CONTINUOUS RAILWAY BRAKES. 



183 



till it oqnals tliat in the lai-go reservoir, the brake-pistons 

 in the cylinders are thrust apart, and the brakes api)lied. 



This brake was effective in stopping trains, so long as no 

 serions leak occurred in the pipe from bursting of a hose- 

 pipe, or the unfastening of a pipe coupling. 



The brake was furthermore much quicker in its action 

 than any simple vacuum brake could be, on account of the 

 high pressures used. It will bo soon, however, that, as 

 described, the brake power would be lost should a pipe 

 coupling become undone. To mitigate this disadvantage, 

 Mr. Wostingliouse added a strong auxiliary reservoir of 

 largo capacity to the tail brake-van, in which air at high 

 pressure was stored. Communication between this supple- 

 mentary roaorvoir and the train pipe was cut off during 

 ordinary running by a guard's valve. 



Valves were likewise placed in the hose couplings, which, 

 in the event of a coupling becoming undone, were pressed 

 against their soata b}' the pressure within the pipe when 

 communication was opened with the sup])lomontary air 

 reservoir by tho guard's valvo. It will thus be soon that, in 

 the event of the train parting, tho power of tho brakes 

 would not bo entirely lost, the brake power being preserved 

 to tho part of the train connected with the rear brake-van. 

 This property of retaining a portion of the brake-power in 

 the event of parting of tho train, the " Westinghouso " 

 shares with the " Hardy " vacuum brake ; but in the case of 

 tho " Westinghouse," tho value of this power is enhanced 

 because the brake power is preserved to tho rear portion ; 

 the front part of the train connected with the engine is 

 conti'olled by it, because the driver can command a certain 

 amount of braking power, if he chooses to throw his engine 

 m " reversed gear " while running forward ; in any case, a 

 driver can put on the tender hand-brakes. 



