the locomotive is stationary; later exhaust injectors could use a supply of live steam if no exhaust steam was available. Problems Injectors can be troublesome under certain running conditions, such as when vibration causes the combined steam and water jet to "knock off". Originally the injector had to be restarted by careful manipulation of the steam and water controls, and the distraction caused by a malfunctioning injector was largely responsible for the 1913 Ais Gill rail accident. Later injectors were designed to automatically restart on sensing the collapse in vacuum from the steam jet, for example with a spring-loaded delivery cone. Another common problem occurs when the incoming water is too warm and is less effective at condensing the steam in the combining cone. That can also occur if the metal body of the injector is too hot, e.g. from prolonged use. Vacuum ejectors An additional use for the injector technology is in vacuum ejectors in continuous train braking systems, which were made compulsory in the UK by the Regulation of Railways Act 1889. A vacuum ejector uses steam pressure to draw air out of the vacuum pipe and reservoirs of continuous train brake. Steam locomotives, with a ready source of steam, found ejector technology ideal with its rugged simplicity and lack of moving parts. A steam locomotive usually has two ejectors: a large ejector for releasing the brakes when stationary and a small ejector for maintaining the vacuum against leaks. The exhaust from the ejectors is invariably directed to the smokebox, by which means it assists the blower in draughting the fire. The small ejector is sometimes replaced by a reciprocating pump driven from the crosshead because this is more economical of steam and is only required to operate when the train is moving. Vacuum brakes have been superseded by air brakes in modern trains, which allow the use of smaller brake cylinders and/or higher braking force due to the greater difference from atmospheric pressure. Earlier application of the principle An empirical application of the principle was in widespread use on steam locomotives before its formal development as the injector, in the form of the arrangement of the blastpipe and chimney in the locomotive smokebox. The sketch on the right shows a cross section through a smokebox, rotated 90 degrees; it can be seen that the same components are present, albeit differently named, as in the generic diagram of