Long steep gradients not only necessitate increased motive-power for the ascending trains, but also require increased brake-power, and precautionary measures for the descending trains. Where passenger trains are fitted with continuous brakes, the risk of losing control is minimized; but with goods trains composed of waggons, having only the ordinary independent side-lever brake, it will be found absolutely necessary in many cases to have additional heavy brake-vans for descending the inclines, and these special vans, unfortunately, will form so much extra non-paying weight to be hauled up on the ascending trains. Of course, it is quite possible--and, indeed, in many places 46 it is customary--to pin down some of the side-lever brakes before commencing the descent, but once pinned down the brakes cannot be eased or taken off until the entire train is brought to a stand. Every goods waggon should be fitted with a brake, and it would be of immense value if that brake could in all cases be applied and controlled when the train is in motion. The American type of long goods waggon, with a four-wheel bogie-truck at each end, is fitted with a brake very similar to those adopted on the ordinary horse tram-cars. On the top of the waggon a horizontal iron hand-wheel, about 18 inches in diameter, is fixed on to a strong vertical iron rod, which works in brackets, and extends down below the underside of waggon framing. One end of a short length of chain is secured to the foot of the vertical rod, and the other end is connected by light iron rods to the series of levers which pull on the brake-blocks. By rotating the horizontal hand-wheel the chain is coiled round the lower end of the vertical rod, the brake-levers are pulled over, and brake-pressure applied to the wheels of the waggon. The brakesman is supplied with a convenient seat and footboard, and on the floor-level of the latter there is a pawl and ratchet attached to the vertical rod, which permits the brakes to be applied to the extent required. The pawl retains the brakes in position until the brakesman with his foot pushes the pawl out of the notch of the rachet and releases the brake gearing, which is at once pulled off quite clear by strong bow-strings attached to the framework of the bogies. This type of hand-brake is, perhaps, the simplest that can be made. The brakesman has merely to put it on, the pawl and ratchet keep it on, and the bow springs take it off when no longer required. Each one of these long, loaded goods waggons becomes a very serviceable brake-van, and for ascending and descending steep inclines all that is necessary is to take on a few additional brakesmen to manage the brakes of as many suitable waggons. These incline brakesmen, after going down, can return to the summit by the next ascending train, their small weight being a mere nothing as compared with that of special or extra brake-vans.