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The Westinghouse Brake

(By R. E. Robertson .)

When referring to the Westinghouse air brake, the point of view generally taken is that of stopping at the various stations, whereas the most important duties of this railway safety appliance are controlling trains safely down grades and inclines, and quick stopping in case of emergency.

We do not, I am afraid, always realise or appreciate the many excellencies of this brake, but take it as a matter of course that the engine-driver will be able to stop the train in a very short distance should it be necessary to do so.

In ordinary service running, a train attains a speed of 30 miles per hour a few minutes after starting, yet, the same train, travelling at 30 miles per hour, can be stopped by the air brake in a few seconds, and within a distance of three or four hundred feet. That this can be accomplished, even if the engine is in full steam, clearly demonstrates that the energy exerted by the air brake overcomes the energy exerted by the engine hauling the train.

When service or emergency applications of the air brake are being made, the air pressure increases gradually in the brake cylinder, and the power developed there depends upon the train pipe reductions.

With emergency and with full service air brake applications, the brake cylinder pressure rises gradually from zero to the maximum in about three seconds. This gradual application of the air brakes, and the flexibility of the compressed air during the whole retardation, tends to bring the entire train quietly and quickly to rest, and prevents any severe jar or shock, either to the passengers in the train or to the brake mechanism, when the train actually stops.

Were the train stopped suddenly when the air brakes were being first applied, the passengers, having adapted themselves to the train speed movement or velocity, would be thrown from their seats and hurled against some part of the car. The gradual stopping of the train prevents this, and, also, eliminates the skidding of the wheels.

Without any trouble, and with the minimum attention, the air brake performs its work quietly and efficiently, but no matter how efficient or simple any railway safety appliance may be, the perfect performance of its duties depends upon the man controlling it.

It is, therefore, necessary that every railway man should do his part faithfully and well, and to the best of his ability, whether he is in the workshops, the traffic department, or on the locomotives.

With the workshops men, when overhauling or repairing the air brake apparatus, the ambition should be to do good work only, realising the whole time that the safety of the railway travellers and the rolling stock depends largely upon the efficient working of the Westinghouse brake.

With reference to the proper testing of the air brakes on all departing trains at terminal and intermediate stations, where trains are made up, or where vehicles have been attached or detached, much responsibility rests on the men of the traffic department.

The engine-driver's responsibility concerns the safe running of trains down the grades and inclines, the smooth stopping of trains at the railway stations, and the quick stopping in emergency circumstances.

If the workshops, the traffic, and the locomotive staffs perform their several duties efficiently and well, the Westinghouse brake will always do its part in the direction of securing the safety of the travelling public, and in protecting the Department's trains from damage and possible disaster.