In America the superiority of the Westinghouse over any other description of train-brake has long been established through that large preponderance of use which in such matters constitutes the final and irreversible verdict.[26] In Europe, however, and especially in Great Britain, ever since the Shipton-on-Cherwell accident in 1874, the battle of the brakes, as it may not inappropriately be called, has waxed hotter and hotter; and not only has this battle been extremely interesting in a scientific way, but it has been highly characteristic, and at times enlivened by touches of human nature which were exceedingly amusing. [26] In Massachusetts, for instance, where no official pressure in favor of any particular brake was brought to bear, out of 473 locomotives equipped with train-brakes 361 have the Westinghouse, which is also applied to 1,363 out of 1,669 cars. Of these, however, 79 locomotives and 358 cars are equipped with both the atmospheric and the vacuum brakes. CHAPTER XX. THE BATTLE OF THE BRAKES. The English battle of the brakes may be said to have fairly opened with the official report from Captain Tyler on the Shipton accident, in reference to which he expressed the opinion, which has already been quoted in describing the accident, that "if the train had been fitted with continuous brakes throughout its whole length there is no reason why it should not have been brought to rest without any casuality." The Royal Commission on railroad accidents then took the matter up and called for a series of scientifically conducted experiments. These took place under the supervision of two engineers appointed by the Commission, who were aided by a detail of officers and men from the royal engineers. Eight brakes competed, and a train, consisting of a locomotive and thirteen cars, was specially prepared for each. With these trains some seventy runs were made, and their results recorded and tabulated; the experiments were continued through six consecutive working days. Of the brakes experimented with three were American in their origin,--Westinghouse's automatic and vacuum, and Smith's vacuum. The remainder were English, and were steam, hydraulic, and air brakes; among them also was one simple emergency brake. The result of the trials was a very decided victory for the Westinghouse automatic, and upon its performances the Commission based its conclusion that trains ought to be so equipped that in cases of emergency they could be brought to rest, when travelling on level ground at 50 miles an hour, within a distance of 275 yards; with an allowance of distance in cases of speed greater or less than 50 miles nearly proportioned to its square. These allowances they tabulated as follows:--