THE QUARTERLY REVIEWER OF 1825. 199
CHAPTER XIX.
THE WESTINGHOUSE BRAKE.
IN March, 1825, there appeared in the pages of the Quarterly
Review an article in which the writer discussed that railway
system, the first vague anticipation of which was then just beginning
to make the world restless. He did this, too, in a very intelligent
and progressive spirit, but unfortunately secured for his article
a permanence of interest he little expected by the use of one
striking illustration. He was peculiarly anxious to draw a distinct
line of demarcation between his own very rational anticipations
and the visionary dreams of those enthusiasts who were boring
the world to death over the impossibilities which they claimed
that the new invention was to work. Among these he referred to
the proposition that passengers would be "whirled at the
rate of eighteen or twenty miles an hour by means of a high pressure
engine," and then contemptuously added, "We should
as soon expect
200 RAILROAD ACCIDENTS
the people of Woolwich to suffer themselves to be fired off
upon one of Congreve's ricochet rockets, as trust themselves
to the mercy of such a machine, going at such a rate; their property
perhaps they may trust."
Under the circumstances, the criticism was a perfectly reasonable
one. The danger involved in going at such a rate of speed and
the impossibility of stopping in time to avoid a sudden danger,
would naturally suggest themselves to any one as insuperable objections
to the new system for any practical use. Some means of preserving
a sudden and powerful control over a movement of such unheard
of rapidity would almost as a matter of course be looked upon
as a condition precedent. Yet it is a most noticeable fact in
the history of railroad development that the improvement in appliances
for controlling speed by no means kept pace with the increased
rate of speed attained. Indeed, so far as the possibility of rapid
motion is concerned, there is no reason to suppose that the Rocket
could not have held its own very respectably by the side of
a passenger locomotive of the present day. It will be remembered
that on the occasion of the Manchester & Liverpool opening,
Mr. Huskisson after receiving his fatal injury was carried seventeen
miles in twenty-five minutes. Since then the details of locomotive
construction have been simplified and improved upon, but -no great
change has been or probably will be effected in the matter of
velocity;
SPEED AND CONTROL OVER IT. 201
as respects that the maximum was practically reached at once.
Yet down to the year 1870 the brake system remained very much
what it was in 1830. Improvements in detail were effected, but
the essential principles were the same. In case of any sudden
emergency, the men in charge of the locomotive had no direct control
over the vehicles in the train; they communicated with them by
the whistle, and when the signal was heard the brakes were applied
as soon as might be. When a train is moving at the rate of forty
miles an hour, by no means a great speed for it while in full
motion, it passes over fifty-eight feet each second;at sixty
miles an hour it passes over eighty-eight feet. Under these circumstances,
supposing an engine driver to become suddenly aware of an obstruction
on the track, as was the case at Revere, or of something wrong
in the train behind him, as at Shipton, he had first himself to
signal danger, and to this signal the brakemen throughout the
train had to respond. Each operation required time, and every
second of time represented many feet of space. It was small matter
for surprise, therefore, that when in 1875 they experimented scientifically
in England, it was ascertained that a train of a locomotive and
thirteen cars moving at a speed of forty-five miles an hour could
not be brought to a stand in less than one minute, or before it
had traversed a distance of half a mile. The same result it will
be remembered was arrived at by practical experience in America,
where both at Angola
202 RAILROAD ACCIDENTS.
and at Port Jervis,* it was found impossible to stop the trains
in less than half-a-mile, though in each case two derailed cars
were dragging and plunging along at the end of them.
The need of a continuous train-brake, operated from the locomotive
and under the immediate control of the engine-driver, had been
emphasized through years by the almost regular recurrence of accidents
of the most appalling character. In answer to this need almost
innumerable appliances had been patented and experimented with
both in Europe and in America. Prior to 1869, however, these had
been almost exclusively what are known as emergency brakes;that
is, although the trains were equipped with them and they were
operated from the locomotives, they were not relied upon for ordinary
use, but were held in reserve, as it were, against special exigencies.
The Hudson River railroad train at the Hamburg accident was thus
equipped. Practically, appliances which in the operation of railroads
are reserved for emergencies are usually found of little value
when the emergency occurs. Accordingly no continuous brake had,
prior to the development of Westinghouse's invention, worked its
way into general use. Patent brakes had become a proverb as well
as a terror among railroad mechanics, and they had ceased to believe
that any really desirable thing of the sort would ever be perfected.
Westinghouse, therefore, had a most unbelieving audience to encounter,
and
* Aute, pp 15, 119.
A PRETTY TOY! 203
his invention had to fight hard for all the favor it won; nor
did his experience with master mechanics differ, probably, much
from Miller's. His first patents were taken out in 1869, and he
early secured the powerful aid of the Pennsylvania road for his
invention. The Pullman Car Company, also, always anxious to avail
themselves of every appliance of safety as well as of comfort,
speedily saw the merits of the new brake and adopted it; but,
as they merely furnished cars and had nothing to do with the locomotives
that pulled them, their support was not so effective as that of
the great railroad company. Naturally enough, also, great hesitation
was felt in adopting so complicated an appliance. It added yet
another whole apparatus to a thing which was already overburdened
with machinery. There was, also, something in the delicacy and
precision of the parts of this new contrivance,in its air-pump
and reservoirs and long connecting tubes with their numerous valves,which
was peculiarly distasteful to the average practical railroad mechanic.
It was true that the idea of transmitting power by means of compressed
air was by no means new,that thousands of drills were being
daily driven by it wherever tunnelling was going on or miners
were at work,yet the application of this familiar power
to the wheels of a railroad train seemed no less novel than it
was bold. It was, in the first place, evident that the new apparatus
would not stand the banging and
204 RA1LROAD ACCIDENTS.
hammering to which the old-fashioned hand-brake might safely
be subjected; not indeed without deranging that simple appliance,
but without incurring any very heavy bill for repairs in so doing.
Accordingly the new brake was at first carelessly examined and
patronizingly pushed aside as a pretty toy,nice in theory
no doubt, but wholly unfitted for rough, every-day use. As it
was tersely expressed during a discussion before the Society of
Arts in London, as recently as May, 1877,"It was no
use bringing out a brake which could not be managed by ordinary
officials,which was so wonderfully clever that those who
had to use it could not understand it." A line of argument
by the way, which, as has been already pointed out, may with far
greater force be applied to the locomotive itself; and, indeed,
unquestionably was so applied about half a century ago by men
of the same calibre who apply it now, to the intense weariness
and discouragement no doubt of the late George Stephenson. Whether
sound or otherwise, however, few more effective arguments against,
an appliance can be advanced; and against the Westinghouse brake
it was advanced so effectively, that even as late as 1871, although
largely in use on western roads, it had found its way into Massachusetts
only as an ingenious device of doubtful merit. It was in August,
1871, that the Revere disaster occurred, and the Revere disaster,
as has been seen, would unquestionably have been averted had the
colliding
HAND-BRAKES vs. TRAIN-BRAKES. 205
train been provided with proper brake power. This at last called
serious attention there to the new appliance. Even then, however,
the mere suggestion of something better being in existence than
the venerable hand-brakes in familiar use did not pass without
a vigorous protest; and at the meeting of railroad officials,
which has already been referred to as having been called by the
state commissioners after the accident, one prominent gentleman,
when asked if the road under his charge was equipped with the
most approved brake, indignantly replied that it was,that
it was equipped with the good, old-fashioned hand-brake;and
he then proceeded to vehemently stake his professional reputation
on the absolute superiority of that ancient but somewhat crude
appliance over anything else of the sort in existence. Nevertheless,
on this occasion also, the great dynamic force which is ever latent
in first-class railroad accidents again asserted itself. Even
the most opinionated of professional railroad men, emphatically
as he might in public deny it, quietly yielded as soon as might
be. In a surprisingly short time after the exhibition of ignorance
which has been referred to, the railroads in Massachusetts, as
it has already been shown, were all equipped with train-brakes.*
In its present improved shape it is safe to say that in all
those requisites which the highest authorities known on the subject
have laid down as
* Page 157.
206 RAILROAD ACCIDENTS.
essential to a model train brake, the Westinghouse stands easily
first among the many inventions of the kind. It is now a much
more perfect appliance than it was in 1871, for it was then simply
atmospheric and continuous in its action, whereas it has since
been made automatic and self-regulating. So far as its fundamental
principle is concerned, that is too generally understood to call
for explanation. By means of an air-pump, attached to the boiler
of the locomotive and controlled by the engine-driver, an atmospheric
force is brought to bear, through tubes running under the cars,
upon the break blocks, pressing them against the wheels. The hand
of the engine-driver is in fact on every wheel in the train. This
application of power, though unquestionably ingenious and, like
all good things, most simple and obvious when once pointed out,
was originally open to one great objection, which was persistently
and with great force urged against it. The parts of the apparatus
were all delicate, and some injury or derangement of them was
always possible, and sometimes inevitable. The chief advantage
claimed for the brake was, however, that complete dependence could
be placed upon it in the regular movement of trains. It was obvious,
therefore, that if such dependence was placed upon it and any
derangement did occur, the first intimation those in charge of
the train would have that something was wrong might well come
in the shape of a failure of the brake to act, and a subsequent
THE ACCIDENT AT COMMUNIPAW FERRY 207
disaster. Both in Massachusetts and in Connecticut, at the
crossing of one railroad by another at the same level in the former
state and in the approach to draws in bridges in the latter, a
number of cases of this failure of the original Westinghouse non-automatic
brake to act did in point of fact occur. Fortunately they, none
of them, resulted in disaster. This, however, was mere good luck,
as was illustrated in the case of the accident of November 11,
1876, at the Communipaw Ferry on the New Jersey Central. The train
was there equipped with the ordinary train brake. It reached Jersey
City on time shortly after 4 P.M., but, instead of slacking up,
it ran directly through the station and freight offices, carrying
away the walls and supports, and the locomotive then plunged into
the river beyond. The baggage and smoking car followed but fortunately
lodged on the locomotive, thus blocking the remainder of the train.
Fortunately no one was killed, and no passengers were seriously
injured.
Again, on the Metropolitan Elevated railroad in New York city,
on the evening of June 23, 1879, one of the trains was delayed
for a few moments at the Franklin street station. Meanwhile the
next train came along, and, though the engine-driver of this following
train saw the danger signals and endeavored to stop in time, he
found his brake out of order, and a collision ensued resulting
in the injury of one employee and the severe shattering of a passenger
208 RAILROAD ACCIDENTS.
coach and locomotive. It was only a piece of good fortune that
the first of these accidents did not result in a repetition of
the Norwalk disaster and the second in that of Revere.
It so chanced that it was the Smith vacuum brake which failed
to work at Communipaw, and the Eames vacuum which failed to work
at Franklin street. This, however, was wholly immaterial. It might
just as well have been the original Westinghouse. The difficulty
lay, not in the maker's name, but in the imperfect action of the
brake; and such significant intimations are not to be disregarded.
The chances are naturally large that the failure of the continuous
brake to act will not at once occur under just those circumstances
which will entail a serious disaster and heavy loss of life; that,
however, if such intimations as these are disregarded, it will
sooner or later so occur does not admit of doubt.
But the possibility that upon some given occasion it might
fail to work was not the only defect in the original Westinghouse;
it might well be in perfect order and in full action even, and
then suddenly, as the result of derailment or separation of parts,
the apparatus might be broken, and at once the shoes would drop
from the wheels, and the vehicles of the disabled train would
either press forward, or, on an incline, stop and run backwards
until their unchecked momentum was exhausted. This appears to
have been the case at Wollaston, and contributed
THE TRIPLE VALVE. 209
some of its most disastrous features to that accident.
To obviate these defects Westinghouse in 1872 invented what
he termed a triple valve attachment, by means of which, if the
thing can be so expressed, his brake was made to always stand
at danger. That is, in case of any derangement of its parts, it
was automatically applied and the train stopped The action of
the brake was thus made to give notice of anything wrong anywhere
in the train. A noticeable case of this occurred on the Midland
railway in England, when on the November 22, 1876, as the Scotch
express was approaching the Heeley station, at a speed of some
sixty miles an hour, the hind-guard felt the automatic brake suddenly
self-applied. The forward truck of a Pullman car in the middle
of the train had left the rails; the front part of the train broke
the couplings and went on, while the rear carriages, acted upon
by the automatic brakes, came to a stand immediately behind the
Pullman, which finally rested on its side across the opposite
track. There was no loss of life. On the other hand, as the Scotch
express on the North Eastern road was approaching Morpeth, on
March 25, 1877, at a speed of some twenty-five miles an hour,
the locomotive for some reason left the track. The train was not
equipped with an automatic brake, and the carriages in it accordingly
pressed forward upon each other until three of them were so utterly
destroyed as to be
210 RAILROAD ACCIDENTS.
indistinguishable. Five passengers lost their lives; the remains
of one of whom, together with the wheels of a carriage, were afterwards
taken out from the tank of the tender, into which they had been
driven by the force of the shock.
The theoretical objection to the automatic brake is obvious.
In case of any derangement of its machinery it applies itself,
and, should these derangements be of frequent occurrence, the
consequent stoppage of trains would prove a great annoyance, if
not a source of serious danger. This objection is not sustained
by practical experience. The triple valve, so called, is the only
complicated portion of the automatic brake, and this valve is
well protected and not liable to get out of order.* Should it
become deranged it will stop the working of the brake on that
car alone to which it belongs; and it will become deranged so
as to set the brake only from causes which would render the non-automatic
brake inoperative. When anything of this
* Speaking of the modifications introduced
into his brake by Westinghouse since 1874, Mr. Thomas E. Harrison,
civil engineer of the North Eastern Railway Company in a communication
to the directors of that company of April 24, 1879, recommending
the adoption by it of the Westinghouse, and subsequently ordered
to be printed for the use of Parliament, thus referred to the
triple valve: "As the most important [of these modifications]
I will particularly draw your attention to the "triple-valve"
which has been made a regular bug-bear by the opponents of the
system, and has been called complicated, delicate, and liable
to get out of order, etc. * * * It is, in fact, as simple a piece
of mechanism as well can be imagined, certain in its action, of
durable materials, easily accessible to an ordinary workman for
examination or cleaning, and there is nothing about it that can
justify the term complication; on the contrary, it is a model
of ingenuity and simplicity."
"A REGULAR BUG-BEAR." 211
sort occurs, it stops the train until the defect is remedied.
The returns made to the English Board of Trade enable us to know
just how frequently in actual and regular service these stoppages
occur, and what they amount to. Take, for instance, the North
Eastern and the Caledonian railways. Both use the automatic brake.
During the last six months of 1878 the first ran 138,000 train
miles with it, in the course of which there were eight delays
or stoppages of some three to five minutes each occasioned by
the action of the triple-valve; being in round numbers one occasion
of delay in 17,000 miles of train movement. On the Caledonian
railway, during the same period, four brake failures, due to the
action of the triple-valve, were reported in runs aggregating
over 62,000 miles, being about one failure to 15,000 miles. These
failures moreover occasioned delays of only a few minutes each,
and, where the cause of the difficulty was not so immediately
apparent that it could at once be remedied, the brake-tubes of
the vehicle on which the difficulty occurred were disconnected,
and the trains went on.* One of these stop
* During the six months ending June 30, 1879
some 300 stops due to some derangement of the apparatus of the
Westinghouse brake were reported by ten companies in runs aggregating
about two million miles. Being one stop to 6,600 miles run. Very
many of these stops were obviously due to the want of familiarity
of the employees with an apparatus new to them, but as a rule
the delays occasioned did not exceed a very few minutes; of 82
stoppages, for instance, reported on the London, Brighton &
South Coast road, the two longest were ten minutes each and the
remainder averaged some three or four minutes.
212 RAILROAD ACCIDENTS.
pages, however, resulted in a serious accident. As a train
on the Caledonian road was approaching the Wemyss Bay junction
on December 14th, in a dense fog, the engine driver,
seeing the signals at danger, undertook to apply his brake slightly,
when it went full on, stopping the train between the distant and
home signals, as they are called in the English block system.
After the danger signal was lowered, but before the brake could
be released, the signal-man allowed a following train to enter
upon the same block section, and a collision followed in which
some thirteen passengers were slightly injured. This accident,
however, as the inspecting officer of the Board of Trade very
properly found, was due not at all to the automatic brake, but
to "carelessness on the part of the signal-man, who disregarded
the rules for the working of the block telegraph instruments,"
and to the driver of the colliding train, who "disobeyed
the company's running regulations." It gives an American,
however, a realizing sense of one of the difficulties under which
those crowded British lines are operated, to read that in this
case the fog was "so thick that the tail-lamp was not visible
from an approaching train for more than a few yards."
After the application of the triple valve had made it automatic,
there remained but one further improvement necessary to render
the Westinghouse a well-nigh perfect brake. A superabundance of
self-acting power had been secured, but no provision was
THE MAXIMUM OF RETARDING POWER. 213
yet made for graduating the use of that power so that it should
be applied in the exact degree, neither more nor less, which would
soonest stop the train. This for two reasons is mechanically a
matter of no little importance. As is well known a too severe
application of brakes, no matter of what kind they are, causes
the wheels to stand still and slide upon the rails. This is not
only very injurious to rolling stock, the wheels of which are
flattened at the points which slide, but, as has long been practically
well known to those whose business it is to run locomotives, when
once the wheels begin to slide the retarding power of the brakes
is seriously diminished. In order, therefore, to secure the maximum
of retarding power, the pressure of the brake-blocks on the revolving
wheels should be very great when first applied, and just sufficient
not to slide them; and should then be diminished, pari passu
with the momentum of the train, until it wholly stops. Familiar
as all this has long been to engine-drivers and practical railroad
mechanics, yet it has not been conceded in the results of many
scientific inquiries. In the report of one of the Royal Commissions
on Accidents, for instance, it was asserted that the momentum
of a train was retarded more by the action of sliding than of
slowly revolving wheels; and again, as recently as in May, 1877,
in a scientific discussion in London at one of the meetings of
the Society of Arts, a gentleman, with the letters C. E. appended
to his name, ventured
214 RAILROAD ACCIDENTS.
the surprising assertion that "no brake could do more
than skid the wheels of a. train, and all continuous brakes professed
to do this, and he believed did so about equally well." Now,
what it is here asserted no brake can do is exactly what the perfect
brake will be made to do,and what Westinghouse's latest
improvement, it is claimed, enables his brake to do. It much more
than "skids the wheels," by measuring out exactly that
degree of power necessary to hold the wheels just short of the
skidding point, and in this way always exerts the maximum retarding
force. This is brought about by means of a contrivance which allows
the air to leak out of the brake cylinders so as to exactly proportion
the pressure of the blocks on the wheels to the speed with which
the latter are revolving. In other, and more scientific, language
the force with which the brake-blocks are pressed upon the wheels
is made to adjust itself automatically as the "coefficient
of dynamic friction augments with the reduction of train speed."
It hardly needs to be said that in this way the power of the brake
is enormously increased.
In America the superiority of the Westinghouse over any other
description of train-brake has long been established through that
large preponderance of use which in such matters constitutes the
final and irreversible verdict.* In Europe, however, and
* In Massachusetts, for instance, where no
official pressure in favor of any particular brake was brought
to bear, out of 473 locomotives equipped with train-brakes 361
have the Westinghouse, which is also applied to 1,363 out of 1,669
cars. Of these, however, 79 locomotives and 358 cars are equipped
with both the atmospheric and the vacuum brakes.
THE BATTLE OF THE BRAKES. 215
especially in Great Britain, ever since the Shiptonon-Cherwell
accident in 1874, the battle of the brakes, as it may not inappropriately
be called, has waxed hotter and hotter; and not only has this
battle been extremely interesting in a scientific way, but it
has been highly characteristic, and at times enlivened by touches
of human nature which were exceedingly amusing.
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