198 



CONTINUOUS RAILWAY BRAKES. 



trolled, a-nd tliat these ti-akes are destined to displace all 

 others. 



The tendency in favour of " high pressures " and light 

 parts, and other attendant advantages, points to " pressure " 

 brakes as the best means of solving, in a practical manner, 

 the brake-question. 



The following are the further conclnsions at which one 

 arrives after examining the vaa~ious types of vacuum and 

 pressure brakes : — ■ 



1. That whore, as in the case of vacuum brakes, the total 

 force which applies the brakes depends upon the degree of 

 exhaustion on one side of the piston, better results are 

 obtained, and a more perfect vacuum, with a "differential" 

 pressure brake, such as the " automatic " vticuum brake, 

 than is obtainable in a, reservoir brake like " Hardy's." 



2. That, on account of the largo amount of air which has 

 to be passed through a- limited number of valves, " differ- 

 ential " pressure hrakos, whether vaccum or high pressure, 

 must always bo much slower in going "on" and coming 

 " off " than brakes of the separate reservoir typo. 



3. That " separate reservoirs " are most suitable for air 

 pressure and hydraulic automatic pressure brakes. 



4r. That the pressure principle, as oxomplifiod by the 

 " Westinghouse " brake, is the only ono which has yet 

 solved the brake question to its fullest extent for trains of 

 extreme length 2,0(X) feet. 



5. That brakes in which a "leak off" hole is provided, to 

 allow the brake to come "off" without the application of 

 the " ejector," can only be regarded as nominally complying 

 with the automatic condition. 



