict, State of Wer York Ocheneciady, WV. — Feiiséurg, 7S Sneed Weg Tes? Werther Sar Tgi17 Alse*x on wer Zrarey Coadble Rvemen? ee of Lames, Drright Grn ghz ease a oe ae on | Sra’e an ?. IO" 1 2A TOSI ESTIANIOY 2II7 ee ol ae Fitésburg Bolduc Mlovee JredericA AMathw LEW B7U Clark (L F) Mazzor7ovicn Larnsore ey N 8 a 9 Oy 9 Q) Bicic|7|B ae ATE EHRIEEEETEEETCtE Wore; Eficierney's Average percen7ages on boy. Vina Aumories 2x percentage on woman dummy ~ SF “Final Paring” “Efficiency” XA plis "Wainlenarnce’*x 3 polis “NWatertals" x / sls * "Nerrecber Of Far7sx/ plus “Weigh? divided by /O. Aopiali Favemen? Rsrtranws & Weigh? of GPrumimies Feed an |\Feer an Davignt Qprigi 190 & gn |. _ABeacton | Hegzeon Trai git | Slr ai gh Bw on | Face on | Stee or ergcriat saree WF PE Tp sit (20° HIN\ID7EOVIONSOUVLOTIOIOVEOV ANID 1 EOV TOGO" BS VTENSO 18 1 7 IO" 1207 Fees a: - Y9OS. Owniary Cabble 72veI er D © O © fo § f9 0 ¢ oh Jev71 7777 1" 8/ ~_ Fla vem eit teen Heer, Teor Bren. : fo So“ foo* (70% Sor ee rox 120 | 700 100 720 8&3 68 88 —_— 83s Ss ali fii {pays feel [ia feah ef a 8 9 s qi Approved Dec.J2,1908; Commi ” o, Averages Sveeds & Javeinan?s 9 sot | s20%| sra* | % % Factor | |7sotor 2 |\Facior/ le evene Tease renamed Tra? a ‘< $3 . % othe SS 8% 86 7ae|"0s &o ls7z 00)" ?v0 Ett 68% isg Jo 63%5, 624.5, 854 | — On. (OR i 96 s 400 835 4 4 7 7 78 774 73 7 GSK |63 = falar =| 47 fr valle be e a 2 oe o ps 4 Ss gi | ne 2 aT |E5/8 a N y Sa aes a N a 88 © ns © 9 | 18 =P 8 se 8 a4 ereee a i eae Chairm: ES |75 |\§4 75.0 C~20e5¢ TOT LATHS 75 VO0|80|G2 | 80.3 7| 65.9 G0|50 |628 on BB. OF Say en eR Re Prevention. ed W774 yaw W37h clnazwrv Wirheavneawie 7-8 Z x s of Feivders - Fivdlec Service Comrvissror, bstLhstrict, State of Wew York Ocheneciady, WY — PRiisbiu71g,7& -V9OS8. C- 2025 Continued. Aopiati Tavemenl Ozi7iary Stern 776 Averages 72s rans & Weight of ren ves Cahbale 7Zveis eid BsphaiF Pave eut Svceds & Javemean?lhs Ferd Feer a: Dnight | Gerigni | Carignan | Heact ue. Fee a: 5 W Shai gy Sona ign os ace tbe Stata oie Siagorac Saag wie igi Teer tren, ror Tyan ter te sa* | 720%} 770% % oF ON 20°77 IO*120°V 70 50° BO) IO 120° IO 20°10" \50" 125 17050" 120 719079 FO" | L20* | C70% | Fo* | 2O*| Fro® | rectors |retor® |Foekor /[efMeveney A\B Ge | 8o 85,,.|9° 966|°°80| S@ 84/75 boolaolae|80.3 c|ele 85 | 95 % |87% | 7020| 700 — — |roo {400 — /00| /00 700); — = oe = =a AO |70 | 7a! 80.6 asjesje COP 70|80 : fooler] il Sole | rexbsbsmleeeleef B J B s fe ‘ : SS eee ae) ee ea ee SP ee ake a 00] a4) 34] 83% |8I)c0lz0|z5 lor | 2005 B c|B AIALAIAIAIALAI|BIAILALALAIBAI SS \4\3 |B] 6] 6&8 <3 88a 90 |68 (|92 A\A Alc 4 40a | 79 | — |voo™ | 775] — ie 7422 on Wonmarn aiammy — J Approved Bene cons on Safety Devic ndLAccdent Prevention. rei [ nL, Ema Pe Q): oe Da pe JZ Tra es} FaeFars 1 AS, eT LAYKS 11 Tf Faria 16 areas POLGicreney a Riae. denon = a = IQ ioe Balt Ww bi 95 | 90 ase Ke ° 80 2 x OQ | 3818 @ XN ® OG 13 ro) ° Be x | R ~ CD a ES aaa Go QgjO n ae | | a 8 5° 67 c8 92 400 ~~ pr 7oo| 92 — as clB ec ec Ale A\c cic} ic 63 | 63 75 | So A B A —|/— — |7e | | | = || | | ae | S| || | >| =a ll = | | | rt | | i = | 3 mt F 96 0 ie Verzals” x / polis “7Vei vitber or Favtsx/ plas “Weigh? arvrided oy fo. Bae PUBLIC SERVICE COMMISSION for the first District STATE OF New YORK. C-2027. General Data Sheet of Fenders and Wheel Guards submitted to Test at Schnectady, N.Y and Fittsburgh, Fa.,1908. S S 2 Overall 5 2 reese £ : Q ; he & 5/c$o& 8 Dimensions c= £ S$ § CO g2E2), 98 of Apron g88 s S = = =-Sovf oe it Name Type | = eS go Lt ote SoS S [Rot] 5 8 a5 8S ae = |&o |S BP vspar, 5 ; OF S 2 GHIlES [SCHE|SHcelts se S /|gs8sls < = S yp gy |SE [Se 0/8 Stage zd sc8la3 8 ees 0 ” ee Ho 3S Ss Slite@ la&§i6S& sess aka} eS O En S Slight Folds up None O} N | Longi J OLeary fuotery [i [rar eesfew | [= Creer [2 [wrest [ss [ee [7 [ne Tree mer fies les | | 38 [ao fas [ow FAS | - ian a ' " om iPae heelguard | II5.5 tl a None |1I'7 None arcooary [6 [ae | asl) See elo se eee erie 2'6" N Oo None : i ~~) Primary & Secondary Autornatic a! nN Serious BEET as Ne = 7 Gl oO] NE is 5 Ol & rn me JHCaliga Fender ae" | aae" | arok | erie Se nu eer sineralie Tuck [aeueeney Folds up Tet " ‘On Single | Flatform Trip ere ‘ war —faofew [|v ee ar [ee Wheelguard | 140 None 178 —_| So" 3%" | None ie Sep se [sor re fse 5%" | 2°68" CN.Wood Co. (Pfingst) G.A.Farmenter for (Hoef ling) Sterling Meaker — *3 @ 3'6" | 67" ? iie* 1 S10" Ol Ol Single Automatic es ere [Set aa Ne ‘ | zo [se | feet [everene | ne Hoke 1oke Double | Platform Trip Slight cl ide AGiPRR tu [Single — | Automatic a0 [oo | en fore [erate | sence Wheelquard Fender [sarermener[ hwo [1 C.HWeeden 14. | Fender CWDeClements | 15 | Wheelgua d 1188 i oo: ne isa | | ae | 3" [None | rod Fender ~“ oO a in) oO oO Y WI i) Oo & om Zz Wy ® : ‘con Single Platform Tri None ror[ee | [eee femme? [Sian Double — | Primary&Secondary Truck Automatic None EE awonste [Ne ro (eee le Truck Projecting Folds up Single | Platform Trip Slight Truck Projecting folds up pouele | Automatic | None 4 Sc fe IVE Zz o Ss ® Meaker—*2 Worcester Rey Supply Co. feecion fs Wheelguard ala Q e = = nd On UW ne e ue G) ime) Ne OW 0) Ny E a i a S hu Ol | OI Ol on O% NV Ne nba ins rods,bronze castings, chains Curvea | Gravity lron pipe and fittings, straps,rods and Sis Gravity [Withdrawn canvas Sheet tron, straps, rods and wood Curvea Iron pipe and fittings, straps, rods and Flot Gravity \Kfndrown i Iron straps and rods,steel springs 6 ran rape SRE RETR Trot |orauy | 737 7 | Boeyaanens Malleable iron straps and rods, rope Pipe, chain, wood Angle iron, straps, rods, castings and Malleable tron, pipe, strap steel strips. lron pipe and fittings, rods and straps F lat Iron pipe, wood slats, strap iron and ; : of | Pilot board sus- eee Curved |Gravity | 748% | pension Malleable iron, pipe, wire mesh, chains ° eee ee Flat | Gravity | 802% lron straps, pipe and fittings (OE eas earace Angle iron, chain,wire mesh,strap and Pee eT lrg LGaty [eave] | Positi Wood, Iron pipe and fittings fans Wihdrawn | Body suspension Iron pipe. fittings and clamps, wire mesh, rubber belting Angle iron, straps, rods, steel, spring Iron pipe and fittings, chains, rods, wire i mesh and rubber Flat Gravity | 51.47 Materials voit | Pilot board sus- pension Pilot board sus- pension Shape of Apron E Action of Apron Bf ree For high Speed rail- way Service Gravity | 70.9 Stationary Witharawn ony [52 a Body or pilot board suspension Withdrawn | Body suspension © Od O) ae for high speed rail- Pilot board suspensic’ Slanting faces of piow not approved Standing positions only. For high speed ratiway service Center cnain ob: ectionable ees Es] one (Springs) C-2027 Continued. PUBLIC SERVICE COMMISSION for the first District STATE OF NEW YORK. General Data Sheet of Fenders and Wheel Guards submitted to Test at Schnectady, NY and Pittsburgh, Fa.,1908. None c 5 + Overall 5 LY C= c oa) oO & sfc & S§ 5 Dimensions = < Sa [ges [excel. gti) Gra SEs =o S Oo 9 Vw re of Apron 5 6 = 2 oO Vy = So M9 CHG 2c c c 3 a Zz SY |2 5 Site gs gg ses feUgly + S a I Name Type c'5 |S 8 6/155 sole ase = [39/5 ¢ Ss wd Materials Ss Fremarks HB Oy. © Oly wee ty Ss o 85 KL ~ © © 6 oe (SCElSs0eaggy 2 oe o. 5 = SD S > IP SF [St [5 $eSe 2 8s S [seul eg 0 mie is P= e& |Pe pls sszgces S lzee| Re) a t | & Coa OE Sl6 SENS 8s oS jee | es ) Eo < OF UI oO F Ol ni- TF Hoves Sterling Meaker—*7 M. Hirsch DrET Gibson = Ww 20 |Wheelguard |15 : Wheelguard | 2235 70 Doub i iron pipe and fittings, straps and ‘ id it { da fi 5, : o/ ‘ Automatic None ei Curved |Gravity | 798% | Body suspension Non Automatic ; Angle iron, rods, straps etc.,canvas, seh Projecting Serious alee hose : Basket | Stationary | Withdrawn ; Single Springs, st2el, iron straps, rods, malleable 2 Automatic None iron, chains, springs Curved }s ino. {Withdrawn | Body suspension Doub Non Automati : Iron fittings, straps, wheels ; eas ee eee Serious and Le HD earn Curved |Stationury |Disqualified a Doub i None lats, pipe, fitti g ° Eee Sides unde Wooden slats, pipe, fittings and straps Flat Gravity | 7a8% Cotiipressi e/ | Bod lot board Flat cote Compression Flat Springs Body Suspension =U Re] 8]3| Weight In TBs. m ql UW Q ~ None O) nm NM 2 ile" Bt Eo On |) Shia) |e. 5" io" a|E ||P pero a QQ i ls nla | ® G : Mal] I Qe E Oh W ¥e Ov i = None Compression tu H.F Heide 3 2" 10" 2'2k" oe la BN" 4" 2c ag 2 Dee Wheelguard eee XG Wheelguard | 95 S 2 € pe: re ee "| None ete’ Consolidated | 57 |wneelguard | 150 '08"| 52° ua 5) eit Car Fender Co leerguar A'O O4 None | 2 PB Sullivan ome he oe oy na etn ee | dae Consolidated nie A Qi Nutanon Wooden slats, malleable iron, forged Truck utomaric None steel uspension Double | a fitti S Automatic sii pee ONG a tee et lee Curved Withdrawn | Body suspension Single Iron pipe Cred fittings, Straps and rods ; Body or pilot b oe Automatic None and ae 9 P Curved |Gravity |Witndrawn SteRcacian care Single {Non Automatic None lron pipe and fittings, springs, iron hang- : ‘ Truck {Projecting Se ers, straps etc. Flat Springs 671% Double |Projecting . 0 eee Trip Flot 468% “ Double | Automatic C : 13 Prsethinc lron pipe and fittings,straps and rods Flat Springs Single |FPlatform Trip Considerable | Spring steel, iron rods and straps, chains ‘ ee eae and rubber Curved Gravity 18.2 Double |Platform Trip | Slight Angle iron, straps and rods etc., springs, fee ee wire mesh pe jFlat Gravity 73 Steel, iron straps and rods, rope ° oft om S22 | 5'35° | eat of -j oe if teu AS Single | { j 0 ° i . : mapea [esol [sr [spew [es $85 venane eee pw (S| mo