The record-union., 1896-05-31

all storms air is a prominent factor.
Since the death of Solomon historians
have blown about his superior wis
dom, which nineteenth-century men are
inclined to doubt. (Six hundred wives
would make doubter of any man these
days.) But the fact remains that a great
deal of air has been used in the past for
various purposes.
But when the world was young and
Susan B. Anthony was a baby, even
the most visionary person would have
hooted at the theory of using COM
pressed air for the purpose of stopping
wheels, and an air-pump, other than
that manipulated by the village politi-
clan Qong life to him and his hearty
handshake), was in allegiance, awaiting
the advent of modern brains and inge-
nuity.
Even when the first string of railroad
was laid down in Maryland, and the first
locomotive engine ratified over the low
Joints of the wooden rails, the engineer
never even dreamed that in the future
brake-blOcks would be attached to the
gearing of the cars and applied to the
wheels by means of compressed air; or
that there would be such city as Sac
ramento in which would be situated
shops for the construction of cars, and
in those same shops a department set
aside for the building and fitting of
'air-brakes," and other air and gas fix
lures into those same cars.
But while the first locomotive engi-
neer was no doubt a genius, there were
a great many things he did not know;
and could he be reSurrected and allowed
to take look at the different coils and
tubes and bookings and cocks and tanks
and equaliZers and-things, which are
to be seen underneath any Of the sleep
ers or frst-clasS passenger coaches
which ply the Southern Pacific system
daily, he would throw up his hands and
exclaim in the words Of England's fore
most statesman, when news was
brought him that Edison had perfected
a talking machine: These Americans!
What won't they do?"
All cars of the Southern Pacific sys-
tenn, whether passenger or freight, are
fitted UP with the Westinghouse auto
matte brake" The passenger and many
of the freight cars are equipped with
the improved "quick-action automatic
BRAKE" which is now considered as the
standard and consists of the following
very essential parts:
First-The steam engine and pump
which furnishes the compressed air.
Second-The main reservoir in which
the compressed air is slowed.
Third-The engineers brake and
equalizing discharge valve" which reg
ulates the flow Of air from the main res
ervoir into the brake pipe for releasing
the brakes, and from the main train or
brake pipe to the atmosphere for apply
ing the brakes.
Fourth-The main train or brake
pipe, which leads from the main reser-
voir to the engineers brake and eQualiz-
ing discharge valve, and thence along
the train supplying the apparatus on
each car with air.
Fifth-The auxiliary reservoir, which
takes supply of air from the main
reservoir through the brake pipe and
stores it for use on it's own car
Sixth-The brake cylinder, which has
its piston rod attached to the brake
levers in such a manner that when the
piston is forced out by air pressure the
brakes are applied.
Seventh-The improved quick-action
automatic triple valve, which is suita-
bly, connected with the main train
pipe, auxiliary reservoir and brake CYL
Under, and is operated by the variation
of pressure in the brake pipe, so as
TO admit air from the auxiliary reser-
voir, and, under certain conditions,
from the train pipe to the brake cylin-
der which applies the brake, at the
same time cutting off communication
from the brake pipe to the auxiliary
reservoir or to restore the supply from
the train pipe to the auxiliary reser-
voir, at the same time allowing the
air in the brake cylinder to escape,
which releases the brake.
Eighth-The couplings, which are at
tached to a flexible hose and connect
the train pipe from one car with that
of another.
Ninth-The air gauge, which being OF
the duplex pattern, shows simultane-
ously the pressures in the main reser-
voirs and the train pipe.
Tenth-The pump governor, which
regulates the supply of steam to the
pump, stopping it when the maximum
air pressure desired has been accu-
mulated in the train brake pipe and res
ervoir.
The automatic action of the brake is
due to the construction OF the triple
valve, the primary parts Of which are
a piston and slide valve. A moderate
reduction of air pressure in the train
pipe causes the greater pressure re-
naming stored in the auxiliary reser-
voir to force the piston Of the triple
valve and its slide valve TO a position
which will allow the air in the auxil-
larry reservoir to pass directly into the
brake cylinder and apply the brake
sudden or violent reduction of the
air in the train pipe produces the same
effect, and in addition to this causes
supplemental valves in the triple valve
to be opened, permitting the pressure
in the train pipe to also enter the brake
cylinder. augmenting the pressure de-
rived from the auxiliary reservoir about
II per cent, producing practically an
instantaneous action of the brakes &c
their highest efficiency throughout the
entire train.
When the pressure in the brake pipe
is again restored to an amount in ex-
cess of that remaining in the auxiliary
reservoir the piston and slide valve
are forced in the opposite direction &c
their normal position, opening commu-
nication from the train pipe to the
auxiliary reservoir and permitting the
air in the brake cylinder to escape L
the atmosphere, thus releasing tht
brakes.
The application and releasing OF the
brakes is done by the engineer simply
moving the handle of the engineer.
brake valve to the right and left.
A valve called the Conductors
valve" is placed in each passenger car
and In case of emergency the brakes
may be applied by the trainmen by
turning the handle of the valve, which