‘ . . I. . I! .tfifiurl.!.hh9h.lliuf. lo§£.b.rr... uh.,. I as _ v.I.: .. a! 0...?! I 9i.t\... . .H 3 . L .. _ . m a ’3 k «.3 r1 a. W .x. V W E W .\ A I .. m. u. .EL Q. . 2. g It, [[uur’}- I o LAVLn". _:d,£1é:Eggiégrz55:23:, mm H ' 4 LIBRARY . Michigan State University PLACE IN RETURN BOX to remove this checkout from your record. TO AVOID FINES return on or before date due. MAY BE RECALLED with earlier due date if requested. DATE DUE DATE DUE DATE DUE 6/01 cJCIFiC/DateDuep65-p. 15 AUTOMATIC TRAIN CONTROL A Thesis Submitted to the Faculty of the MICHIGAN STATE COLLEGE by F. I. Phippeny Candidate for the Degree of Buohelor of Science. June 7, 1986 & I S AUTOMATIC TRAIN CONTROL. SYNOPSIS: " The paper gives a very'brief outline of the history or train control in the United States for the lest fair years; e sumsrization of whet entonetie train control is intended to eecolplieh; being intended as an adjunct to nanuel control. i'rein control ney be used to regulate speed, li-it speed or entirely stop rolling stoeh depending the local conditions or it in; do all or these things. It met not interfere with Israel control in any way. The purpose of this paper was to review briefly what had been accouplished in the field. nehe suggestions es to nest desireeble system to use/prrt or the thesis consisted in constrneting e workehle model end denonstesing it to the public es e new of furthOring education along’this line, with final result thet popnler demand will force installation of auto-atie train control on all large public carriers. DE‘IHITIOH: Auto-etic train control is the heme epplied to any device that electrically or nechenicelly either redueeso controls the speed or, or brings a loco-ctive end it's loed to e stop due to predetermined conbinetions of the right of wey over which the locomotive is moving. This ell being accomplished without intervention by the train crew. * This thesis has been worked up with the great assistance of £.L.Rayner, '88, which is hereby gladly a0kn°W1edged HISTORICAL: January 10 1922, the Interstate conserce sis Commission issued an order*requiring all railroads having in operation automatic signalling systens to investigate and cause to to be installed on test sections of treat devices for antenaticelly transmitting the indicated tract signals to the cab and braking equipment of a loco-otive moving through: the block. This order probably was issued as a result of several costly accidents due to the failure of trainnen fron one cause or another either to see or correctly interpret visual signals. In two or three cases the locomotive engineer was found dead at his post in sufficient time to prevent serious consequences. As a result of this order organized investigation of Aut- omatic Train Control was initiated in all parts of the country. The following chart will give an idea of the spread of the work during the first two years after the order was issued. System Miles installed Kind Year C.R.I.&P. 165 Int and cont imp. 1923 0.11.8”. 12 " 1nd " " 1.1.13? 15 " " " " St.8cS .F. 5.8 " " " " U.P. 10 Various " A.T.&S.F. 47.4 Cont induction 1924 * I.C.C. order 13,413 Jan 10, 1922 (5) System Mileage Kind ‘ Year 3.8t0. - 8.2 Int Inductive 1924 N.Y.,Ii.H.&H. 10.5 Cont. w " mm. 106 n w .. ass. ‘ 54' n n " StL.-S.F. 5 Int. " n 3.2. ' 49.5 .. n .. U . P ‘ 107 " " 1925 0.‘.V.R.&H.Co. 85 Cont. " But the list begins to lengthen and the nileages increase from this time on. The things this little chart show are the wide area over which such installations are being blade and the preference that is being shown for twu types which will be described more in detail later. The different manufacturers of railway signal apparatus were ready at the t1. the 1.0.0. Order was issued with apparatus for imediate/gnilgtzllll‘gaggs it being designed to become an adjunct of the visual sytens then in use. The fact that such apparatus. was reaching a stage of devdbpnent where it was reliable surf to warrant it's installation for test purposes at least may have been one of the contribute -ory reasons for the Order of January 1922. As night he expected the early apparatus lacked the refinement of contact with actual operating conditions and it was not until in the first part of the past year that the field began Miner-raw tel'hhldifferent fundamental systems which were uniformly reliable. (4) If it was within the scope of this paper, a volume can be written on the requirements and limitations and controllbng conditions for a satisfactory automatic train control, but that this report may be as brief as possible with clearness we will content ourselves tith the following summarization. SUHMARIZATION OF THE FUNCTIONS OF AUTOMATIC TRAIN CONTROL: Automatic Train Control as defined earlier in the paper must interfere as little as possible with the work of the locomotive engineer and yet must perform his task in case he fails or is slow in acting or acts wrongly. It has as it's functions; the limiting of speed, maintaining of speed and the stepping of rolling stock. It may perform any or all of these things depending upon the demands made in particular instances. It must be extremely dependable fairly simple and not too expensive to install and maintain. While automatic apparatus must be capable of doing all the things ennumerated it first of all must not interfere with the Operator if he is proceeding logically. To the present time apparatus has been designed that makes continuous contact with the locomotive by maintaining an alternating impu impulse between the rails which is picked up by sensitive coils on the locomotive, apparatus that receives an impulse from "inductors" located along the right of'way and still the third arrangement is to make a direet contact with the . v' \ . v 4“ (5) locomotive thru ramps at intervals along the track. This arrangement has been in use for a long time on interurbem electric roads for signalling from and to the trains. This right of way apparatus is called the transmitter, the apparatus on the locomotive for receiving the reaction from the track being called a receiver. The receiver may be a set of coils located on an open cored transformer the legs of which project downward in such a manner that as they pass over a trachside inductor the reluctance of the magmetie path is changed. This arragaement enables all power supply to be located on the rolling stock. Another receiver is a multiturned coil located on some cross member of the engine frame which picks up an alternating impulse continuously from the track . This impulse has to be enormously amplified by vacuum tube amplifiers as the relative amount of flux passing tiiru such a coil is a very small amount of of the total flux passing thru all cross parts of a heavy train. In addition to transmitter and receiver, control apparatus not receive impulses,either open or-closed circuits from the present signal system. On the locomotive and tender are located relays. power supply visual signals for the Operators and electro pneumatic valves for controlling the braking apparatus. It appears as theugh the main problem is that of infallible connection between the train and the right 03 way. The design of satisfactory (6) auxiliary apparatus is one that the engineering department of the signal companies should be able meet in a satisfactory manner. In view of the foregoing we believe that eventually the use of ramps will be universal and as a result in setting up a working model this arrangement was used. OPERATIOB 92 T__H_I_§ £93159; This thesis work was decided upon several weeks before the annual electrical show and we determined if possible to exhibit a model at the show. A! has been stated previously, the use of ramps for communicating ispulses to and from the trains appeared to us to he the best method and accordingly we devised a circuit including the necessary relays for the operation of a model. (See diagram # 1) As is always the case, between the decision to do a thing and the accomplishment of the finished product, there elapses a period of experimentation and mam points caused considerable trouble. All doubtless due to unfamiliarity with the particular field but perhaps such overcoming of obstacles might have been necessary no matter who attempted the problem. Perhaps such an expenditure of time and effort was not Justfied in view of the fact that several operative systems were already in use but again I stress the fact that we desired an unbiased understanding of the whole problem and this couhd only be 3.. ('7) arrived at through independent effort. Als.o,even the construction of a model demanded the solution of it's own problems which were unlike those to be expedted under other conditions. The model was completed in time for the show and was exhibited satisfactorily by members of the electrical student body during the whole show. A photograph is attached. In actual operation of trains an infinite umber of combinations may arrise, such as two trains appreachimg each other along the same track, one catching up with the other, trains approaching a crossing, etc. It became necessary for us to assume some condition and work it out as an illustration of the operation of the train control idea. We assumed a single track on which trains were moving one behind the other in both directions. The simplest case being that of two blocks tied end to end and a train moving both directions over them. This accomplishes two things, "Saturates" the blocks both ways and is one of the hardest problems in traffic moving that is met by the dispatcher. In order to pass the trains two switches had to be included and also means fer controlling the motion of the trains into and back out of these sidings after passage of a train in the opposite direction. This perhaps is a step beyond the requiremts of train control but it is apparent it is a reasonable (8) application of control. For convenience we mounted the relays along right of way. These relay controls might be assumed to correspond to the complicated relay arrangement in the present types of visual signal systems. (At this point see diagram # 1 again) We used electric locomotives and went one step further than the usual application of control in that we shut off the power supply to the locomotive and did not attempt to brake them with one exception in which regenerative braking was used. A great many people saw the model operate but a description of the sequence of operations is necessary at this point. consider a train to be moving thru a block and it comes to another block innwhich control operates on it for some reason. (In case of model because of another train already in block and approaching the first train) The effect of automatic control in.this case was to slow the train down and put it into the aiding in the clear. If this occurred before the approaching train was within limit of control, the control would not operate on the approaching'trainuwhich passed right on by. The first train them had to back aunt of siding onto main line, stop and proceed ahead on it's schedule. Necessary operations to be performed by autemetic control were opening of switch for train to side, closing switch to allow approaching train to pass, again opening switch for first train to back out onto line, again closing switch for train to proceed, stopping and reversing trains. (9) The actual operations that were performed have no particular bearing on our problem as what was done by the control is a secondary matter. Our problem was to demonstrate in a clear fashion that such control is possible and desireable. The model used third rail power supply and the motors were shut down by opening this circuit where ever necessary. OfiERATION or INTERMITTENT INDUCTIVE SYSTEM: The arrangement for this system was briefly mentioned earlier in the paper but there is here included a brief descriptien f sugfi a system. The means by which control is transmittd ram . roadway to the moving train is induction, employing the inductor alternaotr principle as show in diagram # 2. The inductor G is fixed on the ends of the ties with the ends of the pole faces 2%" above the top of the running rails The receiver or locomotive element A is carried on the tender truck so that it's faces pass about two inches above the pole faces of the inductor. On one leg of the receiver is placed a primary coil 1) fed from a storage battery. a secondary coil E on the other leg of the receiver includes in it's circuit a storage battery and a relay H. The magnetic flux in the secondary coil remaining constant in amount, keeps the flow of current thru the relay likewise constant and holds the relay contacts closed. This is the normal condition of the locomotive. When, however, it passes a control point, if the circuit of the choke coil G is Open, the inductor, partially completing the magnettc circuit of the receiver, will cause a large change of mag- magnstic flux within coil E, which in turn will result in a sufficient change of current to open the relay. The relay, when open. causes a brake application. If, as the locomotive passes, the circuit of coil G is closed (by the track relay of the section to which this control applies) this coil will then act as a choke, preventing the magnetic flux from varying materially in the secondary coil of the receiver; the engine relay will not be opened and he train will not be stopped. The only thing necessary to make the inductor effective is the cpening of the track circuit. This arrangement avoids all trouble or expense of maintaining a roadside battery for train control purposes. The receiver is fitted in between the projecting springs and Journal box of the truck frame of the tender. It is adjustable for wear. The relays on the engine are so housed and mounted as to be insane to the effects of vibration. They have very light short armatures mounted on Jeweled bearings. Twe relays are employed, a primary and a secondary. The primary relay, designed to be especially rapid in action, takes a very small amount of energy. The secondary relay need not be rapid in action and is provided with heavy carbon to metal contacts, giving a wide break and is capable of contimous and satisfacotry handling of the current taken by the electro-pneumatic valve. » They are so housed that they are protected from frost and dust. The brake setting apparatus consists of an electro- pneumatic valve, controlling a cylinder which is directly connected to the engineers brake valve handle with a mech- n-_e__-a a1.-e. at- ..-1_- -«I11 Imnwa in 11h. «saw-vin- c '3 (ll) position.without danger of Jumping to the emergency position. The engineer may at any time put on the emergency if he so ddsires; or, by exerting heavy pressure against the brake handle, he can.modify an automatic brake application. Absence of air permits a heavy spring to move the brake handle to the service position. The apparatus is so designed that the enginemanwwho permits autmmatic applica- tion of the brakes can release them only after the train has stepped. The reset key, with front and back contacts, is fixed on the side of the tender midway between the front and back end, and is so connected in the circuit that if operated following an automatic application of the brakes, it will restore the automatic equipment to normal. In order to set up the proper combination so that the engine will not be under control when operating against the current of traffic, a.reversing switch is employed, and arranged to be cperated by one of the axles of the locomotive or tender, This is so fixt that the direction of rotation of the axle automatically putsflintsoggmgission on the right side of the locomotive, with reference to the direction it is moving. There is a receiver on each side of the tender. The current supply for the automatic train control equipment on the locomotive may be taken from the turbo- generator direct or from a storage battery independently charged or from a storage battery of smaller capacity floated across the turbo-generator and provided with the usual reverse current relay to prevent its discharge in case the turbo voltage should fall unduly. There are required about 25 (12) watts continuously when the automatic control is in commission A cut-out switch is placed in the relay box so that the battery current may be cut off when the locomotive is out of commissicl This system.makes it possible for a train.tc move up to a stop signal without an automatic application of the brkkes and without the use of acknowledging ccntactcrs, by the use of inductors placed along the road in combination.with a time mechanism on.the locomotive, the whole so organized that if a train.passes from one inductor to the neat with it's speed sufficiently reduced, no brake application will take place. 'Upon.reaching the second inductor, the time mechanism will again have closed it's circuit so that it maul! not cause a brake application. This speed control arrangement is exceedingly flexible and rather simple, involving the same kind of parts as would be used in connec- tion with an automatic stop, except that the time ccntactcrs are added. Speed restrictionsare instantly removed when and if the signal ahead shows a more favorable indication. CONTINUOUS INDUCTIVE CONTROL: * The secondary of a smhll lo watttransformer is connected thru a reactance to the exit end of each track circuit in series with the primary battery whimh forms a part of the D.C. signal system. ‘When a train occupies the track circuit a current from the secondary of this transformer at approximately 1.2 volts goes down one rail across the axles of the locomotive and cars and back * See Diagram %3 for partial arrangement this circuit along the other rail. This current induces a current in the receiving coils mounted on the cross members of the engine frame. This current is amplified and used te pick up the train control relay on the locomotive.. If a signal is indicating 'stop' the a.c. train control energy is out off the track deenergizing the control relay , flashing a signal to the sngineman and unless he releases the control within ten seconds makes a full service application of the brakes. A very fine example of the operation of "two speed" control is in existence between Sidney and elvenne on the U.P. and because it explains very clearly the Operation of train control will be cited here under contimous inductive control. "On the loz-mile double track division between Sidney and Cheyenne, the Union Pacific cperatessix westbound and seven eastbound regular passenger trains, two westbound and one eastbound express and mail trains and about twlelve freight trains each way each day. All of these trains are handled by locomotives equipped with automatic train control. In ordinary train Operation there is sufficient spacing between trains so that a high speed indication is given normally; however, under certain conditions approaching stations or passing tracks it is necessary that trains approach or enter occupied blacks. "In approaching a signal indicating stop an antenatie brake application is made at braking distance from the signal unless the enginemsn acknowledges and reduces speed to less than 20 miles per hour.This speed limit is imposed not only in approaching the signal but also thruout the the block governed by the signal. If the engineman should exceed this speed the brakes are applied automatically "The cab indicator has two lights, one or the other of which is burning at all times when Operating in train control territory. The upper light is green, indicating "proceed“ and is lighted normally. The lower lamp is red indicating "stop", or reduce speed to less than 20 miles an hour. The automatic train control cab signals supplement the automatic block signals in governing the use of blocks, and do not superceds the superiority of trains, or dispense with use of or the observance of automatic block or interlocking signals or other signals. "When the cab indicator changes from green to red, the engineman acknowledges with the acknowledging valve, and if the speed is in excess of twnety miles an hour, must immediately reduce to less than that amount, and be prepared to stop. When a train is proceeding after having been stopped by an automatic home block signal or by automatic train control, if the cab indicator changed from red to green the train may resume normal speed. When within automatic train control territory and moving over track net so equipped, the engine must he kept below twenty miles an hour. Otherwise the speed control relay will function applying the service brakes to a full step." All types of train control do not shut off the throttle, steam beim left on until engine reahhes a dead stand. topoéfit ‘22" on héxf 3' Mock _- X 1: ”T Smite/uh, motor Slow 06% in, Reversing . relay f control. éat. ‘ Drayram "E 1 >to point "6' on (0.92! block Inductive Train Control Storage A , Battery .;. é: a |IIIII T° . D . Other Engine .2:. Primary . E—Secondary Coil Equipment '1' C011 B C Track Relay Q urrent direction Pilbtttrucks Continuous Control System (Damyrayn"fi9 Circuit Auto—Manual Train Control Receiver MELrelay ___..____E r I I I I I I I L —.A sec.relay' , E.P.V. ‘h-tu" , r- ‘F___J::____m=a___|ar release : engineman' s ack. key contact Gong ‘ I fireman's acknowledge . ~eon-tact cont. j'IIIIIIIIE Dzagram #240 -1 . -. 1 “ : - —-— — ~—-—e T— _ ‘~- E E E E E E E a E é -”~ - E E g i i t f 5 f I M E 3 E i i i i ; g E g 75 __ Maximum speei linit for passenger train ; 3 E g 3 _ g { g g g {MaX1mun speoi for r f’; ; g "3(:r 12E Ianimu‘ steed. ; E épassengergtreins : , ~— 1 E ? 5 g / E _ I ' E s . x . ; . E i E E % ;Jarn1ng m131num E . i I E t: 3 > =.- A i = z 1 . g ' E . iSpecd,passe-ger a i \ i g I E as i Hotew “ne‘evcr ”brake application" gtralnsc E % i s E x 1 4 s f + Y 3 ' is oscc it meets auto nttic orcke g g g 5 ‘ i applies tic g . g g g j a I ’ é , ; g ‘ , . . % é i E :May imam speso limit ; : t , , . , ; ; r~ i z r freight trains _ g g i % 59 Maximum spec; for fr;;gtz 1’sih8 Maximum warning ‘\\*~ 3 g j ‘ % ‘~ ° _ Speed for freighte. Axxgfi~ 3 i ’ E *‘fierning 3321mun specs. , i / , Single bell stroke -4 fl - w ' E . r: " "o “ ~—-——-’- ; specs lflQlCuilOl whistle¢27: inhicatis speéd . i res ‘ 0 ion c.an"e x E . . M F . \\\\\T r1 1 g e a 48* ; ackneeietgunw thistle“ , 3 3 J E v " E . i , 5‘ '5 2 ? E é Whenever condition . 9 f i j' 9 g : 5 § of block one nges to _ _m E ; § 2 Eclear spetd rest— ’ - is E E ' i Erictions become 3'30 5 E I: L119;,:j_m_1___1m - E . 0 E ! g I ”C: 9' i E g i 'n Low speefi passengefi or freigmt train i § § “ ‘w 0 eretifie at low a eed. % E ‘ Q p F ? % Recurrent stop indication E m E ,.. E . E ints E ~~ o Low spec; limit.ir g s'dE po ‘ p; ;%\U‘ E 90 H E r A f 4m . v. ‘ "v 12' . ' E I E I. I E' I E I E ' I E Wrakes a lied ' ,‘ 1: r2} Vigornlng df I ' E E pp ‘ { 2 10“ SP€€~E/ ' E i ' E i .E 2 :_ ‘ AcknowledgirEK Close§ack, contactor tc§§g Speeq Can rs an: if Speed inflication ; 9 1 i ~\ ----- thistle of// av01dgcrake application. *‘ndicatfl below low spec whistle sounds if : é E E lJ e' . e If fbrestallei ‘Tfiifl 2 on limit. E Sureg bk “A We?”— 2 i i 1 he T;-.lII lappi Oak: 1 y d 1 . ‘ yc u. GUU VS 1 .u E 3 LE ‘ 'ng a etc: .may procee . . g histle 1ng low speed é ; .3 § ”‘ ndication ‘ . ‘ . E Train will Stop ’ E € 1 'i x _ Oint. If IJEOt forestalled the unless released , ; i I train Will stop. E by engineman. ; g E E ‘ ' c E I ‘ 1 f 'r N 'Tfig 1 9‘ f E E fg 1 OO ’ 2000 . 3000 4(0 *‘ 5000 600 000 g g E 71 ‘___ Train contrOl energy not on track —-Train i g ;; , ‘ ; control energ f. Traifl control energy on track. on track 4;; Acknowledgment to forestall ‘ 1......1a.‘ n“ lann+finm («Inn-n15! hL Fx... ELL-arid anJ-J-UCL ULULI. a... LLUUJ—u luv :T‘“ 4’ madee ‘ 3x1 ' Chart showing the operation of “#9_ a low speed train. ‘2 T ‘ 4- _ _ _ _ — L ... L...n. g median speed 3rest ' ion. 3 t . a 3 50:; 3 // E 2 3 Low speed lim' :2 g 3 ; . E Warning low 8 (3 E ‘3 _ ' 3 Recuri ent stop 5 ‘ E r 3 indication point x67347?§73427’ *, : E x7’.483332227’ ’QE 5 “I 3 : i . Bra Aes applied . 3 ; I g ' l ‘ om : ; E; ‘ ‘ a ' E 3 QM 7 #1 I U A. E ' i i -1 : 2 E 3 3 3 can release E 3 trages if 3 operating speed If brake / . W? Wow: 3,; 134".“ E - . . . ' r , 3 i 10 application is ES prake _ , below lomk§ E ’ forestalled trai. eppi%catio fpeéi ' é .- not crest 1m1 . mat *roceed . . .J 9 ’ train W111 l 2. 2 i v T v , 0' . t l " t 1 tx *, 1L 000 8000 . 90‘ NW » ., - con ro en r r1 1 e - . .3‘ . . - , - A ‘ : ‘ “o " so ogy on 50238“: 4000mm ani’ml we?” mt Train 18 brought to 4.. Control ' ‘ 9" A on the trees. ' etc unless released » E - ' *“ Close acknotledging contactor A k "h: A 3 . p. . ' _ energy on 3 _ 4 3' _.1 c .. LStle waAnA that by engineman t k- before reac ing E to av01o an . rao . ‘1" >.. _ ' V . . i train approaches stOp ~ mmediate b ake application. indication point and ...... Afliz-“C‘J‘urlu J-edelI-LS pie WclI‘IlS . that train approaches ack.point‘ Chart shots operati< a medium speed trail acknow ion she in of '10 uld be mad Ledgment to fore— stall a brake applicat— e. "0k 1 * “EM” "“ g g e g E z E f : E ‘ : i I E E I I E g i f = , ' ' ' g : :r 522:? infiicroio" :Llstle sounds! .iaximpm sEeed limit E E g . When ever "brake application” issued 3 g \ ; i .Q E means automat1c bralie app110a+ion ( f 1.1 1 . f E E i‘ a es a’tomat' c l3r a lied E E E : é ? 1la77Z2732:33;:2§223325323327>>~1 ”affllb‘ mem1mu* sieedfi : 1 VV ;‘ Br k u -1 al pp M. i E E E ‘\V& 5A0knowled" 7 'n' tle -:- ‘-»'- z“ ; ‘ no release until train has been brougnt DO 3 E. i r E v ginb w is go : *‘”¢‘ ”HQC' .rf r011”“ new ~~~ swanfl E f a stop 5 E i T . i . 5 E 2 +3; anger Eralq ~s*+ue meelmkm ePVC% g ; E g E g ZZ§ :Speed indication whistle ; g -- r ' ; ;: 1 =1 E ‘ ' , ? f ‘ ' s 3 ; ‘ i t ; s i = E : . a. ; J :1 :3 r f E E 5 I E E : (maXimumISpeed 11mit 7 id . ,. - 'z ,5 i V'/ 1 - . . . 1 2 :1 E q . , E i E g ;, pi: , ,2 . , V : g . 47¢ fiedium speed limit E E E s 3 IV : E r i f «I AGKROWlGleQg waisvis: i , Ea _ p E g ‘ 3 g f E ' 51- :33“; 1;:— 1c:- in o *3 l tr, ‘ . ‘ : ;——/ 3' 1 ‘3 - . i E E H. i . , : g E . } ;*“£”q::“; t:fi§flis ; E E 010:6 ;‘ Ifengineman forestallsE E i E warJingfoi ; g E E E \AbJulib p911). E E before r?! lust control tra'ln E E ' Speed 9 E T max «1‘; 5. in 2: " L111! iii-rt:- :1 11:7: $20115? * r ‘ ””9: ' [”1 -m‘ie ’ E E to aVO 3» 1 our medium spear) E E i 1‘ I we? r W“ V ”“1"“? ‘" 1““ "7'“? .“ 1' V . am « f =. , = ,. ' , i , r F‘flyrcw or oEpfieient train Eonlu?be tn: ““1’W 193F3‘6 E E urake ap} imit to forestall ‘ a 9 E single 9911 i raj. v-11). (Ls-4.4. L V~ \A-E J- l »-r I- E .. b . i E F . E I E : j r - + n E 33,355 A???“ ’37:}: ’tjillit :18 may: :L-I, 213.1 CPGGE: 1.112117 pO—ifn E E brake application E E E E E inilECwUL-g) ‘ E E ‘” <- 1 - i 1 = ‘ E " ' ' E 7 i I '1 r.“ ’ 2 : —., be So g , , 1 v m 1 A A ' s Ir E Chafing “1 E : -. . _ r . i .,_.\ _- ~ I 7’: 4) v- ,V W ‘l r‘ 1 5‘3 (:3; i ; E 1 ‘ i . ‘E i : W‘s arnin :mrrumrn Trwffl 13 en LL:¢H: Eiguif ”lid ”Oh“fi , . . E E i é E tllqthL. E E .7: ; z ' z i all times 1 1 . ,, . 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