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The Westinghouse Brake 133 every possible detail of information which was essen- tial to the manufacturing firms. These tests were vital because the issue had reached the point as to whether goods wagons should or should not be fitted with brakes, and, if so, which system was the best adapted for all-round working. 1 The results were somewhat surprising, because they proved only too conclusively that none of the systems submitted to the ordeal, including the West- inghouse, was completely reliable or adequate. Cer- tainly the results were not sufficiently satisfactory to warrant the immediate installation of the brake upon goods wagons. It was observed that a relatively long period elapsed between the exertion of the braking effect upon the first and the last vehicles, the result being extreme bumping and heavy shocks, recalling miniature collisions. This defect was fatal. But Mr. Westinghouse proved equal to the emer- gency. He realised the weakness of the system, and instantly took steps to overcome it. The train with which the Westinghouse experiments had been con- ducted was left at Burlington, and Mr. Westinghouse returned home with his thoughts centred upon the subjugation of this latest and unexpected difficulty. During these experiments he suddenly recalled another feature concerning the quick-acting and sensitive valve of his train-signalling device, and thereupon decided to test it in connection with the triple valve upon his brake. It completely established its suitability for this purpose, and was accordingly incorporated. Then the inventor effected another improvement. In the former instance the air in the train pipe was per- mitted to escape into the air at only one point. While