The Locomotive Of Today

The Tender, Brakes, etc .: Brake Blocks, S team Brakes. 173 into recesses cast in the middle of the blocks, but it is question- able if the extra cost of such refinements is guaranteed by the results. Nearly all the brake blocks upon British engines are made to bear upon the tread of the tyre or that part which. runs upon the rails. Thus two wearing influences both tend to wear out the tyre at the same place, and cause a hollow section, consequently necessitating frequent re-turnings, hollow tyres being not safe for any great speeds owing to the liability of the flanges fouling any of the points, etc., and thus causing derailments. It might be good policy, therefore, to copy American practice in this particular, and provide blocks made approximately to the shape of the tyres, but hollow at the tread, so that the blocks wear away the portion of the tyre that the rails do not touch, that is outside of the tread and the flange itself. The tendency is then to keep the tyre to its original shape, and obviate re-turning for a time. The brake, when operated by hand, is a slow method of stopping a train, and when important that the stop should be made quickly, a more rapid power appliance must be provided. It is, therefore, now compulsory to fit all passenger trains with a continuous brake, but, unfortunately, owing to the method of working our goods trains with slack couplings, etc., it is impossible at present to apply a continuous brake to them, and the hånd brake has survived on the freight service, although goods engines are now being rapiclly equipped with steam, air or vaeuum brakes. An arrangement suitable for either of the mechanical systems is drawn, but a steam cylinder is shown at one end of the shaft. This is coupled to one lever, and operates it by means of steam which is admitted to one end of the cylinder to drive forward the piston and apply the brakes. Two cylinders made smaller than that shown, and one placed at each end of the shaft, can be provided if desired; or in those engines which have the shaft situated below the cab, the stejim cylinder can be placed in the centre of the engine and coupled to an arm on the shaft there. The cylinder is drawn to a larger scale at C to illustrate the internal arrangement. It is formed by a casting bored out to take the piston which moves in it; a casting below forms a cylinder head and stuffing box for the piston rod, which is in this case in the form of a large hollow pipe coupled to the piston above, inside this is an eyebolt fixed to the head for the attachment of the pull rod, coupled at its lower end to the lever upon the brake shaft. Two brass or cast iron rings upon the piston ensure a steam tight joint, and a small leak-