182 CONTINUOUS RAILWAY BEAKES. 



is efBcient in stopping trains wliilo thore is no loakago. In 

 the event of the hose conplings parting, the brake on the 

 carriages is rendered useless, thongh that on the engine 

 remains unaffected. The " Hardy " brake is in this respect 

 an improvement on Smith's. 



The "Tell Taf.io " Vacuum Brake 



Eesembles Smith's in the use of one ejector only, and 

 Hardy's as regards the brake cylinder. The " ejector " 

 differs from either ; it contains within the large ejector a 

 small auxiliary one, which maintains a certain degree of 

 vac;u;im in the train-pipe to test its soundness ; this amount 

 of vacuum is indicated on a gauge by a pointer, showing 

 " brake right "; should a leakage occur that would endanger 

 the action of the brake, the small ejector will fail to main- 

 tain the vacuum, which the pointer will show on the gauge. 



The " Westinohouse " Stkaight Air Bkake. 



This is another example of Class III. It is, however, an 

 air-pressure brake. 



An air-pump on the engine, worked by steam from the 

 boiler, forces air into a large reservoir placed underneath 

 the tender. The pressure in the reservoir varies, but is 

 generally 70 to 80 lbs. on the square inch. Double piston 

 brake-cylinders are fitted tinder the carriage frames, the 

 piston-rod ends being connected with the brake-rigging by 

 means of short connecting rods. 



A continuous brake-pipe runs from the air-reservoir on 

 the engine tender along the train, being connected by 

 branch pipes with the brake-cylinders. 



To apply the brakes, the driver opens a valve, which 

 admits air from the reservoir to the " train-pipe " ; the 

 pressure in the pii)0 and the brake cylinders is thus raised 



