198 report — 1877. 



The speed being- about 40 miles an hour in each case, stops were effected with 

 the following results : — 



1st. With force applied to brakes just short of skidding, stopped in 226 yards; 

 retarding force 7'74 per cent. 



2nd. With all the force that could be applied, stopped in 192 yards ; retarding 

 force 9-28 per cent. 



Tims it was found that the skidding had added about 20 per cent, to the force 

 produced by the same brakes when they did not skid the wheels. 



It is clear that the ultimate resisting force is derived from the rails ; consequently 

 the effect under the differing circumstances of skidding or not skidding is propor- 

 tional to the difference of the space traversed by the train and that described (on 

 the average) by the tyres of the several wheels. If the wheels could be taken as 

 being all of them skidded throughout the entire period of the stoppage, that 

 difference would be represented by the space traversed, and then the retarding 

 force would be a maximum ; whereas if the wheels continue to revolve at a rate 

 below that due to the speed of the train, the " slip " will represent so much 

 retarding power lost. 



The superiority of Continuous Brakes over brakes of the ordinary kind appears 

 to be practically admitted by all railway companies, seeing that a good Continuous 

 Brake willreduce the stopping distances of fast trains to one third of the distance 

 within which they can be stopped by ordinary means. 



The general adoption of some one effective system of Continuous Brakes on 

 carriages which have to run from one line to another would certainly be productive 

 of much advantage ; for even in breaking up and remaking a train at any junction- 

 station they would be found fitted with the appliances requisite for* working 

 together, and for availing of the common source of power which may be afforded 

 by the engine or by the vans. Otherwise the speciallv fitted trains must be 

 arranged to run through from end to end of the line, or "passengers to whom ia 

 accorded the security afforded by the continuous brakes, must change from one 

 train to another when entering a line of railway on which some other system of 

 brake is employed. 



If the allied companies could agree to adopt the same system there is little 

 doubt but that the conversion of ordinary into continuous brakes would proceed 

 with far greater rapidity than would be the case on the other assumption, and that 

 the public would at a much earlier period be found to enjoy the full benefit of the 

 change. Nevertheless, and until sufficient time has been allowed for testing under 

 all circumstances the merits of the different systems now on trial, it may be scarcely 

 reasonable to expect the present adhesion of any considerable number of railway 

 companies to one particular system. 



The time, however, has arrived not only when each system should be 

 scrutinized and tested in the most complete manner, but when the companies should 

 clearly set before themselves the conditions which a good continuous brake should 

 satisfy. 



A study of the different systems of brakes which came under our notice, and their 

 behaviour under the different circumstances of their application, seems to point to 

 the following as the conditions which a perfect continuous brake for heavy fast 

 trains should be called upon to satisfy : — 



1st. The brake-power should be applied to all the wheels of all the vehicles 

 throughout the train. 



2nd. The power by which the blocks are forced upon the wheels should 

 be adequate to skidding the wheels upon the speed becoming moderately 

 reduced. 



3rd. The Driver should have the whole of the brake-power of the train completely 

 under his command, and be able to apply it at a moment's notice, as he is the 

 first person likely to discover any obstruction ahead, and is primarily responsible 

 lor the regard of danger signals. lie can thus stop the train at once,' and no time 

 is lost by his having to signal danger to the Guard. 



4th. The Guards should individually possess the like means of applying the 

 continuous brake, that they may be enabled to stop the train without referenc 

 to the Driver on an emergency which may have manifested itself to the Guard, but 



