Year: 1873

BOsTON, April 10.-An invitation was issued
about 200 persons prominently connected win rail-
roads, civil engineering and the practical sciences 70 Oe
present at a test OF the capacities OF uah-p'ases
on railroads The need Of train-brakes when
operate throughout the train al once 'p"
under tho control of the engineer s
generally recognized and their superiority TO the od
hand-brakes is conceded. But exactly what can anu
what cannot be done with machinebrakes renamed 10
be demonstrated It was matter Of both scientific ana
practical interest know within what limits an engineer
might hope to stop moving train.


Ono of tho earliest automatic brakes invented was
Creamer's used on the Hudson River Railroad IL
consisted OF heavy spring coied under each brake
Wheel which was screwed up by hand and freed when
the brakes TO he applied by the engineers pulling
the line passing through the Another style OF
brake s the Vacuum Brake, and is the nyen-
ton OF Mr.. Smith, brake cylinder Is placed under
each car, but this cylinder Is made of
indiarubber and when the air ia exhausted
its ends approach with great force thereby putting on
the brakes An invention Of Mr.. GOodae required steam
10 be sent the whole length OF the ran which, acting on
pstons. put on the brakes Several inventors tried to
chain wire rope the whole length OF the train,
which was shortened by letting steam into
cylinder under the engine IN fts shortening
it supplied the requisite power under each car.
Electricity has been tried for this purpose by Mr. Ohm
patented by Mr. siekies He uses compressed air. but


it only TO keep his brakes from being applied When
tbey are re1ured the pressure is to escape and
spring held In compression by the force OF the air,
instantly puts them on with great force.


The Westinghouse Air Brake is simple In con
ceptiOn though complex in it, prscti-
cal application. steam pump is placed upon the
engine which pumps air into cylinder OF iron placed
beneath foot plate OF the From this. tank or
reservoir is carried the whole length OF the train IN
nected or disconnected at will OF the engineer
Under each car is cylinder Of iron iron 10 inches inches
Is held against either end of this cylinder the rod from
which connects directly with the brake levers When
the engineer wishes to stop his train be simply turns
cock upon the engine and permits the compressed air 10


flow into all the cylinders pushing the piston forward
and applying each brake with great force. To
reservoir OF compressed air under each ear,
which is supplied by independent pipe
The seyerng the connection between the cars instantly
throws this reservoir into connection with the brake
matte in its action line passes along the inside OF
each car which being pulled the brakes 10 he
applied on the whoe trah' WITHOUT ho'hylns ~ 'he
engineer.


On arriving at the ground series Of tests was laid
down In the programme II is needless TO give more
than summary Oi them Ihe tram running 80 mIes
per hour was stopped by the engineer IN l6 seconds
running after the application OF the brakes only dis
tance of 5l3 feet THIS trial was repeated several
times and In different ways with slightly vary
one of the passengers IN the without the
ngineer being notified. The result even better
than the previous II was shown that the engine,
with full steam could not move the train after the
brakes application. The train was hen while running
at rl speed. uncouped in the middle The discOnnect
ing instantly caused the brakes to act and the cars
brought themselves To a st1nd-stm In l3 seconds,
asain' the engine alone being disconnected
and the time required TO stop Eas II
which occupied several hours and the party returned TO
the Revere House 10 dinner, at the cOncu-On Of
which several well known gentlemen spoke The tests
very satisfactory To stop train OF 10 each
Weighing upward of Il tons, with engine and tender
weighing so tons, IN the distance Of about 500 feet
or just about the length OF the train 10 rennrkaDle re-
suit.