AAR Manual of Standards and Recommended Practices

Brakes and Brake Equipment

S-401

BRAKE DESIGN REQUIREMENTS

Standard
S-401

Adopted: 1964; Last Revised: 2018

1.0 SCOPE
All cars in interchange service must have braking systems that meet AAR and FRA requirements.
Each new and untried brake design must be approved by the AAR before entering service.
2.0 TYPES OF BRAKE EQUIPMENT
IMPLEMENTED 01/2018

2.1 Single capacity—providing the same level of braking force on a car whether it is empty or
loaded.
2.1.1 AB-10-12—Standard equipment including a 10-in. × 12-in. ABU-type brake cylinder and an
automatic slack adjuster.
2.1.2 AB-12-10—Same as AB-10-12 equipment except substituting a 12-in. × 10- in. U-type brake
cylinder. A badge plate specifying the appropriate piston travel must be applied to each side of the
car.
2.1.3 AB-8 1/2-12—Same as AB-10-12 equipment except substituting an 8 1/2-in. × 12-in.
ABU-type brake cylinder with clearance volume to provide proper brake pipe reduction/brake cyl-
inder pressure relationship.
2.1.4 AB multiple cylinder—Same as AB-10-12 except substituting two or more brake cylinders.
A badge plate specifying appropriate piston travel must be applied to the car.
2.1.5 AB with relay valve—Same as AB-10-12 equipment less brake cylinder, substituting one
large brake cylinder or multiple brake cylinders, relay valve with or without a dummy brake cylin-
der volume, and a supply reservoir.
2.2 Multiple capacity—providing different levels of braking force on a car depending on load.

All single-capacity systems listed in paragraph 2.1 can become multiple capacity by the addition of
AAR-approved empty and load or variable load equipment.
2.3 Additional Equipment for Cars with Brake Pipe Length in Excess of 75 ft
2.3.1 Cars having 75 ft to 125 ft of brake pipe measured along the pipe between end hose cou-
plings must be equipped with an approved emergency vent valve.
2.3.2 All new and rebuilt cars having 75 ft to 125 ft of brake pipe shall be equipped with either a
DB60L or ABDX-L control valve (ABDXR-L is allowed on rebuilt cars).
2.3.3 Cars with brake pipe lengths in excess of 125 ft require a minimum of one approved control
valve per 125 ft of brake pipe spaced as equidistant as possible. The distance between the two end
valves of any three consecutive control valves must not exceed 250 ft, and the length of brake pipe
between any two adjacent control valves must not exceed 175 ft.

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2.3.4 The average length of brake pipe per vent device must not exceed 75 ft. A vent device must
be located within 75 ft of each end of the car as measured along the brake pipe.
Example:

A car has 325 ft of brake pipe.

Divide 325 by 125 to obtain the number of control valves required. 325
--------- = 2+ = 3 control valves
125
Divide 325 by 75 to obtain total number of venting devices required. 325
--------- = 4+ = 5 total venting devices
75
From the total number of venting devices, subtract the number of control 5 – 3 = 2 vent valves required
valves to obtain the number of vent valves required.

IMPLEMENTED 01/2018
2.3.5 On cars with more than one control valve, the maximum length of brake pipe associated
with any one control valve is 125 ft. When one brake system of a car equipped with multiple brake
systems is given a single car air brake test, the brake pipe on the car must be capable of being sep-
arated so that the brake pipe segment connected to the control valve under test will not exceed
125 ft.
3.0 TEST PROCEDURES
3.1 Brake System Equalization Tests
3.1.1 For the brake system equalization tests, the brake cylinder piston travel of all cylinders on
a given tested car will be set according to the midpoint dimensions listed in Table 3.1. For brake
systems not listed in Table 3.1, the piston travel must be set at the midpoint of the allowable pis-
ton travel range for that brake system design as indicated on the badge plate of the car. All piston
travel settings are to be made at a brake cylinder pressure of 50 psi ± 1.0 psi. The brake cylinder
pressure to set the brake cylinder piston travel can be supplied by a reducing valve and does not
need to come from the car brake system. A tolerance of no more than ±1/4 in. is allowed for sin-
gle-cylinder body-mounted systems. For brake systems with more than one brake cylinder or sys-
tems with truck-mounted brake cylinders, the maximum piston travel tolerance is ±1/8 in. Cars
equipped with empty/load devices must have these devices set in loaded position. If a relay valve
system is used, all brake cylinders must be set to the maximum allowable piston travel.
Table 3.1 Piston travel settings for brake system equalization tests
All settings made with 50-psi brake cylinder pressure and empty/load in loaded position
Piston Travel Setting
Rigging Type Tolerance
Midpoint Maximum
Body Mounted 10 in.
Body Mounted 8.5 in. 8 in. 10 in. ±1/4 in.
Body Mounted 7.5 in.
ELLCON-NATIONAL 2 3/4 in. 4 in. ±1/8 in.
THRALL 3 1/4 in. 4 1/2 in. ±1/8 in.
WABCO TMX 2 in. 3 1/4 in. ±1/8 in.
TTX-MISNER 8 in. 9 1/4 in. ±1/8 in.
WABCOPAC II 2 in. 3 1/2 in. ±1/8 in.
TRIAX-DAVIS 3 1/4 in. 4 1/2 in. ±1/8 in.
TRIAX II 1 3/4 in. 3 1/4 in. ±1/8 in.
Body Mounted 12 in. 6 in. 8 in. ±1/4 in.
NYCOPAC 2 2 in. 3 1/4 in. ±1/8 in.
NYCOPAC 2A 2 in. 3 in. ±1/8 in.

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3.1.2 All piston travel measurements will be made after the brake rigging is rapped.
3.1.3 All pressure measurements will be measured using pressure transducers or gauges with a
resolution of at least ±0.5 psi.
3.1.4 The brake cylinder pressure of all brake systems on all cars of the test lot must equalize
between 63.5 psi and 66.5 psi with a minimum of a 30-psi reduction from a 90.0-psi brake pipe
pressure after the rigging is rapped.
3.1.5 An emergency brake application must produce brake cylinder pressure between 15% and
20% higher than the brake cylinder pressure achieved with a 30-psi reduction.
3.1.6 If a relay valve type of brake system is used, the supply reservoir must be sized to produce,
IMPLEMENTED 01/2018

as a minimum requirement, an emergency brake cylinder pressure between 15% and 20% higher
than the pressure achieved in paragraph 3.2.4 with all pistons adjusted to the maximum allowable
travel. The brake cylinder equalization pressure is to be determined in the brake cylinder control
pipe from the control valve to the relay valve.
3.1.7 The number of test cars required for the brake system equalization tests are
• 1 car for a single car production,
• 2 cars for lots of 2 to 30 cars, and
• 3 cars for lots exceeding 30 cars,
provided cars are of the same basic weight and design and have identical foundation brake rigging
or identical truck-mounted brake arrangements.
3.1.8 All cars tested within a given test lot with identical brake arrangements must be within the
limits of the specification requirements. If one of the tested cars falls outside of the specified limits,
one additional car may be tested, and this car must fall within the specified limits. It is the respon-
sibility of the car builder to test cars and notify the customer of any potential problems. It is the
car builder’s and the customer’s responsibility to ensure that the car design meets this standard.
3.2 Brake Shoe Force Tests
3.2.1 Static brake shoe force tests shall be made with an AAR-approved brake shoe force mea-
surement system. Total net shoe force is the force exerted on all brake shoes. Braking ratio is the
total net brake shoe force divided by the weight of the car and must conform to Table 4.1.
3.2.2 It is recommended that all trucks associated with any one control valve be tested simulta-
neously.
3.2.3 All pins and pin holes must be free of lubrication. If lubrication is present, it must be
removed prior to test.
3.2.4 The brake cylinder pressure for these tests can be supplied by a reducing valve and need
not come from the braking system. If a reducing valve is used, the equalization test
(paragraph 3.1.4) must be performed prior to performing the brake shoe force tests. The brake cyl-
inder pressure for brake shoe force tests after rapping the rigging must be that obtained in the
equalization test (paragraph 3.1.4).
3.2.5 All connection pins or other friction points must be rapped in a direction normal to the
applied force (longitudinal axis of pin). Rapping should begin at the connection nearest to the
brake cylinder and progress through all rigging connection points and friction points to the last car
body or truck bolster connection. This process should be repeated until all brake shoe forces are
stable. A 2- to 3-lb hammer totaling no more than 18 in. in length is to be used to rap the brake rig-
ging. Under no circumstance should the brake rigging be rapped in a manner that might artificially
increase or reduce the brake shoe forces.
3.2.6 No rapping is allowed during hand brake force testing.

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3.2.7 A 6.0-psi to 7.0-psi brake pipe reduction from a 90.0-psi brake pipe pressure must result in
all brake shoes being forced against the wheels. The average brake shoe force of all brake shoes on
the test car must be no less than 100 lb at each wheel.
4.0 BRAKING RATIO
4.1 On cars built new, rebuilt, or converted from cast iron to composition, braking ratios must be
in accordance with those shown in Table 4.1.
Table 4.1 Net braking ratios with a 30-psi brake pipe reduction from 90-psi brake pipe pressure
Loaded Net Brake Empty Brake Ratio—
Ratio—Percentage of Maximum Percentage of Hand Brake
Gross Rail Load Light Weight Ratio—Percentage of

IMPLEMENTED 01/2018
Car Type Min Max Min Max Gross Rail Load
Cars rebuilt or TOFC/COFC 11% 13% 15% 38% 10%a/
converted All other 8.5% 13% 15% 38% 10%a/
All new cars, including 11% 14% 15% 32% 10%a/
TOFC/COFC ordered after
January 1, 2004
a/ Handbrake force must comply with those shown in Table 4.2.

Table 4.2 Handbrake force

Handbrake Measured Measured Horizontal Force

Group Vertical Force Sheave 66 Bell Crank
N, Q, T, V 3350 3015 4000
O, R 4475 4027 5400
P 6800 6120 —
U 4900 4410 —

4.2 The power brake loaded net braking ratio on each wheel must be within ±12.5% of the values
established for the loaded car. For example, if the total net shoe force, as determined by the test
procedure, is 8,000 lb for eight brake shoes, then the 1,000-lb average per shoe location must not
vary by more than ±12.5%, i.e., 1,125-lb maximum and 875-lb minimum. One shoe force for each
eight wheels on a car may exceed ±12.5% without failure.
4.3 The number of test cars required for the brake shoe force tests are
• 1 car for a single car production,
• 2 cars for lots of 2 to 30 cars, and
• 3 cars for lots exceeding 30 cars,
provided cars are of the same basic weight and design and have identical foundation brake rigging
or identical truck-mounted brake arrangements.
4.4 For cars without a slack adjuster, the same brake ratio requirements apply for the maximum
and minimum allowable brake cylinder piston travel.
4.5 All cars tested within a given test lot with identical brake arrangements must be within the
limits of the specification requirements. If one of the tested cars falls outside of the specified limits,
one additional car may be tested, and this car must fall within the specified limits. It is the respon-
sibility of the car builder to test a car and to notify the customer of any potential problems. It is the
car builder’s and the customer’s responsibility to ensure that the car design meets this standard.

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4.6 The brake shoe force test requirements must be met with the slack adjuster setting
unchanged from that established in paragraph 3.1.1. Note: At the higher cylinder pressure used
in this test, the piston travel may be slightly longer than it was when set at 50 psi. Reset relay
valve systems to nominal piston travel according to Table 3.1.
4.7 Empty/Load Equipment Selection Guidelines
Set the loaded car NBR between 12% and 12.5% of gross rail load at 65-psi brake cylinder pres-
sure. Select appropriate empty/load proportioning to keep empty car NBR between 22% and 30%.
(AAR minimum and maximum empty car limits are shown in Table 4.1.)
5.0 PISTON TRAVEL
5.1 Set piston travel in accordance with the Field Manual of the AAR Interchange Rules, Rule 3.
IMPLEMENTED 01/2018

5.2 If a car is equipped with a piston travel indicator, it must be fully visible and its limits must
be easily distinguishable to an inspector on either side of the car.
6.0 BRAKE COMPONENT DESIGN STRESSES
Brake beams, brake levers, rods, jaws, and pins must be designed to carry forces resulting from the
brake cylinder pressure 90 psi without exceeding the stresses listed in Table 6.1, which are based
on mild steel having a yield point of 33,000 psi.
Table 6.1 Brake component maximum stress
psi
Levers, maximum stress 23,000
Rods, maximum stress 15,000
Jaws, minimum stress 10,000
Pins, maximum shear 10,000
Pin bearing (on projected area) 23,000

6.1 Brake levers must be 1 in. or 1 1/4 in. thick.

6.2 Truck levers must be 1 in. thick (+1/16 in., –1/32 in.) for 18,000- and 24,000-lb capacity beams
and 1 1/4 in. thick (+1/16 in., –1/32 in.) for 28,000- and 36,000-lb capacity beams.
6.3 Truck lever connection, if made of round bar steel, must be not less than 1 5/8 in. in diameter.
6.4 All brake rods must be at least 3/4 in. in diameter.
6.5 Brake beam strut pin diameters shall be as shown in Table 6.2.
Table 6.2 Brake beam strut pin diameters
Brake Beam Strut Pin Diameter (in.) Brake Beam Capacity (lb)
1 3/32 18,000
1 11/32 24,000 and 28,000
1 19/32 36,000

6.6 Diameter of holes for brake pins shall be nominally 1/32 in. greater than pin diameter. Holes
in air brake pins must accept a 3/8-in. cotter.

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7.0 HAND BRAKES

7.1 Hand brake must be an AAR-approved type meeting the requirements of Standard S-475.
7.2 Hand brake as applied to car must provide the minimum net braking ratio as shown in Table
4.1.
7.2.1 For geared hand brakes, the minimum force for the type of hand brake used (as shown in
Standard S-475, Table 1.1 or Table 1.2) must be applied in the vertical chain. Where the car design
makes it impractical to measure the force in the vertical chain, the proper force value from
Standard S-475, Table 10.1 or Table 10.2, must be applied in the horizontal connection closest to
the bell crank or sheave wheel.

IMPLEMENTED 01/2018
7.3 Hand brake, as applied to the car, must provide travel equal to the effective piston travel of
the air cylinder or cylinders without exceeding the approved travel range of the bell crank or
sheave wheel. If one hand brake cannot provide the necessary force and/or travel, additional hand
brakes or brakes must be applied with appropriate stenciling at each hand brake location.
7.3.1 Stenciling for any additional hand brakes shall consist of the following words:
CAR EQUIPPED WITH
"insert number" HAND BRAKES
APPLY OR RELEASE ALL HAND
BRAKES ON CAR

7.3.2 Stencils shall be applied above the A-end truck on both sides of car on single-unit cars with
truck-mounted brakes and hand brake effective on B-end only. The stencil shall have the following
words:
HAND BRAKE APPLIES ONLY
ON B END TRUCK

7.4 Brake rigging must be designed so that the hand brake force is effective on at least one-half of
the car’s axles, including the “B” end truck equalized between axles as closely as possible.
7.5 A change in the carbody-truck relationship equal to the maximum allowable wear limit of the
car-truck interface must not result in a reduction of the hand brake force to less than 6.5% of the
gross rail load.

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7.6 The hand brake load bearing chain in all hand brakes must be painted as an indication that
the hand brake is not applied. With the hand brake fully released, the first three visible links
shall be painted as indicated in Fig. 7.1. The color shall be fluorescent orange or white.

GROUP O GROUP N GROUPS F AND M

IMPLEMENTED 01/2018

LOAD BEARING CHAIN LOAD BEARING CHAIN

Fig. 7.1 Hand brake chain links requiring painting

8.0 DIMENSIONS AND INSTALLATION INSTRUCTIONS
For dimensions and instructions for installing brake cylinder, control valve, dirt collector, retaining
valve, angle cock, and piping, see Standard S-400.
9.0 ANGLE COCK/END COCK
Angle cock/end cock, with dimensions as shown in Standard S-400, Standard S-470, or an
approved alternate, is required at each end of car, located as shown in Standards S-400, S-424
through S-428, S-488, S-4003, or S-4021.
10.0 RELEASE VALVE
10.1 Release valve rod must comply with Standards S-400, S-443, and S-444.
10.2 Release valve rod or rods must be 1/2-in. diameter and be attached to a valve handle with a
5/16-in. cotter.
11.0 RETAINING VALVE
11.1 One retaining valve, with dimensions as shown in Standard S-400, is required per control
valve on all cars.
11.2 Standard location of the retaining valve for various types of cars is shown in Standard
S-445.

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12.0 SECUREMENT OF BRAKE PARTS

12.1 Self-locking nuts that conform to SAE J429 grade 5 or better are to be used on bolts at the
locations listed in Table 12.1.
Table 12.1 Minimum bolt sizes for brake component securement
Location Bolt Diameter (in.)
Bolts securing AB valve pipe bracket to car body bracket 5/8
Bolts securing combined reservoir to car body bracket 1
Bolts securing brake cylinder to car body bracket 5/8
Bolts securing retaining valve to car body bracket 3/8

IMPLEMENTED 01/2018
Bolts securing branch pipe tee to car body bracket 5/8
Angle cock U-bolts 5/8

12.2 Self-locking cap screws that conform to SAE J429 grade 5 or better must be used in securing
all flange fittings, including attachment of a combined dirt collector and cutout cock to an AB pipe
bracket portion. Where cap screws are used as bolts, these cap screws should be of the
non-self-locking type, and nuts used thereon should be of the self-locking type.
12.3 High tensile steel bolts that comply with the physical properties of ASTM A-325 (latest
issue) or that comply with ASTM A-449 (latest issue) must be used for securing a combined reser-
voir and AB pipe bracket to car body brackets. These bolts must not be of a smaller diameter than
those presently in use (see sizes listed in Table 12.1). The self-locking nuts used with these high
tensile steel bolts must be tightened with no more force than normally applied with the
non-high-tensile bolts previously used to avoid damage to castings. Use of torque wrenches is not
mandatory.
12.4 Self-locking-type nuts must not be applied to studs securing air brake portions to pipe
brackets or to studs used to secure parts to portion.
13.0 PIPE
13.1 All air brake pipe and fittings must be extra heavy (ASTM A-53, Schedule 80), except nipple
at angle cock, which may be either standard weight (ASTM A-53, Schedule 40) or extra heavy
(ASTM A-53, Schedule 80).
13.2 Air brake pipe diameters shall be as shown in Table 13.1.
Table 13.1 Air brake pipe diameters
Air Brake Pipe Diameter (in.)
Brake pipe 1 1/4
Branch pipe 1
Reservoir pipe 3/4
Release control retainer pipe 3/8
Nipple and angle cock 1 1/4-in. diameter, 10 in. long
Brake cylinder pipe See below
Empty/load equipment See below

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13.2.1 To obtain the correct auxiliary reservoir/brake cylinder pressure relationship, adjustment
of brake cylinder pipe volume by use of 1 1/4-in., 1-in., 3/4-in., or 1/2-in. pipe is permitted. There
are length limitations for 1/2-in. pipe only. The maximum length of 1/2-in. pipe is calculated as fol-
lows:
600 – Vd max
Lmax (ft) = ----------------------------------
6
where
Vd max = total maximum piston displacement volume in cubic inches of the cylinder or group of cylinders to
be supplied by the pipe (calculated from piston area and maximum allowable piston travel)
13.2.2 When brake cylinders incorporating a clearance volume to provide brake cylinder pressure
IMPLEMENTED 01/2018

equivalent to that obtained with a 10-in. brake cylinder are used, at least 30 in.3 must be added to
the maximum piston displacement volume.
13.2.3 It should be noted that the length restriction on 1/2-in. pipe applies to particular sections
of pipe feeding particular cylinders. Separate sections of 1/2-in. pipe, each of which are restricted
by the above equation, can be used to feed other cylinders on the same car.
13.3 Air brake piping shall meet the requirements of Standard S-400.
13.4 The recommended minimum and minimum allowable pipe bend radii shall be as shown in
Table 13.2
Table 13.2 Minimum radius of air brake piping
Size of Pipe (in.) Minimum Recommended Radius Bend (in.)a/
1 1/4 12 (preferred, but not less than 9)
1, 3/4, and 1/2 6 (preferred, but not less than 4 1/2)
3/8 3
a/ The radius must never be small enough to reduce the cross-sectional area
of the pipe. The radius will be measured using the centerline of the pipe.
13.5 Welding of air brake piping installations shall meet the requirements of Standard S-402.
14.0 PIPE SECUREMENT
14.1 All pipes must be fastened to the framework of the car with a sufficient number of clamps in
accordance with Standard S-400.
14.2 Brake pipe clamps or other means of securement shall be no closer than 3 ft, and preferably
no closer than 5 ft, from the anchor or clamp at the branch pipe tee, except on hopper cars and
tank cars and other cars with brake valves mounted at car ends where 3 ft is generally impracti-
cal. All other pipe clamps or other securement shall be no more than 8 ft apart.
14.3 Air brake pipe clamps of the J-bolt type are prohibited, except on pressure retaining valve
pipe.
14.4 Air brake pipe clamps of the U-bolt type made of round bar steel are prohibited, unless such
U-bolt pipe clamps have a flattened contact surface with the pipe that is not less than the diameter
of the bolt. Non-flattened, round-bar U-bolts are permitted on the pressure retaining valve pipe
and at the angle cock.

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15.0 AIR BRAKE HOSE

15.1 Air brake hose must meet current AAR specifications.
15.2 Brake pipe end hoses are to be mounted in accordance with provisions of Standard S-437.
15.3 Brake pipe end hose clamps must meet the requirements of Standard S-439.
15.4 Location of label on air brake hose must conform to Standard S-441.
15.5 Brake pipe end hose nipple and coupling must conform to Standards S-456, S-458, and
S-491.
15.6 All rebuilt cars equipped with air dump hoses designed to couple below the level of the

IMPLEMENTED 01/2018
coupler must be equipped with L-type hose couplings.
15.7 Air dump hoses designed to couple above the level of the coupler are prohibited on all new
cars built after July 1, 2003. All non-air-brake hoses, including dump line hoses, shall use an
L-type hose coupling.
16.0 AUTOMATIC SLACK ADJUSTER
Slack adjuster must be an AAR-approved type. The limiting dimensions and typical application
are shown in Standards S-419 through S-423, Standard S-4008, and Recommended Practice
RP-400.
17.0 BRAKE LEVER BADGE PLATE
A metal badge plate meeting the requirements of Standard S-374 is required on all cars.
18.0 BRAKE BEAMS
18.1 Brake beams must be an AAR-approved type. Tests and limiting outline are shown in Stan-
dards S-344, S-345, S-346, S-348, S-349, and S-379.
18.2 AAR-approved brake beams are to be selected for service on the basis of forces resulting
from a brake cylinder pressure of 90 psi. The AAR-certified capacity of the brake beam (i.e.,
18,000 lb for AAR No. 18 beam, 24,000 lb for AAR No. 24 beam, etc.) must not be exceeded.
18.3 In the event calculated hand brake forces result in higher brake beam loads than referenced
in paragraph 18.2, the brake beam load resulting from the application of 125 lb at the rim of the
hand brake wheel shall be the beam selection criterion. This force is not to exceed the AAR-certi-
fied capacity of the beam.
19.0 BRAKE SHOE
High friction composition brake shoes must conform to the drawing shown in Standard S-431.
20.0 BRAKE SHOE KEY
Brake shoe keys must conform to the drawing shown in Standard S-376.
21.0 COMPLETE CAR BRAKES
Complete car brakes must be designed, constructed, and installed to meet the specifications for
single capacity freight brakes in Standards S-400 and S-461.

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22.0 BRAKE SYSTEM LEAKAGE TEST

22.1 Brake Cylinder Leakage Method
New cars must be tested to ensure that brakes will remain applied as determined by a brake cylin-
der leakage test using a pressure gauge installed in the brake cylinder pressure tap. If the car is
equipped with an empty/load valve, the pressure tap downstream of the empty/load valve must be
used, and the empty/load must be in the loaded position. Brake cylinder leakage must not exceed
4.0 psi in 10 minutes after a 40-psi reduction from a 90-psi brake pipe charge. Start the leakage
test 3 minutes after the 40-psi reduction is made.
22.2 Alternate 4-Hour Test Method
New cars must be tested to ensure that brakes will remain applied as determined by piston exten-
IMPLEMENTED 01/2018

sion or with all shoes against wheels for a minimum of 4 hours from a service reduction of the brake
pipe to 0 psi from a 70-psi brake pipe charge.
23.0 EMPTY/LOAD REQUIREMENTS
The brake ratio at the changeover point from loaded to empty (or to any intermediate loading posi-
tion) must not exceed 38% or fall below the minimum loaded brake ratio allowed for the car under
test.
24.0 BRAKE PIPE RESTRICTION TESTS
24.1 One car in any given production lot must pass all portions of the brake pipe restriction test
as described in Standard S-471.
24.2 All cars produced in any given production lot must pass the ball test portion of the brake
pipe restriction test as described in Standard S-471.

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