Ir^l rmJfjirgfruflni^ 
 
 THE LIBRARIES 
 
 COLUMBIA UNIVERSITY 
 
 General Library 
 
 
 
 IKK- 
 • iifli 
 
 fSMlJ 
 
 •*r 
 

 
 
 
 *. 
 
 
 
PITTSBURGH, PA. 
 
 Office and Works: Robinson, Lacock, and Darragh Streets, 
 
 Allegheny City, Pa. 
 
 OFFICERS: 
 
 Geo. Westinghouse, Jr., President. 
 W. W. Card, Secretary. 
 
 S. H. SPRAGUE, Assistant Secretary. 
 
 JOHN Caldwell, Treas. and Purchaser. 
 H. H. Westinghouse, General Agent. 
 T. W. WELSH, Superintendent. 
 
 tPpE W ESTrafEWSE Br/HUJ Get. IiijsiiTED. 
 
 Canal Road, King’s Cross, 
 London. 
 
 60 and 62 Rue de la Victoire, 
 Paris. 
 
 — * — 
 
 PITTSBURGH, PENNA. 
 1886. 
 
£ 25 -^ 
 
 S\l 5 213 
 
ft, 
 
 perAee 
 
 f 
 
 
 r 
 & c° 
 
 
 £-• 
 
 * £ <a= 
 
 'fbe ppesept editiop of oup pefepepce book illustpates 
 oup automatic bpake as applied to both pass^pgep apd 
 fpeigbt pollipg S^ oc ^> oup tpaip Si§ps.Iip§ appapatus. 
 
 ybe ppices fop corpplete sets ape giVep ip the agpee- 
 npepts, Which u3ill be foupd op pages 15 23> accopdipg 
 
 to the tepnss of Which all oup fiktupes ape s°^> ^P^I ^LS° 
 op page 14. 
 
 "fbe autorpatic bpake is poW ip use op all the pporpipept 
 Iipes ip this couptpy, apd its npepits ape too u6ell kpoWp to 
 peed apy ekpiapatiop. /\p ekpepiepce of oVep tu3o yeaps 
 op a purpbep of pporpipept Iipes, S e ^ epQ ^ W)hich ape 
 eptipely equipped, uMth the autorpatic bpake as applied to 
 fpeigbt tpaips, has derpopstpated that its aditaptages ape as 
 gpeat as ip pass^pgep s^pVice, Labile the ppice is S° ^bat 
 the appapatus sP €€C Wy be P ^ ^° p by ^be W 
 
 flatteped Wheels apd bpakerpep’s images, to s^y pothipg of 
 the fpeedorp fporp accidepts apd the ipcpeased s epl ^ ce 
 iWhich cap he "bad fporp a giitep arpoupt of pollipg s'I'oob* 
 op accoupt of the bighep sP eec I pp&cticable uMtb gpeatep 
 Safety. 
 
 f\ list of the patepts oWped op coptpolled by this corp- 
 papy, apd useful ipfoprpatiop ip pegapd to the rpaiptepapce 
 apd use of the appapatus, uMH be foupd ip the /\ppepdiY. 
 
 
 
I]TOE£ 
 
 General Description ........ 
 
 Page 
 
 7 
 
 Triple Valve, Reservoir, and Cylinder ..... 
 
 U 
 
 IO 
 
 General Sheet of Details ....... 
 
 U 
 
 12 
 
 Form of Agreement ........ 
 
 u 
 
 !5 
 
 Supplementary Agreement ...... 
 
 u 
 
 21 
 
 Standard Air-pump ........ 
 
 u 
 
 26 
 
 Eight-inch Air-pump ....... 
 
 ' u 
 
 28 
 
 Narrow-gauge Air-pump ....... 
 
 u 
 
 30 
 
 Triple Valve ......... 
 
 u 
 
 3 2 
 
 Triple Valve, with Brass Case ...... 
 
 u 
 
 34 
 
 Engineer’s Brake-valve ....... 
 
 r* 
 
 u 
 
 38 
 
 Engineer’s Brake-valve, with Equalizing Discharge 
 
 u 
 
 39 
 
 Hose Coupling ......... 
 
 u 
 
 42 
 
 Tender Cylinder ......... 
 
 u 
 
 43 
 
 Standard Ten-inch Car-cylinder . . 
 
 u 
 
 44 
 
 Eight-inch Car-cylinder, Narrow Gauge ..... 
 
 u 
 
 45 
 
 Eight-inch Brake-cylinder for Driving-wheels 
 
 u 
 
 46 
 
 Six-inch Brake-cylinder for Driving-wheels .... 
 
 u 
 
 48 
 
 Pump Governor ......... 
 
 u 
 
 5 2 
 
 Auxiliary Brake-valve ........ 
 
 u 
 
 53 
 
 Driving-wheel Brakes ........ 
 
 u 
 
 55 
 
 Train Signaling Apparatus ....... 
 
 u 
 
 58 
 
 Freight-brakes .......... 
 
 u 
 
 60 
 
 Freight-brake Triple Valve ....... 
 
 u 
 
 62 
 
 Instructions .......... 
 
 u 
 
 6 7 
 
 How to Apply and Release the YVestinghouse Automatic Brake 
 
 u 
 
 70 
 
 Brake Power .......... 
 
 u 
 
 7 2 
 
 Rules for Calculating Car-levers ...... 
 
 u 
 
 72 
 
 List of Patents ......... 
 
 u 
 
 74 
 

 
 _ 
 
 
Tfffi \/KS'n\(!HO'ISK 
 « /mTOIilHTIG 
 
 W E confine ourselves in the descriptive matter of the present work to 
 our automatic brake, the principle of which is illustrated by the 
 drawing shown on Plate Bi. The application of this apparatus to an engine 
 is shown on Plate B2, and the application to a car on Plate B3. 
 
 The Westinghouse Automatic Brake consists of the following essential 
 parts : 
 
 1 st. The Steam Engine and Pump , which produce the compressed air, 
 the supply of steam being regulated by the pump governor. 
 
 2d. The Main Reservoir , in which the compressed air is stored. 
 
 3d. The Engineer' s Brake- Valve , which regulates the flow of air from 
 the main reservoir into the brake-pipe for releasing the brakes, and from the 
 brake-pipe to the atmosphere for applying the brakes. 
 
 4th. The Main Brake-Pipe , which leads from the main reservoir to the 
 engineer’s brake-valve, and thence along the train, supplying the apparatus 
 on each vehicle with air. 
 
 5th. The Auxiliary Reservoir , which takes a supply of air from the main 
 reservoir, through the brake-pipe, and stores it for use on its own vehicle. 
 
 6th. The Brake Cylinder , which has its piston-rod attached to the brake- 
 levers in such a manner that, when the piston is forced out by air pressure, 
 the brakes are applied. 
 
 - 7th. The Triple Valve , which connects the brake-pipe to the auxiliary 
 reservoir, and connects the latter to the brake-cylinder, and is operated 
 by a sudden variation of pressure in the brake-pipe, (1) so as to admit air 
 
8 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 from the auxiliary reservoir to the brake-cylinder, which applies the brakes, 
 at the same time cutting off the communication from the brake-pipe to the 
 auxiliary reservoir, or ( 2 ) to restore the supply from the brake-pipe to the 
 auxiliary reservoir, at the same time letting the air in the brake-cylinder 
 escape, which releases the brakes. 
 
 8th. The Couplings , which are attached to flexible hose, and connect the 
 brake-pipe of one vehicle to another. 
 
 The automatic action of the brake is due to the construction and operation 
 of the triple valve, the primary parts of which are a piston and a slide-valve. A 
 reduction of pressure in the brake-pipe causes the excess of pressure in the 
 auxiliary reservoir to force the piston of the triple valve down, moving the slide- 
 valve so as to allow the air in the auxiliary reservoir to pass directly into 
 the brake-cylinder and apply the brakes. When the pressure in the brake- 
 pipe is again increased above that in the auxiliary reservoir, the piston is 
 forced up, moving the slide-valve to its former position, opening communica- 
 tion from the brake-pipe to the auxiliary reservoir, and permitting the air 
 in the brake-cylinder to escape, thus releasing the brakes. 
 
 Thus it will be seen that any reduction of pressure in the brake -pipe 
 applies the brakes , which is the essential feature of the automatic brake. If 
 the engineer wishes to apply the brakes, he moves the handle of the engi- 
 neer’s brake-valve to the right, which first closes a valve retaining the pres- 
 sure in the main reservoir, and then permits a portion of the air in the 
 brake-pipe to escape. To release the brakes, he turns the handle to its 
 former position, which allows the air in the main reservoir to flow into the 
 brake-pipe, restoring the pressure and releasing the brakes. A valve, called 
 the conductor’s valve, is placed in each car, with a cord running the length 
 of the car, and any of the train- men, by pulling this cord, can open the 
 valve, which allows the air to escape from the brake-pipe. In applying the 
 brake in this manner the valve must be held open until the train comes 
 to a stop. Should the train break in two, the air in the brake-pipe escapes, 
 and the brakes are applied to both sections of the train ; and should a hose 
 or pipe burst, the brakes are also automatically applied. 
 
 The gauge shows the pressure in the main reservoir and brake-pipe when 
 they are connected, and the pressure in the brake-pipe alone when the main 
 reservoir is shut off by the movement of the engineer’s brake-valve. 
 
, ~T 
 
 I 
 
 ^5/r/ONSFOU^ 
 
 •/////////,<#//#' 
 
 
 1 ^ 
 
 CONDUCTOR’S 
 
 VALVE 
 
 BRAKE CYLINDER 
 
 TO BOILER 1 
 
 
 EXHAUST 
 
 
 
 tyy///\ 
 
 ENCINEERS 
 BRAKE VALVE 
 
 TRIPLE 
 
 VALVE 
 
 AUX. RESERVOIR 
 
 MAIN RESERVOIR 
 
 
 STOP-COCK 
 
 STOP-COCK 
 
 <yy///4. 
 
 ■hm 
 
 I Miiiiiii 
 
 linitiiMiiiiili' 
 
 DRIP CUP 
 
 AIR INLET 
 
 
 COUPLING. 
 
 tmmmz 
 
 XWMMk 
 
 THE AUTOMATIC BRAKE. 
 
 Bi. 
 
 Plate 
 
 / 4 ? 
 
THE AUTOMATIC BRAKE APPEIED TO AN ENGINE. 
 
 Plate B2. 
 
 X 
 
 X 
 
THE AUTUJTOMATIC BRAKE APPLIED TO A CAR. 
 
 Plate B3. 
 
 [ /I 1 
 
 
 
 
 ✓AV ifc 
 
 in 
 
 
 
 
 
 
 
 
 
 
 1 X J U 
 
THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 9 
 
 A stop cock is placed in each end of the brake-pipe, and is closed before 
 separating the couplings, thus preventing an application of the brakes when 
 cars are uncoupled. 
 
 The diagram above the engineer’s brake-valve shows the various positions 
 of the handle for applying the brakes with any desired degree of force, for 
 releasing the brakes, and the position in which the handle is to be kept after 
 the brakes have been released. 
 
 9 
 
 2 
 
IO 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 Triple Valve, ^EgERVOiR, ap Cylinder. 
 
 P LATE B4 shows the arrangement of the triple valve, reservoir, and brake- 
 cylinder, from which the operation of the former will be more clearly 
 understood than from a section of the triple valve alone. 
 
 The triple valve has a piston, 5, working in the chamber B, and carrying 
 with it a slide-valve, 6. Air enters from the main pipe through the four-way 
 cock 13 into the drain-cup A, and passes to the chamber B, forcing the piston up, 
 and uncovering a small feeding- groove in the upper part of the chamber, which 
 permits air to flow past the piston into the auxiliary reservoir, while, at the 
 same time, there is an open communication from the brake-cylinder to the 
 atmosphere, through the passages d, e, f and g. Air will continue to flow 
 into the auxiliary reservoir until it contains the same pressure as the main 
 brake-pipe. 
 
 To apply the brakes with their full force, the compressed air in the main 
 brake-pipe is allowed to escape, when the greater pressure in the auxiliary 
 reservoir forces the piston 5 down, below the feeding-groove, thus preventing 
 the return of air from the reservoir to the brake-pipe. As the piston 
 
 descends, it moves with it the slide-valve 6, so as to permit air to flow directly 
 from the auxiliary reservoir into the brake-cylinder, which forces the pistons 
 out and applies the brakes. The brakes are released by again admitting 
 pressure into the main brake-pipe from the main reservoir, which pressure, 
 being greater than that in the auxiliary reservoir, forces the piston 5 back 
 to the position shown in the drawing, recharges the reservoir, and at the same 
 time permits the air in the brake-cylinders to escape. To apply the brakes 
 gently, a slight reduction is made in the pressure in the main brake-pipe, 
 which moves the piston down slowly until it is stopped by the graduating 
 spring 9 ; at this point the opening l in the slide-valve is opposite the port 
 f and allows air from the auxiliary reservoir to feed through a hole in the 
 side of the slide-valve and through the opening / into the brake-cylinder. 
 The passage l is opened and closed by a small valve, 7, which is attached 
 
TRIPLE VALVE, RESERVOIR, AND CYLINDER. 
 
 Plate B4. 
 
THE WESTINGHOUSE AUTOMATIC BRAKE. n 
 
 to and moves with the piston 5, provision being made for a limited motion 
 of these parts without moving the valve 6. When the pressure in the aux- 
 iliary reservoir has been reduced, by expansion into the brake-cylinder, until 
 it is the same as the pressure in the main brake-pipe, the graduating spring 
 pushes the piston up until the small valve, 7, closes the feed opening, /. 
 This causes whatever pressure is in the brake-cylinder to be retained, apply- 
 ing the brakes with a force proportionate to the reduction of pressure in the 
 brake-pipe. 
 
 To prevent the application of the brakes from a slight reduction of pres- 
 sure, caused by leakage in the brake-pipe, an oval groove is cut in the body 
 of the car-cylinder, nine sixty-fourths of an inch in width and five sixty- 
 fourths of an inch in depth, and of such a length that the piston must 
 travel three inches before the groove is covered by the packing-leather. A 
 small quantity of air, such as results from a leak, passing from the triple 
 valve into the car-cylinder, has the effect of moving the piston slightly for- 
 ward, but not sufficiently to close the groove, which permits the air to flow 
 out past the piston. If, however, the brakes are applied in the usual man- 
 ner, the piston will be moved forward, notwithstanding the slight leak, and 
 will cover the groove. It is very important that the groove shall be of the 
 dimensions given above. 
 
 When the handle of the four- way cock, 13, is turned down, there is 
 a direct communication from the main brake-pipe to the brake-cylinder, the 
 triple valve and auxiliary reservoir being cut out, and the apparatus can then 
 be worked as a non-automatic brake by admitting the air into the main 
 brake-pipe and brake-cylinder to apply the brakes. When, from any cause, 
 it is desirable to have the brake inoperative on any particular car, the four- 
 way cock is turned to an intermediate position, which shuts off the brake- 
 cylinder and reservoir, leaving the main brake-pipe unobstructed to supply 
 air to the remaining vehicles. 
 
 The release cock can be opened to release the brake on a car which is 
 detached from the locomotive. 
 
 The drain-cup, which has a perforated metallic lining of the same diameter 
 as the pipe itself, prevents any sand, scale, or other material that may find its 
 way into the pipe, from passing into the triple valve. It also collects any moist- 
 ure that may accumulate, and is drained by unscrewing the bottom plug. 
 
THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 I 2 
 
 Plate B5 shows the various parts used to form complete sets of brake 
 apparatus for either the automatic or the non-automatic system, a number of 
 these parts being illustrated in detail in subsequent sheets. This company 
 furnishes all brake apparatus in accordance with the terms and prices stated 
 in the form of agreement printed herewith, and this plate shows all the 
 articles enumerated in the various schedules of the agreement, as well as a 
 few special parts used in exceptional cases. 
 
 dp:tails of brake apparatus. 
 
 Plate 
 
 1. Main Reservoir. 
 
 2. Auxiliary Reservoir (12 by 33 in.) 
 
 3. Auxiliary Reservoir (10 by 24 in.) 
 
 4. Standard Air-pump. 
 
 5. Eight-inch Air-pump. 
 
 6. Narrow-gauge Air-pump. 
 
 7. Narrow-gauge Car-cylinder. 
 
 8. Tender Cylinder. 
 
 9. Standard Car-cylinder. 
 
 10. Standard Driving-wheel Brake- 
 
 cylinder. 
 
 11. Narrow-gauge Driving-wheel 
 
 Brake-cylinder. 
 
 12. Engineer’s Brake-valve. 
 
 13. Three-way Cock. 
 
 14. Air-gauge. 
 
 15. Automatic Lubricator. 
 
 16. Three-quarter-inch Stop-cock. 
 
 1 7. Pump Regulator. 
 
 18. Steam Valve. 
 
 19. Pump Drain-cock. 
 
 20. Air-cylinder Oil-cup. 
 
 B 5 . 
 
 No. 
 
 21. Conductor’s Valve. 
 
 22. Triple Valve. 
 
 23. Triple Valve, with Brass Case. 
 
 24. Cylinder Release Cock. 
 
 25. Air-pipe Strainer. 
 
 26. Tender Drain-cup. 
 
 27. Car Drain-cup. 
 
 28. Triple Valve Bracket. 
 
 28<z. Triple Valve Nipple. 
 
 29. Double Check-valve. 
 
 30. Three-quarter- inch Reservoir 
 
 Union. 
 
 31. One-inch Reservoir Union. 
 
 32. Discharge-valve Seat Wrench. 
 
 33. Auxiliary Brake-valve. 
 
 34. One-inch Malleable Union. 
 
 35. Three-quarter- inch Malleable 
 
 Union. 
 
 36. One-half-inch Malleable Union. 
 
 37. One-quarter-inch Malleable Union. 
 
 38. Three-quarter-inch by one-half- 
 
 inch T. 
 
BRAKE APPARATUS 
 Plate B5. 
 
THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 !3 
 
 DETAILS OF BRAKE APPARATUS — Continued. 
 
 Plate B5. 
 
 No. 
 
 39. One-half-inch T. 
 
 40. One-half-inch by three-eighth- 
 
 inch T. 
 
 41. Half-inch by quarter-inch T. 
 
 42. One-inch L. 
 
 43. Three-quarter-inch L. 
 
 44. One-half-inch L. 
 
 45. One-quarter-inch L. 
 
 46. One-half-inch Nipple. 
 
 47. Three-quarter-inch Nipple. 
 
 48. Coupling Hook. 
 
 49. Cap-screw Wrench. 
 
 No. 
 
 50. Packing-nut Wrench. 
 
 51. Hose and Coupling, Narrow- 
 
 gauge. 
 
 52. Hose and Coupling Standard for 
 
 three-quarter-inch Pipe. 
 
 53. Hose and Coupling for one-inch 
 
 Pipe. 
 
 54. Hose and Coupling for Signaling. 
 
 55. Driving-wheel Brake Hose. 
 
 56. Standard Hose. 
 
 57. Narrow-gauge Hose. 
 
 58. One-inch Stop Cock. 
 
H 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 JScpEDaifE 0F P^ICEg ¥m C0MPEETE JSETJS. 
 
 Non-Automatic Brake. 
 
 One Set Locomotive Fixtures (Schedule A, including cylinders 
 
 for driving-wheel brakes if desired) 
 
 One Set Tender Fixtures (Schedule B) 
 
 One Set Car Fixtures (Schedule C) 
 
 Automatic Brake. 
 
 One Set Locomotive Fixtures (Schedule E, including cylinders for 
 
 driving-wheel brakes if desired) 
 
 One Set Tender Fixtures (Schedule F) 
 
 One Set Car Fixtures (Schedule G) 
 
 Freight Brake. 
 
 One Set Freight Car Fixtures (Schedule H) 
 
 Driving-wheel Brakes. 
 
 One Set Castings and Forgings for Driving-wheel Brakes (except 
 in special cases), Cylinders furnished with Locomotive 
 Fixtures without extra charge 
 
 $300.00 
 
 25.00 
 
 100.00 
 
 300.000 
 
 60.00 
 
 138.00 
 
 50.00 
 
 125.00 
 

 THE WESTINGHOUSE AUTOMATIC BRAKE. 15 
 
 W HEREAS, The Westinghouse Air-Brake Company of the City of 
 Pittsburgh, Pennsylvania, operating under sundry Letters Patent of 
 the United States, some of which are owned or controlled by the said 
 Company, and others of which are owned by George Westinghouse, Jr., of 
 said city, as patentee, is engaged in making and selling apparatus for operat- 
 ing railway car brakes by compressed air, which apparatus, as adapted for 
 use on the different parts of a railway train, or as employed on trains in 
 different modes of operation, is for convenience classified as per the follow- 
 ing schedules : 
 
 Schedule A (constituting the equipment of a locomotive in the system 
 of brake apparatus heretofore in use as the Westinghouse Air-Brake) : One 
 Steam Engine and Pump, One Main Air Reservoir, One Air-gauge, One 
 Three-way Cock, One one-and-three-quarter-inch Lubricator, One Oil-cup 
 for Air-pump, One Steam-cock, One Drain-cock, One Safety-valve, One Air- 
 pipe Strainer, Hose and Couplings with Valves, One three-foot Hose Con- 
 nection, one hundred and twenty-five feet of Pipe, assorted sizes, Thirty Pipe 
 Fittings, assorted, Three Wrenches. 
 
 Schedule B (constituting the equipment of a tender in the same system) : 
 One eight-inch Air-brake Cylinder complete, with sleeve. 
 
 Schedule C (constituting the equipment of a passenger car in the same 
 system) : One ten-inch Air-brake Cylinder complete, with Releasing Springs, 
 Hose and Couplings with Valves complete, one hundred and thirty feet of 
 Pipe, assorted sizes, Thirteen Pipe Fittings, assorted. 
 
 Schedule D (being the additional apparatus provided for equipping a 
 locomotive-driver brake in the same or AUTOMATIC system) : Two eight- 
 inch Air-brake Cylinders, Thirty feet half-inch Pipe, Six Pipe Fittings, 
 assorted, One Check-valve, One Safety-valve. 
 
THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 16 
 
 Schedule E (constituting the equipment of a locomotive in the 
 Westinghouse AUTOMATIC system) : Same as “ Schedule A,” for “ Hose and 
 Couplings with Valves,” substituting “ Hose and Couplings without Valves,” 
 and one Stop-cock. 
 
 Schedule F (constituting the equipment for a tender in the AUTOMATIC 
 system) : One eight-inch Air-brake Cylinder complete, with Releasing Cock, 
 One Triple Valve, with Nipple and Bracket, One Auxiliary Air Reservoir, 
 One Drain Cup and Cock, ten feet half-inch Pipe, Six Pipe Fittings, assorted. 
 
 Schedule G (constituting the equipment for a passenger car in the 
 AUTOMATIC system) : One ten-inch Cylinder, as in “ Schedule C,” with 
 
 Releasing Cock, One Auxiliary Air Reservoir, One Drain Cup, One Triple 
 Valve, with Nipple and Bracket, One Conductor’s Valve, Hose and Coup- 
 lings without Valves, Two Stop-cocks, seventy-five feet Pipe, Twelve Pipe 
 F'ittings, assorted. 
 
 Schedule V (being the apparatus provided as additional to that men- 
 tioned in “ Schedules A and 15,” for equipping a locomotive and tender to 
 work both the “old” and “automatic” systems): One Auxiliary Air Reser- 
 voir, One Triple Valve, Hose and Couplings, ten feet half-inch Pipe, thirty 
 feet three-quarter-inch Pipe, Five Pipe P'ittings, assorted. 
 
 Schedule W (being the apparatus provided as additional to that men- 
 tioned in “Schedule C,” for a passenger train under both the “old” and 
 “automatic” systems): One Auxiliary Air Reservoir, One Triple Valve, 
 One Conductor’s Valve, One Double Check-valve, One Drain Cup, Hose and 
 Couplings without Valves, eighty feet of Pipe, assorted sizes, Twelve Pipe 
 Fittings, assorted. 
 
 Schedule X (being apparatus required to change a passenger car from 
 the “old” to the “automatic” system): One Auxiliary Air Reservoir with 
 Drain Cock, One Triple Valve, One Conductor’s Valve, One Drain Cup, 
 Hose and Couplings. (Pipe of old brake can be utilized.) 
 
 Schedule Y (constituting a brake equipment complete for a locomotive 
 and tender in the “old” system): The Articles named in Schedules A, B, 
 and D, when ordered together. 
 
 Schedule Z (constituting a brake equipment complete for a locomotive 
 and tender in the AUTOMATIC system) : The articles named in Schedules E, F, 
 and D, when ordered together. 
 
THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 1 7 
 
 And whereas , The Company, 
 
 a Corporation duly authorized under the laws of the State of. 
 
 and operating what is known as 
 
 the / 
 
 is desirous of introducing some or all of the apparatus named in said schedules 
 into use on its said road. 
 
 Now these presents witness , That the said “ West tng ho use Air-Brake 
 COMPANY,” party of the first part hereto, and the said GEORGE WESTING- 
 
 HOUSE, Jr., party of the second part hereto, and the said 
 
 Company, party of the third part hereto, for the 
 
 considerations hereinafter named, have covenanted and agreed, and do hereby 
 covenant and agree, to and with each other, as follows, to wit : 
 
 1st. That the said party of the first part will, within a reasonable time 
 after the proper order or orders therefor are received, sell and deliver, well 
 made and in good order and condition, to said party of the third part, such 
 sets and such number of sets of the said apparatus (the articles designated 
 in any one of the foregoing schedules constituting a set) as may be ordered 
 from time to time, at a rate not to exceed for each schedule set the prices 
 to such schedules herewith respectively annexed, as follows : 
 
 Schedule A . — Three Hundred Dollars. 
 “ B. — Twenty-five Dollars. 
 
 “ C . — One Hundred Dollars. 
 
 “ D . — Fifty Dollars. 
 
 “ E . — Three Hundred Dollars. 
 
 “ F . — Sixty Dollars. 
 
 “ G . — One Hundred and Thirty- 
 
 eight Dollars. 
 
 Schedule V — Thirty-five Dollars. 
 
 W. — Eighty-eight Dollars. 
 
 “ X . — Eighty Dollars. 
 
 “ V . — Three Hundred and 
 Twenty-five Dollars. 
 
 Z . — Three Hundred and Sixty 
 Dollars. 
 
 Which prices are for sets so purchased, and when paid for, inclusive of 
 license fee or royalty for the use thereof, complete and unbroken, on the 
 locomotive, tender, or car to which they may be applied ; but the license to 
 use shall not be complete and effectual to protect the purchaser or other 
 subsequent possessor of such apparatus in the use thereof until the said 
 prices are fully paid. The said schedules shall be subject to change or 
 variation as, and only as, the articles designated therein may by further 
 improvement be rendered practically useless, or as, by further improvement, 
 
 3 
 
jg THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 other devices of like function may be provided as substitutes for those 
 named, but such changes or variations shall not cause any change in the 
 prices of the schedule sets, as above given. 
 
 Delivery in all cases to be made at the depot, wharf, or other designated 
 place of shipment or consignment in the city of Pittsburgh. 
 
 2d. That the said party of the first part, within like reasonable time, 
 will sell, and in like manner deliver, to said party of the third part, such 
 parts or pieces, or separate detached portions of the apparatus named in the 
 foregoing schedules, as may be required for renewals and ordinary repairs in 
 previously purchased complete sets of the said apparatus, charging therefor 
 the reasonable manufacturers’ price for making the same, and without other 
 or additional license fee or royalty. 
 
 3d. That the said party of the third part shall make and keep a correct . 
 record, open at all reasonable times to the inspection of said party of the 
 first part, or its duly authorized officer or agent, of all cars, locomotives, and 
 tenders owned or leased by it and equipped with air-brake apparatus ; which 
 record shall contain and show all additions to the said equipment, by new 
 sets applied, or by the purchase or lease of rolling stock already so equipped, 
 and from whom purchased or leased, as also the reductions of such equip- 
 ment by sale or lease of rolling stock ready equipped, and to whom sold 
 or leased ; but the said party of the third part shall not order, for the pur- 
 pose of selling, leasing, or otherwise disposing of, to others, any part or parts 
 of sets, nor a whole set, except in connection with the car, tender, or loco- 
 motive to which it may be applied, nor shall it use any part or parts of sets 
 otherwise than in renewing or repairing the lost, broken, or worn-out parts 
 of complete sets previously bought and paid for. 
 
 4th. That in case the said party of the first part should at any time 
 hereafter become possessed of, own, or control any other patent or patents 
 for further IMPROVEMENTS in the construction of the devices named in 
 said schedules, which improvements the said party of the third part may be 
 desirous of using, the said party of the first part shall sell and deliver to 
 said party of the third part, in like manner, for like use and subject to like 
 conditions, as aforesaid, on proper orders received, the devices so improved, 
 at the reasonable manufacturers’ price for making the same, without other or 
 additional license fee or royalty except such as will reasonably remunerate 
 the said party of the first part for actual outlay in the purchase of the 
 patents for said improvements. 
 
THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 19 
 
 5th. That on the delivery as aforesaid of any of the apparatus herein- 
 before referred to, the said party of the third part will pay to said party of 
 the first part the price thereof, as fixed or stipulated to be fixed by the 
 foregoing provisions. 
 
 6th. That the said party of the first part, in order to secure and preserve 
 complete uniformity in all parts of the said apparatus as used on different, 
 though connecting, railway lines, hereby expressly reserves to itself a right, 
 exercisable at its own option, to furnish to said party of the third part 
 ready for use, but free of cost, any or all parts of said apparatus of substan- 
 tially the same construction as that previously furnished, and differing only 
 in form or dimensions, which apparatus, so furnished, the said party of the 
 third part, in furtherance of the same object, shall and does hereby agree 
 thereafter to apply and use, to the exclusion of the like devices for which 
 they may be designed as a substitute ; and for the same purpose, the said 
 party of the first part also reserves the right to make and furnish, at reason- 
 able manufacturers’ price, and deliverable in the manner aforesaid, all Coup- 
 lings, Leakage Valves, Double Check-valves and Triple Valves, and each and 
 every part thereof with which the said party of the third part may desire to 
 renew or replace the corresponding devices or parts on the same car, tender, 
 or locomotive, worn out, broken, or lost. 
 
 7th. In case the said party of the first part should at any time grant 
 any reduction in prices above named, or any right or license to any railway 
 company or corporation to manufacture and sell, for railway car-brake pur- 
 poses, any or all the patented improvements named in said schedules, then 
 the said party of the third part shall be entitled to a like reduction for a like 
 consideration, and a like right and license on like terms, considerations, and 
 conditions; but nothing herein contained shall be so construed as to prevent 
 the said party of the third part from making all necessary repairs to the 
 apparatus purchased by the said party of the first part as hereinbefore pro- 
 vided, or of any part thereof, except as mentioned in paragraph 6th, above. 
 
 8th. That the said party of the first part will indemnify and save harm- 
 less the said party of the third part from all necessary or proper costs, ex- 
 pense, or damages incurred by reason of any suit or suits against the said 
 party of the third part for any alleged infringement of any other letters 
 patent, which alleged infringement shall consist in the use of the apparatus, 
 furnished to said party of the third part under the foregoing provisions, pro- 
 vided that the said party of the first part shall first have written notice of 
 such suit or suits, and be allowed the opportunity of defending the same. 
 
20 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 9th. That the said party of the third part shall have the right to run 
 locomotives, tenders, and cars, fitted up with air-brake apparatus purchased 
 from the said party of the first part as hereinbefore provided, over or on any 
 connecting line of railway, or any railway line owned, leased, or controlled 
 by them, without the payment of other or additional consideration therefor ; 
 provided, however, that nothing herein contained shall be construed as 
 authorizing the use of any of the apparatus named in the above schedules in 
 combination with steam or air brake apparatus not made by or under license 
 from the parties of the first and second parts. 
 
 To a due and faithful compliance with the covenants and agreements 
 hereinbefore contained, the said parties of the first, second, and third parts 
 do hereby bind themselves, their legal representatives, successors, and assigns, 
 each to the other, and his or their legal representatives, successors, and 
 assigns. 
 
 In witness whereof \ The said parties of the first and third parts have 
 caused their corporate seals to be hereunto affixed, attested by the hands of 
 the Presidents and Secretaries of the said respective Corporations, and the 
 said party of the second part has hereunto set his hand and seal, 
 this day of. A. D. 1 88 
 
 [l. s.] 
 
 President Westinghouse Air-Bralce Company. 
 
 Attest : 
 
 Secretary Westinghouse Air-Brake Company. 
 
 President. 
 
 Company. 
 
 Attest : 
 
 Secretary 
 
 . Company. 
 
THE 
 
 WESTINGHOUSE AUTOMATIC 
 
 BRAKE. 
 
 2 I 
 
 SUlTITMKYT/nft' ?ISREEJiIE]W. 
 
 Whereas, The WESTINGHOUSE Air-Brake Co., of Allegheny County, 
 
 Pennsylvania, under an agreement bearing date 
 
 (to which this agreement is a supplement), has been furnishing to the Rail- 
 way Company hereinafter named, and designated as the party of the third 
 part, certain Air-Brake Apparatus, for the equipment of the passenger roll- 
 ing stock of said Company : 
 
 And whereas, The said The Westinghouse Air-Brake Company, licensee 
 under sundry patents of the United States, owned by George Westinghouse, 
 Jr., patentee, has recently perfected and is now introducing a system of Air- 
 Brake Apparatus designed for use on freight cars, which said apparatus the 
 said Railway Company, party of the third part hereto, is desirous of pur- 
 chasing and using : 
 
 Now these presents witness, That the said The Westinghouse Air-Brake 
 Company, party of the first part hereto, the said George Westinghouse, Jr., 
 
 party of the second part hereto, and The 
 
 Company, party of the third part hereto, 
 
 for the consideration hereinafter named, have further covenanted and agreed, 
 and do hereby further covenant and agree, to and with each other, as fol- 
 lows, to wit : 
 
 1st. That the said party of the first part will, within a reasonable time 
 after the order or orders therefor are received, sell and deliver, well made 
 and in good order and condition, to said party of the third part, such num- 
 ber of sets of freight car air-brake apparatus as may be ordered from time 
 to time, at a rate not to exceed fifty dollars per set, each such set of ap- 
 paratus consisting of the parts and of the sizes enumerated in the following : 
 
 SCHEDULE H. One Brake Cylinder, not exceeding eight inches in 
 diameter, with twelve inches stroke, One Auxiliary Reservoir, not exceeding 
 eleven by twenty-one and one-half inches, One Triple Valve, One Pressure 
 Retaining Valve, One Car Drain Cup, Two Hose and Couplings, Two 
 Coupling Hooks, Two i in. Stop Cocks, The necessary amount of i in. 
 Pipe and Fittings ; 
 
22 
 
 THE WESTINGHOUSE 
 
 AUTOMATIC BRAKE. 
 
 which said price for sets so purchased is, when paid, inclusive of license fee 
 or royalty for the use thereof, complete and unbroken, on the freight cars 
 to which they may be applied ; but the license to use shall not be complete 
 or effectual to protect the purchaser or other subsequent possessor of such 
 apparatus in the use thereof, until the same has been fully paid for. 
 
 Delivery in all cases to be made at the depot, wharf, or other designated 
 place of shipment in the City of Pittsburgh or Allegheny. 
 
 In case such sets of apparatus of larger size are required, the extra 
 
 reasonable manufacturers’ price of making the same shall be added to said 
 price of fifty dollars per set. 
 
 2d. The said party of the third part is not licensed to use, and shall 
 not use, said freight brake apparatus, nor any brake cylinder, auxiliary 
 reservoir, or triple valve thereof in the equipment of passenger cars, nor of 
 mail, express, or baggage cars, nor of any other cars intended or designated 
 to run regularly in passenger train service or as a part of a passenger train ; 
 but the occasional use of a freight car equipped with the apparatus of Sched- 
 ule H, in passenger train service, in order to meet a special emergency, 
 
 will not be considered as a violation of this clause of this supplementary 
 
 agreement. 
 
 3d. The apparatus for use on freight locomotives and freight tenders 
 will be furnished under the provisions of said original agreement (to which 
 this is a supplement), and at the rates and subject to the conditions therein 
 named. 
 
 4th. That sales to said party of the third part, of separate portions or 
 pieces of the said freight brake apparatus, for use in renewals and repairs, as 
 stated in the second clause of said original agreement (to which this is a 
 supplement), shall be as and at the rates stated in said second clause ; that 
 the obligations and restrictions imposed on said party of the third part, by 
 the third clause of said original agreement, shall apply also to said freight 
 brake apparatus, in like manner as to the other sets of air brake equipment 
 therein named ; that as regards the said freight brake apparatus, the said 
 party of the third part shall enjoy the benefit of the provisions of the fourth 
 clause of said original agreement ; that the provisions of the fifth and sixth 
 clauses of said original agreement are hereby adopted as a part hereof, and 
 made applicable to said freight brake apparatus, in like manner as to the 
 air-brake apparatus therein named or referred to ; that in case of any future 
 reduction in the price of said freight brake apparatus, or of the grant of 
 any license to a railway company to manufacture the same, then the said 
 party of the third part shall be entitled to the same benefits in relation 
 thereof as are set forth in the seventh clause of said original agreement; and 
 
THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 2 3 
 
 that the provisions of the eighth and ninth clauses of said original agree- 
 ment are here adopted as a part hereof, in their application to freight brake 
 apparatus. 
 
 5th. The said party of the first part will, on application therefor, fur- 
 nish at its own expense, for a reasonable time, competent men to superin- 
 tend the application of said freight brake apparatus to the freight cars of 
 said party of the third part ; to inspect the same from time to time, with 
 reference to keeping it in good condition, and to instruct its engineers in 
 the proper use thereof; provided, however, said party of the third part shall 
 furnish all needful transportation for the men so employed. 
 
 To a due and faithful compliance with the covenants and agreements 
 hereinbefore contained, the said parties of the first, second, and third parts 
 do hereby bind themselves, their legal representatives, successors, and assigns, 
 each to the other, and his or their legal representatives, successors, and 
 assigns. 
 
 In witness whereof , The said parties of the first and third parts have 
 caused their corporate seals to be hereunto affixed, attested by the hands 
 of the Presidents and Secretaries of the said respective Corporations, and 
 the said party of the second part has hereunto set his hand and seal, this 
 day of A. D. 188 
 
 [L. S.] 
 
 President Westinghouse Air-Brake Company. 
 
 Attest : 
 
 Secretary Westinghouse Air-Brake Company. 
 
 President 
 
 Company. 
 
 Attest : 
 
 Secretary 
 
 Company. 
 
24 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE, 
 
 DETAILS OF STANDARD PUMP. 
 
 Plate B 6. 
 
 No. 
 
 No. 
 
 1. Engine and Pump, complete. (No. 
 
 4, Plate B5.) 
 
 2. Steam-cylinder Head (with Revers- 
 
 ing-cylinder, Piston, and Valve 
 Bushes). 
 
 3. Steam-cylinder (with Main Valve 
 
 and Bushes). 
 
 4. Center-piece. 
 
 5. Air-cylinder (with Lower Dis- 
 
 charge-valve). 
 
 6. Air-cylinder Head. 
 
 7. Steam-piston and Rod. 
 
 8. Air-piston. 
 
 9. Main Piston Packing- ring. 
 
 10. Reversing- valve Plate. 
 
 11. Reversing- valve Plate Bolt. 
 
 12. Reversing- valve Stem. 
 
 13. Reversing-valve. 
 
 14. Main Steam- valve. 
 
 15. Packing-ring for Upper Piston- 
 
 valve. 
 
 16. Packing-ring for Lower Piston- 
 
 valve. 
 
 17. Upper Main Steam-valve Bush. 
 
 18. Lower Main Steam-valve Bush. 
 
 19. Reversing-cylinder. 
 
 20. Reversing-piston. 
 
 21. Reversing-piston Packing-ring. 
 
 22. Reversing-cylinder cap. 
 
 23. Reversing-valve Bush. 
 
 24. Reversing-valve Cap. 
 
 25. Piston-rod Nut. 
 
 26. Discharge-valve Stop-bolt. 
 
 27. Piston-Packing Nut. 
 
 28. Piston-packing Gland. 
 
 29. Right Chamber Cap. 
 
 30. Left Chamber Cap. 
 
 31. Discharge- valve Seat. 
 
 32. Upper Discharge- valve. 
 
 33. Lower Discharge- valve. 
 
 34. Receiving-valve. 
 
 35. Half- inch Union. 
 
 36. Three-quarter-inch Union. 
 
 37. One- inch Union. 
 
 40. Top Steam-cylinder Gasket. 
 
 41. Bottom Steam-cylinder Gasket. 
 
 42. Top Air-cylinder Gasket. 
 
 43. Bottom Air-cylinder Gasket. 
 
 44. Drain Cock. 
 
 45. Cap Screw. 
 
 46. Packing Case. 
 
 47. Exhaust Union Stud. 
 
 48. Steam-pipe Union Stud. 
 
 49. Air-pipe Union Stud. 
 
 50. Main-valve Stop. 
 
 and the 
 
 In ordering detached parts for repairs, please specify the plate 
 number of each piece accurately, to avoid errors. 
 

 STANDARD AIR-PUMP. 
 
 Plate B6. 
 
 4 . 
 
 TO 
 
 BOILER l 
 
 EXHAUST 
 
 TO MAIN 
 RESERVOIR' 
 
 I TO AIR 
 STRAINER 
 
 
26 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 JSfTiPTIRD /IlR-rajilP. 
 
 P LATE B6 shows the pump that has been most extensively used in standard 
 gauge equipment, and this style is invariably furnished except when some 
 one of the other designs illustrated herewith is designated. 
 
 The steam from the boiler enters the top cylinder between two pistons 
 forming the main valve 14. The upper piston being of greater diameter 
 than the lower, the tendency of the pressure is to raise the valve, unless it 
 is held down by the pressure of a third piston, 20, of still greater diameter, 
 working in a cylinder directly above the main valve. 
 
 The pressure on this third piston is regulated by the small slide-valve 
 13, working in the central chamber on the top head. This valve receives its 
 motion from a rod, 12, extending into the hollow piston, which, as shown in the 
 drawing, has a knob at its lower end and a shoulder just below the top head. 
 This valve chamber in the top head, by a suitable steam-port, is constantly 
 in communication with the steam space between the two pistons of the main 
 valve. The steam acting on the third piston, 20, and holding the main valve 
 down, enters below the main piston ; as the main piston approaches the 
 upper head, the reversing- valve rod, 12, and its valve, 13, are raised until the 
 slide-valve exhausts the steam from the space above the third or reversing 
 piston, when the main valve is raised by the steam pressure on the greater 
 area of its upper piston, which movement of the main valve admits steam to 
 the upper end of the main cylinder. 
 
 When the main valve is moved up to admit steam to the upper end of 
 the cylinder, it opens an exhaust-port at the lower end, just below the lower 
 steam-port, which latter is closed by the lower piston of the main valve ; and 
 when the main piston is on its upward stroke, the upper exhaust-port is 
 similarly opened. The air-valves of the pump are similar to those used in 
 
THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 27 
 
 all pumps. The lift of a discharge valve should not exceed one-sixteenth of 
 an inch, and that of a receiving valve should not exceed one-eighth. 
 
 As our brake apparatus has now been in use some fourteen years, a large 
 number of pumps are partially worn out. We will furnish a new pump of the 
 style shown in Plate B6, or B7, at the regular price of two hundred dollars, 
 and allow a credit of one hundred dollars for the old pump if returned to us, 
 making the cost of the new pump but one hundred dollars. This exchange is 
 much cheaper than to go to the cost of repairing a nearly worn-out pump. 
 We especially recommend the eight-inch pump, B7, as it will furnish fifty per 
 cent, more air than the standard pump. 
 
28 
 
 THE 
 
 WESTINGHOUSE 
 
 AUTOMATIC BRAKE. 
 
 EisflWNCfi ^iR-papp. 
 
 P LATE B 7 shows a pump designed especially for use in freight service, as 
 it furnishes a large volume of air in a short time. The operation is the 
 same as that of the pump shown on Plate B6, and no further explanation is 
 necessary. 
 
 DETAILS OF EIGHT-INCH AIR-PUMP. 
 
 Plate B7. 
 
 No. 
 
 1. Eight-inch Pump, complete. (No. 
 
 5, Plate B5.) 
 
 2. Top Head, with Reversing-cylin- 
 
 der, Piston, and Valve Bushes. 
 
 3. Steam-cylinder, with Main Valve 
 
 and Bushes. 
 
 4. Center-piece. 
 
 5. Air-cylinder Body, with Valves. 
 
 6. Air-cylinder Head. 
 
 7. Main Valve. 
 
 8. Upper Main Valve Packing-ring. 
 
 9. Lower Main Valve Packing-ring. 
 
 10. Steam Piston and Rod. 
 
 11. Air-piston. 
 
 12. Steam-piston Packing- ring. 
 
 13. Air-piston Packing-ring. 
 
 14. Steam-pipe Union. 
 
 15. Exhaust-pipe Union. 
 
 16. Reversing- valve. 
 
 17. Reversing- valve Stem. 
 
 18. Reversing-valve Plate. 
 
 19. Reversing-valve Bush. 
 
 20. Reversing-valve Chamber Cap. 
 
 21. Reversing-cylinder Cap. 
 
 22. Reversing cylinder. 
 
 23. Reversing-piston. 
 
 24. Reversing-piston Packing-ring. 
 
 In ordering detached parts for 
 
 of each piece 
 
 No. 
 
 2 K. Upper Main Valve Bush. 
 
 26. Lower Main Valve Bush. 
 
 27. Packing-nut. 
 
 28. Packing-gland. 
 
 29. Upper-valve Chamber Cap. 
 
 30. Upper Discharge Valve. 
 
 31. Upper Receiving- valve. 
 
 32. Lower Discharge Valve. 
 
 33. Lower Receiving-valve. 
 
 34. Lower- valve Chamber Cap. 
 
 35. Reservoir Union. 
 
 36. Upper Steam-cylinder Gasket. 
 
 37. Lower Steam-cylinder Gasket. 
 
 38. Upper Air-cylinder Gasket. 
 
 39. Lower Air-cylinder Gasket. 
 
 40. Air-cylinder Oil-cup. 
 
 41. Drain Cock. 
 
 42. Cylinder-head Bolt. 
 
 43. Valve Chamber Bush. 
 
 44. Discharge Valve Stop. 
 
 45. Valve Stop Set Screw. 
 
 46. Chamber Bush Set Screw. 
 
 47. Reservoir Union Stud. 
 
 48. Exhaust-pipe Union Stud. 
 
 49. Steam-pipe Union Stud. 
 
 50. Main Valve Stop. 
 
 51. Reversing-valve Plate Bolt. 
 
 repairs, please specify the plate and number 
 accurately, to avoid mistakes. 
 
— 
 
 
 
 
 
 EIGHT-INCH AIR-PUMP. 
 
 Plate By . 
 
 AIR INLET 
 
 
 
 
 
30 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 P LATE B8 shows the standard pump for narrow-gauge equipment, the 
 construction and operation being the same as the standard pump, except 
 that a different air-valve arrangement is used. 
 
 DETAILS OF NARROW-GAUGE PUMP. 
 
 Plate B8. 
 
 No. 
 
 1. Engine and Pump, complete. (No. 
 
 6, Plate B5.) 
 
 2. Steam-cylinder Head, with Re- 
 
 versing-cylinder, Piston, and 
 Valve Bushes. 
 
 3. Steam-cylinder, with Main Valve 
 
 and Bushes. 
 
 4. Center-piece. 
 
 5. Air-cylinder. 
 
 6. Air-cylinder Head. 
 
 7. Main Steam-valve. 
 
 8. Packing-ring for Upper Piston- 
 
 valve. 
 
 9. Packing-ring for Lower Piston- 
 
 valve. 
 
 10. Steam-piston and Rod. 
 
 11. Air-piston. 
 
 12. Steam-piston Packing-ring. 
 
 13. Air-piston Packing- ring. 
 
 14. Half-inch Union. 
 
 15. Three-quarter-inch Union. 
 
 16. Reversing- valve. 
 
 17. Reversing- valve Stem. 
 
 18. Reversing- valve Plate. 
 
 19. Reversing-valve Bush. 
 
 20. Reversing-valve Cap. 
 
 No. 
 
 21. Reversing-cylinder Cap. 
 
 22. Reversing-cylinder. 
 
 23. Reversing-piston. 
 
 24. Reversing-piston Packing-ring. 
 
 25. Upper Main Steam-valve Bush. 
 
 26. Lower Main Steam-valve Bush. 
 
 27. Piston-packing Nut. 
 
 28. Piston-packing Gland. 
 
 29. Air-valve Case. 
 
 30. Discharge-valve. 
 
 31. Receiving- valve. 
 
 32. Valve-chamber Cap. 
 
 33. Side-pipe Bolt. 
 
 34. Air-discharge Pipe Union. 
 
 35. Upper Steam-cylinder Gasket. 
 
 36. Lower Steam-cylinder Gasket. 
 
 37. Upper Air-cylinder Gasket. 
 
 38. Lower Air-cylinder Gasket. 
 
 39. Drain-cock. 
 
 40. Air-cylinder Oil-cup. 
 
 41. Cylinder-head Bolt. 
 
 42. Piston Packing-case. 
 
 43. Exhaust Union Stud. 
 
 44. Steam-pipe Union Stud. 
 
 45. Main- valve Stop. 
 
 46. Reversing Valve-plate Bolt. 
 
 In ordering detached parts for repairs, please specify the plate and the 
 number of each piece accurately, to avoid errors. 
 
NARROW-GAUGE AIR-PUMP 
 Plate B8. 
 
32 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 Triple . Y/mvK. 
 
 P LATE B9 illustrates the standard triple valve with cast-iron case, lined 
 with brass bushes. The operation of the triple valve is fully described 
 in connection with Plate B4. 
 
 DETAILS OF TRIPLE VALVE. 
 Plate B9. 
 
 No. 
 
 No. 
 
 1. Triple Valve, complete. (No. 22, 
 
 Plate B5.) 
 
 2. Triple-valve Case. 
 
 3. Lower Cap. 
 
 4. Upper Cap. 
 
 5. Piston. 
 
 6. Slide-valve. 
 
 7. Graduating-valve. 
 
 8. Graduating-stem. 
 
 9. Graduating-stem. 
 
 10. Bottom Nut. 
 
 11. Rubber Packing-ring. 
 
 12. Piston Packing-ring. 
 
 13 Four-way Cock Plug. 
 
 14. Bolt. 
 
 the plate and the 
 errors. 
 
 In ordering detached parts for repairs, please specify 
 number of each piece accurately, to avoid 
 
THE WESTINGHOUSE 
 
 AUTOMATIC 
 
 BRAKE. 
 
 33 
 
 TRIPLE VALVE. 
 
 5 
 
34 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE, 
 
 Triple Y^eye, mw Ctijse. 
 
 P LATE Bio shows a triple valve of the same general construction as the 
 preceding one, but with brass case. The triple valves originally sent out 
 can be altered to this internal arrangement, and are being so altered in large 
 quantities. We recommend the use of the triple valve shown on Plate B9, as 
 it is much stronger and less liable to damage. We furnish the style shown 
 herewith only to roads who already have the greater part of their equipment 
 fitted with the original triple valve, and desire uniformity in their pipe 
 arrangement. 
 
 DETAILS OF TRIPLE VALVE, WITH BRASS CASE. 
 
 Plate Bio. 
 
 No. 
 
 1. Triple Valve ,with Brass Case, com- 
 
 plete. (No. 23, Plate B5.) 
 
 2. Triple-valve Body. 
 
 3. Lower Cap. 
 
 4. Upper Cap. 
 
 5. Piston. 
 
 6. Slide-valve. 
 
 7. Graduating-valve. 
 
 In ordering detached 
 
 No. 
 
 8. Graduating-stem. 
 
 9. Graduating-spring. 
 
 10. Bottom-nut. 
 
 1 1 . Gasket. 
 
 12. Piston Packing- ring. 
 
 13. Four-way Cock Plug. 
 
 14. Drain-cup Plug. 
 
 15. Drain-cup. 
 
 the plate and the 
 errors. 
 
 parts for repairs, please specify 
 number of each piece accurately, to avoid 
 
TRIPLE VALVE, WITH BRASS CASE. 
 
 Plate Bio. 
 
 
 TO AUX 
 RESERVOIR 
 
 TO CYLINDER 
 
 
Oj 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE, 
 
 6 
 
 DETAILS OF ENGINEER’S BRAKE-VALVE. 
 
 Plate Bii. 
 
 Engineer’s Brake-Valve, complete, No. 12, Plate B5. 
 
 No. 
 
 1. Handle. - 
 
 2. Body. 
 
 3. Top- valve. 
 
 4. Top-valve Spring. 
 
 5. Washer. 
 
 6. Main-valve. 
 
 7. Feed-valve. 
 
 8. Feed-valve Seat. 
 
 9. Feed-valve Spring. 
 
 In ordering detached parts for repairs, please specify the plate and the 
 number of each piece accurately, to avoid errors. 
 
 No. 
 
 10. Main- valve Spring. 
 
 1 1. Lower Cap. 
 
 12. Union. 
 
 13. Stud-nut (not shown). 
 
 14. Gauge-pipe Nut (not shown). 
 
 15. Handle Spring. 
 
 16. Handle-spring Nut. 
 
 17. Main-valve Spring. 
 
THE WESTINGHOUSE AUTOMATIC BRAKE 
 
 37 
 
 
 i 
 
 FROM MAIN 
 RESERVOIR 
 
 TO BRAKE 
 PIPE 
 
 
 \ 
 
 ; 
 
 1 2 
 
 - 
 
 
 
 

 THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 38 
 
 Engineer Bj^ke-ytieve. 
 
 P LATE B 1 1 shows the engineer’s brake-valve, the handle of which termi- 
 nates in a screw with a coarse thread, which compresses a spring 4, upon 
 the top valve 3; this top valve fits into a slot in the handle 1, and into a 
 slot in the main valve 6, so that the handle and the two valves must turn 
 simultaneously. In the position shown in the drawing, which is for releasing 
 the brakes, the top valve 3, leading to the atmosphere, is kept closed by the 
 compression of the spring 4, and the air passes freely from the main reser- 
 voir to the brake-pipe, through the opening of the main valve and the body 
 of the brake-valve. After the brakes are off, the handle is moved against 
 the second stop, a short distance to the right, which turns the main valve so 
 that the main passages to the brake-pipe are closed. Air can, however, 
 pass through the small valve 7, and thence to the brake-pipe through a small 
 opening not shown in the drawing. This small valve 7 is held down by a 
 spring whose resistance is equal to 20 pounds per square inch ; hence the 
 pressure in the main reservoir will always be 20 pounds greater than that 
 in the brake-pipe, which surplus pressure insures the certain release of the 
 brakes when desired. To apply the brakes, the handle is moved still farther 
 to the right, when the opening from the small valve 7 is also closed, cutting 
 off all communication from the main reservoir to the brake-pipe; at the same 
 time the action of the screw lifts the handle and relieves the spring 4 from 
 pressure, when the air in the brake-pipe lifts the valve 3, and escapes, until 
 an equilibrium is established between the air-pressure and the pressure of the 
 spring on the valve 3, thus reducing the pressure in the brake-pipe to an 
 extent corresponding to the distance which the handle is moved. 
 
 To apply the brakes suddenly, the handle is turned the entire distance 
 to the right, which relieves the spring of all compression, allowing the valve 
 3 to rise, and all of the air in the brake-pipe to escape. 
 
 After the train is stopped, the brakes are released by turning the handle 
 to the position shown in the drawing. 
 
 
 
 
 
THE WESTINGHOUSE AUTOMATIC BRAKE, 
 
 39 
 
 ENGINEER’? IjRHKIvV/ILVL', WM<p EPNItMNG DlgCflTIRGE. 
 
 P LATE B 1 2 shows the engineer’s brake-valve with equalizing discharge 
 arrangement, which performs the functions of the ordinary engineer’s 
 valve, and at the same time provides for a difficulty which sometimes arises, 
 particularly on long trains, when the engineer, instead of allowing the air to 
 escape slowly from the brake- pipe in applying the brakes, allows a consider- 
 able amount of air to escape in a short time and then closes the valve sud- 
 denly. In this case the pressure from the rear of the train has not time to 
 become equalized with that in the front, and, flowing forward, has a tend- 
 ency to release the brakes on the cars nearest the engine. The equalizing 
 arrangement provides for a constant flow of air from the brake-pipe until 
 the pressure is uniform throughout the train, insuring a uniform application 
 of the brakes to the various cars; also the engineer operates this valve in 
 the same manner, without regard to the number of cars that may be in the 
 train. 
 
 I he plate shows the valve in the position for releasing the brakes ; the 
 pressure from the main reservoir passing through the rotary valve 13 and to 
 the main brake-pipe, as shown by the arrows. While running, the handle 
 of the valve is turned to the position shown in the diagram, when the air 
 enters through the feed port, passing the feed valve 32, which is held to its 
 seat by the spring 33, which causes an excess of pressure in the main reser- 
 voir over that in the brake-pipe equal to the strength of the spring 33, and 
 insures a quick release of the brakes. 
 
 The chamber A is connected to a small reservoir, not shown in the cut, 
 which simply serves to increase the effective capacity of the chamber. To 
 apply the brakes, the handle is turned to the position for application shown 
 in the diagram, and a portion of the air in the chamber allowed to escape 
 from the supply port, causing a corresponding reduction of pressure in the 
 chamber, after which the handle is turned to put the valve on the lap. The 
 excess of pressure in the main brake-pipe over that in the chamber A forces 
 the piston 18 up, unseating the valve 22 and allowing air to escape through 
 
40 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 the exhaust from brake-pipe until the pressure in the brake-pipe is equal to 
 that in the chamber, the valve 22 remaining open until the pressure is 
 equalized throughout the train, when this valve is returned to its seat by the 
 spring 27. If a very considerable reduction of pressure is made in the cham- 
 ber A, the piston 18 will move far enough to carry with it the slide valve 
 23 and allow the air to escape more rapidly by uncovering the two exhaust 
 ports. In case of emergency, the handle may be turned to the extreme 
 right connecting the direct application port with a large exhaust port and 
 releasing the pressure in the brake-pipe with great rapidity. 
 
 DETAILS OF ENGINEER’S BRAKE-VALVE WITH EQUALIZING 
 
 ARRANGEMENT. 
 
 Plate B12. 
 
 No. 
 
 1. Valve Body. 
 
 2. Top Cap. 
 
 3. Bottom Case. 
 
 4. Bottom Case Bush. 
 
 5. Bottom Cap. 
 
 6. Jam Nut. 
 
 7. Top Nut. 
 
 8. Handle. 
 
 9. Handle Spring. 
 
 10. Handle Spring Nut. 
 
 11. Rotary- valve Key. 
 
 12. Washer. 
 
 13. Rotary- valve. 
 
 14. Graduating Spring. 
 
 15. Graduating Stem. 
 
 16. Center Nut. 
 
 17. Check-valve Spring. 
 
 No. 
 
 18. Piston-valve. 
 
 19. Piston Ring. 
 
 20. Check-valve. 
 
 21. Piston Nut. 
 
 22. Exhaust- valve. 
 
 23. Slide-valve. 
 
 24. Slide-valve Spring. 
 
 25. Slide-valve Stem. 
 
 26. Slide-valve Stem Guide. 
 
 27. Slide-valve Stem Spring. 
 
 28. Slide-valve Stem Nut. 
 
 29. Union. 
 
 30. Gasket. 
 
 31. Cap Nut. 
 
 32. Feed-valve. 
 
 33. Feed-valve Spring. 
 
 In ordering detached parts for repairs, please specify the plate and the 
 number of each piece accurately, to avoid errors. 
 
ENGINEER’S BRAKE- VALVE, WITH EQUALIZING 
 
 ARRANGEMENT. 
 
 Plate B12. 
 
 6 
 
JUsk ('(irii*i.i\(i. 
 
 P LATE B13 shows the coupling used with the automatic brake, the con- 
 struction of which will be readily understood. The various combinations of 
 hose and couplings are shown on Plate B5. 
 
 Plate B 13. 
 
 5. One-inch Nipple. 6. Three-quarter-inch 7. Hose-clamp with 8. Coupling Hook. 
 
 Nipple. Bolt. 
 
 9. Half-inch Hose 10. Three-quarter-inch 11. One-inch Hose 
 
 Union. Hose Union. Union. 
 
 In ordering detached parts for repairs, please specify the plate and the number 
 
 of each piece accurately, to avoid errors. 
 
43 
 
 ♦ 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 Tender Oymnder. 
 
 P LATE B14 shows the brake-cylinder designed for use on tenders, the 
 construction of which is so clearly shown by the drawing that no further 
 explanation is necessary. 
 
 Plate B14. 
 
 DETAILS OF TENDER CYLINDER. 
 Plate Bit. 
 
 No. 
 
 1. Tender Cylinder, complete. (No. 
 
 8, Plate B5.) 
 
 2. Cylinder Body. 
 
 3. Piston and Rod. 
 
 4. Back Head. 
 
 5. Front Head. 
 
 6. Piston-sleeve. 
 
 No. 
 
 7. Piston-follower. 
 
 8. Piston Packing-leather. 
 
 9. Packing-leather Expander. 
 
 10. Release-spring. 
 
 11. Piston-follower Bolt. 
 
 12. Cylinder-head Bolt. 
 
 13. Gasket. 
 
 In ordering detached parts for repairs, please specify the plate and number 
 
 of each piece accurately, to avoid errors. 
 
44 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 JSt^ppd TEppp OW-cymper. 
 
 P LATE B15 shows the car-cylinder used on standard-gauge passenger 
 cars, the construction of which will be understood from the drawing. 
 
 Plate B15. 
 
 DETAILS OF STANDARD TEN-INCH CAR-CYLINDER. 
 
 Plate B15. 
 
 No. 
 
 1. Ten-inch Car-cylinder, complete. 
 
 (No. 9, Plate B5.) 
 
 2. Cylinder Body. 
 
 3. Piston and Rod. 
 
 4. Back Cylinder-head. 
 
 5. Front Cylinder-head. 
 
 6. Cross Head. 
 
 No. 
 
 7. Gasket. 
 
 8. Piston-follower. 
 
 9. Piston Packing-leather. 
 
 10. Packing-leather Expander. 
 
 11. Piston-follower Bolt. 
 
 12. Release-spring. 
 
 13. Cylinder-head Bolt. 
 
 In ordering detached parts for repairs, please specify the plate and number 
 of each piece accurately, to avoid errors. 
 

 THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 45 
 
 ElGJW-I]TOF (j/IR-('YIiINDER, ]S[/IRR()W g/HISE. 
 
 P LATE B16 shows the eight-inch car-cylinder, which is used on narrow- 
 gauge passenger cars. 
 
 Plate Bi6. 
 
 DETAILS OF EIGHT-INCH CAR-CYLINDER— NARROW GAUGE 
 
 Plate Bi6. 
 
 No. 
 
 1. Eight-inch Car-cylinder, complete. 
 
 (No. 7, Plate B5.) 
 
 2. Cylinder Body. 
 
 3. Piston and Rod. 
 
 4. Back Cylinder-head. 
 
 5. Front Cylinder-head. 
 
 6. Cross Head. 
 
 No. 
 
 7. Gasket. 
 
 8. Piston-follower. 
 
 9. Piston Packing-leather. 
 
 10. Packing-leather Expander. 
 
 11. Piston-follower Bolt. 
 
 12. Release Spring. 
 
 13. Cylinder Head Bolt. 
 
 In ordering detached parts for repairs, please specify the plate and number 
 
 of each piece accurately, to avoid errors. 
 
46 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 Ewwncp B^hke-cymj^de^ F0R D^iying-wpeees. 
 
 P LATE B17 shows our standard eight-inch brake-cylinder for driving- 
 wheels, the application of which will be clearly understood from the 
 drawing. The air enters underneath the piston 3, and the cup-leather 7 
 makes an air-tight packing for the piston rod. 
 
 DETAILS OF EIGHT-INCH BRAKE-CYLINDER 
 FOR DRIVING-WHEELS. 
 
 Plate B17. 
 
 No. 
 
 1. Eight-inch Brake-cylinder for 
 
 Driving-wheels, complete. 
 (No. 10, Plate B5.) 
 
 2. Cylinder Body. 
 
 3. Piston Rod. 
 
 4. Lower Head. 
 
 5. Upper Head. 
 
 6. Piston Rod Packing-nut. 
 
 7. Piston Rod Cup-leather. 
 
 No. 
 
 8. Piston Rod Packing-spring. 
 
 9. Cross Head. 
 
 10. Piston-follower. 
 
 11. Piston Packing-leather. 
 
 12. Piston Packing-expander. 
 
 13. Piston-follower Bolts. 
 
 14. Cylinder Bolts. 
 
 15. Gasket. 
 
 In ordering driver brake-cylinders, always refer to some drawing furnished 
 by us, or send sketch of engine from which to prepare drawing. 
 
 In ordering detached parts for repairs, please specify the plate and the number 
 of each piece accurately, to avoid errors, and also refer to our drawing. 
 
THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 47 
 
 EIGHT-INCH BRAKE-CYLINDER FOR DRIVING-WHEELS. 
 
 Plate B17. 
 
4 8 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 Bwe-cympei* f@r D^iying-wpeei^. 
 
 P LATE B18 shows a six-inch brake-cylinder for driving-wheels, which is 
 used on narrow-gauge engines. Its operation is the same as that of the 
 standard cylinder, shown on Plate B17. 
 
 DETAILS OF SIX-INCH BRAKE-CYLINDER 
 FOR DRIVING-WHEELS. 
 
 Plate B18. 
 
 No. 
 
 1. Six-inch Brake-cylinder for Driv- 
 
 ing-wheels, complete. (No. 11, 
 Plate B5.) 
 
 2. Cylinder Body. 
 
 3. Piston and Rod. 
 
 4. Lower Head. 
 
 5. Upper Head. 
 
 6. Piston Rod Packing-nut. 
 
 7. Piston Rod Cup-leather. 
 
 No. 
 
 8. Piston Rod Packing-spring. 
 
 9. Cross Head. 
 
 10. Piston-follower. 
 
 1 1. Piston Packing-leather. 
 
 12. Packing-leather Expander.' 
 
 13. Piston-follower Bolts. 
 
 14. Cylinder Bolts. 
 
 15. Gasket. 
 
 In ordering driver brake-cylinders, always refer to some drawing furnished 
 by us, or send sketch of engine from which to prepare drawing. 
 
 In ordering detached parts for repairs, please specify the plate and the number 
 of each piece accurately, to avoid errors, and also refer to our drawing. 
 
THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 49 
 
 SIX-INCH BRAKE-CYLINDER FOR DRIVING-WHEELS. 
 
 Plate Bi8. 
 
 ; 
 
50 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 DETAILS OF PUMP GOVERNOR. 
 
 Plat 
 
 No. 
 
 1. Governor Body. 
 
 2. Lower Stud. 
 
 3. Lower Stud Nut. 
 
 4. Diaphragm Cap. 
 
 5. Spring Box. 
 
 6. Waste Pipe Stud. 
 
 7. Stud Gland. 
 
 8. Wheel. 
 
 9. Valve Stem. 
 
 10. Piston Valve. 
 
 In ordering governors, please state 
 
 inch 1 
 
 B19. 
 
 No. 
 
 11. Steam Pipe Swivel. 
 
 12. Release Valve Spring. 
 
 13. Release Valve. 
 
 14. Diaphragm Stem. 
 
 15. Regulating Nut. 
 
 1 6. Regulating Spring. 
 
 17. Diaphragm Nut. 
 
 18. Diaphragm Plate. 
 
 19. Union Nut. 
 
 whether for six inch or for eight 
 
 In ordering detached parts for repairs, please specify the plate and number 
 • of each piece accurately, to avoid errors. 
 
52 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 Pajip @0ve^0r. 
 
 Plate B19. 
 
 We illustrate herewith a Pump Governor designed to take the place of the 
 Pump Regulator, shown in plate A, 19, of Catalogue of 1882, the object of which 
 is to automatically cut off the supply of steam to the pump, when the air pressure 
 in the train pipe exceeds a certain limit, say, 70 pounds. 
 
 The operation of this Governor is as follows : The wheel 8 is screwed down 
 so as to permit the valve 10 to be unseated by the excess of pressure on the 
 upper side of the valve, when steam passes through the openings A and B to the 
 pump. A connection is made from the train pipe to the upper end of the gov- 
 ernor, and the compressed air passes around the stem 14 to the upper side of 
 the diaphragm plate 18, which is held to its position by the spring 16, which lat- 
 ter is of sufficient strength to resist a pressure of, say, 70 pounds per square inch 
 on diaphragm. As soon as the air pressure on the diaphragm 18 exceeds this 
 amount, it forces the diaphragm down, unseating the valve 13, and allowing the 
 steam on the upper side of the valve 10 to escape through the exhaust 6, which 
 causes an excess of steam pressure on the lower side of the valve 10, forcing the 
 valve against its seat, and cutting off the supply of steam to the pump. 
 
 When the pressure in the train pipe is diminished by applying the brakes, 
 the diaphragm is restored to the position shown, by the action of the spring 16. 
 The valve 13 is seated by the spring 12, and the steam pressure passing through 
 the port C accumulates on the upper side of the valve 10, forcing it down, and 
 opening the passage for steam to the pump until the air pressure is again restored 
 to the required limit of 70 pounds. 
 
 The use of this Governor not only prevents the carrying of an excessive air 
 pressure by the engineers, which may result in the sliding of the wheels, but it 
 also causes the accumulation of a surplus of air pressure in the main reservoir 
 while the brakes are applied, which insures the release of the brakes without 
 delay. It also obviates the unnecessary working of the pump when the desired 
 air pressure has been obtained. 
 
 We furnish the Pump Governor at a charge of fifteen dollars each, and will 
 supply it, when desired, without extra charge, with complete sets of engine 
 fixtures. 
 
 ■ 
 
 . 
 
 
^fliXIMWY BR/IKH Y/UrVK. 
 
 P LATE B20 shows the auxiliary brake-valve which is used where it is 
 necessary, in descending heavy gradients, to apply the driver-brake inde- 
 pendently, to keep the train in check while recharging, and the manner in 
 which air is admitted to the cylinders will be readily understood from the 
 drawing. 
 
 Plate B20. 
 
 DETAILS OF AUXILIARY BRAKE-VALVE. 
 
 No. 
 
 1. 
 
 2 . 
 
 3 - 
 
 4 - 
 
 5 - 
 6 . 
 
 7 - 
 
 Plate B20. 
 
 Auxiliary Brake-Valve, complete, No. 33, Plate B5. 
 
 Valve-case. 
 
 Upper Cap. 
 Graduating Handle. 
 Bottom Cap. 
 Reservoir-pipe Union. 
 Brake-pipe Union. 
 Bracket-nut. 
 
 No. 
 
 8. Spring-guide. 
 
 9. Piston. 
 
 10. Upper Spring. 
 
 11. Piston Packing-ring. 
 
 12. Central Valve. 
 
 13. Lower Spring. 
 
54 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 DRIVING-WHEEL BRAKES. 
 
 HU 
 
THE WESTINGHOUSE AUTOMATIC BRAKE, 
 
 55 
 
 Driving-wheel Brakes. 
 
 P LATE B21 gives two views of our driving-wheel brakes as applied to an 
 ordinary engine, the operation of which is clearly shown by the drawing. 
 As will be seen by reference to our agreement, we furnish the two cylinders 
 for operating the driving-wheel brakes on engines without extra charge when 
 desired. 
 
 When these brakes are ordered, it is necessary that a sketch of the 
 engine for which they are intended should be sent us, showing a side view 
 of the driving-wheels and frame, and a cross-section through the frame 
 between driving-wheels, with the side rod in its highest position; the diameter 
 of driving-wheels, distance from center to center, and distance from frame to 
 rail, should also be given with the other dimensions. In addition, the 
 approximate weight of the driving-wheels on the track should be stated. On 
 receipt of this sketch, we prepare complete working drawings for the appli- 
 cation of the castings and forgings necessary to work the driving-wheel 
 brakes ; these castings and forgings can be made by the parties desiring to 
 use them, from the drawings which we furnish, or, if desired, we will furnish 
 them at a price to be agreed upon, which will depend in a measure upon 
 the class of engines to which the brakes are applied, one hundred and twenty- 
 five dollars being the usual price. 
 
 We cannot too strongly urge the importance of having engines fitted 
 with these driving-wheel brakes, as a large amount of braking power is 
 secured at a very slight additional cost. 
 
 The experience of several years has demonstrated the fact that their use 
 produces no injurious effect upon the driving-wheels or connecting-rods of 
 the locomotive, while in freight service it has been found that an engineer 
 can stop a train with the driving-wheel brakes in about the time required by 
 the usual force of brakemen. It should be noted that the blocks are pressed 
 against the wheels by two levers having curved faces rolling upon each 
 other, and that the centers of these curves vary in position to the weight of 
 the engine, and are at such points in all cases that a given pressure on the 
 brake-piston will produce a nearly constant force against the brake-blocks at 
 all points of the stroke. Details of the driving-wheel brake-cylinder are 
 given on Plates B17 and B18. 
 
THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 Dimensions Required. 
 
 Distance between centers of Wheels, 
 Diameter 
 
 Width between Wheels (across engine), 
 Width of Tires, 
 
 Width between Frames (across engine), 
 Width of Frames, 
 
 Thickness of Frames, 
 
 Distance from center of Axle to top of 
 Frame, 
 
 Distance between top and bottom of 
 Frame, 
 
 Position of Bracket for holding Frame 
 to Fire-box, 
 
 Dimensions of Bracket for holding 
 Frame to Fire-box, 
 
 Position of Side Rods, 
 
 Position of Splash Boards (if any). 
 
 It is sometimes requisite to give diam- 
 eter of boiler, and height of center from 
 top of frame. 
 
 Name of Road. Weight on Drivers. Class or Number of Engine. 
 
 This cut shows the information necessary from which to make working 
 drawings for driving-wheel brakes, blanks for which will be furnished on appli- 
 cation. Dimensions should be given in printed list as well as marked on the 
 diagram. 
 
TRAIN SIGNALING APPARATUS 
 
 Plate B22 
 
 Fig. i. 
 
 TO MAIN RESERVOIR. 
 
 Fig. 3. 
 
 SIGNALING 
 
 RESERVOIR 
 
 Fig. 2. 
 
THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 57 
 
 DETAILS OF SIGNALING APPARATUS. 
 Plate B22. 
 
 Figure i. 
 
 No. No. 
 
 1. Car Discharge- valve, complete. 6. Spring Screw. 
 
 2. Top Cap. 
 
 3. Bottom Cap. 
 
 4. Slide-valve. 
 
 5. Slide-valve Spring. 
 
 No. 
 
 1. Signaling- valve, complete. 
 
 2. Lower Diaphragm-case. 
 
 3. Upper Diaphragm-case. 
 
 4. Lower-cap Nut. 
 
 5. Valve and Stem. 
 
 6. Feed-valve. 
 
 7. Feed-valve Nut. 
 
 No. 
 
 1. Reducing- valve, complete. 
 
 2. Valve-body. 
 
 3. Upper Cap. 
 
 4. Lower Cap. 
 
 5. Supply- valve. 
 
 7. Valve Lever. 
 
 8. Lever Pin. 
 
 9. Spring. 
 
 Figure 2. 
 
 No. 
 
 8. Upper Diaphragm-plate. 
 
 9. Lower Diaphragm-plate. 
 
 10. Diaphragm. 
 
 11. Rubber Gasket. 
 
 12. Diaphragm Spring. 
 
 13. Eye-bolt. 
 
 14. Eye-bolt Nut. 
 
 Figure 3. 
 
 No. 
 
 6. Diaphragm Plate. 
 
 7. Diaphragm. 
 
 8. Diaphragm Nut. 
 
 9. Diaphragm Spring. 
 
 10. Supply-valve Spring. 
 
 In ordering detached parts for repairs, please give the plate and 
 number of each piece accurately, to avoid errors. 
 
 8 
 
58 
 
 THE WESTINGHOU SE AUTOMATIC BRAKE. 
 
 W E have for a number of years given attention to the question of signaling 
 from the various cars to the engineer by the use of compressed air, and 
 have perfected the arrangement which we illustrate on Plate B22, and which is 
 now in use on the entire Pennsylvania Railroad equipment, as well as several 
 other lines. A separate line of pipe extends throughout the train, connected 
 between the cars by hose and couplings; located in a convenient place in 
 each car is a small valve, Fig. 1, the handle of which is connected to a 
 cord running along the inside of the car, in the position usually occupied 
 by the bell-cord. On the engine is a small reservoir, to one end of which 
 is fastened the signaling- valve, shown in Pig. 2. A second opening in 
 this valve leads to the main signaling-pipe, and a third opening to a small 
 whistle located in any convenient place on the engine. The main signaling- 
 pipe receives air from the main reservoir through a reducing- valve, Fig. 3, 
 which is so constructed that, notwithstanding a great variation -of the pressure 
 in the main reservoir, a constant moderate pressure of about fifteen pounds 
 per square inch is maintained in the main signaling-pipe throughout the train, 
 in the signaling-reservoir, and in the signaling- valve. This signaling-valve 
 has a diaphragm, No. 10, dividing the valve into two chambers, A and B, the 
 lower chamber being in communication with the signaling-reservoir, and the 
 upper chamber with the main pipe. This diaphragm is so arranged that it 
 allows air to pass freely from the main pipe to the signaling-reservoir, so 
 that an equal pressure is usually maintained in both. When it is desired to 
 give a signal, the car- valve, Fig. 1, is opened by pulling the cord, which 
 reduces the pressure in the main pipe; the pressure in the reservoir, being 
 greater, then moves the diaphragm in such a manner as to carry the valve 5 
 away from its seat, which permits a portion of the air in the reservoir to 
 escape to the whistle and give a signal to the engineer. 
 
 Signals can be given at the rate of four or five per second with great 
 certainty. If the train breaks in two, the whistle is blown loudly for a con- 
 
THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 59 
 
 siderable time. We furnish the apparatus complete, including pipe and 
 couplings, at $20 per car and $35 per engine. 
 
 We believe that the ease and certainty with which signals can be given 
 will quite justify the above expenditure, — -in fact, we know that it will work 
 its way into general use as soon as its merits are fully known. The present 
 bell-cord has been submitted to patiently for years, simply because heretofore 
 a satisfactory substitute has not been offered, notwithstanding repeated efforts 
 in this direction. 
 
6o 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE, 
 
 FREiep'-BRTIKEg. 
 
 P LATE B23 illustrates our automatic freight-brake, which has been success- 
 fully used upon trains of fifty cars. The operation of this brake is in all 
 respects similar to that of the passenger-brake previously described ; the triple 
 valve, brake-cylinder, and reservoir are, however, all bolted together, thus 
 avoiding the pipe connections usually employed with the passenger apparatus. 
 The triple valve operates in precisely the same manner, and therefore no 
 description is necessary. The pump best suited for supplying air for the 
 freight-brake is that shown on Plate By, the capacity of which is about 
 double that of the standard pump for passenger engines. After a long expe- 
 rience, we have become satisfied that a non-automatic brake cannot be made 
 to work upon more than from ten to twelve cars with any satisfaction, while 
 we have found, as stated above, that it is possible to work trains of fifty cars 
 with the automatic brake without difficulty. With the non-automatic brake 
 the air is stored upon the engine and transmitted back through the pipe, and 
 consequently there is a great loss of time both in putting on and taking off 
 the brakes. With the automatic brake, the air is stored upon each car ready 
 for use, and this supply is readily brought into action by a slight reduction 
 of pressure in the main pipe, which reduction requires the movement of a 
 trifling quantity of air as compared with that used for setting a non- 
 automatic brake. A careful analysis of accidents shows that a much greater 
 number will be prevented by having a brake which will act of its own 
 accord in case of the train breaking in two. We do not pretend to offer our 
 brake in competition with the so-called buffer or concussion brakes, as these 
 latter can never be made to apply themselves automatically when the train 
 breaks in two, and therefore will never fulfill the necessary requirements, 
 while recent experiments show that they are useless on trains of any consider- 
 able length. 
 
 The price for these brakes, when used for freight cars only, will be 
 $50 per set. The price for the apparatus for the engine is the same as for 
 
FREIGHT-BRAKES. 
 
 ! 
 
 Plate B23. 
 
 
THE WESTINGHOUSE AUTOMATIC BRAKE. 6l 
 
 that used on a passenger engine, the same parts being furnished excepting 
 the larger pump shown on Plate B7. 
 
 This apparatus is provided with a pressure retaining valve for use on 
 long and steep gradients. This is simply a weighted valve connected to the 
 discharge port of the triple valve and provided with a small cock which, 
 in one position, permits the air to escape freely, and in the other forces it 
 to pass under the weighted valve. In descending long grades, the cock is 
 turned to the latter position, and the weighted valve retains a pressure 
 of ten pounds, which keeps the train under control when the brakes are 
 released to recharge the reservoirs. On slight grades, or a level, the cock 
 must be turned to the first position, permitting the air to escape freely 
 without raising the valve. 
 
 In fitting our apparatus to the cars, more or less difficulty has been 
 experienced, owing to carelessness in permitting the scales and dirt to get 
 into the triple valves, and we have designed what we call a car drain-cup 
 (No. 27, Plate B5), so constructed that it will be impossible for sand, grit, 
 or moisture to enter the triple valves. This takes the place of a common 
 “T” piece usually inserted in the main pipe to make the connection to the 
 triple valve. 
 
 A section of the triple valve, brake-cylinder, and reservoir is shown 
 on Plate B24, and an enlarged sectional view of the triple valve is shown on 
 Plate B25. 
 
62 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 Cylinder /iyd Tripre V/ieve. 
 
 No. 
 
 1. 
 
 2 . 
 
 3 - 
 
 4 - 
 
 5 - 
 
 DETAILS OF FREIGHT-BRAKE CYLINDER. 
 
 Plate 
 
 Reservoir, Cylinder, and Triple 
 Valve, complete. 
 
 Cylinder Body. 
 
 Piston and Rod. 
 
 Front Head. 
 
 Piston Follower Belt. 
 
 B24. 
 
 No. 
 
 6. Piston Follower. 
 
 7. Piston Packing-leather. 
 
 8. Packing-leather Expander. 
 
 9. - Release Spring. 
 
 10. Reservoir. 
 
 11. Triple Valve, complete. 
 
 DETAILS OF FREIGHT-BRAKE TRIPLE VALVE. 
 
 No. 
 
 1. Freight-brake Triple Valve, 
 
 complete. 
 
 2. Valve-case. 
 
 3. Drain-cup. 
 
 4. Four-way Cock Plug. 
 
 5. Piston. 
 
 6. Slide-valve. 
 
 Plate B25. 
 
 No. 
 
 7. Graduating-valve. 
 
 8. Graduating-stem. 
 
 9. Graduating-spring. 
 
 10. Graduating-stem Nut. 
 
 11. Triple- valve Gasket. 
 
 12. Piston Packing-ring. 
 
 In ordering detached parts for repairs, please give the plate and number 
 of each piece accurately, to avoid errors. 
 

 FREIGHT BRAKE. 
 Plate B24. 
 
 Fig. 1. 
 
 L 
 
 PRESSURE RETAINING VALVE. 
 
 Fig. 2 
 
THE WESTINGHOUSE AUTOMATIC 
 
 BRAKE. 
 
 63 
 
 FREIGHT-BRAKE TRIPLE VALVP:. 
 
 Plate B25. 
 
 TO AUX. 
 RESERVOIR 
 
 \ 
 
 \ \ 
 
 \ \ 
 
 \ \ 
 
 \ \ 
 
 \ \\ 
 
 S' 
 
 N \ \\ 
 
 ‘ N V 
 
 NN " 
 
 S\ 
 
 AUTOMATIC BRAKE 
 
 TO MAIN PIPE 
 
J^ppepdi^. 
 
‘/Ippenditl 
 
 I]5g¥R«C¥ieN$- 
 
 ENERAL. In making up trains, all couplings must be united so that 
 
 the brakes will apply throughout the entire train. The cocks in the 
 brake-pipe must all be opened (handles pointing down), except that on the 
 rear of the last car, which must be closed. 
 
 In detaching engines or cars, the couplings must invariably be parted by 
 hand; the cocks in the main brake-pipes must always be closed before 
 separating the couplings, to prevent application of the brakes. 
 
 If the brakes are applied when the engine is not attached to the train 
 or car, they can be released by opening the release-cock usually put in the 
 end of the brake-cylinder. 
 
 The adjustment of the brake gear should be such that, when the brakes 
 are full on, the pistons in the brake-cylinders will not have traveled to 
 exceed eight or nine inches. This will allow for wear of shoes, stretching 
 of rods, springing of brake-beams, etc. In narrow-gauge freight apparatus 
 the adjustment must be such that the piston will not travel more than five 
 or six inches. 
 
 Great care must be exercised, when taking up the slack in the brake 
 connections, to have the levers and pistons pushed back to their propei 
 places, and the slack taken up by the under connections or dead levers. 
 
 The brake cylinders must always be kept clean, so that they will readily 
 release when the air has been discharged, and should be oiled once in three 
 months. The last date of oiling should be marked on the cylinder with 
 chalk. 
 
68 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 For the automatic brake, the handle of the four-way cock must be 
 turned horizontally. If turned down, it will be changed to the simple air- 
 brake ; if turned midway between these two positions, it will close com- 
 munication with the brake-cylinder and reservoir, and should be so turned 
 when desirable to have the brakes out of use on any particular car, on 
 account of the breaking of rods, etc. It is very important, in order to avoid 
 detentions, to keep the handles of these four-way cocks in their proper 
 positions. 
 
 In cold weather the triple valve should be drained frequently, to let out 
 any water that may have collected. Slack the bottom nut of the triple 
 valve about half a turn, let the water escape, and screw it up again. The 
 main pipe on the tender should be provided with a separate drain-cup with 
 a cock, so that it can be drained daily in cold weather. The valve for the 
 application of the brakes from the inside of the car should be kept tight, 
 and must be examined by the inspectors. 
 
 ENGINEERS must see that the steam-cylinder is kept well lubricated ; 
 that the air-cylinder is sparingly lubricated with a small quantity of 28° 
 gravity West Virginia well oil (tallow or lard oil must not be used in the 
 air-cylinder) ; that the pump is constantly run, but never faster than is neces- 
 sary to maintain the required air pressufe ; and that air from fifty to sixty 
 pounds pressure for low speed or way trains, and from seventy to eighty 
 pounds pressure for express trains, is carried. 
 
 For ordinary stops, the brakes should be applied lightly by opening the 
 valve or cock, and closing it gently when the pressure has been reduced 
 from four to eight pounds on the gauge. 
 
 The brakes are fully applied when the pressure as shown on the gauge 
 is reduced twenty pounds. Any further reduction is a waste of air. 
 
 In releasing the brakes, the handle of the brake-valve must be moved 
 quite against the stop, and be kept there for about ten seconds, and then 
 moved back against the intermediate stop, which is the feed position, and 
 where it must remain while the train is running. 
 
 Engineers, upon finding that the brakes have been applied by the train 
 men, or automatically, must at once aid in stopping the train by turning the 
 handle of the brake-valve toward the right, thus preventing escape of air 
 from the main reservoir. 
 
THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 69 
 
 The shoes of the driving-wheel brakes should be so adjusted, by means 
 of the cam screws, that the pistons move up from three to four inches when 
 the brakes are applied. 
 
 It is important to drain the water out of the main reservoir once a 
 week, especially in winter-time, and oftener if the pump-rod is not kept well 
 packed. 
 
 If cars having different air pressures be coupled together, the brakes 
 will apply themselves on those which have the highest pressure. To insure 
 the certain release of all of the brakes in the train, and also that trains may 
 be charged quickly, the engineer must carry the maximum pressure in the 
 main reservoir before connecting to a train, and then put the handle of his 
 brake- valve in the release position until the train is charged with air. If 
 the brakes on the engine and tender thus apply themselves by being 
 coupled to a train not charged, they should at once be taken off by opening 
 the brake-cylinder release-cock, which should be arranged to be worked from 
 the foot-plate. 
 
 Train Men. After making up or adding to a train, or after a change 
 of engines, the rear brakeman shall ascertain whether the brake is connected 
 throughout the train. 
 
 When hose couplings are not used for connecting the brakes between 
 two vehicles, they must be attached to their coupling-hooks, to prevent dirt 
 or water from getting into the pipe. This is very important. 
 
 When there is occasion to apply the brakes from the cars, the valve 
 must be held open to allow the air to escape until the train is brought 
 to a stand-still ; but this method of application should only be used in 
 cases of emergency. 
 
 Train men must in all cases see that the hand-brakes are off before 
 starting. 
 
 Before detaching the engine or any cars, the brakes must be fully released 
 on the whole train. Neglecting this precaution, or setting the brakes by open- 
 ing a valve or cock when the engine is detached, may cause serious incon- 
 venience in switching. 
 
 The pipes and joints must be kept tight, and when leaks are discovered 
 they should be corrected, if serious, before the car is again used. 
 
70 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE 
 
 P0W ¥0 PpPIiY JiW) PEIiB^E 
 
 The WEpippeagE Hjitoii/itk' Bphke. 
 
 T HE brakes, as has been explained, are applied when the pressure in the 
 brake-pipe is suddenly reduced, and released when the pressure is 
 restored. 
 
 It is of very great importance that every engineer should bear in mind 
 that the air pressure may sometimes reduce slowly, owing to the steam 
 pressure getting low, or from the stopping of the pump, or from a leakage 
 in some of the pipes when one or more cars are detached for switching 
 purposes, and that in consequence it has been found absolutely necessary to 
 provide each cylinder with what is called a leakage groove, preventing the 
 application of the brakes when the pressure is slowly reduced, as would 
 reshlt from any of the above causes. 
 
 This provision against the accidental application of the brakes must be 
 taken into consideration, or else it will sometimes happen that all of the 
 brakes will not be applied when such is the intention, simply because the 
 air has been discharged so slowly from the brake-pipe that it only represents 
 a considerable leakage, and thus allows the air under some cars to be 
 wasted. 
 
 It is thus very essential to discharge enough air in the first instance, 
 and with sufficient rapidity, to cause all of the leakage-grooves to be closed, 
 when they will remain closed until the brakes have been released. In 
 no case should the reduction in the brake-pipe for closing the leakage- 
 grooves be less than four or five pounds, which will move all pistons 
 out so that the brake-shoes will be only slightly bearing against the 
 wheels. After this first reduction the pressure can be reduced to suit 
 the circumstances. 
 
 On a long train, if the engineer’s brake-valve be opened suddenly, and 
 then quickly closed, the pressure in the brake-pipe, as indicated by the 
 gauge, will be suddenly and considerably reduced on the engine, and will 
 
THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 7 i 
 
 then be increased by the air pressure coming from the rear of the train ; 
 hence it is important to always close the engineer’s brake-valve slowly, and in 
 such a manner that the pressure as indicated by the gauge will not be 
 increased, or else the brakes on the engine and tender, and sometimes 
 on the first one or two cars, will come off when they should remain on. 
 It is likewise very important, while the brakes are on, to keep the engineer’s 
 brake-valve in such a position that the brake-pipe pressure cannot be 
 increased by leakage from the main reservoir, for any increase of pressure 
 in the brake-pipe causes the brakes to come off. 
 
 On long down-grades it is important to be able to control the speed 
 of the train, and at the same time to maintain a good working pressure. 
 This is easily accomplished where the pressure-retaining valve is not in use, 
 by running the pump at a good speed, so that the main reservoir will 
 accumulate a high pressure while the brakes are on. When, after using the 
 brake some time, the pressure has been reduced to sixty pounds, the train 
 pipes and reservoirs should be recharged as much as possible before the 
 speed has increased to the maximum allowed. A greater time for recharging 
 is obtained by considerably reducing the speed of the train just before 
 recharging and by taking advantage of the variation in the grades. 
 
 There should not be any safety-valve or leaks in the main reservoir, 
 otherwise the necessary surplus pressure for quickly recharging cannot be 
 obtained. 
 
 To release the brakes with certainty, it is important to have a higher 
 pressure in the main reservoir than in the main pipe. If an engineer 
 feels that some of his brakes are not off, it is best to turn the handle of the 
 engineer’s brake-valve just far enough to shut off the main reservoir and 
 then pump up fifteen or twenty pounds extra, which will insure the release 
 of all of the brakes ; all of this can be done while the train is in motion. 
 
 For ordinary stops, great economy in the use of air is effected by, 
 in the first instance, letting out from eight to twelve pounds pressure 
 while the train is at speed, taking care to begin a sufficient distance from 
 the station. 
 
72 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE, 
 
 Brake Power. 
 
 obtain the best results, it is important to have the braking force proportioned 
 X to the weight of the car, or, more particularly speaking, to the load carried by those 
 wheels upon which brakes act. After long experience, it has been decided to recom- 
 mend such a proportion of brake-levers that a pressure of 50 pounds per square inch 
 on the brake-piston will bring a force against the brake-blocks on each pair of wheels 
 nearly equal to the load carried by them ; thus, owing to a great variation of cars, 
 it is necessary to have brake-levers proportioned to the weight of each car. 
 
 For convenience, it has been found best to cut the brake connection which joins 
 the brakes of both trucks, and to interpose at this point the brake cylinder, having 
 with it two levers and a tie-rod. With this arrangement it is only necessary to get 
 the proper proportion of these cylinder levers. 
 
 The following rules will enable those whose duty it is to attach brakes to 
 proportion the levers so as to carry out the foregoing recommendation. 
 
 I^UIfEJS FOR pHLCUIi/EI'INO CflR-REYKRS. 
 
 T HE air pressure is rated at fifty (50) pounds per square inch on piston, when the 
 brakes are fully applied. (50 pounds per square inch gives about 4000 pounds for 
 10-inch cylinder, and 2500 pounds for 8-inch cylinder.) 
 
 To find the leverage required — Divide the weight on track under wheels to 
 which brakes are applied, by the whole pressure on piston. 
 
 To find proportion of brake-beam levers — Divide the whole length of lever by 
 short end. 
 
 To find the total brake-beam leverage — Multiply proportion of lever by two (2) for 
 the Hodge system, and by four (4) for the Stevens. 
 
 To find proportion of cylinder lever — Multiply the whole length of lever by either 
 the required leverage or the total brake-beam leverage, and divide by the sum of both : 
 the result will give the length of one end of the lever. 
 
THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 73 
 
 If the required leverage is greater than the total brake-beam leverage, the long 
 end of lever must go next to the cylinder ; if less, the short end must go next to the 
 cylinder. 
 
 Dead levers must be made in the same proportion as the other truck levers. 
 
 EXAMPLE HODGE SYSTEM. 
 
 Weight of car 36,000 pounds. 
 
 Total pressure on 10-inch piston . 4,000 “ 
 
 Total length of brake-beam lever 28 inches. 
 
 Length of short end of brake-beam lever 
 
 Total length of cylinder lever 
 
 36,000 4,000 9, leverage required. 
 
 28-37=4X2 = 8, total brake-beam leverage. 
 
 24 X 8 — 192 -3 (8 + 9) = 1 1.3, short end cylinder lever. 
 
 24 — 11.3= 12.7, long end cylinder lever. 
 
 EXAMPLE — STEVENS’S SYSTEM. 
 
 Total length of cylinder lever, 36 inches. 
 
 36,000-3-4,000 = 9, leverage required. 
 
 28-37 — 4 x 4 = 16, total brake-beam leverage. 
 
 36 X 9 = 324 — 7 (9 + 16) = 12.96, short end cylinder lever. 
 36 — 12.96 = 23.04, long end cylinder lever. 
 
 IO 
 
74 
 
 THE WESTINGHOUSE AUTOMATIC BRAKE. 
 
 WEgTIMIWE Br/IKE ^PP mnw?> 
 
 I S manufactured under the protection of various United States patents, which the 
 Brake Company either own, or under which they are specially licensed. 
 
 We append hereto a list of these patents, classified with approximate accuracy, 
 though some of them embrace features which are used in the construction of different 
 classes of apparatus. Such patents will be enumerated only in the class to which they 
 primarily relate, since an enumeration in each class would make the list too long. 
 
 I. WESTINGHOUSE “COMPRESSED AIR ” (NON-AUTOMATIC) BRAKE PATENTS. 
 
 Name. 
 
 No. 
 
 Date. 
 
 88,929 
 
 . . April 13th, 1869 . . 
 
 5,504 (Re-issue) . 
 
 . . July 29th, 1873 . . 
 
 n 7 , 8 4 i 
 
 . . August 8th, 1871 
 
 5 , 5°5 (Re-issue) . 
 
 . . July 29th, 1873 . . 
 
 122,544 
 
 . . January 9th, 1872 . 
 
 123,067 
 
 . . “ 23d, “ 
 
 124,403 
 
 . . March 5th, “ 
 
 125,639 
 
 . . April 9th, “ 
 
 I 34 T 7 8 
 
 . . December 24th, 1872 
 
 142,600 
 
 . . September 9th, 1873 
 
 CO 
 
 TO 
 
 t-H 
 
 . . November nth, “ 
 
 149, 9° 2 
 
 
 162,465 
 
 . . “ 27th, 1875 . . 
 
 I 
 
 166,404 
 
 . . August 3d, 1875 . . 
 
 166,406 ..... 
 
 u u u 
 
 169,575 
 
 . . November 2d, 1875 
 
 203,647 
 
 . . May 14th, 1878 . . 
 
 216,545 
 
 . . fune 17th, 1879 . . 
 
 222,803 
 
 . . December 23d, 1879 
 
 U 
 
 U 
 
 u 
 
 u 
 
 u 
 
 u 
 
 u 
 
 u 
 
 Thomas W. Welsh. 
 
 U 
 
 U 
 
 u 
 
 u 
 
 u 
 
 . William G. Raoul. 
 
 No. 
 
 124.404 
 
 124.405 
 
 I34T77 
 
 138,827 
 
 II. WESTINGHOUSE AUTOMATIC AIR-BRAKE PATENTS. 
 
 Date. Name. 
 
 . . . . March 5th, 1872 George Westinghouse, Jr. 
 
 U U (6 U U 
 
 . . . . December 24th, 1872 “ “ 
 
 .... May 13th, 1873 “ “ 
 
THE WEST INGHOU SE AUTOMATIC BRAKE. 
 
 75 
 
 No. Date. Name. 
 
 141,685 August 12th, 1873 George Westinghouse, Jr. 
 
 144,006 October 28th, “ “ “ 
 
 149,901 . April 2 1st, 1874 “ “ 
 
 156.322 October 27th, 1874 “ “ 
 
 156.323 “ “ “ “ u 
 
 160,955 March 16th, 1875 .. James R. Reniff. 
 
 163,242 May nth, “ Charles H. Perkins. 
 
 168,359 October 5th, “• George Westinghouse, Jr. 
 
 172,064 January nth, 1876 “ “ 
 
 193,279 ........ July 17th, 1877 H. L. Perrine. 
 
 214,337 April 15th, 1879 George Westinghouse, Jr. 
 
 180,179 J u ly 25th, 1876 “ “ 
 
 214.602 April 2 2d, 1879 “ “ 
 
 214.603 “ “ “ “ “ 
 
 217,836 July 2 2d, “ ... “ “ 
 
 217,838 “ “ “ “ “ 
 
 218.149 August 5th, “ “ “ 
 
 218.150 “ “ “ “ “ 
 
 220,556 October 14th, 1879 “ “ 
 
 225,898 March 23d, 1880 “ “ 
 
 235,922 December 28th, 1880 “ “ 
 
 
 III. HOSE-COUPLING PATENTS. 
 
 
 No. 
 
 Date. 
 
 Name. 
 
 64,437 • ■ • 
 
 . . May 7th, 1867 
 
 . Barney Mee. 
 
 io 9,695 
 
 . . November 29th, 1870 
 
 . George Westinghouse, Jr. 
 
 II S» 9 I 7 
 
 . . June 13th, 1871 
 
 . Levi Wharton. 
 
 “6,655 
 
 • - July 4 th, “ 
 
 . George Westinghouse, Jr. 
 
 122,873 
 
 . . January 16th, 1872 
 
 . Thomas W. Welsh. 
 
 136,396 
 
 . . March 4th, 1873 
 
 . George Westinghouse, Jr. 
 
 * 36,397 
 
 u u u 
 
 U U 
 
 136,631 
 
 . . “ nth, “ 
 
 66 66 
 
 146,367 
 
 . . January 13th, 1874 
 
 . John Y. Smith. 
 
 1 57 , 9 s 1 
 
 . . December 2 2d, “ 
 
 . George Westinghouse, Jr. 
 
 8,291 (Re-issue) . 
 
 . . June 1 8th, 1878 
 
 66 66 
 
 166,489 
 
 . . August 10th, 1875 
 
 6 6 66 
 
 214,334 
 
 . . April 15th, 1879 
 
 . H. H. Westinghouse. 
 
 2I 4,335 
 
 u u u 
 
 . George Westinghouse, Jr. 
 
 214,336 
 
 u u u 
 
 66 66 
 
 221,987 
 
 November 25th, 1879 
 
 . Thomas W. Welsh. 
 
 224,256 
 
 . . February 3d, 1879 ....... 
 
 . Charles G. Welch. 
 
 236,388 
 
 . . January 4th, 1881 
 
 . George Westinghouse, Jr. 
 
7 6 
 
 THE WESTINGHOUSE AUTOMATIC 
 
 BRAKE. 
 
 No. 
 
 144,005 
 147,212 
 1 7 5,886 
 
 No. 
 
 106,899 
 
 115,668 
 
 138,828 
 
 159,782 
 
 136,806 
 
 157,671 
 
 183,206 
 
 No. 
 
 28,670 
 
 S’ 97 1 
 
 114,083 
 
 115,667 
 
 2,506 
 
 9>47 8 
 
 129,868 
 
 1 3°>3 2 3 
 13^779 
 136,780 
 
 j 3 6 ,7 Si 
 
 160,903 
 
 163,612 
 169,1 18 
 
 No. 
 
 134,408 
 
 6,948 
 
 217,837 
 
 IV. DRIVING-WHEEL BRAKE PATENTS. 
 
 Date. Name. 
 
 , October 28th, 1873 George Westinghouse, Jr. 
 
 . February 3d, 1874 
 
 April nth, 1876 
 
 V. AIR-PUMP AND ENGINE PATENTS. 
 
 "9 
 
 Date. Name. 
 
 August 30th, 1870 George Westinghouse, Jr. 
 
 June 6th, 1871 
 
 October 8th, 1872 
 
 May 13th, 1873 
 
 February 16th, 1875 “ 
 
 March 18th, 1873 John Bailey. 
 
 December 15 th, 1874 “ 
 
 October 10th, 1876 James R. Reniff. 
 
 VI. VACUUM-BRAKE PATENTS (NON-AUTOMATIC). 
 
 (Extended) 
 
 (Re-issue) . 
 
 Date. Name. 
 
 June 1 2th, i860 Nehemiah Hodge. 
 
 November 18th, 1879 “ “ 
 
 April 25th, 1871 Henry W. Adams. 
 
 June 6th, “ George Westinghouse, Jr. 
 
 July 29th, 1873 
 
 November 23d, 1880 “ 
 
 July 23d, 1872 John Y. Smith. 
 
 August 6th, 1872 “ “ 
 
 March nth, 1873 “ 
 
 U it U “ “ 
 
 u u u “ “ 
 
 May 1 6th, 1875 George Westinghouse, Jr. 
 
 “ 25th, “ John Y. Smith. 
 
 September 25th, 1875 George Westinghouse, Jr. 
 
 VII. WESTINGHOUSE AUTOMATIC VACUUM-BRAKE PATENTS. 
 
 Date. 
 
 December 31st, 1872 
 
 (Re-issue) . . . February 22d, 1876 
 July 2 2d, 1879 . . 
 
 Name. 
 
 George Westinghouse, Jr. 
 
 U U 
 
 u 
 
 u 
 
I 
 
 
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