On the right-hand side of the locomotive, fastened to the running board, and immediately under the engineer's eyes, is an upright, direct-acting air pump. (g. 1, A B, and fig. 4) which draws its supply of steam from the boller, and pumps air into a reservoir. O, which is attached to the foot-board and hangs directly under the cab. This pump. of which A is the steam cylinder and B the air cylinder, is entirely self-acting, and is really a medium between the pressure of steam in the boiler and the pressure of air in the reservoir. Thus it will be seen that when the pressure of steam rises, thereby giving more power to the pump, the air pressure in the reservor must also rise; or, if the engineer draws a supply of air from the reservoir to apply the brake the pump at once begins working vigorously, without attention from the engineer, to make up the deficiency of pressure in the reservoir, caused by the application of the brakes; it then works on until the steam and air pressures are the same, less the allowance for friction in the pump The quantity of steam used in pumping the air is scarcely perceptible, and the time necessary for the pump to restore the pressure varies from one to two minutes.
Under each car of the train is a cylinder, E. (figs. 1 and 2) firmly bolted in such a position that the piston acts directly on the lever now used for the ordi-
nary hand brake and not at all interfering with hand breaking.
The pressure of air is conducted to these cylinders from the reservoir C, under the locomotive by a line of three-quarter inch gas-pipe, running the entire
length of the train, and the connection with each cylinder is made from the main line with a quarter inch elbow. From each end of a car the pipes are extend-
ed by three-ply rubber hose, which are connected, when the cars are coupled together, by an ingenious coupling, D. (figs. 1 and 5.) so arranged that when the
parts G and H, (fig 5,) are united, the air passes freely through them. But should any of the cars become detached from any cause, the coupling, which is
held together by stiff springs, pulls apart, the valve closes, the escape of air is prevented, and the brake remains effective on the rest of the train. Or should the
brake have been applied, and afterwards a car become detached, the valves of the coupling on the detached car immediately close, and the brake continues ap-
plied, thus preventing a car from running back on a grade.
An air guage J. (fig. 4.) placed immediately above the steam gauge, indicates to the engineer the amount of pressure in the reservoir; and the entire man-
agement of the train is placed in is hands by means of the three-way cock, F. by turning which he can instantly and effectively stop the train, without that
unpleasant jerking and bounding noticeable on all trains where hand or other brakes are used.The brake is applied instantly to all the cars of a train alike,
the train can be stopped, the brake released, and the train backed out of danger at once.-Numerous railway officers have testified to the prevention of acci-
dents by the use of this brake. Many engineers who have become accustomed to its use, say they would be unwilling to run without it.
TO ENGINE RS. The following Rules and Instructions have been found necessary to work "The Westinghouse Air Brake" with the least amount of
-2d. The speed of the pump should be so regulated by the throttle that the
pressure of air will not exceed 60 lbs. to the square inch-this pressure being enough for the longest trains; and Engineers will find it to their advantage to
trouble: 1st. All joints of pipe and reservoir must be kept as tight as possible-
carry less, if it will do the work to their satisfaction, as the pump will require less attention and packing. 3d. To adjust the main valve, there are two set-
screws, one under and one above. The lower one should be just high enough to allow the valve to work easy and held firmly in this position by the jam nut.
The top screw should be placed so that light can be seen under it. and then fastened in this position. The main valve once adjusted, will not need any more
attention, unless the screws become loosened. This valve being taper, will work hard if too low, and leak steam if too high. 4th. The power of the brakes
on the cars can be regulated by letting air into the pipes until the gauge shows a reduction of one-half to three pounds to a car, according to the kind of a stop
to be made, and then turning the cock back to the position where all openings are closed. If it is found the train will stop too soon, part of the air can be
allowed to escape and the cock agair closed, or more air can, in the same way, be let in, if the stop is not soon enough. It will be found that two pounds
reduction of the gauge, to a car, will make a fair stop. 5th. By observing the first two rules, the pump will not require packing oftener than once in three
months, but when repacked, the whole of the old should be removed and good candle wicking used, which should be firmly packed around the rod by driving
tightly in the sides to insure against leaking, where the packing from each side meets. The stuffing glands should not be too tight, as it will cause undue frio-
tion 6th. The stroke of the reversing piston should be regulated by the stuffing glands, so that it will not strike either end of the cylinder If it works an
inch it will be sufficient. 7. The steam cylinder should be oiled frequently; but a very small quantity at a time will be sufficient. The air pump will run
a trip by oiling once; if too much is used it may cause the valves to gum.-8th. On connecting to the train, the tightness of the brakes on the cars must be
9th. The couplings on the
tested by applying the air. If they are right, the pump will maintain from twenty to forty pounds while brakes are on.
tender must be coupled together when not coupled to the train, to prevent dirt getting on the joints. If they are clean, they will go together easily,10,
The brakes should be used moderately. All of the air should not be turned on except in cases of danger.
The following instructions to the employees of the Car Department are to be strictly observed for the successful working of "The Westinghouse Air Brake:"
1st.-The rods levers, chains and connecting rod of brade cylinder, should be of such a length that when the piston is in. that the shoes will nicely clear the
-2d.--The couplings must always be coupled together (if not
wheels, and when the piston goes out that it does not have any unnecessary slack to take up.
coupled to another car) to prevent dirt from getting on the joints. Hammering the couplings is entirely unnecessary; if they cannot be pulled apart by hand,
3d.-If a hose should be cut by accident,
turn them to the flat spot and let the engine pull them. They will go together easy if the joints are free from dirt.-
screw it off and put another in its place. If there should not be any, drive a plug in the end of the pipe tight enough to prevent the escape of air- 4th.-
Slack should be taken up on the end of the car opposite to brake cylinder by winding up hand brakes and putting a bolt in the rod provided for that purpose,
to keep it from going back. In no case should enough be taken up to make brake shoes rub.-6th-Should it be necessary to replace any rods, care must be
observed to keep same lengths. 7th.-In attaching the fixtures to a car the male couplings must be on the same side as the hand-wheels; to insure uniform
GEORGE WESTINGHOUSE, Jr., President.
ity throughout the country this rule must be observed.