Document 0Jk7gjQ0ybmo0e33qnQJOGY1m
FILE NAME: Z<
DATE:
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DOCUMENT DESCRIPTION WZZZ<ZW&Z WZ,ZdtZtdZZ
FRICTION PRODUCTs-HOW THEY WORK AND WHY THEY CONTAINED ASBESTOS
John W. Kourlk, P.E.
CONTENTS 1. BACKGROUND AND FOUNDATION FOR EXPERT OPiNIONS.............. 1
1.1 EXPERIENCE WITH WAGNER ELECTRIC BRAKES ................... 1
1.2 INDUSTRY-WIDE EXPERIENCE WITH BRAKES ......................... 1
2. EXPERT OPINIONS ................................................................................. 2
2.1 HOW DO BRAKES WORK .............................................................2
2.2 HOW AUTOMOBILE BRAKES BEGAN AND EVOLVED ............. 3
2.3 BRAKES HAVE CERTAIN DESIGN STANDARDS AND REQUIREMENTS .........................................................................3
2.4 WHY THE BRAKE INDUSTRY USED ASBESTOS ....................... 5
2.5 WHY THE INDUSTRY HAD NO NEED TO SEARCH FOR ALTERNATIVES TO CHRYSOTILE ASBESTOS FOR SEVERAL YEARS AFTER WORLD WAR 11 ...............................6
2.6 WHY THE INDUSTRY INITIALLY SEARCHED FOR AlTERNATIVES TO ASBESTOS ....................................... 7
2.6.1 NHTSA Safely Standards .................................................. 8
2.6.2 CAFE Standards.................................................................8
2.7 INVESTIGATION INTO ASBESTOS SUBSTITUTES IN FRICTION PRODUCTS.....................,....................................... 8.
2.8 DID THE FEDERAL GOVERNMENT EVER BAN ASBESTOS FOR HEALTH REASONS? ....................................... 8
Page 1
1. BACKGROUND AND FOUNDATION FOR EXPERT OPINIONS
1.1 EXPERIENCE WITH WAGNER ELECTRIC BRAKES
My Curriculum Vitae Is Exhibit 1 to this report and it identifies most of the
experiences that I draw upon for the opinions expressed herein. My experience In the
design. testing and prodauccittioynaso,f"fairustto, manoUevnegibnreaekreaansdstehmebnliaess tshpeacnhsie4f0byraekaerseonfgaincetiveer
employment In my for Wagner Electric,
cap I was
familiar
with
the
various
types
of
brake
systems
In
use
for
cars, trucks and buses duringethsyeslteenmgsthoor famcyomcaproeseirt.e oTfhaeiyr abnadsichayldlyraburleica.kMdoywwnotrok
hydraulic systems or alr-brak Included familiarity with the actual
brake
lining
or
friction
material
that
those
systems
used. I designed brakes, made drawings for them, supervised the manufacturing
specifications and I witnessed the assembly and disassembly of brakes.
I am a professional engineer (PE) registered In the state of Missouri. This
required me to take certain examinations to qualify for the tiUe of PE. In my PE
capacity. I had occasion to obornadkueest yosrtseumpsewrviitsheraecgtauradl trooatedmtepsetrsaoturrteessta-tnrdac- k
examinations perfonnance.
of brakes and The friction products
I
have
tested
and
specified
were
used
on
brake
assemblies for passenger cai-rtsra, Dligehrst taruncdkvsa, rmioeudsiuinmdutrsutrcikasl .ebquusispemse, ncot aMchyeesx,pheeraievnyce
trucks, tractors, trailers, sem Inetuded brake assemblies and
friction
products
used
on
overhead
cranes,
specialized
heavy-duty Industrial equipment and various types of oonstruction equipment. I have
also done my own personal brake replacement with asbestos-contalnlng brakes.
Another significant part of mydeucmtspluosyemdefnotrarcetpivlaitcyeInmcelundt epdurtphoeseevsaIlnuathtieonIn, dustry
testing and specifying of friction pro generally referred to as the "aftermarket."
These replacement friction
products Included
lining sets. sets of block lining, sets of lined brake shoes as well as pad sets for disc
brakes.
1.2 INDUSTRYWIDE EXPERIENCE WITH BRAKES
When I was Wagner's Chief Brake Engineer, my organization was a supplier of
new brake assemblies and replacement friction and a purchaser of friction products.
This required oontinuous oonotuanedt ws iItnhvomlvaendy amwaniduefarcatnugreerosfomf farincutifoanctouorimngpopuroncdess. sTehsisto
variety of make the
sources product
and comp In Its several
confIgUrations
and
various
means
of
attachment,
such
as:
Flexible strips (riveted or bonded)
Rigid strips (riveted or bonded)
\ .
Page 2
Segments (riveted or bonded)
Blocks (riveted or bolted)
Disc pads (riveted, bonded or Integrally molded)
I have been Involved with setting brake Industry standards through tile Society of
Automotive Engineering activities (SAE). SAE Is an intemational organization that is
charged with developing automoUve standards, recommended practices and other
documents that relate to standardizing items of manufacture in both offroad
equipment, motor vehicle equipment and aircraft. During my career, I have participated
on the oommittees or acktivaintidesdoofwtnhetoSlAowE.erIelilsetveadtitohneoitfesmersviincem. yFCour orrniceulyuemarVIitwaaes
according to the the Chairman of
top the
ran Motor
Vehicle
Council
of
the
SAE,
which
oversaw
all
~f
the
specfficatlons, standards, recomtmanednadreddspdreaacltticweisthadnidmtehnesliiokneatlhaant dreplaetrefOdOto1lance
automoUve equipment. These s standards in the testing of brake linings or brake components.
We wrote standards for
test procedures that were Inoorporated Into the federal motor vehicle safety standards.
I have published articles relating to the brake manufacturing Industry. In 1951, I
published a paper related tootmhee dweosrikgnonofmtheeasInudriunsgtrtihael bsrtaokpepisnygsdteismta, novceertfo1emadeectrane
brake system, followed by s safety standards for rubber mill operation.
In October 1964, I published an
SAE paper
that dealt with theoretical oomparison of the two major alr-brake types, cam brakes and
wedge brakes, that are still used on vehicles today.
I have also had occasion to testify before govemmentat agencies regarding
brakes and highway safegtsy rInelcaotendnetoctbiorankweitrhegburalakteiosn.s.FoI rpeaxraticmippalete, dI pinarStiecinpaatteed in
house committee hearin
hearings related to antilock
or
skidoontrol
regulations
for
commercial
vehicles
and
I
have participated in dozens of public meetings related to the regulation of brake
systems, brake components and vehicle performance since the OepartnMlnt of
Transportation was organized in 1965.
2. EXPERT OPINIONS
2.1 HOW DO BRAKES WORK The purpose of the brake system Is to stop and control the vehicle. The brake performs that function by taking the kinetic energy of the vehicle that is moving along at
Page 3
its speed and converting that energy into heat at the friction Interface with the drum or
disc. Brakes can be viewed, quite simply, as energy lransfonners. During a brake
application, the friclion material makereslactoivnetamctowtioithn tbheetwroeteantinthgedtrwuomboorddieissc. (Urostoinrg), the
~ating a Hnlng, the
friction force resisting brake then forces the
the heat
Into
the
drum
where
it
can
be
dissipated
In
the
air.
As an energy conversion device, the brake miraculously uses 20 pounds of driver pedal
force to stop a 3,5OO-pound vehicle at a comfortable change in speed In city traffic.
2.2 HOW AUTOMOBILE BRAKES BEGAN AND EVOLVED
As the first motor vehicles Increased in speed and weight, it became apparent
that Iwo-wheel extemal banTdhberankeexst sotnepthwearseator aaxdlde edxidtenrnoat lhbaavnedthberaakbeHsitytotothdeissipate
the heat being generated. steered wheel on the front axle.
A third step was to convert from extemal mechanical
band brakes to intemal mechanically applied shoe brakes enclosed within a brake
drum.
Early In the 1920's internally actuated hydraulic drum brake became the newest entry into this ongoing product evolution.
Since that time, hydraulic acrtmuabteradkberaankdesbhraakvee scyosntteinmueddevtoeloepvomlveentI,nhowever,
sophistication and safety. Long-te has never been revolutionary. It has evolved.
Brake development has also been a
privately funded activity. The evolutionary process Is a careful, tedious and unrelenting
challenge to provide reliable step-by-step refinement from any level of safe
performance and durability to another safe level of performance and durability.
It is not practical to define tehseesItmagperosvoefmtheinstsentogoinkepelraincge einvoolvuetirolanpIpninsgpesctiefIpCs
blocks of time. The majority of th because of the many industry entities involved.
The host of vehicle manufacturers each
relied on a multiple base of suppliers and their sources of materials and expertise.
2.3 BRAKES HAVE CERTAIN DESIGN STANDARDS AND REQUIREMENTS
The friction material inside of a brake must operate in a rather hostile environment. Lining temperatures in excess of 4000(; (750F) are not unusual, and temperatures at the contact interface can exceed 850C (15600F). The natura of the on-the-road operating environment (dust, mud, salt, water, etc.) complicates the problem. The friction material must possess an optimized balance of characteristics, and maintain those characteristics throughout 20,000 to 40,000 mHes of vehicle operation.
Page 4
Friction level must be adequate and stable over a wide range of operating
speeds, application pressures, and temperatures, regardless of the conditioning and
age of the material. Of particular interest are the fade/recovery characteristics; i.e., the
ability to resist friction level dethteerniotroarteiotnumwhtoenthseubpjreec-ftaeddetofreicxttiorenmleeveelleovantec<v!oling (the
temperatures (the fade) and recovery). The friclion material
must
have
good
wear
properties
for
long
life,
rut
It
must
also not cause excessive wear onregsroso(vcihnagttoenr, tvhibermataiotnin,gpduilsscatoiornd)rummu.stEbxeceasvsoiivdeed,
compressibnity, noise and rough and sensitivity to moisture must be minimized.
Finally, the friction materlalrnust be
capable of being manufactured with consistency.
In general, attempting to ImprovehuepdoenveolnoepmcheanrtaoctfefrriicsttiiocnofmteanterreisaulsltsIsItnhethreefore
deterioration of other characteristics. T a complex, interactive process seeking
an
optlmlzed
combination
of
Interdependent
characteristics.
The existence of numerous brake deSigns provides another level of romplexity in
designing -s
friction ervo dr
materials. um brake (
linings the mos
f t
or dru popul
m ar
brak U.S.
es requ design
ire at
a wi one
de range of properties.
time) required two
The duo
primary and secondary, each of which ~s
different types of linings, designated different properties of strength, wear resistance,
friction level and friction stabftity.
The
non-servo drum brake (used on mantycshuabra-ccotemripsaticclsvoefhtihcelepsr)imreaqruyiraensdatfhreidsioencondary
Material, which Incorporates the bes Into a single formulation, with emphasis
on
low-temperature
properties
and
static
friction
capabitity. The large hydrautic and air-operated drum brakes utilized on medium and
heavy trucks require, in general, the maximum properties of the smaller vehicle linings
but at significanUy higher operating temperatures. The arcuate form of drum brake
linings places additional restrictions on the formulation, because of proceSSing
requirements.
Disc brakes demand a totally different set of operating conditions for the friction
materials. Disc brakes generally operate at significanUy higher temperatures than drum
brakes, and the front disc brakes run hotter than the rear drum brakes on the same
vehicle. The friction material for disc brakes must be speclflC8l1y designed for these
higher temperatures, and must possess a higher coefficient of friction and better wear
characteristics across the temperature range. Friction-material formulations must also
be tailored to the specific needesigohft.thfreonpta-troti-cruelaarr bvreahkicelebaalpapnlcicea,taiocntusa. tiNnugrnseysroteums
parameters design, and
such duty
as vehicle w cycle affect the
capability
of
a
particular
friction
formulation
to
perform
satisfactonly.
The existence of numerous complex performance standards emanaUng from consumers, associations, manufacturers. and govemment agencies provides an additional set of parameters that friction materials must meet Significant differences
Page 5
can
exist
between
friction
materials
used as original equipment In new vehicles and ent parts in the aftermarket. Each vehicle
friction materials available as replacem manufacturer has a unique, extensive set
of
test
and
acceptance
standards to ensure nents used
the
safety,
durability,
and
performance of Its products and the compo ted requirements exist at the federal, state,
and
local
levels.
therein. Federal
Govemment-Institu requirements include
those
promulgated
by
the
Department of Transportation Health Administration
(DOT)
(vehicle perfonnance), facturing work
the Occupational Safety and practices), and the Environmental
Protection
Agency
(OSHA) (manu (EPA) (manufacturing
practices
and
raw
materials).
2.4 WHY THE BRAKE INDUSTRY USED ASBESTOS
In
the
1890's
the
first
brake
friction
was woven material composed of cotton and ln to provide uniform and stable friction
hourrsineghabirra. kIet haapdptliocabteioinmsp. reBgyntahteedtuwmitohfbtihluemcentury,
the
Increasing
speeds of the friction
d"tenmewp"emraotudreesofotfra3n0s0pdoertgarteioens aFnadhrtehnehienict.reTahsiisngtewmepiegrhaltwuraescchraerarteindgthberackoetton and
deslroyedlt.
Chrysotiie
asbestos
fibers
were
already
being converted inlo thread and became lication that needed heat resistance
the
obvious malerial ve 300 degrees.
of It
choice for continued
a woven app to be produced
In
various
widths
and
varying ressure
abo
dry mix and wet mix compounds were developed for heat-p
thickness until the curing to provide a
more
unifonn
friction
produce.
UnUl
the
eariy
1980's,
only
asbestos met the rigorous design specifICations sly stated, automotive friction materials
for must
thpeearautteomreolitaivbelybinraakne einxdtruesmtrye.lyAhsosptrieleveionuvironment
Friction materials must maintain ration and
o
cteristics
throughout 20.000 to 40,000 mHes of vehicle ope nge of operating speeds, brake application
pressures
balanced chara
must remain stable over a wide ra and temperatures, regardless of the
conditioning
or
age
of
the
material.
Processed
chrysotile
asbestos
fiber was chosen for use in automotive friction of characteristics meets these needs. The
materials because its material possesses a
unique combination high coefficient of friction,
provides
a
high,
stable
friction level llent thermal
under
a
wide
range
of
vehicle and environmental conditions. It has exce sorptivity for both resin binder systems and
friction
stability,
has
good surface ab esses nexibility
and
durabtllty.
has
high
strength and reinforcing tics. The high level
of
mchoadriaficetresr,isptiocsss, and hacsonvdeuryctliovwitynfooirsceedgetnheerhaetinagt inchtoarthacetedrriusm where it could be
resistance to thermal dissipated. It was essenliallo
prevenllhe
heal
of
braking
from
destroying
rubber
seals
in the wheel cylinder and 10 prevent boiling of the brake fluid.
Page 6
My
professional
work
in
the
evaluation
of brake friction, lled in the brake
induded lining on
measurament vehicles and on
of
lining temperatures by thermocouples Insta amometer installations. Additional experience
In
the
effects
of
temperature on n products
dyn brake
friction
was
obtained
fromstsdwatearedecvoenldoupcetdedduInrinagccthoerdtaensctiengwoithf ftrhicetloSAE
Brake
on a Chase machine. lining Quality Control
Such te Test Procedure--SAE
J661.
Collectively, these tests made it ontalnlng brakes for control
pparent
that
the
dust generated during use of asbestos-c
t one single type of wear product Examination
of
the
wear
products
a
of the vehicle is shows it to be a
no combination
of
many
constituents,
including the metal wom off of the ut of the lining under the high heat
drumllining interface and the resins that are cooked o
of braking. 2.5 WCHHRYYTSHOETIINLEDUASSTBREYSTHOASDFNROICNTEIOEND TFOORSESAERVCEHRRFAOLRYAELATRESRNAFATTEIVRES TO
WORLD WAR 11
After
World
War
11,
the
industry
began applying durance and
the technology that had been perfonnance on Improved roads,
created during .g., tumpikes
the war. Higher speed en or toll roads, and the Interstate
Highway
System
began
to
increase
the
e heat
dissipation
demand
on
the
brake
systems.
The
industry
responded
by
successfully developing Improved resins for this The resin improvements kept pace with the
higher operating temperature demand. perfonnance demands and the Increased
vehicle
weights
that
were
occurring. This the brake
. aebnngiitnyeteorsmteoertetthaeinetshteabgloisohdedInbsrualakteinpgefrefoantunraenocfecrherqyusoirteilme eanstbseesntoasblfeodr drum brakes.
However,
there
were
some
special~uty applications for passenger cars that use of other manufacturing techniques
challenged the friction industry to attempt the and other material recipes. I am aware of the
shortcomings
of
the
ceramic
friction tion
offerings. I am also aware of the sseuvbejeractlepdrotobltehmesbtrhoaatdssinpteecretrdummeotfatlelisctfrpicrocedures
submissions demonstrated when needed 10 assure safe performance
10
the
general
public.
The brake test facilities at t vehicles. I have
Wagner
Electric
included inertia dynamometers and icles equipped with sintered
a fleet of tes metallic friction
on
drum
brakes.
personally operated veh have personally encountered
some
of
the
dangerous
problems
reported
by
others.
- - - - _.._._---------------,.------------
Page 7
I have reviewed the complete 1959 Society of Automotive Engineers (SAE) paper entitled "What's New in Brake Lining." My evaluation Included data provided in the 13 illustrations that the auth9r considered Important to his topic. The 1959 slntered metallic friction, despite survMng one severe demonstration on the Pike's Peak Highway, failed to meet all of the following basic criteria for safe vehicle operation that are a part of the text of the paper.
1. Low wear rate.
2. Minimum friction variation.
3. Resistance 10 high temperature and fading.
4. Compatibility of lining surface with drum surface.
5. Standard brakes or power brakes must engage smoothly with low pedal effort and operate effectively.
6. Lining and drum engagement sounds must stay below audible level.
7. Low acquisition cost for friction material.
8. Low warranty cost and low replacement cost.
There is a 1975 SAE paper entitled "Development of Police Car Brake Standards" that details the frustrating problems associated with the ongoing attempts to
develop a satisfactory sintered metanlc friction product to replace chrysotile asbestos
friction. The report Identifies many faults that were never corrected - hence the slntered metallic friction programs drifted Into obsolescence.
2.6 WHY THE INDUSTRY INITIALLY SEARCHED FOR AlTERNATNES TO ASBESTOS
Use of chrysotite fibers in brake friction was phased out because of new brake performance requirements that made asbestos obsolete. New friction materials were developed using man-made-mlneral-fibers (MMMF) to meet the engineering demands that resulted from two Federal actions: (1) Federal Motor Vehicle Safety Standards promulgated by the DOrs National Highway Traffic Safety Administration (NHTSA); and (2) EPA regulations to implement and enforce the Corporate Average Fuel Economy (CAFE) requirements for new motor vehicles.
Page 8
2.6.1 NHTSA Safety Standards
In January of 1965, the Federal General Services Administration (GSA) required dual (split) operation on all vehicles they purchased. The industry extended that design feature on all passenger cars by model year 1967. Between 1965 and 1976, Federal Motor Vehicle Safety Standard 571.105 (FMVSS 571.105) evolved into a very complex required performance document. Some of the revisions Introduced included, but were not limited to:
Stopping distance requirements for the fun brake system
Stopping distance requirements for both of the partial systems in the event of a single hydraulic failure
Grade holding capab~ity on a specific grade in both directions, uphill and downhill
All vehicles had to be certified to comply with FMVSS 571.105. To meet all of those reqUirements, the vehicle manufacturers had to radicany change the IJraking distribution to 90% front axle and 10% rear axle. A new friction material ha<! to be
developed or found because asbestos did not have the abiflly to dissipate 90% of the
heat of braking without self-destructing.
2.6.2 CAFE Standards
The introduction of friction materials that did not include chrysolile asbestos started after the CAFE regulations were issued, circa 1975. Weight reduction was one key change needed to comply with the CAFE reqUirements. Some brake components were reduced In durability. Increased friction operating temperatures resulted. The introduction of a new fam~y of fibers followed. They were referred to as the MMMF and could function at temperatures that destroyed chrysotile flbers. Some of the fibrous materials were melallic in composition.
2.7 INVESTIGATION INTO ASBESTOS SUBSTITUTES IN FRICTION PRODUCTS
In 1987, due to reported health problems associated with the use of asbestos, the EPA's Office of Toxic Substances proposed a regulation to ban the use of asbestos over a 10-year phase-down period. Since asbestos was a critical cons6tumt In some vehicle friction products, the EPA was Interested in determining whether the proposed ban could have adverse effects on vehicle braking safety.
Page 9
In order to assess the potential effects of the proposed ban on vehicle brake system operation and vehicle safety, the EPA contracted with an entity to make an evaluation. The EPA chose the American Society of Mechanical Engineers (ASME). A panel of individuals knowledgeable in various aspects of vehicle brakes was selected. The panel addressed technological Issues associated with the removal of asbestos from friction materials, specificany:
(1) Identification of substitute brakes and systems,
(2) Compatibility of the ban with motor vehicle safety standards,
(3) Problems associated with replacing asbestos friction materials in aftennarket vehIcles, and
(4) Pace of research and commercialization and effects on phase-out.
The bottom line conclusion from this analysis was that attempting to immediately substitute non-asbestos products created greater consumer safety risks than the continued use of asbestos. There were several bases for that conclusion. Vehicle contmllabHity during braking Is affected by both driver and brake system perfonnance. Generally, vehicle front-to-rear braking ratios are adjusted on a per-model basis to provide optimal braking. Too much braklng on an axle results in premature wheel lockup, and this can lead to loss of steering control (front lock-up) or spln-out (rear lockup). WhUe the effectiveness of disc brakes is directly proportional to pad-disc friction levels, the effectiveness of drum brakes can be greatly affected by changes In lining-drum friction. Friction materials that exhibit reduced effectiveness also can result in brakes having insufficient torque needed to stop the vehicle. Different drum brake designs exhibit dramatic differences in effectiveness.
The majority of the automobiles sold in the United States at the time were fitted with front disc brakes and rear drum brakes. Because of differences between qualification standards, cost, driver preference, and driving conditions in the United States and Europe, American and Japanese automakers were utilizing rear drum brakes. Suitable non-asbestos materials were not avaHable for all of these applications, and Industry-wide substitution of non-asbestos materials In all existing brake designs would require considerable davelopment.
The substitution of unqualified non-asbestos friction materials in the after market, however, posed the largest potential safety Issue_ Because vehicle controflabBity during brakIng is strongly affected by friction material perfonnance, unqualified substitution of friction materials in either vehicle disc pads or drum linings may have had an adverse
effect on vehicle brake balance and controllabRity. A large
Page10
number of older vehicles in the United States have brake systems designed for asbestos friction products. The use of unproven materials in place of proven asbestos materials In existing systems could have resulted In a loss of vehicle controllabnity during braking. Moreover, In 1985, there were no required performance tests for aftermarket brake friction materials and most of the aftennarket, non-asbe$los material suppliers lacked the faCIlities to evaluate their materials under dynamometer and vehicle braldng test conditions. It was detennlned that mandating aftermarket nonasbestos friction materials for vehicles that were originally equipped with asbestosbased linings could lead to a potentiaHy serious consumer sefety risk.
In sum, whOe there were altematives to asbestos flbers being examined, the composites were structurally inadequate, producing tear-out and poor wear resistance, In addition to roughness. All fonnulations were considered failures. This led to the conclusion that simple direct substitution of altemative flber systems was not practk:al. In fact, the non-asbestos substitute drum brake materials originally contemplated Jacked the Insulating capabmty of asbestos and could not be safely used for replacement friction.
300 lawyers BUIldIng / PI"sburgh, Pennsylv"no" 152191 14121642 +120 Fax Number (412) 642-9088
ORIGINALS
----:-.-. :-~
.oe.r.:.:
o er::
-------------------------------~--------------------
JOHN W.KOURIK. P.E. 1135 OUVAIRE LANE ST. LOUIS, MO 63132
3149947657
Curriculum Vitae
Graduate BSME, 1948 Washington University in SI. Louis, Missouri
Registered Professional Engineer (E-6533) State of Missouri
Member.
Society of Automotive Engineers (SAE)
Engineer's Club of SI. Louis, Missouri
Past Member. National Society of Professional Engineers
Presldenfs Club, Wagner Elecbic Cofporalion
Detailed Service to Industrv Groups:
Chalnnan:
Motor Vehicle Council of the ME - t978 Wheel Slip Brake Control Systems Subcommittee of the
ME Brake Committee -1973 Publication Advisory Committee of the SAE - 1972 Brake Rating SubconvniHee of the SAE Brake Committee -
1964
VIce Chairman: Motor Vehicle Council of the SAE -19n SAE Brake CommiHee - 1974
Member:
Parking Brake Subcommittee of the SAE Brake Committee Nomenclature Subcommittee of the ME Brake Cotnnittee Dynamometer SubcorrmlHee of the SAE Brake Committee Road Test Prooedure Subcommittee of the SAE Brake CommIHee and
Vice Chainnan of Its Passenger Car Task Force
Liaison Rep.:
SAE Brake Commiltee to the SAE Hydraulic Brake Systems Actuating Committee
Assoc. Member: Association of Iron and Steel Engineers
Consultant
To the Joint AMA-TTMA Brake Committee (Automobile Manufacturers Association - Truck Trailer Manufacturers Association and Member of Its Brake Rating Horsepower Task Force
Member:
Braking Equipment Suboornmiltee, Western Highway Institute Brake Task Force of the Truck Trailer Manufacturers Assn. Advisory CommiHee, Engineering Department, FIorissant Valley
Community College, Sl Louis, Missouri
Employment Record - Wagner Electric Product Engineering Department:
Student Engineer, June 1948
LaboratOf)' Project En9ineer, October 1948
Junior Mechanical Engineer, November 1949
Project Engineer, Industrial Products, October 1950
Supervisor, Industrial Products Section, APril 1956
Supervisor, Hydraulic Brake Products SectIon, November 1961
Chief Engineer, Brake Products, April 1966
Director, Parts Management, Marketing, September 1981
Director, Brake Engineering & Aftermarket Services, September 1983
Retirement date - June 30, 1988
1/99