IMPROVEMENTS IN MEANS OR APPARATUS FOR STOPPING OR RETARDING VEHICLES USED ON RAIL OR OTHER ROADS, WHICH IMPROVEMENTS ARE ALSO APPLICABLE TO THE BRAKE WHEELS IN CONNECTION WITH STATIONARY ENGINES
Year: 1856

page_text: LETTERS PATENT to James Murphy, of Newport, in the County of Mon-
mouth, Civil Engineer, for the Invention of "IMPROVEMENTS IN MEANS OR
APPARATUS FOR STOPPING OR RETARDING VEHICLES USED ON RAIL OR OTHER
ROADS, WHICH IMPROVEMENTS ARE ALSO APPLICABLE TO THE BRAKE WHEELS IN
CONNECTION WITH STATIONARY ENGINES."
Sealed the 19th September 1856, and dated the 22nd March 1856.
PROVISIONAL SPECIFICATION left by the said James Murphy at the
Office of the Commissioners of Patents, with his Petition, on the
22nd March 1856.
I, JAMES MURPHY, do hereby declare the nature of the said Invention for
"IMPROVEMENTS IN MEANS OR APPARATUS FOR STOPPING OR RETARDING VEHICLES
USED ON RAIL OR OTHER ROADS, WHICH IMPROVEMENTS ARE ALSO APPLICABLE TO THE
BRAKE WHEELS IN CONNECTION WITH STATIONARY ENGINES," to be as follows:-
I propose to use steam, air, or water; or a combination of any of these, as
the retarding or stopping power. I do not propose to take from the guard
or guards of a train the power of using the breaks attached to the vehicles on
which he or they ride in the ordinary manner, if it be still considered desirable
that such should be retained. I propose to give full power to the engine-
driver or stoker to stop or retard the train; and to enable him or them to do
so when needful. It will only be necessary to speak of the use of steam in

page_text: this Provisional Specification. I propose to convey by means of a tube or
pipe (or a series thereof) a supply of steam to small cylinders (or other
suitable vessels) placed under or otherwise in connection with each railway
vehicle (engine and tender inclusive); from these. cylinders, by means of a
piston, with or without levers affixed thereto, the power will be communicated
to the breaks (which may be of the ordinary construction), and the breaks so
acted upon will impinge on the outer peripheries of the wheels in the usual
manner, but not with an abrupt force, for, although I propose to enable the
driver to work my apparatus instanter, yet he will be enabled to do so without
concussion or jerking on or in any part of a train, securing a simultaneous
action on all the breaks, which I do not think has hitherto been (by any
Invention for retarding or stopping railway trains) attained. The pipe or
pipes will be flexible in some portion of its or their length, and furnished with
means for disconnecting with safety or security when one part of a train is to
be separated from the other. The "modus operandi" may be thus stated :-
The driver puts on steam to the tube or pipe; the steam first operates on
the air contained in the tube and cylinders, causing an immediate action, even
to the extremity of the train, thus pervading the whole works on the breaks
at any amount of force or pressure the operator may deem desirable, he
having full power to regulate the admission of steam. These improvements
with necessary modifications are applicable to the break wheels in connection
with stationary engines, such as those used in collieries or for inclines.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said James Murphy in the Great Seal Patent Office on the
22nd September 1856.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JAMES
MURPHY, of Newport, in the County of Monmouth, Civil Engineer, send
greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twenty-second day of. March, in the year of our
Lord One thousand eight hundred and fifty-six, in the nineteenth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me,
the said James Murphy, Her special licence that I, the said James Murphy,
my executors, administrators, and assigns, or such others as I, the said James.
Murphy, my executors, administrators, and assigns, should at any time agree

page_text: with, and no others, from time to time and at all times thereafter during
the term therein expressed, should and lawfully might make, use, exercise,
and vend, within the United Kingdom of Great Britain and Ireland, the
Channel Islands, and Isle of Man, an Invention for "IMPROVEMENTS IN MEANS
OR APPARATUS FOR STOPPING OR RETARDING VEHICLES USED ON RAIL OR OTHER
ROADS, WHICH IMPROVEMENTS ARE ALSO APPLICABLE TO THE BRAKE WHEELS IN
CONNECTION WITH STATIONARY ENGINES," upon the condition (amongst others)
that I, the said James Murphy, my executors or administrators, by an instru-
ment in writing under my, or their, or one of their hands and seals, should
particularly describo and ascertain the nature of the said Invention, and in
what manner the same was to be performed, and cause the same to be filed
in the Great Seal Patent Office within six calendar months next and imme-
diately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said James Murphy, do hereby declaro the
nature of my said Invention, and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement, reference being had to the annexed Drawing, to the Figures
or Diagrams made thereon, and to the letters of reference placed on each of
the Figures respectively to denote in each similar parts where such parts can
be seen.
In the following description I intend confining myself to making clear
the application of my Invention (for stopping or retarding railway trains)
to carriages (of all kinds) used on railways, and in doing so I shall place the
power of using the steam for retardation of motion under the control of the
engine-driver or stoker, who will be enabled (by simply turning a cock placed
in a position convenient to the hand) to pass steam direct from the boiler into
a pipe, from whence it will pervade the whole of the pipes and cylinders
(hereafter described) to the end of the train or last carriage thereof; and this
will be effected not by an abrupt force or shock, but by graduated although
simultaneous action. Should it be found desirable to place the working of
-the braking apparatus also under the control of the guard, it will be easily
perceived that by modifying or varying the arrangements (hereafter described).
this may be carried into effect. When the steam has performed its office it
ay be discharged into the atmosphere, or if it be desirable to avoid the usual
noise accompanying the emission of steam, the whole may be conducted and
discharged into the tender a little above the water level."
In the annexed Drawing, Figure 1 shews a side elevation of a railway
tender furnished with the ordinary diagonal rod brake, and with steam cylinder
and apparatus shewn in red ink. Figure 2, a side elevation of a railway

page_text: carriage furnished with the ordinary lever brake, and now having thereon
my application of steam cylinder, my arrangement of steam pipes to supply
the cylinder, and their connections between the carriages composing a train.
Figure 3 shews a side elevation of a railway goods van with a steam cylinder
with two pistons applied, each brake block being acted upon. by a separate
piston. Figure 4 is a plan of the under side framing of a carriage, shewing
the positions both of the steam .cylinder and my arrangement. of the steam
pipes and joints, so applied as to allow for all the unavoidable jerk or motion
of a railway carriage. Figure 5 is an end elevation of a carriage, shewing
guard for steam pipe affixed thereon. Figure 6 shews end elevation of a
carriage with the steam pipes, centre joints, and circular support or ring for
the same in their positions. Figures 7, 8, and 9 shew, various joints.used in
my apparatus, drawn to a large scale for the better comprehension of 'their
make; and Figure 10, sectional view of brake as applied to a stationary
engine.
In Figure 1, A is the steam pipe from the engine boiler, with, an universal
joint at this point, to allow of the motion between engine and tender; B, a
steam cylinder fixed on framing, as shewn on Drawing, Figure 1, and con-
nected to steam-pipe passing along to the following part of the train; C, the
piston rod, connected to a cross bar in the centre when the four wheels are to
be acted upon, or to the link, as shewn at D, when only two wheels are acted
upon; D, a link to connect piston rod to diagonal rod. d', as shewn on
Drawing. This link is to allow for the unequal wearing of the brake blocks
without deranging the steam cylinder. The weight. of the piston rod, links,
cross bar, and diagonal' rods will draw the brake from the wheels.. E, an
arm in connection with universal joint T; F, a joint, similar to the common
hose pipe union joint, so constructed that it can be connected with facility
to the other pipe on the adjoining carriage, when making up the train,
by: screwing, the nut on to the end of the fixed pipe of the other carriage,
às shewn at G, Figure 2, and also (enlarged) at Figure 7, in section. In
Figure 2, G is a steam pipe made fast to thic under, framing of the car-
riage, and passing along to the universal joint .at H, and branching, off to
the cylinder at I, as shewn on. elevation, Figure 2, and in plan, Figure 4.
II, centre joint secured to the transom (with bolts or other fastenings) with
the fixed steam pipe screwed into it; K, steam cylinder, fixed to transom of
carriage with screw bolts; L, piston rod; M, lever rod, with a slot a in it,
made to receive the end of the lever from the wey shaft; O, wey shaft, such
as is commonly used for this description of brake; P, lever from wey shaft up
to the lever rod on piston rod L; N, a spiral spring on the rod M, acting

page_text: against cross.bar. Q and the shoulder of the rod M.to draw or push the piston
back, and relieve the wheel from, the brake blocks;. Q, cross bar to guide
piston rod and spring; R shews a socket working on the centre-joint. H;
made steam-tight, with openings in it to agree with openings on the centre
joint H, to be open when the.pipe S is working between the points marked
with blue. dotted lines.1 and 2, but to be closed. when the joint T is put back
to the point marked 3, also shewn in blue dotted lines... When the pipe is in.
that position it is out of use, and when hung upon the hook, shewn at b¹...
Figure 5, it prevents any escape of steam.. U shews a socket or stuffing box,
which receives the end of short steam pipe S, furnished with a gland, so
screwed on that. the pipe will allow such gland to rotate, thus providing
for the undulations of the two carriages.shewn enlarged and in section at.
Figure 9; S, steam pipe between joint H and stuffing joint T.; T shews a
universal joint to allow for the oscillation of the carriages, as shewn on.plan,.
Figure 4; V, a.circular rest.or ring to support the steam pipe S, as it is:
working from 1 to. 2 or 3 (as before described. in speaking of R);:.this ring
is bolted up to the transom, as shewn at f, Figures 4 and 6... Should a
carriage present itself with the fixed steam pipe at the opposite side of the.
centre chain to that of the moving pipe W, the pipe S may be turned round.
on the joint H to the other side of the ring (marked 4, 4, 4, and shewn. in:
dotted lines), and will work then the same as at the other side of the carriage..
The above arrangement will work when the carriages are kept with the same
end towards the engine. Should this not. be attended to, there will be another.
joint H fixed at the end alongside the fixed pipe G, and joints and pipes.
attached thereto, similar to those marked S, T, and W, the same as the other.
end, and supported in a similar manner. Thus by this arrangement either
end of the carriage may be presented, and. may..,be connected. W is a.
moving steam pipe, connected at one end to the pipe S with the joint T, as
shewn on Figure 4 at T, and the other end with a union joint F to screw on
to the universal joint g' on the end of the fixed pipe G, as shewn at Figures 2
and 4, and on an enlarged scale at Figure 7. When the union joint F is
disconnected from the universal joint g', the universal joint will fall by its own.
weight, r. should be turned down from the horizontal position to a vertical (as.
shewn by the dotted line h', Figures 2 and 7); this movement will close the_
end of the pipe, and prevent any steam from escaping. The pipe W is then
put back, a shewn by. the dotted line at position 3; this movement closes
the pipe at the joint II.
In Figure 3, A, A, shews a steam cylinder with two pistons working in it,
the rods working out at each end, as shewn in Figure 3 at B', B'. The

page_text: steam is allowed to act in the cylinder between the pistons so that they are
moved outwards. The piston rod is connected to the cross bar, as shewn at
Y, Figure 3. When the four wheels are to be acted upon, the steam cylinder
is placed in the centre of the under: body' framing of the carriage, and the
piston rods work with transverse bars fixed at their ends to each of the
hangers of the brake blocks. If only two wheels are to be acted upon,
the piston rod will. be connected to the hangers of the brake blocks direct, as
shewn at Z, Figure 3, the steam cylinder being placed at .one side of the
carriage in a direct line with. the wheels. The cylinder A', A', is fixed on a
bracket c,,c, c, c, bolted to the under : framing, as shewn at Figure 3. The
pistons may be drawn back with two spiral springs on the piston rods, the
same as described at N, Figure 2, or as shewn 'at i, k, Figure 3, where the
hanger of the brake block is elongated, having a piece of caoutchouc or other
elastic material placed behind. The steam cylinder may be placed in any
position so that it may be applied to any of the existing arrangements of
brakes, or to, act on any other brake that may be constructed. A guard e
is placed some few inches beneath; the framing of the carriages (regulated)
in accordance with the anticipated undulation thereof) for the purpose of
catching and supporting any of the pipes or other portion of the apparatus
that may become loose, thereby preventing accidents. If a flexible tube
could be found of sufficient resisting power, I should use it for conducting the
steam, as being more economical than fixed pipes. The application of the
retarding power to stationary engines is as follows:-A vessel A, Figure 10,
in which the steam will act, is placed in such position to the fly or other
wheel B of the engine that a lever G from it will act direct upon the
periphery thereof (the lever having bolted to it a block of wood D); this
lever is keyed on to a centre shaft E running through one end of the vessel,
which is in the form of a sector of a circle in section, and square on plan, and
having working in it an arm or lever F, made steam-tight all round the sides,
and securely attached to the shaft at one end, which will be the centre of
motion, and will allow it to vibrate when the steam enters at the pipe Gand
to act on the surface of the enclosed arm F. This shaft will partially rotate,
and so cause the outside lever and block to press against the wheel, thus
retarding or stopping its motion.
Having now, described the nature of my Invention, and shewn fche means
or-apparatus by which I carry the same into practical effect, I desire it to be
distinctly understood that while in or by the combination of parts so described
and shown I have manifested the inode, means, or position of parts I prefer to
use, and which-answer; for the purposes for which they are intended, yet

page_text: various modifications and variations of or from such arrangements may be
made without at all departing from the principle of my Invention; and I
would further observe that I do not claim the exclusive use of any of the
parts (taken as parts) of the apparatus described and shewn, but only in so
far as the same is used in combination for the purposes of my Invention,
which I declare to be, and I claim the sole use of, the combination of parts
herein-before described and in part illustrated in the annexed Drawing,
forming means or apparatus for stopping or retarding the motion of railway
or other trains or stationary engines.
In witness whereof, I, the said James Murphy, have hereunto set my
hand and seal, this Twentieth day of September, in the year of our
Lord One thousand eight hundred and fifty-six.
Witness,
JOHN GEDGE, Patent Agent,
4, Wellington Street South, Strand.
JAMES MURPHY. (L.S.)