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The Westinghouse Brake 139 which hauls the train and which is ever an object of admiration. Moreover, speeds rise, the trains grow longer, more powerful locomotives are employed, and the carriages increase in dimensions and weight, with the result that the minds responsible for the design- ing of the brakes are ever keyed up to concert pitch. If the brake which was adequate for the train of twenty years ago, and which was capable of pulling up a mile-a-minute express of that time within 1,000 feet, were mounted upon a flier of to-day, it would be virtually useless. It would not pull up the modern train within less than 1,760 feet in an emergency. When passing the i,ooo-foot mark, where the train of twenty years ago came to a dead stop under brake application, the modern express would still be moving at forty-three miles an hour. But the railway man differs in his attitude from the travelling public towards the air-brake. To him safety, while vital, is in reality a secondary con- sideration. He considers the device rather from the financial aspect, and the automatic air-brake has proved to be one of the greatest money-makers of the day in the railway world. It has facilitated the higher speeds, which in turn affect the number of trains that can be run over a length of line during the twenty-four hours. It has enabled larger carriages to be employed, which means that so many more passengers can be carried per train and for every mile run by the train. The carrying capacity of a train to-day is about three times what was possible twenty years ago. In other words, one train is run now to handle the traffic for which three trains were neces- sary two decades since. This means economy, which