( \ - Zo33 J REPORT OF Locomotive Headlight Tests MADE BY Louisville & Nashville Railroad Co. May 21st, 1909 April 22nd, 1910 April 18th, 1910 May 9th, 1910 April 21st, 1910 May 10th, 1910 July 14th, 1910 e^l.1'5 4 OBSERVATIONS OF LIGHTED SIGNALS WITH THE ELECTRIC HEAD¬ LIGHT, TEST MADE ON A STRAIGHT TRACK AT SOUTH LOUISVILLE, KY. Time: May 21, 1909, between 8:00 and 10:00 p. m. Present: Messrs. Theo. H. Curtis, Superintendent of Machinery, C, H. Rae, General Master Mechanic, W. A. Stearns, Mechanical Engineer, Ward Barnum, Electrical Engineer, and D. E. Kelly, Traveling Engineer. Weather Conditions: Very clear, starlight. Tested: Markers having inches of lens; colors green and red, also yellow and red (as per Plate No. 1, page 32). Switch targets having 4| inches of lens; colors red and white (as per Plate No. 2, page 33). Hand lanterns as ordinarily used in railway train service; colors white, red, blue, green, and yellow (as per Plate No. 3, page 34). Classification lamps as per Plate 5, page 36. Headlight Used: Pyle National Headlight with 18-inch reflector. TESTS OF LIGHTS EQUIPPED WITH LENSES. ^ Red 4,Uinch lens marker located 100 feet back of the electric headlight and ^ 7^ feet to the side, center of electric headlight 8 feet from rail and height of marker- 4 light 7 feet. The observations were made from a cab of an approaching locomo¬ tive at a distance of 1,150 feet from the electric headlight. The marker-light was invisible, due to the blindness caused by the intensity of the rays of the electric headlight, but the marker-light was plainh'’ visible when the rays of the electric headlight were obstructed. With the rays of the electric headlight unobstructed, and moving toward the headlight, a red light was not distinguish¬ able until we reached a point between 350 and 300 feet of the electric headlight. Then it was very faint and was not reasonably plain, until within 125 feet of the electric headlight and viewed from the side at which the signal light was placed and it was not visible from the opposite side, as it was impossible to look through the rays of the headlight. I This test was repeated for markers having green lens, markers having white ^ lens, and markers having yellow lens, and the result was the same. These observations were taken with the enginemen’s heads projecting out¬ side of the cab side windows. When looking through the front cab windows, ^"■^^j^'hich were cleaner than would be in running service, there was a glare on the glass that made it more difficult to see objects adjacent to the track and between the observer and the electric headlight. CO 1 V TEST OF HAND LANTERNS. The lights were located 100 feet back of the headlight and 7^ feet to the side of the center of the electric headlight. The observations were made from a cab of an approachimg locomotive at a & distance of 1,150 feet from the electric headlight. p oc The hand lanterns were invisible, due to the blindness caused by the electric , headlight, but they were plainly visible when the rays of the electric headlight were obstructed. This test was made in connection with hand lanterns having white, red, blue, green, and yellow globes. With the rays of the electric headlight unobstructed, and moving toward the headlight, a white light was not distinguishable until we reached a point 350 feet from the headlight; and the red and green lights 275 feet from the electric head¬ light. The yellow light could not be distinguished from a white light until the rays of the electric headlight were obliterated or greatly subdued. Observations were taken from a locomotive cab 1,150 feet from the electric headlight, for various colored signals displayed 100 feet back of the headlight and feet to the side. Lights with various colored lenses and lanterns with various colored globes were displayed and the observers could not tell when they were put up or taken down when looking toward the electric headlight, but were plainly distinguish¬ able when the rays of the electric headlight were extinguished. These tests were repeated with the signals 69 feet from the electric headlight and 7| feet to the side thereof, between the headlight and the observer. The observations were taken from the cab of an approaching locomotive at 1,150 feet from the electric headlight. The signals displayed were visible, but we could not distinguish a white from a yellow light. The red could be distinguished from the green, but the colored lights were greatly subdued by the intensity of the rays of the electric headlight. < Observations were taken with occasional flurries of steam and smoke from an adjacent locomotive, such as would occur at any time on the line of road or in the yard. The strong rays of the electric headlight illuminated the smoke and steam ^ and obscured the signals from view, owing to the illumination of the smoke and vapor by the rays of the electric headlight. It must be borne in mind that the location of the test signal was always known and, had it not been known, it would have been much more difficult to have discovered it. All distances given herein were determined by actual measurement. The action of the intense rays upon the observers’ eyes caused temporary blindness, and it was some few moments before the eye was restored to its normal vision. These tests clearly demonstrate that the rays of the electric headlight obscure colored signals, as well as white ones, on a very clear night. OBSERVATIONS OF SIGNALS AND OBJECTS WITH ELECTRIC HEADLIGHTS, ACETYLENE HEADLIGHTS, AND OIL HEADLIGHTS. L. & N. Observation Car No. 3000, used in these tests, is equipped with three headlights. Electric, Acetylene, and Oil, on the rear end, and one Acetylene headlight on the front end. The three headlights on the rear are arranged, for the purpose of tests, on a sliding platform. This platform is so built that all 4 4 three headlights can be moved, as a whole, to bring the headlight under test on the center line of track, ten (10) feet ten (10) inches above the rail, measured to base of headlight. Engine 2199, equipped with an electric headlight 10 feet 10| inches above rail in center line of track, was also used. Measurement in this case was also to base of headlight. The headlight used on this engine is the same height above the rail that all headlights on the L. & N. standard freight engines (Classes H-23 and H-25) are. The electric headlights were manufactured by the Pyle National Headlight Company, as were the generators used to supply the electric energy. These headlights are about 62,000 candle power with an 18-inch reflector, the generator being operated at 1700 revolutions and developing 29 volts and 26 amperes. The Acetylene and Safety “B” Oil headlights used are of the type in general railroad service, having 18-inch parabolic reflectors. Tests were made of markers having 4| inches of lens (Plate 1, page 32); colors, Green and Red; also Yellow and Red; switch lamps having 4^ inches of lens (Plate 2, page 33); colors, Red and White; hand lanterns as ordinarily used in railway train service (Plate 3, page 34); colors. White, Red, Blue, Green, and Yellow. A staff, as shown in Plate 4, page 35, was used to hold the signal lights at various distances above the ground. Time: April 18, 1910, on west Belt track. South Louisville shop yard, between 8:40 p. m. and 12:00 mid. Present: Messrs. C. H. Rae, General Master Mechanic, Ward Barnum, Electri¬ cal Engineer, and A. C. Bearing, Special Apprentice. Weather Conditions: Partly cloudy, moon shining. The tests are numbered in consecutive order, the letters A, E, and O being used before the number, to specify the headlight under test: A for Acetylene; E for Electric; O for Oil. All distances used in this report are by actual measurement. ELECTRIC HEADLIGHT. Test E-1.—A green lantern placed on a staff 4 feet from ground in center line of track was plainly seen 1,500 feet. At a distance of 300 feet from lantern, the headlight slightly changed the color of the green light to that of white color. Test E-2.—Same as Test E-1. Test E-3.—A yellow lantern placed on a staff 6 feet from ground in center line of track could be seen at a distance of 1,350 feet. At a point 450 feet from lantern, the rays of the electric headlight had a tendency to change the color of the yellow to red, and would get much stronger as approached. Test E-4.—A blue lantern placed on a staff 6 feet from ground in center line of track could not be seen at a distance of 1,400 feet. It was not seen by the observers in the slowly approaching Observation Car until within 250 feet of it. The rays of the electric headlight completely obliterated the blue light until the observers reached this point. Test E-5.—The blue lantern was seen at a distance of 850 feet without any headlight whatever. 5 OIL HEADLIGHT, USING SAFETY “B" OIL. Test 0-6.—A blue lantern, placed on a stalf 6 feet from ground in center line of track, was plainly seen at a distance of 1,000 feet by the observers in the slowly approaching Observation Car with Oil headlight. Note. —It was ascertained that with the electric headlight the staff on which the lantern was hung was seen much more plainly than the blue lantern. A directly opposite effect was caused by the Oil headlight. Test 0-7.—A red lantern, placed on a staff 6 feet from ground in center line of track, was very plainly seen at a distance of 1,350 feet, and its color had no tendency whatever to change when the headlight was brought to a closer distance. Test 0-8.—A white lantern, placed on a staff 6 feet from ground in center line of track, was very plainly seen at a distance of 1,350 feet, and no change whatever was noticed as approached. Test 0-9.—A green lantern, placed on a staff 6 feet from ground in center line of track, was seen at a distance of 900 feet, but was dim. However, as ap¬ proached, it became much plainer, and at a distance of 500 feet was very plain. Test 0-10.—A yellow lantern, placed on a staff 6 feet from ground in center line of track, was dimly seen at a distance of 1,350 feet, but grew stronger as ap¬ proached. At a distance of 800 feet it was quite plain. As the yellow light was approached under the rays of the Oil headlight, its color had no tendency whatever to change. The test with electric headlight showed tendency to change of color. Time: April 21, 1910, on West Belt track. South Louisville shop yard, between 7:30 p. m. and 11:00 p. m. Present: Messrs. Theo. H. Curtis, Superintendent of Machinery, C. H. Rae, General Master Mechanic, H. C. May, Master Mechanic, Ward Barnum, Electrical Engineer, J. A. McFerran, Traveling Engineer, and A. C. Hearing, Special Apprentice.. Weather Conditions: Slightly cloudy, moon shining. Observation Car No. 3000 and Engine No. 2199 equipped with headlights as previously described. Engine No. 2199 was placed on a track leading from the West Belt track, practically placing the engine in a position of rounding a curve and approaching another train, so as to have electric headlight meet electric headlight. Observa¬ tions were taken from end of Observation Car No. 3000. Some of the observers were directly under the headlight of Observation Car No. 3000, while others were under the light, but were to the right and left of same, or in about the same position as an engineer and fireman would occupy while in the cab of a locomotive. Test E-11.—A green light was placed 8 feet from ground in center line of track, 50 feet to the rear of headlight on Engine No. 2199. Also a bay horse 15| hands high, weighing 1,200 pounds (Plate 6, page 37), was held across the 6 4 track by a man, 100 feet to the rear of headlight on Engine No. 2199. As signal light was approached it could be seen at a distance of 1,350 feet, but the color- was indistinct until observers passed out of the rays of the opposing headlight. The distance from signal to observers now being 100 feet. The horse and man on track were not seen at all until observers reached this point—that is, 150 feet distant from horse. Test E-12.—Headlight equipment as in Test E-11. The bay horse was again held by the man across the West Belt track (as per Plate 6, page 37) 50 feet to front of headlight on Engine No. 2199. As observers approached in Observation Car No. 3000, neither horse nor man could be seen until a point had been reached out of the rays of the opposing headlight on Engine No. 2199. The distance from Observation Car No. 3000 to horse and man now being 100 feet. Test E-13.—Headlight equipment as in Tests E-11 and E-12. A blue lantern was placed 8 feet from the ground in center line of track, 50 feet to the rear of headlight on Engine No. 2199. The test began at a point 1,400 feet from lantern. As observers approached, it could not be seen “until they had passed the head¬ light on Engine No. 2199, which was a distance of 50 feet from lantern. Test E-14.—Headlight equipment as before stated. The bay horse was' held across the track 100 feet to the rear of the headlight on Engine No. 2199. Observations were started at a distance of 500 feet from horse, which could not be seen until observers had passed out of the rays of headlight on Engine No. 2199, a distance of 150 feet. Test E-15.—Headlight on Engine No. 2199 was extinguished for this test.' The bay horse was again held across the track. Observations started 1,050 feet from horse. The horse was first seen at a distance of 750 feet. Test E-16.—Observations as in Test E-15. Headlight on Engine No. 2199 still extinguished. The horse was held parallel to the track in center line of same (as per Plate 7, page 38), with head pointed away from observers. Obser¬ vations began 1,050 feet from horse. The horse was seen at a distance of 500 feet. Test A-17.—The electric headlight was again displayed on Engine No. 2199, and an acetylene headlight on Observation Car No. 3000. Heights and positions as before stated. The horse was held as in Test E-16, 50 feet to the front of headlight on Engine No. 2199. Observations began 400 feet from horse. He was seen at a distance of 150 feet. Note. —Acetylene headlight on Observation Car No. 3000 was not displayed to its best advantage, on account of burner being above the center line of re¬ flector. The light was also disarranged because of the rim of the mica chimney obscuring the flame. SAFETY “B" OIL HEADLIGHT. Test 0-18.—Engine No. 2199 as in Test A-17^ Oil headlight on Observa¬ tion Car No. 3000. The horse was held across the track 50 feet in front of head¬ light on Engine No. 2i99. Observations began at a distance of 500 feet from the horse. He was seen at a distance of 200 feet. Test 0-19.—Headlights as in Test 0-18. The horse was held in the same position as in Test A-17, 50 feet in front of headlight on Engine No. 2199. Obser¬ vations began at a point 450 feet from horse, and he was first seen at a distance of 150 feet. 7 Test 0-20.—Headlights as in Test 0-18. A green lantern 8 feet from the ground in center line of track, 50 feet to rear of electric headlight on Engine No. 2199, was first seen, so the color could be distinguished, a distance of 500 feet. Test 0-21.—Headlights as in Test 0-20. A green and a blue lantern and a white classification signal with 4^ inches of lens were placed 6 inches apart, 8 feet from the ground, 50 feet to the rear of headlight on Engine No. 2199. At a distance of 650 feet, the green light was first seen. At a distance of 500 feet, the second light was'seen, appearing yellow. At a distance of 200 feet, the second light, appearing yellow, was seen to be really white. The blue light was not seen until within 100 feet from lights. Test 0-22.—Oil headlight on Observation Car No. 3000 and Electric head¬ light on Engine No. 2199. Yellow, green, and white lanterns were placed 6 inches apart across the track, 8 feet from the ground, 50 feet to the rear of headlight on Engine No. 2199. At a distance of 1,000 feet, one light, appearing red, was seen. At a distance of 800 feet, 2 lights were seen, but the color of the second light could not be ac¬ curately stated until within 500 feet of same. It developed to be white. At a point 450 feet, 3 lights were seen, and read as Red, Green, and White. At 100 feet from lights, they were seen to be Yellow, Green, and White (true reading) instead of Red, Green, and White. Test 0-23.—Headlights as in Test 0-22. Observations began at 1,400 feet. Five observers were in the car. At a distance of 1,400 feet, readings were as follows: 2 observers read one White light; 1 observer read one Yellow light; ( Red light; 1 observer read 'one j White light; ( Green light. 1 observer read | Eight hundred and fifty feet from lights, readings were as follows: 2 observers read { yellow 2 observers read { Seven hundred and fifty feet from lights, readings were as follows: 1 observer read 2 observers read 1 observer read 1 observer read Red White Green White Red Yellow Green White Red Yellow Green Green White Red White Green Green White Five hundred feet from lights, the readings were as follows: 3 observers read { 2 observers read Two hundred and fifty feet from lights, readings were as follows; Cl if Red Yellow Green 5 observers read | The blue lights were guessed at, but at a distance of 200 feet the blue li^ht was clearly seen. The true reading of lights was: Red Yellow Green lanterns MARKER LANTERN CLASSIFICATION SIGNAL Green 4|-inch lens Blue White 4Hnch lens ELECTRIC HEADLIGHTS. Test E-24.—Electric headlights on both Observation Car No. 3000 and Engine No. 2199. Headlights and observers as before. At a distance of 1,400 feet, readings were as follows: 1 observer read Green, Red, and was unable to state color of third light; 1 observer read 2 Red at bottom; 1 observer read White and Red at bottom; At a distance of 1,100 feet from lights; 3 observers read Green, White, Red at bottom; At a distance of 1,000 feet from lights; 3 observers read Green at top; Green, White, Red at bottom; Distance 700 feet; f Green Red 3 observers read \ White Red Green Distance 250 feet; f Green Red Blue 3 observers read \ Blue White Yellow Red Green which was the true reading: LANTERN MARKER LANTERN Green MARKER Red Blue liANTERN MARKER LANTERN MARKER LANTERN Blue White Yellow Red Green Test E-25,—Headlights as in Test E-24. Signal lights were placed 109 feet to the front of headlight on Engine No. 2199. At 1,000 feet, 3 observers read Red At 700 feet, 3 observers read | wbite'''‘Green At 250 feet, 3 observers read { (One observer changed White at top to Yellow.) At 150 feet, 1 observer read ( white™l7 Green At 150 feet, 2 observers read j white'^'creen *^Red At 100 feet, 3 observers read { «-tS SeeT At 50 feet, a blue light was seen in addition to the other lights. Time; April 22, 1910, on Tracks No. 1 and No. 2, South Louisville Shop Yard, between 7:30 p. m. and 10:00 p. m. Present: Judge W. G. Bearing, Theo. H. Curtis, Superintendent of Machinery, C. H. Rae, General Master Mechanic, J. A.'McFerran, Traveling Engineer, and A. C. Bearing, Special Apprentice. Weather Conditions: Very dark and raining hard. Tracks No. 1 and No. 2 run parallel, and are about the same distance apart that double tracks are on the road. Engine No. 2199, equipped with Electric headlight, was stationed on Track No. 1. Observation Car No. 3000, on which observers were stationed, operated on Track No. 2. ELECTRIC HEADLIGHTS. Test E-26. (Raining)—Headlights were opposing each other. A man stationed on Track No. 2, 100 feet to the rear of headlight on Engine No. 2199, held a white lantern in his left hand, and swung a red lantern violently across the track with his right hand. The white light was seen at a distance of 1,050 feet. The red light was not seen as it was swung across the track until yvdthin 150 feet of the man. ; . . Test E-27. (Raining)—Electric headlight on.Engine No. 2199 and on Obser¬ vation Car No. 3000. A series of different colored lights were placed 100 feet to the rear of headlight on Engine No. 2199. In addition, two colored lights were placed on classification brackets on smoke box of Engine No. 2199. At a distance of 900 feet, two of the three observers saw a white light in the center of the track. These observers were on the east side in Observation Car, which was next side to track on which Engine No. 2199 was stationed. The position of these observers being about the same an engineer would occupy in the cab of an approaching train. One observer, who was in the rear of Observation Car on left side of same, could not see this white light at all from this distance. At a distance of 650 feet, observers saw one white light, about 6 feet from ground in center line of track, and one white light on ground. At a distance of 450 feet, a white light was seen at top about 6 feet from ground, white and green lanterns on ground in center line of track, placed about 10 inches apart, and a red classi¬ fication light with 41 inches of lens was seen on front end of Engine No. 2199, which stood on Track No. 1. At a distance of 350 feet from lights, a red light, 8 feet from ground, was seen in addition to lights heretofore mentioned. The true reading of the lights was as follows: Yellow, Blue, Red 8 feet from ground in center line of track.’ Blue, White, Green on ground, and a red classification lamp on Engine No. 2199. Also a red light op the ground on west side of Track No. 2. Test E-28. (Raining)—Electric headlight on Observation Car No. 3000. A red lantern swung violently across the track could plainly ' be seen at a distance of 1,100 feet, there being no opposing headlight. ., Test E-29. (Rainiiig)—Electric headlights on Observation Car Nor3000 and Engine No.' 2199: A series of different colored lights were placed'50 feet to the front of Electric headlight on Engine No. 2199. Observations were made from Car No. 3000 approaching. 10 At a distance of 750 feet White, Yellow, Red, White lights were seen. At a distance of 550 feet White, Yellow, Red, White and a Green lantern, the latter very hard to detect. And an observer saw a Green light on classifica¬ tion bracket of Engine No. 2199. At a distance of 100 feet from signal lights. White, Blue, Yellow, Red, White, Green were seen on the ground; and Green, Red, White lights 8 feet from ground in center of track. Also one Red light on classification bracket of Engine No.. 2199. This being the true reading of the lights. Test E-30. (Raining)—Electric headlights on both Engine No. 2199 and Observation Car No. 3000. A bridge lamp with 8 inches of lens was placed 100 feet ahead of headlight on Engine No. 2199, between the tracks at a height of 12 feet from the ground. The door of the lamp was open so the rays of the headlight on Engine No. 2199 shone through the lens as the car approached. This gave it the appearance of a lighted lamp. When within 200 feet, the observ¬ ers thought it to be a Red light. The observers could not see the man or the staff at any time. Test E-31. (Raining)—Electric headlights on Engine No. 2199 and Observa¬ tion Car No. 3000. At the beginning of test, signal lights were 1,100 feet from observers. Engine No. 2199 was 1,050 feet. No lights were visible, though one observer thought he saw a white light. At a distance of 850 feet from signal lights, readings were as follows: 1 observer read | White (Judge Dearing.) 1 observer read ( (Mr. Curtis.) At a distance of 500 feet from signal lights: Red Yellow (This light doubtful.) (Judge Dearing.) Yellow Yellow (Very doubtful as to color.) Red White \ White White (Mr. Curt.s.) 1 observer read 1 observer read At a distance of 350 feet, readings were: Both observers / Red \ White Green Yellow White. A Red light on Engine No. 2199 was also seen after attention of observers was called to it. - At a distance of 200 feet, the readings were the same. At a distance of 100 feet the reading was: Red Blue White r>^j Yellow White engine. This was the true reading. At no time did Judge Dearing see the staff on which the lights were hung, until special attention was called to it at a distance of 50 feet. Test E-32. (Raining).—Three men stood directly in glare of headlight on Engine No. 2199 in center line of Track No. 2, 100 feet in front of headlight. When Observation Car was 1,050 feet from Engine No. 2199, no lights or objects were seen on track. The three men on track were not seen until observprs had ap¬ proached within 50 feet. 11 Test E-33.—(Raining.) Headlights as in Test E-32. Three men were sta¬ tioned in center line of track 150 feet behind Engine No. 2199. The observers saw nothing when 1,050 feet from Engine No. 2199 and 1,200 feet from men. Ob¬ servation Car approached slowly. The three men were seen at a distance of 200 feet; the observers now being out of the rays of the headlight on Engine No. 2199. Test E-34.—(Raining.) Headlights as in last two tests. Two men were stationed in center line of Track No. 2 even with headlight on Engine No. 2199. At a distance of 1,050 feet nothing was seen. At a distance of 150 feet the two men were first seen. Test E-35.—(Raining.) Headlight on Engine No. 2199 extinguished. Head¬ light on Observation Car was examined and found to be in good condition. At a distance of 1,050 feet, with no opposing headlight, the three observers saw noth¬ ing on the tracks. The car approached slowly to give the observers a chance to see the men. At a distance of 800 feet, the observers saw an object on the adjacent track, but were unable to distinguish what it was. At a distance of 550 feet, object on adjacent track was thought to be an engine. At a distance of 400 feet, the two men in center line of track were seen. Test E-36.—(Raining.) Headlight on Engine No. 2199 extinguished. Elec¬ tric headlight on Observation Car is placed on top and at the center. For this test, marker-lights were placed on brackets to right and left of headlight in a position similar to that used in railroad practice for classification lights. The marker-light on the west side of car was seen at a distance of 150 feet. The marker-light on east side of car was not seen at all, on account of the intensity of the rays of the electric headlight obliterating this side light. SAFETY “B” OIL HEADLIGHT. Test 0-37.—(Raining.) Oil headlight on Observation Car. Both markers, one on each side of car, could be seen by four observers at a distance of 1,050 feet. The four men standing in center line of track were seen by observers in Observa¬ tion Car at a distance of 200 feet. Test 0-38.—(Raining.) Electric headlight on Engine No. 2199. Marker- lights having 4J inches of lens, and Oil headlight on Observation Car No. 3000. An Oil headlight approached an Electric headlight. Four observers watched the approaching Observation Car with Oil headlight. Classification light on west side of car was seen at a distance, of 400 feet. Classification light on east side of car was seen at a distance of 250 feet. Test 0-39.—(Raining.) Electric headlight on Engine No. 2199. Oil head¬ light on Observation Car. Observation Car approached the Electric headlight. At a distance of 1,050 feet. Red and White lights were seen on track. At a dis¬ tance of 650 feet, a black object was seen on adjacent track. At a distance of 200 feet, the men on the track were seen. Time : May 10,1910, at Brooks,Ky., passing track, between 7:30 p.m. and 12:00 p. m. Present: Messrs. C. H. Rae, General Master Mechanic; H. S. Hall, of the National Electric Lamp Association, Engineering Department, Cleveland, Ohio; Ward Barnum, Electrical Engineer, J. A. McFerran, Traveling Engineer, and A. C. Bearing, Special Apprentice. Weather Conditions: Partly cloudy. Observation Car No. 3000 and a box car were used for these tests. 12 4 Test 0-40.—Safety “B” Oil headlight. In this test Engine No. 2199 was used to move a box car slowly away from Observation Car No. 3000, equipped with an Oil headlight. There were no lights on the box car. Three observers watched the box car move away and stopped it by signal just as it w^as getting hard to see. It was stopped at a distance of 750 feet from Observation Car No. 3000, and could still be easily distinguished. One observer stood in center line of track under the headlight; one sat on top of the headlight bracket, beside the headlight; while the third was inside Observation Car No. 3000. Test A-41.—The same test was carried out with an Acetylene headlight on Observation Car No. 3000. The three observers stationed as in Test 0-40. The box car was stopped by signal at a distance of 1,000 feet and could be easily dis¬ tinguished. Test E-42.—Electric headlight. The same test was carried out with a Pyle National Electric Headlight on Observation Car No. 3000. The three observers were stationed as in Tests 0-40 and A-41. The box car was stopped by signal at a distance of 1,550 feet and was distinguished. Test 0-43.—Safety “B” Oil headlight. Tests continued 12:30 a. m.. May 11, 1910, Three signal lights (Red, Yellow, and Red) were hung on a staff 7 feet from ground, in center line of track. The Observation Car, equipped with an Oil headlight, approached the signal lights from a distance of 2,200 feet. Only one observer was in the car. He saw two red lights at a distance of 2,200 feet. The yellow light was called white at a distance of 1,350 feet. It continued to appear white until within a distance of 150 feet. The yellow light was called white, due to the two red lights obliterating the yellow rays. Test 0-44.—Observation Car No. 3000 again approached the signal station from a distance of 2,200 feet. Three observers in the car. The reading at this distance of 2,200 feet was one white light. At a distance of 550 feet, a green light, to the right of the white, was also seen. At a distance of 350 feet, a blue light was seen on right of white and green lights. True reading—White, Green, Blue. All signals were read from left to right as in writing. Test 0-45.—Observation Car No. 3000 again approached from a distance of 2;200 feet. The observers as in Test 0-44. At a distance of 2,200 feet, the reading was: Green on staff; Green on ground. At a distance of 700 feet, a blue light was also seen on the staff. The true reading as follows: Green, Blue lanterns on staff; Green marker on ground. The green light on the ground was plainly seen, as it was a marker with 4^- inch lens. • Test 0-46.—The Observation Car No. 3000 again approached the signal station from a distance of 2,200 feet. The observers stationed as in Test 0-45. Nothing was seen at a distance of 2,200 feet. At a distance of 300 feet two men were seen on track. 13 Test 0-47.—Observation Car No. 3000 again approached the signal station from a distance of 2,200 feet with observers stationed as before. At a distance of 2,200 feet nothing was seen. At a distance of 1,150 feet, one observer saw a blue light. At a distance of 1,050 feet, all observers saw the blue light. At a distance of 250 feet, the staff and two men on right side of track were seen. This was the true reading. ^ Test A-48.—Acetylene headlight on Observation Car No. 3000. Observa¬ tion Car No. 3000, equipped with the Acetylene headlight, approached the signal station from a distance of 2,200 feet. The observers stationed as in the previous tests. At 2,200 feet, the reading was 1 Red lamp. At 1,350 feet, readings were At 1,100 feet, readings were At 800 feet, readings were At 400 feet, readings were 1 observer—Red. 2 observers—Yellow Red. 1 observer —Red Yellow Red. 3 observers—Red Yellow Red. 1 observer —Red. 1 observer —Red White Red. 3 observers—Red Yellow Red. 3 observers—Red White Red. 1 observer —Red Yellow Red. True reading Red, Yellow, Red, Test A-49.—Observation Car No. 3000 again approached the signal station from a distance of 2,200 feet. Observers stationed as in previous tests. At a distance of 2,200 feet, one w^hite light was seen. At a distance of 250 feet, the white light was seen to be yellow, this being the true reading. Test A-50.—Observation Car No. 3000 again approached the signal station from a distance of 2,200 feet. The observers as before. At a distance of 2,200 feet, 1 green light was seen. At a distance of 550 feet, readings were { ^ ^^servers-gue G^reen^ Blue. At a distance of 350 feet, all observers read—Blue, Green, Blue, which was the true reading. Test A-51.—Observation Car No. 3000 again approached from a distance of 2,200 feet. Observers as in previous tests. At a distance of 2,200 feet, reading was— 4^-inch lens. Green on staff. 4J-inch lens, Red-White on ground. This was the true reading. Test A-52.—Observation Car No. 3000 again approached the signal station from a distance of 2,200 feet. Observers stationed as before. At a distance of 2,200 feet, nothing was seen. At a distance of 350 feet, two men were seen on track separated. True reading was three men, but the man in the center wore very light colored clothes and this made it difficult to see him. The reports of the candle-power tests carried out by Mr. H. S. Hall, of the National Electric Lamp Association, Engineering Department, Cleveland, Ohio, are included in the reports of headlight tests, and are taken from his own report. The tests were carried out on two nights. First, on the night of May 9, 1910, on the West Belt track of the South Louisville shop yard; second, on the night of May 10, 1910, on passing track at Brooks, Ky. On the night of May 9, 1910, the following named gentlemen witnessed the test: Theo. H. Curtis, Superintendent of Machinery, C. H. Rae, General Master Mechanic, Ward Barnum, Electrical Engineer, J. A. McFerran, Travel¬ ing Engineer, and A. C. Bearing, Special Apprentice. The weather was clear. no moon. On the night of May 10, 1910, the following named gentlemen witnessed the tests: C. H. Rae, General Master Mechanic, Ward Barnum, Electrical Engineer, . J. A. McFerran, Traveling Engineer, and A. C. Bearing, Special Apprentice. Weather, partly cloudy. The following is Mr. Hall’s report of the tests: Illuminometer tests to determine apparent candle power of locomotive headlights under actual working conditions. The following headlights were tested: 1. —Pyle Arc.—Electric. 2. —Acetylene. 3. —Oil. These headlights are all similar in form. The reflectors are parabolic in form, and are IS inches across the opening. The tests were to determine the head-on candle power along the axes of the reflectors. The illuminometer was mounted 12 feet (the height of the headlight in actual service), above the tracks and moved along a line midway between them. Readings were taken under conditions and at locations as noted below. The illuminometer used was a Sharp-Miliar Instrument No. 65, furnished by the Engineering Department of the National Electric Lamp Association. This instrument was checked against standard lamps on May 6, 1910, at the Engineering Department as noted above. The standard lamp in the illuminometer was operated by means of portable storage battery of 2 cells. The scale was found to read correctly when the volt¬ meter read 4.12 volts. The following constants were determined for the absorp¬ tion screens of the instrument: 1. Screens on working side. a. Light screen K=.21140 , b. Dark screen K==.04470 c. Light and draw screens K=.01520 d. Dark and draw screens K=.00436 e. Draw screen K=“.06450 2. Screens on test side. a. Light screen K= 5.13 b. Dark screen K=23.26 With the illuminometer as calibrated, all readings represented the measure of the foot candle intensity on the test plate of the instrument. The apparent candle powers were then determined by the following formula: Candle Power x Cos ® 0 Intensitv x K- 15 (Distance) ^ Ill this particular case, when we measured the intensity along the axis of the reflectors, the angle 6 is 0 and the Cos 0 is 1. Simplifying the equation and solving for the candle power (which we are to determine),we have the following: Apparent candle power— (Distance) ^ x Intensity x K, (K represents the screen constant used to determine the intensity in each particular case. Where no screens are used, K=l; otherwise, it may have any of the values given above, depending upon conditions.) Two series of tests were run; one in the yards of the Louisville & Nashville Railroad Company, at South Louisville, and one at Brooks Station. The latter was decided upon after it was found that the smoky atmosphere prevailing around the yards had a tendency to materially affect the results obtained. In both cases a piece of straight level track was selected. In the yards station stakes were driven at SO-foot intervals from 0 to 1,300 feet. At Brooks Station the stakes run from 0 to 2,200 feet, being located similar to those in the yard. The three headlights to be tested were mounted on Observation Car No. 3000, and were so arranged that each, at the time of its test, could be moved over to a point directlj'- above the center line of the track. The car, in all places, was so placed that the lights were at Station No. 0. The illuminometer, mounted to the proper height on a flat car, was moved backwards and forwards along the track and readings taken as noted below. TEST IN YARDS, MAY 9, 1910. Test No. 1.—Arc headlight. Test started 8:45 p. m. Weather clear; star¬ light, no moon. The variation of the candle power from the arc headlight was such that after the first set of readings at Station No. 1200, measurements were taken every 30 seconds. Abbreviations used for screens are as follows: Light—L Dark—D Draw—Dr. OBSERVATIONS. Station OBSERVED READINGS (l) BY Screen K (Distance) ^ Apparent Candle Power (ixKx Dist.2) Hall Bamum Dearing 1200 2.98 .765 .97 1.306 1.26 1.03 1.30 None None 1 D .0047 1,440,000 Total 9.611 Average 1.373 1 i 88400 16 station OBSERVED READINGS (l) BY Screen K (Distance)^ Apparent Candle Power (lxKxDist.2) Hall Barnum Dearing 1000 1.84 1.47 2.1 1.2 1.1 ^2.1 1.42 .9 1.92 1.54 1.645 1.72 2.65 2.75 2.27 None D .0447 1,000,000 Total_ 11.23 15.395 Average., 1 1.604 71698 1.924 86000 Grand Average .79340 800 3.9 2.52 2.61 1.66 1.6 2.21 2.47 1.92 2.08 1.84 2.03 1.81 1.45 2.1 None D .0447 640,000 1 ! 1 Total_ 16.97 13.23 Average,- 1 2.424 69345 1.89 54069 1 Grand Average 61793 600 2.6 1 2.65 3.15 ■ 2.22 3.95 : 5.00 1 4.25 4.2 3.7 2.6 1.78 3.25 2.03 1.45 1 None D .0447 360,000 j i ! Total_ 23.82 19.01 ! Average,, j i _1 3.403 i 54761 2.71 1 1 43600 Grand Average___49240 17 . Station OBSERVED READINGS (l) BY Screen - -K (Distance^) Apparent Candle Power (1 xKx Dist.)'^ 1 1 Hall 1 Barnum i Dearing 1 1 400 1.7 1.46 2.37 2.38 3.90 1.8 2.04 .581 1.3 1.21 1.78 2.04 2.48 1.42 1.51 I. .2114 160,000 S ! i ! i 1 1 1 1 Total_ 15.65 11.74 Average __ 2.23 75427 1.677 56720 Grand Average_66390 200 7.2 5.9 . 2.72 1.9 7.1 6.2 4.6 None 3.75 4.2 5.9 , 4.6 4.8 4.0 5.5 L .2114 40,000 1 Total_ 35.62 32.75 Average. - 5.09 43040 I 4.68 38970 Grand Average__41260 100 5.1 5.2 4.0 3.6 3.9 5.0 4.0 None 4.0 3.8 1 4.2 1 4.0 ! 3.8 3.8 3.5 None 1 10,000 Total_ 30.8 27.1 Average 4.4 1 i 44000 3.87 38700 Grand Average___41300 Test completed at 10 p. m. 18 " Test No. 2.—Acetylene headlight. Method and conditions as in Test No. 1. Test started 10:30 p. m. station OBSERVED READINGS (i) BY Screen K (Distance)^ Apparent Candle Power (ixKx Dist.2) Hall Barnum D earing 100 .815 .775 .778 .800 .746 None None L .2114 10,000 Total_ 3.914 Average... .783 . 1655 200 .975 .850 .990 1.250 1.500 1.150 None 1.18 1.28 D .0447 40,000 Total_ 6.715 2.46 Average-- 1.119 2000 1.23 2199 Grand Average _ ___ _2100 400 3.8 3.8 3.9 4.0 3.75 None None D & Dr. .00436 160,000 Total_ 19.25 Average.. 3.85 - 2685 600 1.94 1.64 1.80 1.60 1.80 1.60 None None D&Dr. .00436 360,000 Total_ 10.38 Average 1.73 2715 19 <1 Station OBSERVED READINGS (1) BY Screen K (Distance) ^ Apparent Candle Power (I xKxDist.2) Hall I Barnum 1 Dearing 800 1.20 1.18 1.28 1.20 1.08 None None D & Dr. .00436 1 640,000 ! Total _ 5.94 Average. _ 1.19 3320 1000 .71 .65 .65 .50 .67 None None D & Dr. ‘ .00436 1,000,000 Total- 3 18 Average.. .636 2770 Test completed at 11:05 p. m. Test at Brooks Station, Ky. (on passing track), May 10, 1910. In these tests the work of May 9th was repeated with the addition of the Oil headlight. Test No. 1.—Oil headlight. About 7:30 p. m. Weather partly cloudy; new moon. Station OBSERVED READINGS (1) BY Screen K (Distance Apparent Candle Power (lxKxDist.2) Hall Barnum j Dearing 100 1.86 1.88 i 1.78 1.92 1.80 None None D .0447 10,000 Nfe! Total- 9.24 Average .. 1.85 836 . 20 1 Station OBSERVED READINGS (l) BY Screen K ! (Distance) * Apparent Candle Power (ixKx Dlst.2) Hall i i Barnum Dearing 200 4.85 4.95 4.85 4.85 5.01 None None D & Dr. .00436 40,000 Total_ 24.51 Average __ 4.902 855 300 2.90 3.05 3.05 3.00 2.70 None None D&Dr. .00436 90,000 Total_ 14.70 Average.. . 2.94 1153 o o 1.64 1.85 1.81 1.81 1.65 1.79 1.75 1.98 1.76 None None D & Dr. .00436 - 160,000 Total_ 1 16.04 Average i 1.78 1242 500 1.11 .96 1.30 1.15 1.14 1.05 1.03 1.16 1.09 None None D & Dr. .00436 250,000 i i Total_ 9.99 Average 1.11 1210 Test completed at 8 p. m. 21 Test No. 2.—Acetylene headlight equipped with mica chimney. Other conditions same as No. 1. Start 8:25 p. m. Station OBSERVED READINGS (l) BY Screen K ! (Distance) * Apparent Candle Power Hall Barnum Dearing (I X Kx DIst.*) 100 4.50 3.9 None D .0447 10,000 1 4.55 3.8 4.00 3.7 4.25 3.4 4.50 4.2 i 4.45 4.0 4.30 4.4 Total _ 30.55 27.40 Average. - 4.364 1 j 1950 3.914 1750 Grand Average 1850 200 1.245 1.330 1.180 1.120 1.280 1.340 1.230 None None D .0447 40,000 Total_ 8.725 Average. 1.246 2230 400 6.0 5.8 5.8 6.2 5.2 7.0 5.8 None None D & Dr. .00436 160,000 1 i i 1 1 Total_ 41.8 Average. _ 5.97 I 4155 i 22 station OBSERVED READINGS (l) BY Screen K (Distance '^) Apparent Candle Power Hall Barnum Dearing (ixKx Dlst.2) 600 i 2.35 2.70 2.60 2.70 2.55 2.35 2.50 None None D&Dr. .00436 360,000 Total_ 17.75 Average 2.535 i 1 3975 800 1.20 1.40 1.26 1.20 1.25 1.40 1.30 None None D & Dr. .00436 640,000 Total __ 9.01 Average 1.287 3591 1000 1.10 1.05 .97 1.25 1.07 1.09 1.17 None None D & Dr. .00436 1,000,000 Total.-_ 7.70 Average 1.1 4796 Test completed at 8:55 p. m. 23 Test No. 3.—-Electric arc. Conditions and methods same as in Tests No. 1 and No. 2, except that readings in each case were taken 15 seconds apart. Started test at 11:15 p. m. Station OBSERVED READINGS (l) BY Screen K (Distance)^ Apparent Candle Power (lx KxDlst.^) Hail Barnum Dearing 100 1.88 1.40 1.06 1.08 1.30 1.35 1.35 None None L (On test side.) 5.13 10,000 I 1 Total_ 9.42 Average-- 1.345 68998 200 1.70 1.84 1.76 1.64 1.62 1.92 1.84 None None None 1. 40,000 Total _ » - _ 12.32 Average-- 1.76 _ 70400 400 1.68 1.25 1.61 1.52 1 1.41 1.27 1.52 None None i 1 L (On working side.) i .2114 1 160,000 ! Total_ 10.26 ! i 1 Average-- 1.465 i i 1 49500 i 24 [ Station OBSERVED READINGS (l) BY Screen i K ! 1 1 (Distance Apparent Candle Power (lx Kx Dlst.2) Hall Barnum Dearing 600 .47 1.22 .595 .84 .53 .795 1.09 None None L .2114 360,000 1 Total_ 5.54 Average__ .791 60150 800 1.96 4.20 3.20 2.80 3.20 2.90 2.40 None None D .0447 640,000 Total_ 20.66 Average-- 2.95 84400 1000 1.94 1.84 1.30 1.90 1.88 .89 .95 None None D .0447 1,000,000 Total_ 10.70 Average-- .153 68300 1200 1 1.20 I 1.23 1 1.01 ! . .71 i 1.09 ! 1.12 : 1.16 i None None D ! .0447 1,440,000 Total_ 7.52 Average-- 1.074 1 69050 25 Station OBSERVED READINGS (l) BY Screen K (Distance)^ Apparent Candle Power (lx Kx Di8t.2) Hall Barnum ! Dearing 1 1400 (a) .71 .68 .62 .72 .67 .59 .63 None None D .0447 1 1 I 1,960,000 Total_ 4.62 Average-- .66 57750 1400 (b) 8.5 8.6 9.3 6.6 6.7 8.8 9.0 None None D & Dr. .00436 1,960,000 Total_ 57.5 Average-- 8.2 70000 1600 5.2 6.0 4.5 6.5 5.8 6.8 3.8 None None D & Dr. .00436 2,560,000 1 i Total_ 38.6 Average-. 5.5 61388 1800 5.6 4.3 3.8 3.9 3.9 3.1 4.9 None None D & Dr. .00436 1 3,240,000 Total_ 29.5 Average -. 4.2 i 59300 26 Station OBSERVED READINGS (l) BY Screen K (Distance) * Apparent Candle Power (ixKx Dist.2) Hall Barnum Dearing 2000 2.5 3.5 3.6 2.3 2.0 2.3 2.5 None None . D & Dr. .00436 1 4,000,000 Total_ 18.7 Average 2.67 46550 2200 1.96 2.60 1.83 3.20 2.30 2.70 2.70 None None D&Dr. ,00436 4,840,000 j Total 17.29 Average.- 2.47 52100 27 1 SUMMARY—ARC AND ACETYLENE. Tests in Yards (L. & N.), May 9, 1910. HEADLIGHT TESTS. 1. —Arc on Car No. 3000. 2. —Acetylene on Car No. 3000. APPARENT CANDLE POWER STATION ARC I Hail 100 44000 200 43041 Barnum j Dearing 38720 38974 Average Hail 41300 1655 41265 2001 400 600 800 1000 1200 75427 53961 87346 71699 88407 43609 59069 86003 56723 66395 49241.5 61793 79342.5 2671 2715 3320 2773 88407 Maximum Minimum Average 88407 41265 61108 ACETYLENE Barnum j Dearing ; Average ---{ 2199 j 2 readings Maximum Minimum Average 1655 2070 2671 2715 3320 2773 3320 1655 2534 SUMMARY. Tests at Brooks Station, Ky., May 10, 1910. STATION OIL 1 1 ACETYLENE I ARC i_ i 1 100 200 300 400 500 600 800 1000 1200 1400 1600 1800 2000 2200 836 1 .855 1153 1228 1210 1 1950 H. S. HalL_-_ 1750 W. Barnum __ 1850 Average _ 2230 4155 3975 3585 4796 68900 j 70400 49500 60150 84400 68300 69050 /(a)57750 \(b)70000 61250 59300 46550 52100 ! i 1 j i Average. _ 1056.4 3598.5 62973 Maximum_ 1228 4796.0 84400 Minimum_ 836 1850.0 46550 i -i 28 f Time: 8:30 p. m. July 14 to 3:00 a. m. July 15, Brooks Station, passing track. Present: Messrs. J. W. Bunn, Wm. Holmes, Representatives of the Galena Signal Oil Co.; C. H. Rae, General Master Mechanic, L. & N. R. R. Co., and J. A. McFerran, Traveling Engineer, L. & N. R. R. Co. Weather Conditions: Clear, moonlight. L. & N. Observation Car No. 3000 used in these tests was equipped with three headlights on the rear, arranged on a sliding platform. This platform being so built that all three headlights could be moved as a whole to bring the headlight under test to the center line of track ten (10) feet ten (10) inches above the rail, measured to base of headlight. This distance being same as headlights on L. & N. standard engines are placed. HEADLIGHT WITH IB-INCH OPTICAL LENS AND 8-INCH PRISM REFLECTOR, USING SAFETY “B" OIL. Test 0-53—At 8:30 p. m.; weather clear, moonlight. Three lanterns were placed at a point 2,000 feet from Observation Car. Four observers were in car and approached light at a speed of 6 miles per hour. At a distance of 2,000 feet: 4 observers read—Yellow and Red. At a distance of 600 feet: 4 observers rea d—Green light between the Yellow and Red. True reading was—Red, Green, and Yellow. Test 0-54—At 8:50 p. m.; weather clear, moonlight. Three lights were placed at a distance of 2,000 feet from Observation Car; one of the lights was placed on a staff 8 feet from ground in center line of track, and one placed on top of each track rail on side of staff. Observation Car approached the same as in Test 0-53. At a distance of 2,000 feet: 4 observers read— 1 Yellow light on staff; 1 Green light on top of rail on east side. At a distance of 650 feet: 4 observers read— 1 Blue light on top of rail on west side in addition to the Yellow light on staff and Green light on east side on top of rail. The true reading was—Yellow light on staff; Green light on east side on top of rail; Blue light on top of rail on west side. Test 0-55—9:15 p. m.; weather clear, moonlight. Observation Car moving at the rate of 6 miles per hour; the observers were watching closely for obstruc¬ tions on track. At a distance of 550 feet, two men were seen standing between rails. These men wore white shirts and could be seen on this account sooner than if they had worn colored shirts. Test 0-56—12:30 a. m., July 15, 1910; weather dark, starlight. Four observers standing in Observation Car could see man on track plainly at a distance of 500 feet. 29 Test 0>57.—12:40 a. m, July 15, 1910; weather dark, starlight. Observa¬ tion Car moving at the rate of 6 miles per hour. Four observers in car saw a man on east side of track 8 feet from rail at a distance of 500 feet. Test 0-58.—12:50 a. m., July 15, 1910; weather dark, starlight. Three observers standing between rails, in rays of headlight on Observation Car read time on watches 500 feet from headlight. Test of Oil Headlight with Dressel Railway Lamp Works Case, Equipped with Dressel No. 100 Burner and 18-Inch Parabolic Reflector, Using Safety “B” Oil. Test 0-59.—10:20 p. m., July 14, 1910; weather clear, moonlight. Three hand lanterns were placed a distance of 3,000 feet from Observation Car. Four observers were in car and approached the lights at the rate of about 6 miles per hour. At a distance of 2,000 feet: 2 observers read—Red, Yellow, and Green lights; At a distance of 1,750 feet: 4 observers read—Red, Yellow, and Green lights; At a distance of 1,000 feet: 4 observers read—Red and Green lights; At a distance of 400 feet: 4 observers read—Blue, Red, and Green lights. The true reading of lights was as follows: Blue, Red, and Green lights. Note. —No Yellow light on staff. Test 0-60.—10:50 p. m., July 14, 1910; weather clear, moonlight. Four lanterns were placed at a distance of 2,000 feet from Observation Car. Two of the lanterns were on a staff 8 feet from ground in center line of track and one on each track rail alongside of staff. At a distance of 2,000 feet: 3 observers read—Red on staff; White and Yellow on ground. At a distance of 1,450 feet: 4 observers read—Green and Red on staff; White and Yellow on ground. True reading was—Green and Red on staff; White and Yellow on ground. Test 0-61.-11:20 p. m., July 14, 1910; moon almost down, slightly dark. Four observers in Observation Car, approaching at the rate of 6 miles per hour, saw two men in center of track at a distance of 500 feet, which was true reading. Test 0-62.—12:20 a. m., July 15, 1910; weather dark, starlight. A man 6 feet tall, wearing white shirt, standing 8 feet east of east rail, could be seen at a distance of 450 feet. Test 0-63.—1:30 a. m., July 15, 1910; weather dark, starlight. Head¬ light with 16-inch optical lens and 8-inch prism reflector placed on Observation Car in same position as headlights are placed on standard engines in road service, and the car being run at the rate of forty (40) miles per hour, the observers could see four telegraph poles, which are placed 170 feet apart. 30 i Test 0-64.—2:00 a.m., July 15, 1910; weather dark, starlight. A Dressel f headlight with a No. 100 burner, 18-inch parabolic reflector, same as used in ordi¬ nary railway service, placed on Observation Car in same position as headlights are placed on standard engines in road service, and the car being run at the speed of forty (40) miles per hour, the observers could see three telegraph poles, which are placed 170 feet apart. With the optical lens light, the rays of the light were confined to a much smaller area than with the parabolic reflector, same as used in ordinary head¬ lights. The light displayed by the optical lens was of a yellow tinge color and did not illuminate the track as brightly as, the parabolic reflector; but this yellow light seemed to penetrate the fog to a much greater degree than that given by the metallic reflector. On account of the rays of the light of the optical lens being confined to a smaller area, it could be seen at a greater distance by the observers than could a light equipped with the parabolic reflector. The fact of the optical lens having a greater candle power is modified, when compared with light with metallic reflector, by reason of the brightness and greater spread of the latter. The following is copy of report made by Mr. D. E. Kelly, Traveling Engi¬ neer, regarding his observation of electric headlights: Louisville, Ky., May 22, 1909. Mr. Theo. H. Curtis, Superintendent of Machinery. , Dear Sir: In February, 1901, our Company, on account of the heavy passenger travel between New Orleans and Montgomery, rented engine 16 from the Western Railway of Alabama, to be used on the Mobile & Montgomery Division in passenger service. , This engine was equipped with an electric headlight, and I had the experi¬ ence of being on the engine one night during a very heavy rain storm. The rain was falling in torrents and the reflection of the electric light against the rain was such that the light was reflected back into the cab so bright that we could not see anything ahead of the engine. We were on a north-bound passen¬ ger train, and as the engine approached the south switch at Fort Deposit, Ala., we could not see the switch lamps at all. If we should have been flagged by a flagman, we could not have seen him; in fact, we were running through this rain at least fifteen minutes,, during which time we did not see anything ahead of the engine, on account of the strong reflection of light on the rain, reflecting it back into the cab, which, in a manner, blinded us to such an extent that we could not see ahead of our engine. Until I had this experience with engine 16,1 was an electric light enthusiast, but I have been convinced through this experience, and others which I had with this engine, that the electric headlight is too dazzling to have on a locomotive. Yours truly, (Signed) D. E. Kelly, Traveling Engineer. 31 f^ear Marher L amp, PLATE No. I. 32 SWITCH LAMP. PLATE No. 2. 33 PLATE No. 3. 34 Bracket for JLarterrs. PLATE No. 4. 8f-acketfor fanfems. o r" VO' /Vum^ers represent \ \r-£' mvmber of feet fro/r? grouHct. \v-e AcfJusta/)/e stanct for lant^er/rs. 35 CLASSIFICATION LAMP. PLATE No. 5. 36 PLATE No. 6, 37 PLATE No. 7 38 ...U .•v' 'i'.'ii