>' W ' ;tajK .\l^v^^ J Jj& -Wi' ^ir€ ; ;J&! : Jjxgr i# l . :■ I m%m¥m^§0M0 K;, ,v : - ' : Alfev ‘Zt- ' P ^TrilWS^f’ :• ■ j^kiWrc >i^ V' ■: , ifr‘- ^-ii^c-#!' -.:i 5 f i# ■ J^z&tsrZ'L f*e fcy.^jr-;i/av.-a»ir.'(-ww-->y: VK^^K.- 3 W - fXi- Wmwm THE UNIVERSITY iigigli OF ILLINOIS LIBRARY ?' \ & !ppH 3 wRNtat 4 ifc$i ■ *.- v -| ■-f # * -* Return this book on Latest Date stamped below. A charge is made on all overdue books. U. of I. Library r : * JAN 23 3 £L~>^^P . . n j r / ^ _ v Jfcr Digitized by the Internet Archive in 2015 https://archive.org/details/locomotivebrakesOOamer THE Jr^nT- /Sfy AMERICAN BRAKE COMPANY, ST. LOUIS, MO. Main Office and Shops: Second and Tyler Streets. ♦ OFFICERS : S. M. DODD, President. E. L. ADREON, Secretary and Treasurer. JOHN B. GRAY, Vice-President. G. H. POOR, Superintendent. New York Office : 160 Broadway. JOHN B. GRAY, Vice-President. Chicago Office : Grand Pacific Hotel. SAINT LOUIS. WOODWARD & TIER NAN PRINTING CO 309-315 North Third Street, INTRODUCTION. I N presenting this Catalogue, devoted entirely to Locomotive Brakes manufactured by this Company, we may be pardoned for exhibiting some pride in referring to the favor which has been accorded to our devices by experienced railroad men generally. We regard it as testimony from the highest source as to their excellence. Our Brakes have been adopted by many of the largest systems, and in fact, have now become standard in the estimation of those best qualified to judge of the most efficient railway appliances. With such endorsements we feel justified in claiming for them superiority over any others seeking the attention of railway officials, and regard ourselves as extremely fortunate in having succeeded in meeting the intelligent and experienced views of those whose patronage we have sought. Having found it necessary to issue a separate catalogue for our Locomotive Brakes, we hope the succeeding pages will clearly convey, both in illustration and description, the proper impression of the devices which we manufacture. As this volume is intended for the perusal of those thoroughly informed on the general subject of railway equipment, we have endeavored to be concise, and hope we may not thereby have endangered a clear understanding of our system of brakes. We shall at all times take pleasure in supplementing the data contained herein, by any further or more detailed information that may be desired. We gratefully acknowledge the patronage extended to us in the past. Our appreciation of it will best be demonstrated by continued efforts to render entire satisfaction in fil ling future orders. We are assured of greatly extending our field of operation which we trust will result in the gratifi- cation of our patrons. INDEX PAGE. Introduction 3 Index 4 Price List 5 List of Patents 6 Steam Driver and Tender Brakes 7 Standard Horizontal Cylinder Driver Brakes, with Tender Equipment 10 Standard Upright Cylinder Driver Brake 11 Standard Outside Equalized Pressure Driver Brake 12 Engineer’s Valve 13 Reducing Valve 14 Details of Horizontal Cylinder Driver Brake 15 Details of Upright Cylinder Driver Brake 16 Details of Outside Equalized Pressure Driver Brake 17 Instructions 19 Copy of Order and Dimension Sheet for Horizontal and Upright Cylinder Driver Brakes . 21 Copy of Dimension Sheet for Outside Equalized Pressure Driver Brake 23 List of Railroads using the American Brake 25 List of Locomotive Builders applying the American Brake 28 AMERICAN BRAKE COMPANY. 5 PRICE LIST. For Standard Horizontal or Upright Cylinder Steam Driver Brake, for Engines having two pairs of Drivers, with Tender Brake Fixtures complete, per set $200 00 For Standard Outside Equalized Driver Brake, with Tender Brake Fixtures complete — Engines having three pairs of Drivers 300 00 Engines having four pairs of Drivers 325 00 Where Tender Brake Fixtures are not required, deduct $30.00 from the above prices. For Tender Equipment with Engineer’s Valve, when ordered separately 75 00 Where the Fixtures for Outside Equalized Pressure Driver Brakes only are supplied, to be operated with atmospheric pressure without Cylinders and Engineer's Valve, the price will be, for — Engines having three pairs of Drivers 200 00 Engines having four pairs of Drivers 225 00 All of the above Prices are F. O. B. cars at St. Louis. Special forms of Brakes furnished and prices given upon application 6 AMERICAN BRAKE COMPANY. List of Patents for Locomotive Brakes. UNITED STATES PATENTS. 212,439. February 18, 1879 W. L. Card. 224,145 February 3- 1880 VV. L. Card. 241,51 1 May 17, 188 1 D. S. Randolph 2 53 < 3 12 February 7, 1882 D. S. Randolph 278,242 IV I ay 22, 1883 E. B. Leigh. 283.028 August 14, 1883 C. J. Schiller. 285,068 September 18, 1883 Geo. I i. Poor. 300.124 June 10, 1884 Geo. H. Poor. 300. 125 June 10. 1S84 Geo. H. Poor. 304,751 September 9, 1884 Geo. 1 i. Poor. 3 1 5 » 1 63 3i7,57 2 3 1 8,022 346,441 • 346,825 347407 354,221 ... 10,796 Re-issue April 7- 1 885 Geo. H. Poor. May 12, 1885 Geo. 1 1. Poor. May 19- 1885 Geo. H. Poor. May 26, 1885 Geo. 1 1. Poor. .July 27, 1 886 Geo. 1 1 . Poor. August 3, >886 Geo. H. Poor. August 10, 1 886 H. A. Wahlert. August 17, 1886 H. A. Wahlert. December 00 00 a. Geo. 1 1 . Poor. January 1 1, 1887 Geo. H. Poor. CANADIAN PATENTS. 22.743 November 22.744 November 25,249 ' October 26,580 May 3, 1885 Geo. H. Poor, 3, 1885 ... Geo. H. Poor. 28, 1886 Geo. H. Poor. 3, 1 887 Geo. H. Poor AMERICAN BRAKE COMPANY. 7 Steam Driver and Tender Brakes. • — ^ I ^HE employment of an effective power brake upon engines and tenders which shall at least ^ check their own momentum, has become a necessity, and is so conceded by nearly all railroad men. That the train brakes should be expected to arrest the momentum of a locomotive as well as that of the cars, is wrong in theory and expensive in practice. While some few object to a power brake as being injurious to the parts of an engine, their objections have generally arisen from experience with brakes having a rigid connection between the drivers. We claim, and can demonstrate to the satisfaction of any reasonable person, that our engine brakes are, from their mode of construction, so elastic as to do no damage to the parts of the engine, and as the power is equally distributed to each driver regardless of the number, experience has proven that no harm results from a constant use thereof, even to the full limit of their power, although the pressure can be regulated by our reducing valve. They are operated by steam, hence are always ready for use when needed, and are not dependent for power upon auxiliary mechanism, as is the case with all atmospheric engine brakes. With a locomotive thus equipped, an engineer can handle his train without the damage to cars and engines resulting from the too frequent use of the reverse lever. Upon switching engines these advantages are especially obvious. In making stops, or checking his train, the engineer should first apply the tender brake, which will be sufficient to moderate the speed and bunch the cars ; if a full stop is required he can then apply the driver brake. Both driver and tender brakes are applied by use of the engineer’s valve, which is so constructed as to permit the application of the tender brake independently of the driver brake. This will obviate any damage which sometimes might result from a too sudden and simultaneous application of both driver and tender brakes. [See plate and description of valve, j Our brakes are so constructed as to prevent freezing, even in the coldest weather, and the whole device is so simple, strong and durable, that the cost of maintenance is reduced to a minimum. In 8 AMERICAN BRAKE COMPANY. furnishing driver brakes, we vary the size of the cylinder to correspond with weight of engine on drivers, and can, when necessary, apply a reducing valve, so that the greatest braking power is attained without “skidding” the wheels, and the adjustable lever upon the tender attachment obviates any danger from that source under the tank. The application of our reducing valve gives complete control of the braking pressure. [See plate and description of reducing valve.] These brakes are now in successful operation upon nearly three hundred different railroads in this and other countries, and are giving entire satisfaction. Although most generally used upon freight and switching engines, still as an extra safety appliance on passenger engines they are valuable in case, from any cause, the train brakes should fail. A number of roads have adopted them for passenger service for the reasons above stated. Our steam driver and tender brakes may be classified under three heads : — Standard horizontal cylinder brake — standard upright cylinder brake — standard outside equalized pressure brake. The first two classes are for engines having two pairs of driving wheels connected ; the horizontal where the wheels are far enough apart to apply that form of brake ; and the upright where the drivers are too close to apply to the former. The third class above mentioned — the outside equalized pressure brake — is designed for engines having more than two pairs of drivers connected, and by it the power is conserved and equally distributed on all drivers, insuring uniform wear and strain. It is considered the perfection of a braking device for mogul and consolidation engines, and meets a long-felt want. The outside equalized pressure brake may also be operated by atmospheric pressure in cases where it is deemed expedient to operate it in conjunction with atmospheric train brakes. We plan and construct brakes to order for any special form or class of engines. The different devices which we produce, with all their parts, are fully described in the accompanying pages, so that our patrons will find no difficulty in making selections and in ordering such parts as they may require for repairs. See Price List on fifth page. IO AMERICAN BRAKE COMPANY. Standard Horizontal Cylinder Driver Brake, WITH TENDER EQUIPMENT. • P LATE I shows our Standard Horizontal Cylinder Driver Brake, as applied to an ordinary Engine, having two pairs of drivers connected, the application and operation of which can be readily understood from the drawings. This form of brake is recommended for all Engines of the above class, where the distance between the drivers will admit of its application. Fig. i represents elevation, Fig. 2 plan view, and Fig 3 rear end view. Fig. A shows a plan view, Fig. B an elevation, and Fig. C a rear end view of our Standard Lever Tender Cylinder. Fig. D shows a plan view, and Fig. E an elevation of our new direct-acting tender cylinder. The plan of the tender brake presents what we consider the most desirable form of levers and releasing spring, to be used in connection with our tender brakes, and has been adopted as a standard by several railroads and locomotive works. The brake valve is so arranged as to apply the tender brake first, and independent of the driver brake if desired. The lever is adjustable, so as to regulate the amount of power. We strongly recommend the use of the tender brake, in connection with our driver brake, on all locomotives. To obtain the best result, brakes should be placed on both trucks of the tender. All our cylinders are supplied with automatic drip valves, which freely discharge the condensation and effectually prevent freezing, but special care should be taken in piping to incline the pipes downward toward the cylinders, and thus avoid any low places where water resulting from condensation, may be retained. In ordering parts for repairs, please specify name of part, and give number on name plate, or as stamped on wrought work. nn IO AMERICAN BRAKE COMPANY. Standard Horizontal Cylinder Driver Brake, WITH TENDER EQUIPMENT. • P LATE I shows our Standard Horizontal Cylinder Driver Brake, as applied to an ordinary Engine, having two pairs of drivers connected, the application and operation of which can be readily understood from the drawings. This form of brake is recommended for all Engines of the above class, where the distance between the drivers will admit of its application. Fig. i represents elevation, Fig. 2 plan view, and Fig 3 rear end view. Fig. A shows a plan view, Fig. B an elevation, and Fig. C a rear end view of our Standard Lever Tender Cylinder. Fig. D shows a plan view, and Fig. E an elevation of our new direct-acting tender cylinder. The plan of the tender brake presents what we consider the most desirable form of levers and releasing spring, to be used in connection with our tender brakes, and has been adopted as a standard by several railroads and locomotive works. The brake valve is so arranged as to apply the tender brake first, and independent of the driver brake if desired. The lever is adjustable, so as to regulate the amount of power. We strongly recommend the use of the tender brake, in connection with our driver brake, on all locomotives. To obtain the best result, brakes should be placed on both trucks of the tender. All our cylinders are supplied with automatic drip valves, which freely discharge the condensation and effectually prevent freezing, but special care should be taken in piping to incline the pipes downward toward the cylinders, and thus avoid any low places where water resulting from condensation, may be retained. In ordering parts for repairs, please specify name of part, and give number on name plate, or as stamped on wrought work. PLATE I . m UBBABY OF THE C’!5VE3S1TY OF ILLINOIS UBiiAtir OF WE '• 'msiTY OF PLATE II. AMERICAN BRAKE COMPANY. 1 ( Standard Upright Cylinder Driver Brake. • PALATE II shows our Standard Upright Cylinder Driver Brake as applied to a closely coupled engine. This form of brake is used for engines where the distance between drivers is too small to admit of the use of a horizontal cylinder, and can be applied where the space is as little as three inches between treads. As will be seen, this makes a very powerful brake. The tender equipment is the same in this form of brake as that described for horizontal cylinder brakes. [See description.] In ordering parts for repairs please specify name of part, and give our shop number on name plate, or as stamped on wrought work. I 2 AMERICAN BRAKE COMPANY. Standard Outside Equalized Pressure Driver Brake. - • P LATE No. Ill represents the most desirable form of Steam. Driver Brake for engines having more than two pairs of driving wheels connected. Fig. i shows elevation; Fig. 2, plan view; Fig. 3, end view, and Fig. 4, distribution of power. The advantages of this over all other brakes are stated under three heads : First. — Conservation of Power. Second. — Equal Distribution of Power. Third.— Compensation for Unequal Wear of Shoes and Tires. The conservation of power is obtained by suspending the brake heads in the usual manner, and by operating separately those on each side of the locomotive by a series of floating levers and pull-rods without the use of fixed fulcra. Accordingly, all the power is distributed to, and expended upon, the wheels through the brake heads. The equalization is accomplished by means of floating levers, the arms of which are so pro- portioned to each other and to the succeeding levers of the series, as to equally distribute the power to each of the brake heads. The relation of the arms of the first floating lever from source of power, is as three to one. Of the second as two to one. In the third floating lever the arms are equal The last pull-rod being connected to a brake-beam to which both forward brake-heads are attached. Fig. 4, Plate III, illustrates how an initial pull of 20,000 pounds is divided in four separate applications of power of 5,000 pounds each, and distributed to as many different brake heads. The compensation for unequal wear results from the arrangement of suspended and swinging brake heads, connected by a series of floating levers and pull-rods without fixed fulcra. It is well known that brake shoes never wear equally, even when subjected to the same pressure, on account of the difference in density of the material and other causes. In any system where fixed fulcra are employed, and the brake heads are operated by a continuous pull-rod, and where there has been an unequal wear upon the shoes, the successive brakes of a series cannot be evenly and equally applied. In the system above shown this difficulty is obviated and a compensation for such wear provided. It the brake is to be applied to any less number of driving wheels, the floating levers are consecutively omitted, commencing with the first of the series, or that nearest the source of power. The only brake beam required is that for the forward pair of drivers, and the parts are all hung so high from the rails as not to be damaged should the wheels leave the iron. To facilitate adjustment, a thoroughly practicable slack adjuster is employed, as shown in the drawings. It will be observed that this brake is susceptible of application to all the drivers, no matter how closely they are connected ; in fact, it can be adapted to all classes of engines, regardless of the location of their drivers. This form of brake can also be operated in connection with atmospheric train brakes, and by the same power, when so desired. The tender equipment with this form of brake is the same as the direct acting cylinder tender equipment for the Standard Horizontal Cylinder Brake. [See description.] In ordering parts for repairs, please specify name of part, and give shop number on the name plate or as stamped on wrought work. 12 AMERICAN BRAKE COMPANY. Standard Outside Equalized Pressure Driver Brake. - • P LATE No. Ill represents the most desirable form of Steam. Driver Brake for engines having more than two pairs of driving wheels connected. Fig. i shows elevation; Fig. 2, plan view; Fig. 3, end view, and Fig. 4, distribution of power. The advantages of this over all other brakes are stated under three heads : First. — Conservation of Power. Second. — Equal Distribution of Power. Third. — Compensation for Unequal Wear of Shoes and Tires. The conservation of power is obtained by suspending the brake heads in the usual manner, and by operating separately those on each side of the locomotive by a series of floating levers and pull-rods without the use of fixed fulcra. Accordingly, all the power is distributed to, and expended upon, the wheels through the brake heads. The equalization is accomplished by means of floating levers, the arms of which are so pro- portioned to each other and to the succeeding levers of the series, as to equally distribute the power to each of the brake heads. The relation of the arms of the first floating lever from source of power, is as three to one. Of the second as two to one. In the third floating lever the arms are equal. The last pull-rod being connected to a brake-beam to which both forward brake-heads are attached. Fig. 4, Plate III, illustrates how an initial pull of 20,000 pounds is divided in four separate applications of power of 5,000 pounds each, and distributed to as many different brake heads. The compensation for unequal wear results from the arrangement of suspended and swinging brake heads, connected by a series of floating levers and pull-rods without fixed fulcra. It is well known that brake shoes never wear equally, even when subjected to the same pressure, on account of the difference in density of the material and other causes. In any system where fixed fulcra are employed, and the brake heads are operated by a continuous pull-rod, and where there has been an unequal wear upon the shoes, the successive brakes of a series cannot be evenly and equally applied. In the system above shown this difficulty is obviated and a compensation for such wear provided. If the brake is to be applied to any less number of driving wheels, the floating levers are consecutively omitted, commencing with the first of the series, or that nearest the source of power. The only brake beam required is that for the forward pair of drivers, and the parts are all hung so high from the rails as not to be damaged should the wheels leave the iron. To facilitate adjustment, a thoroughly practicable slack adjuster is employed, as shown in the drawings. It will be observed that this brake is susceptible of application to all the drivers, no matter how closely they are connected ; in fact, it can be adapted to all classes of engines, regardless of the location of their drivers. This form of brake can also be operated in connection with atmospheric train brakes, and by the same power, when so desired. The tender equipment with this form of brake is the same as the direct acting cylinder tender equipment for the Standard Horizontal Cylinder Brake. [See description.] In ordering parts for repairs, please specify name of part, and give shop number on the name plate or as stamped on wrought work. PLATE III 15000 £0000 10,000 O : j — ^ 5,000 5,000 Sf tut PLATE IV AMERICAN BRAKE COMPANY. 13 Engineer’s Valve. •— P LATE IV shows our Engineer’s Valve, which operates both the driver and tender brake. All the ports are located in the lower shell, and open into and under the valve proper. To grind either the valve or valve-seat it is not necessary to break any steam joint, an advantage which will be readily appre- ciated. By unscrewing the spanner nut the top shell and valve can be readily removed, leaving the valve- seat as shown. It will be observed that a heater valve is provided, which allows a constant tlow of steam through the pipes ; this prevents freezing, and serves to carry off all condensation in the pipes between the boiler and engineer’s valve. The live steam is held in the large annular space in valve proper, the small opening allowing a steam pressure on top of the valve which serves to balance it. A partial movement of the handle to the left uncovers the tender port and operates the tender brake ; a full movement uncovers the driver port and sets the driver brakes in like manner ; a reverse movement releases first the driver and then the tender brakes. From this it will be seen that the tender brake can be applied independent of, or simultaneously with, the driver brakes, and the driver brakes released in the same manner. This is obviously of great advantage in many ways. A condensation oil cup, as shown, furnishes lubrication for the valve and all the cylinders. DETAILS. No r — Lower Shell. “ 2 — Upper Shell. “ 3 — Valve. “ 4 — Spanner Nut. “ 5 —Gland Nut. 6 — Stem. “ 7 — Stem Nut. “ 8 — Iron Handle. ‘‘ 9 — Wood Handle “ 10— Handle Nut. Plate IV. No 4 l 4 4 < 4 4 4 4 4 (4 11 — Bracket Nut. 12— Union Nut. 13 — Union Sleeve. 14 — Heater. 15 — -Heater Gland Nut. 1 6 — Spanner Nut. 17 — Bald Joint Sleeve. iS — Oil Cup Body. 19 — Oil Cup Cap. 20 — Waste Water Cock. In ordering parts for repairs, please specify name and number of part. J 4 AMERICAN BRAKE COMPANY. Reducing Valve. • J)LATE V represents our Pressure Reducing Valve. By the aid of this simple and effective device the engineer can exercise complete control over the braking power by setting the valve to any desired pressure. It is so simple that its construction and operation may be readily understood from the drawings. In attaching, it should be placed at any convenient point on the pipe, between the engineer’s valve and the boiler. We do not consider this valve necessary except upon roads having very long and heavy grades, where it becomes necessary to maintain varying braking pressure for some considerable length of time. In ordinary service the full power can always be applied. PLATE V. UHIIVEBtftY OF PLATE VI AMERICAN BRAKE COMPANY. *5 Details of Horizontal Cylinder Driver Brake. • Plate VI. No. io — Washers. “ n — Adjusting Screw. “ 12 — Brake Head. “ 13 — Wrought Brake Shoe “ 14 — Cast Flanged Brake Shoe. “ 15 — Cross Section of Cast Flanged Brake Shoe “ 16— Key Bolt and Key. ‘‘ 17 — Hanger. “ iS — Hanger Stud. No. 19 — Hanger Pin. In ordering parts for repairs do not under any circumstances use the above numbers, but give name of part as above stated and number on casting, or shop number of brake as stamped on wrought work and name plate on cylinders. No 1 — Cylinder. “ 2 — Piston. “ 3 — Follower. “ 4 — Follower Bolts. “ 5 — -Packing Rings. “ 6 — Automatic Drip Valve. “ 7 —Drip Valve Ell. “ S — Cast Push Bar. “ 9 — Wrought Push Bar. AMERICAN BRAKE COMPANY. I 6 Details of Upright Cylinder Driver Brake. No. i — Cylinder. ‘‘ 2 — Cylinder Head. “ 3 — Cylinder Head Bolts. “ 4 — Piston Heads. “ 5 — Follower. “ 6 — Piston Drip Valve. 7 — Packing Rings. “ 8 — Piston Rod. “ 9 — Piston Rod Nut. “ io — Gland Nut. “ it — Gland. Plate VIE No. 12 — Automatic Drip Valve. ‘‘ 13 — Brake Head. “ 14 — Brake Shoe. “ 15 — Bell Crank. “ 16 — Link. “ 17 - Right and Left Adjusting Nut. “ 1 8 — Lock Nut. “ 19 — Push Bar. “ 20 — Adjusting Screw. “ 21 — Shoe Pin. “ 22 — Link Pin In ordering parts for repairs do not under any circumstances use the above numbers, but give name of part as above stated and number on casting, or shop number of brake as stamped on wrought work and name plate on cylinders. v PLATE VII ui USPHU Of usrtEasrn of tm*®* 32 AMERICAN BRAKE COMPANY. 1 7 Details of Outside Equalized Pressure Driver Brake. Plate VIII. No. i — Cylinder. “ 2 — Piston Head. “ 3 — Follower. “ 4 — Piston Rod. “ 5 — Packing Rings. “ 6 — -Gland Nut. “ 7 — Gland. S — Piston Drip Valve. “ 9— Cylinder Head. “ 10 — Link Bolt. “ 11 — Side Hanger. “ 12 — Side Hanger Pin. “ 13 — Hanger Pin. “ 14 — Link. “ 15 — Brake Head. “ 16 — Plain Shoe for Bald Tire. “ 17 — Flanged Shoe. No. iS — Shoe Pin and Key. “ 19 — Rocker Shaft Bracket. “ 20 — Side Hanger Bracket. “ 21 — Hanger Bracket and Pin. “ 22 — Hanger. “ 23 — Pull Rod Support. “ 24 — Rocker Shaft. “ 25 — Long Arm of Rocker Shaft. “ 26 — Floating Lever. “ 27— Main Pull Rod. “ 2S — Slack Adjuster Pin. “ 29 — Slack Adjuster Block. “ 30 — Slack Adjuster Screw. “ 31 — Intermediate Pull Rod. “ 32 — Pull Rod Pin. “ 33 — Brake Beam. “ 34 — Automatic Drip Valve. In ordering parts for repairs do not under any circumstances use ti-ie above numbers, but give name of part as above stated and number on casting, or shop number of brake as stamped on wrought work and name plate on cylinders. AMERICAN BRAKE COMPANY. Apparatus for Operating Two Brake Systems with One Handle. » T HE cut on the opposite page shows a very simple method of operating Atmospheric Train and Steam Engine Brake Valves, with one handle. This device is new, and is now presented for the first time for the consideration of railroad officials. It, therefore, appears as an inserttion in this volume, having been obtained after the catalogue had gone to press. Its utility and great advantage will be readily understood, as affording simple and effective means of operating and controlling the application and release of braking pressure, in the use of Atmospheric Train Brakes in conjunction with the Steam Driver and Tender Brake. In the event of the failure, from any cause, of the train brake, this device insures, without loss of time, full braking pressure upon the drivers and tender, as the movement on the part of the engineer to apply the train brake also secures the application of the driver and tender brake. Fig. i is a plan view and Fig. 2 an elevation. DESCRIPTION. A — Air brake valve. D — Short arm attached to handle C. E — Steam brake valve. E — Steam brake valve handle. C — Air brake valve handle. F — Arm connecting handles C and E. The operation of the two valves is so simple that hardly any explanation is necessary. The position of the valve handle, G , is at the point to release brakes ; a partial movement of it, represented by the first dotted line, is the running position, and the movement of the handle to that position does not affect the steam brake valve. From that point, when brakes are applied, as ordinarily, the steam brake handle is moved just far enough to apply the tender brake. A full movement of the handle, C, as in an emergency stop, applies both driver and tender brake. It will thus be seen that while the driver brake is in connection all the time, it need not be used in making ordinary stops. AMERICAN BRAKE COMPANY. l 9 INSTRUCTIONS. A half movement of the valve handle sets the tender brake only. A full movement sets both tender and driver brakes. The setting of the tender brake first will bunch the train and avoid any sudden shock to cars. USE NOTHING BUT BLACK OIL IN OILER. Tallow or other oils will gum up the drip valves and cause pistons to stick. Piston packing will sometimes leak by reason of gumming; in such cases pour a quantity of coal oil in oil cup, and open and close valve several times in succession, so as to get oil well into cylinders; then refill with black oil. FILL OILER EVERY TWO TO FOUR HOURS WHEN SWITCHING. When engine is put up, the globe valve next to the boiler should be closed and the brake valve opened. This prevents any water collecting in valve or pipe SEE THAT YOUR BRAKE SHOES ARE CLOSE UP TO THE WHEELS. Never allow more than one-half inch slack to get between shoes and wheels. More than this is unnecessary and presents a bad appearance. To take up slack on horizontal cylinder brake, put washers in the cast iron socket which is between cylinder and shoe. [See Plate VI, Figure io.] The set screw in push bar toe is simply to keep top part of shoe away from wheel when brake is off, and should not bear when brake is set. To take up slack on upright cylinder brake, screw out the push bars by means of the right and left adjusting nuts. To take up slack on outside brake use the slack adjuster as shown on Plate VIII, Figure 30. BE PARTICULAR TO SEE THAT THE DRIP VALVES ARE KEPT CLEAR OF DIRT. After attaching a set of brakes to an engine and before putting the automatic drip valves in cylinders, steam should be blown through the pipes several times to clear them of all dirt. Should they afterwards become clogged take out the drip valves and thoroughly clean them, and before replacing same blow steam through pipes and cylinders as above. KEEP THE SLACK IN TENDER BRAKE CHAIN WELL TAKEN UP. The chain should be provided with four or five long links next to tender lever for this purpose. Tender brake chain should be at least one-half inch iron. TENDER PISTON SHOULD NOT BE ALLOWED TO TRAVEL MORE THAN FOUR INCHES. Keep brake beams on tender well adjusted to the wheels. The tender brake lever is provided with three holes at each end for the adjustment of power. To adjust for the greatest power, connect the “Link” in the outer hole and “clevis hook” in the inner hole; for the least power, “link” should be in the inner hole and “ clevis hook” in the outer hole. COPY O IF 1 Order and Dimension Sheet FOR THE AMERICAN BRAKE) COMPANY’S HORIZONTAL AND UPRIGHT STEAM DRIVER AND TENDER BRAKE The American Brake Co., ST. LOUIS, MO. ( 'Please ship to at for the. via 188 / 'Railroad Company , Steam (Driver and Tender (Brahe for Engine (No Our Order (No. dimensions of which are given IN FULL on reverse side hereof. Number of Wheels? Number of Wheels Connected? Weight of Engine? Weight on Drivers? Are both Tender Trucks now equipped with Brakes? Dim. of Cylinder Thickness of Tire?- Weight of Tender loaded? Builder’s Name? By- Was Engine light or loaded when measured ? Signed for the Company, SPECIAL NOTICE. ; AV Please fill in carefully dimensions wanted as indicated by RED lines on diagrams on reverse side hereof. Always give cross section measurements on FLANGED tire only . If either tire is bald , please state which one. Sketch IN INK any and all farts attached to either frame BETWEEN Drivers WHERE BRAKE IS TO BE APPLIED, such as rocker boxes, expansion plates, etc., giving dimensions AND LOCATING SAME FROM CENTRE LINE BETWEEN DRIVERS. (over.) fill in other side of sheet Please state which is Forward driver. On this side lay out to scale all of the frame back of the rear pair of drivers showing exact location of all bolts by which parts are attached to frames c furnished, (which are preferable,) only fill in other side of sheet -Please state which is Forward driver. Copy of Dimension Sheet of the AMERICAN BRAKE C( )M IAN V, St. Louis, Mo., FOR ENGINES HAVING MORE THAN TWO PAIRS OF WHEELS CONNECTED. If lor Mogul or Ten Wheeled Engine, leave out this pair of wheel?.. Additional Information Requirkd. Distance between Frames across Engine Distance between Flanged Tires across Engine Builder’s Name Distance between Bald Tires across Engine Distance between Frame and Side Rod Name of Road Weight of Engine Weight of Drivers Number of Engine Weight of Tender loaded Thickness of Tire Was Engine light or loaded when measured On this sick- lay t to scale all o( the frame back of the rear pair of drivers showing all attachments, also that part of the frame between the forward jaw and the saddle, giving the exact location of all bolts by which parts are attached to frames or frames bolted together. Where tracings, drawings or blue prints can be furnished, (which are preferable.) only the reverse side of this sheet need be filled out. IHt IIUM« AMERICAN BRAKE COMPANY. 2 List of Railroads using the American Brake. Boston & Albany. Northern Pacific. Delaware, Lackawanna & Western. New York, Lake Erie & Western. New York Central & Hudson River. New York & New England. Missouri Pacific. St. Louis & San Francisco. Prospect Park & Coney Island. Cincinnati, New Orleans & Texas Pacific. Kansas City, Ft. Scott & Gulf. •' ,, . Chicago & North Western. ’ ; ‘ Colorado Midland. Savannah, Florida & Western Wabash, St. Louis & Pacific. Chesapeake & Ohio. Ohio & Mississippi. St. Louis, Iron Mountain & Southern. Eastern. Chicago & Eastern Illinois. St. Louis, Salem & Little Rock. Pittsburgh & Lake Erie. East Tennessee, Virginia & Georgia. Wisconsin Central. Indiana, Bloomington & Western. Georgia. Old Colony. Kansas City, Springfield & Memphis. Buffalo, Rochester & Pittsburgh. Pittsburgh, Cincinnati & St. Louis. Grand Rapids & Indiana. Georgia Pacific. Ashland Coal & Iron. Nashville & Tuscaloosa. Atlanta & West Point. Cleveland, Akron & Columbus. Buffalo, New York & Philadelphia. Seaboard & Roanoke. Canadian Pacific. Texas & Pacific. Union Pacific. Connecticut River. Intercolonial Ry. of Canada. Alabama Great Southern. Panama Canal Co. Terre Haute & Indianapolis. Michigan Central. Chicago & Alton. Wabash Western. New Haven & Northampton. Memphis, Birmingham & Atlantic. Central R. R. of Georgia. Boston, Hoosac Tunnel & Western. Ohio Central. Cincinnati, Hamilton & Dayton. Hartford & Connecticut Western. Chicago & Grand Trunk. Missouri, Kansas & Texas. Cleveland, Columbus, Cincinnati & Indianapolis St. Louis, Arkansas & Texas. Delaware & Hudson Canal Co. Richmond & Danville. Gulf, Colorado & Santa Fe. Cincinnati, Indianapolis, St. Louis & Chicago. Illinois Central. Chicago & West Michigan. Kentucky Central. New York, Pennsylvania & Ohio. Lake Erie & Western. Detroit, Lansing & Northern. Lehigh Valley. Louisville & Nashville. Mississippi & Tennessee. Mobile & Ohio. New York, New Haven & Hartford. Manhattan. Ol r all attachments, also that part of the frame between the forward jaw and the saddle, giving the , r frames bolted together. Where tracings, drawings or blue prints can be the reverse side of this sheet need be filled out. Q* VM _ „M«" « **** AMERICAN BRAKE COMPANY. 2 5 List of Railroads using the American Brake. Boston & Albany. Northern Pacific. Delaware, Lackawanna & Western. New York, Lake Erie & Western. New York Central & Hudson River. New York & New England. Missouri Pacific. St. Louis & San Francisco. Prospect Park & Coney Island. Cincinnati, New Orleans & Texas Pacific. Kansas City, Ft. Scott & Gull. •. _ Wt -V • Chicago & North Western. Colorado Midland. Savannah, Florida & Western Wabash, St. Louis & Pacific. Chesapeake & Ohio. Ohio & Mississippi. St. Louis, Iron Mountain & Southern. Eastern. Chicago & Eastern Illinois. St. Louis, Salem & Little Rock. Pittsburgh & Lake Erie. East Tennessee, Virginia & Georgia. Wisconsin Central. Indiana, Bloomington & Western. Georgia. Old Colony. Kansas City, Springfield & Memphis. Buffalo, Rochester & Pittsburgh. Pittsburgh, Cincinnati & St. Louis. Grand Rapids & Indiana. Georgia Pacific. Ashland Coal & Iron. Nashville & Tuscaloosa. Atlanta & West Point. Cleveland, Akron & Columbus. Buffalo, New York & Philadelphia. Seaboard & Roanoke. Canadian Pacific. Texas & Pacific. Union Pacific. Connecticut River. Intercolonial Ry. of Canada. Alabama Great Southern , Panama Canal Co. Terre Haute & Indianapolis. Michigan Central. Chicago & Alton. Wabash Western. New Haven & Northampton. Memphis, Birmingham & Atlantic. Central R. R. of Georgia. Boston, Hoosac Tunnel & Western. Ohio Central. Cincinnati, Hamilton & Dayton. Hartford & Connecticut Western. Chicago & Grand Trunk. Missouri, Kansas & Texas. Cleveland, Columbus, Cincinnati & Indianapolis. St. Louis, Arkansas & Texas. Delaware & Hudson Canal Co. Richmond & Danville. Gulf, Colorado & Santa Fe. Cincinnati, Indianapolis, St. Louis & Chicago. Illinois Central. Chicago & West Michigan. Kentucky Central. New York, Pennsylvania & Ohio. Lake Erie & Western. Detroit, Lansing & Northern. Lehigh Valley. Louisville & Nashville. Mississippi & Tennessee. Mobile & Ohio. New York, New Haven & Hartford. Manhattan. 26 AMERICAN BRAKE COMPANY. New York, Susquehanna & Western. Newport News & Mississippi Valley. New Orleans & North Eastern. Ohio Southern. Providence & Worcester. Richmond & Allegheny Rome, Watertown & Ogdensburg. St. Louis, Alton & Terre Haute. St. Louis, Kansas City & Colorado. Vicksburgh & Meridian. Fall Brook Coal Co. Beech Creek. Western & Atlantic Chicago & Indiana Coal Ry. Pennsylvania Coal Co. Pittsburgh, McKeesport & Youghiogheny. Chesapeake, Ohio & South-Western. Detroit, Bay City & Alpena. Erie & Wyoming Valley. Louisville, Evansville & St Louis. Huntingdon & Broad Top Mountain. Calumet & Ilecla Mining Co. Central Iowa. Memphis & Charleston. Nashville, Chattanooga & St. Louis. Chicago & Atlantic. East St. Louis Connecting. George’s Creek & Cumberland. Columbus & Cincinnati Midland. Central Ry. of New Jersey. Houston & Texas Central. Housatonic. Tennessee Coal and Iron R. R. Virginia Midland. Chattaroi. Cincinnati, Washington & Baltimore. Hannibal & St. Joseph. Louisville, New Albany & Chicago. Morgan’s Louisiana & Texas. Raleigh & Gaston. St. Louis Transfer. Cleveland & Marietta. Duluth & Iron Range. Dayton Coal & Iron Co. Florida Transit & Peninsular. Hobart & Manistee River. Louisville, New Orleans & Texas. Little Rock & Ft. Smith. Missouri, Iowa & Nebraska. Pratt Coal & Coke Co. Pittsburgh & Western. Roscommon Lumber Co. Vicksburg, Shreveport & Pacific. Arkansas & Louisiana. Cincinnati, Lebanon & Northern. Chicago, Milwaukee & St. Paul. Chicago, St. Paul, Minneapolis & Omaha Carnegie, Phipps & Co. DeBardeleben Coal & Iron Co. Grand T.ower & Carbondale. Georgia Midland Construction Co. A. B. Harris. Isabella Furnace Co. Illinois & St. Louis. Jaragua Iron Co. Kansas City Belt. Longdale Coal Co. Minneapolis & St. Louis. Monongahela Connecting. Marietta, Columbus & Northern. Port Royal & Augusta. Pueblo Smelting & Refining Co. Puget Sound Construction Co. Roane Iron Co. St. Louis Coal R. R. Sinnemahoning Valley. Union Ry. Co. of Chattanooga. Wheeling & Lake Erie. Alger, Smith & Co. Arizona Narrow Gauge. Albemarle & Pontego. Allegheny Valley. AMERICAN BRAKE COMPANY. 27 Altamont Coal Co. Birmingham Rolling Mill Co. Blast Furnace R. R. Brooklyn, Bath & West End. Burlington & Northwestern. Cleveland, Tuscarawas Valley & Wheeling. Cincinnati, Selma & Mobile. Carthage & Adirondack. Cincinnati & Green River. Cahaba Coal & Mining Co. Chattanooga Belt. Citico Furnace Co. Caine Furnace Co Carolina Central. Chicago, Rock Island & Pacihc. Central Vermont. Cincinnati & Eastern. Crenon, Clearfield & New York Short Line. Cincinnati Northwestern. Coudersport & Port Alleghany. Columbus, Hocking Valley & Toledo. Cumberland & Pennsylvania. Eureka Co. East and West R. R. of Alabama. Flint & Pere Marquette. Grand Haven Lumber Co. Gualala Mill Co. Greenwich & Johnsonsville. Graff, Bennett & Co. Hannibal Transfer Co. Joliet, Aurora & Northern. Keokuk & St. Louis Line. Kansas City, Wyandotte & Northwestern. Louisville, Cincinnati & Lexington. Lake Superior Iron Mine Co. Lehigh & Wilkesbarre Coal Co. Laughlin & Co. Little Rock, Mississippi River & Texas. Lehigh & Hudson River. Frank Lyman. Linn Iron Co. Lackawanna Iron & Coal Co. Memphis & Little Rock. Mount Carbon Co. Millertown Iron Co. Means, Kyle & Co. Nevada Central. Norfolk Southern. New York City & Northern. New York, Providence & Boston. Naugatuck. Oxford Iron & Nail Co. Peters Logging R. R. Proctor & Gamble. Pittsburgh, Chartiers & Youghiogheny. Pittsburgh Bessemer Steel Co. Peoria, Decatur & Evansville. Pittsburgh, Painseville & Fairport. Pioneer Mining & Manufacturing Co, Pittsburgh, Marion & Chicago. Pennsylvania Lumber Co. Rich Hill Coal & Mining Co. Retsof Mining Co. Stewartstown. St. Louis National Stock Yards. St. Louis & Cairo. Suffolk Lumber Co. Sloss Furnace Co. South Florida. Sheffield Furnace Co. Spang Steel & Iron Co. H. H. Tift. Jesse Thompson Lumber Co Toledo, Peoria & Western. Troy Steel & Iron Co. Taylor Iron Works. The Moorehead McLean Co. Union Railway of Birmingham. Vale Royal Manufacturing Co. Valley R. R. Wilmington & Weldon. Wilmington, Columbia & Augusta. 28 AMERICAN BRAKE COMPANY. Wyoming Valley Manufacturing Co. Western Maryland. West Virginia, Central & Pittsburgh. Wichita & Western. Wrightsville & Tennille. West Branch. Arizona Mineral Belt Georgia Improvement Co. Oregon & Washington Territory. Wells, Stone & Co. Evansville & Terre Haute. Toledo, Ann Arbor & North Michigan. Blodgett & Byrne. Winifred R. R. St. Louis Cable & Western (Steam Division.) Duluth, South Shore & Atlantic. Locomotive Builders applying the American Brake. BALDWIN LOCOMOTIVE WORKS. SCHENECTADY LOCOMOTIVE WORKS NEW YORK LOCOMOTIVE WORKS. COOKE LOCOMOTIVE & MACHINE CO. ROGERS LOCOMOTIVE & MACHINE CO RHODE ISLAND LOCOMOTIVE WORKS. PITTSBURGH LOCOMOTIVE & CAR WORKS GRANT LOCOMOTIVE WORKS. 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