shoes which act on the treads of the wheels. The fittings to achieve this are: a train pipe: a steel pipe running the length of each vehicle, with flexible vacuum hoses at each end of the vehicles, and coupled between adjacent vehicles; at the end of the train, the final hose is seated on an air-tight plug; an ejector on the locomotive, to create vacuum in the train pipe; controls for the driver to bring the ejector into action, and to admit air to the train pipe; these may be separate controls or a combined brake valve; a brake cylinder on each vehicle containing a piston, connected by rigging to the brake shoes on the vehicle; and a vacuum (pressure) gauge on the locomotive to indicate to the driver the degree of vacuum in the train pipe. The brake cylinder is contained in a larger housing—this gives a reserve of vacuum as the piston operates. The cylinder rocks slightly in operation to maintain alignment with the brake rigging cranks, so it is supported in trunnion bearings, and the vacuum pipe connection to it is flexible. The piston in the brake cylinder has a flexible piston ring that allows air to pass from the upper part of the cylinder to the lower part if necessary. When the vehicles have been at rest, so that the brake is not charged, the brake pistons will have dropped to their lower position in the absence of a pressure differential (as air will have leaked slowly into the upper part of the cylinder, destroying the vacuum). When a locomotive is coupled to the vehicles, the driver moves the brake control to the "release" position and air is exhausted from the train pipe, creating a partial vacuum. Air in the upper part of the brake cylinders is also exhausted from the train pipe, through a non-return valve. If the driver now moves his control to the "brake" position, air is admitted to the train pipe. According to the driver's manipulation of the control, some or all of the vacuum will be destroyed in the process. The ball valve closes and there is a higher air pressure under the brake pistons than above it, and the pressure differential forces the piston upwards, applying the brakes. The driver can control the amount of braking effort by admitting more or less air to the train pipe. Practical considerations The