180 



CONTINUOUS RAILWAY BIIATCES. 



The device for enabling the guard to bring tlio surfaces 

 of tlie van-axle friction roller and the chain-barrel friction 

 drama into contact, requires a few words of explanation. 



The swinging links carrying the latter are hung, one 

 from the carriage frame near the fulcrum of the long lever ; 

 the other is hung from the lever, as seen in the large 

 diagram. The lower ends of these swinging links are, by 

 means of short links, hinged to the lower end of a short 

 link, whoso upper end hinges on a pin on the long lever. 



When the guard wishes to apply the brake, he raises the 

 lever by means of a hand-wheel and screw ; the lever, in 

 rising, draws up the short inclined links, which pull the 

 "friction drums" iixto contact with the roller on the van 

 axle. 



This brake may be made instantaneous in its action by 

 placing a spring underneath the lever, which is compressed, 

 and then released by the guard when required for raising 

 the lever and a])plyiiig the brakes. 



This brake is now out of date ; it does not comply with 

 the " Board of Trade " condition regarding automatic action 

 in case of accident. The brake was mucli atfectcd by fi'ost 

 and atmospheric changes, and was unreliable, as well as 

 being useless if the train became parted. It was likewise 

 rough in its action. 



The " Smith " Vacuum Bkake. 



Each carriage carries one or more collapsible cylinders, 

 whose lower ends are liidicd to the boll-crank levers of the 

 brake rigging. A continuous train pipe sets up a through 

 communication between an ejector on the engine and the 

 collapsible cylinders throughout the train. 



The collapsible cylinders are in stable equilibrium when 

 the brakes arc " off'," being so maintained by a pressure of 



