stiffness and relatively low power, these clasp brakes are even less prone to lockup than many disc brakes, and so freight cars using them are not equipped with anti-lock systems. The first development of modern ceramic brakes was made by British engineers working in the railway industry for TGV applications in 1988. The objective was to reduce weight, the number of brakes per axle, as well as provide stable friction from very high speeds and all temperatures. The result was a carbon-fibre-reinforced ceramic process that is now used in various forms for automotive, railway, and aircraft brake applications. Controlling fade through driving technique Brake fade and rotor warping can be reduced through proper braking technique; when running down a long downgrade that would require braking simply select a lower gear (this is required for many trucks on steep grades in the U.S.). Also, periodic, rather than continuous application of the brakes will allow them to cool between applications. Continuous light application of the brakes can be particularly destructive in both wear and adding heat to the brake system. Brake modification to reduce fade High performance brake components provide enhanced stopping power by improving friction while reducing brake fade. Improved friction is provided by lining materials that have a higher coefficient of friction than standard brake pads, while brake fade is reduced through the use of more expensive binding resins with a higher melting point, along with slotted, drilled, or dimpled discs/rotors that reduce the gaseous boundary layer, in addition to providing enhanced heat dissipation. Heat buildup in brakes can be further addressed by body modifications that direct cold air to the brakes. The "gaseous boundary layer" is a hot rod mechanics explanation for failing self servo effect of drum brakes because it felt like a brick under the brake pedal when it occurred. To counter this effect, brake shoes were drilled and slotted to vent gas. In spite of that, drum brakes were abandoned for their self-servo effect. Disks do not have that because application force is applied at right angles to the resulting braking force. There is no interaction. Adherents of gas emission have carried that belief to motorcycles, bicycles and "sports" cars, while all other disk brake users from the same automotive companies have no holes through the faces of their discs, although internal radial air passages are used. Vents to release gas have not been found on