IN RAILWAY BREAKS, AND IN THE METHOD OF WORKING THE SAME, IN PART APPLICABLE TO OTHER RAILWAY BREAKS AND TO RAILWAY CARRIAGES."
Year: 1875

page_text: LETTERS PATENT to William Clark, of Dunfermline, in the County of
"IMPROVEMENTS
Fife, North Britain, Engineer, for the Invention of
IN RAILWAY BREAKS, AND IN THE METHOD OF WORKING THE SAME, IN PART
APPLICABLE TO OTHER RAILWAY BREAKS AND TO RAILWAY CARRIAGES."
PROVISIONAL SPECIFICATION left by the said William Clark at the
Office of the Commissioners of Patents, with his Petition, on the
9th January 1875.
I, WILLIAM CLARK, of Dunfermline, in the County of Fife, North
Britain, Engineer, do hereby declare the nature of the said Invention
for "IMPROVEMENTS IN RAILWAY BREAKS AND IN THE METHOD OF WORKING THE
SAKE. IN PART APPLICABLE TO OTHER RAILWAY BREAKS AND TO RAILWAY
CARRIAGES," to be as follows:- -
My said Invention has reference to that class of continuous breaks
which obtain their power from the compression of air or by the
exhaustion or partial vacuum of the air, and has for its object to fit a
continuous break on the carriages and other vehicles forming a railway
FD S577

page_text: train, to be operated principally by the driver, but also capable of being
applied by the guards of the train in cases of emergency.
I will firstly describe my said Invention in reference to the arrange-
ment of break blocks, levers, and their requisite addenda, fitted on the
carriages and other vehicles forming a train; and, secondly, the method
1 use to operate the same from the engine or other part of the train.
On the framing of each carriage I fit in slings on one or both sides of
cach wheel a break block, which by preference I make of solid cast iron,
or a cast-iron frame filled on the wearing part with compressed block of
hard material, such as that found in the Val de Travers, and used for
road making. I connect the said blocks by a pair of toggle struts. 1
fit up at or near the centre of the carriage framing an expansible bellows,
pan, or chamber (air-tight) in such a manner that when either is inflated
by compressed air (by means to be herein-after described) the said toggle
struts are raised and force the said blocks against the inside of the
wheels with considerable force. I suspend the said blocks in slings
and brackets from the carriage framing. The said blocks 1 also make
with a groove along the centre so that they shall press the carriage
wheels on the flange and outer part of the tyre only to avoid wearing that
part of the tyre usually worn by the rails. Or I suspend a set of the said
blocks on the outside of the carriage wheels in addition to those described
for the inside. I fit upon the said inside blocks short vertical levers.
I connect the said toggle struts to the upper ends of the said levers and
I connect the lower ends of the said levers to the said outside blocks by
pulling rods. I attach to one of the said blocks a spring plate with
adjusting screw and rod to equalize the distance from the face of the
wheels of the several blocks. Or I fit a short bell-crank lever to the
said struts instead of the toggle joint. Or connect the lever of the
outside block to the axle guard of the carriage, and the lever of the
inside block to the said bellows, pan or chamber. I screw the ends of
the said connecting struts or rods and fit them with an adjusting screwed
shackle to compensate for the wear of the blocks. I prefer to make the
set of breakwork on one side of the carriage complete and distinct
from that on the other side thereof. And I work one side through a
tube from the engine, and the other side through a tube from either of
the guards' vans, or both tubes may be connected to the breakwork on
one side of the train. The compressed air for operating the said bellows,
pan, or chamber is conveyed along the train in suitable tubes, having

page_text: flexible pieces at each end of each carriage and metal coupling piece to
unite the tube on making up a train.
Secondly. I now proceed to describe the method I propose to use for
obtaining power to work my said improved breaks, which may also be
used for working other systems of breakwork fitted to railway trains.
When using air under compression I fit up at the bottom of the exhaust
pipe or other part near the valve chest of the engine a slide valve or
other similar arrangement so that the driver can close the exhaust pipe
at will. I fit up attached to the steam pipe leading to one or both
cylinders of the engine a slide valve or other similar arrangement, so
that the driver can at will open an inlet for the air to enter into the
steam pipe. I prefer to couple both the said valves so that one act on
the part of the driver shall open the one and close the other. I fit up a
tube with stop valves leading from the valve of the exhaust pipe, through
which tube I convey the air to work the breaks on the train. It will
thus be understood that when the driver requires to apply the break he
shuts off steam and opens the said valves, and by the momentum of the
running engine, the pistons being now supplied with air instead of
steam, become powerful air pumps for charging the said tube with com-
pressed air for applying the said breaks. To prevent the air cooling the
steam cylinders I divide the inlet pipe into two branches, one drawing
its supply of air from the smoke box or funnel, and the other from the
atmosphere; both are protected by a perforated hood to keep out the
grit or other hard material. The said tube is fitted with pressure valves
to regulate the power. The back of the engine slide valve is fitted with
a bearing piece to prevent the valve being blown off its seat. The
retarding power given off by the pistons used as above serve as an
efficient break to the engine without the use of break blocks fitted to its
wheels. Or I use a steam, annular injector, and by the rush of high-
pressure steam through the injector it carries with it a large volume of
air. I afterwards convey the combined steam and air through a con-
densing spray of water or a chamber to remove the steam in a condensed
form, and allow the air to pass forward in the said tubes for working
the said breaks. I conduct the condensed steam and water into a
receiver, which I connect to the feed pump of the engine or into the
tender tank, and thus utilize its latent heat in the feed water. I muffle
the injector to deaden the rushing sound of the steam, and by pre-
ference place it under the foot plate of the engine or under the tender.

page_text: 1 fit a pressure gauge to ascertain the pressure of the air, and an escape
valve for releasing the said breaks when not required.
To enable the guards to work the said breaks I fit up in each van a
large expansible bellows, pan, or chamber to be inflated by the said
tubes conveying compressed air thereinto. The said expansible bellows,
pan, or chamber give off their power by the recoil of spiral or other
springs attached to them for that purpose. 1 use a self-acting inlet valve
seated in vulcanized india-rubber; or I use a metal valve seated in such
a manner to be covered with a non-volatile liquid to obtain a more
perfect valve for the air.
In certain cases where it may be inconvenient to place the said
expausible bellows, pan, or chamber 1 fit up a smaller set of the same to
be inflated by mechanical means in connection with the running axle of
the van.
1 fit up one or more friction wheels to run in contact with the
said axle or the wheel of the van. I bring the same into frictional
contact by hand lever or otherwise when required. 1 fit one or more
cranks or eccentrics to the spindle of the said friction wheels for working
the said bellows, pan, or chamber mechanically. They may be used
in combination with an expansible reservoir in the van or to work direct
to the break arrangements on the carriages when required.
The said arrangements on the van I use either in combination with
the power derived from the engine, as described, as auxilliary, or I use
them independently of the engine, and complete in themselves.
When I operate my said improved breaks by means of exhausting the
air from the said tubes, and thereby creating a partial vacuum, I fit a
slide valve or its equivalent attached to the steam inlet pipe to the
cylinders, similar to the one previously described, and under the control
of the driver. 1 attach the said valve to an exhaust pipe connected to
the breaks on the carriages, It will thus be understood that when the
driver requires the break he shuts off the steam and opens the said valve,
when the piston of the engine acts as an air pump to extract the air
from the tubes along the train and discharges it by the ordinary exhaust
pipe of the engine. Or I use an ejector to extract the air from the said
tubes, and it may or may not be combined with the condensing apparatus
described. I also use the mechanical arrangement of friction wheels
and gearing previously described and connected to suitable bellows or
pans for extracting the air from the tubes instead of compressing it.

page_text: In the foregoing described arrangement where the source of power is
situated only on the engine or tender, and when as a rule the driver
would work the said breaks, I adopt means to enable the guard or other
person to give the driver notice that the breaks are required for
exceptional use. I make use of the ordinary communication line along
the train by attaching it to the regulator cock of the injector or ejector,
as the case may be, placed upon the engine or tender; but when no
such line exists I fit up each carriage and van with a detached line, upon
pulling which the guard or other person shall drop a detonator from a
tube or other receptacle on to the rail in front of a wheel, and by its
explosion the driver shall understand that he is to apply the breaks for
exceptional use. This part of my said Invention may be advantageously
fitted to other railway carriages as contributing to the efficient working
of the breaks of the train.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said William Clark in the Great Seal Patent Office on
the 9th July 1875.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
CLARK, of Dunfermline, .in the County of Fife, North Britain, Engineer,
send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Ninth day of January, in the year
of our Lord One thousand eight hundred and seventy-five, in the
thirty-eighth year of Her reign, did, for Herself, Her heirs and suc-
cessors, give and grant unto me, the said William Clark, Her special
license that I, the said William Clark, my executors, administrators, and
assigns, or such others as I, the said William Clark, my executors,
administrators, and assigns, should at any time agree 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
RAILWAY BREAKS AND IN THE METHOD OF WORKING THE SAME, IN PART APPLI-
CABLE TO OTHER RAILWAY BREAKS AND TO RAILWAY CARRIAGES," upon the
condition (amongst others) that I, the said William Clark, my executors

page_text: or administrators, by an instrument in writing under my, or their, or
one of their hands and seals, should particularly describe 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 immediately after the
date of the said Letters Patent.
NOW KNOW YE, that 1, the said William Clark, do hereby declare
the nature of the said Invention, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the
following statement thereof, that is to say:—
My said Invention has reference to that class of continuous breaks
which obtain their power from compressed air or by the exhaustion or
partial exhaustion of the air, and has for its object to fit a continuous
break on the carriages and other vehicles forming a railway train, to be
operated principally by the drivers, but also capable of being applied by
the guards of the trains in cases of emergency.
I will firstly describe my said Invention in reference to the arrange-
ment of break blocks, levers, and their requisite addenda, fitted on the
carriages and other vehicles constituting a train; and, secondly, the
means I use to operate the same or other breaks.
Firstly. On the framing of each carriage I fit in slings, on one or both
sides of each wheel, the break blocks, which by preference I make of
solid cast iron, or a cast-iron frame fitted at the wearing part with com-
pressed blocks of a hard material, such as that found in the Val de
Travers and used in road making, and connect the said break blocks by
a pair of toggle struts. At or near the centre of the carriage framing I
fit or fix an expansible bellows, pan, or chamber (hereinafter called the
"air chamber") in such a manner that when inflated by compressed air
(by the means herein-after described) the said toggle struts are raised and
force the said break blocks against the inside of the wheels with great
force. The said blocks are formed with a groove along the centre, so that
they shall press the said wheels on the flange and outer part of the tyre
only, and thus avoid wearing that portion of the tyre which is usually worn
by the rails. I suspend a set of the said blocks on the outerside of the
said wheels in addition to those on the inside, and fit a short vertical
lever upon each of the said inside blocks, to the upper ends of which
levers connect the said toggle struts, and connect the lower ends
thereof by pulling rods. To one of the said blocks I attach a spring

page_text: plate with adjusting screw and rod, so as to equalize the distance from
the face of the wheels of the several blocks; or I fit a short bell-crank
lever to the said struts instead of the toggle joint; or I connect the lever
of the outside block to the axle guard of the carriage and the lever of
the inside block to the air chamber. I screw the ends of the said con-
necting rods or struts, and fit them with adjusting shackles to compensate
the wear of the blocks. I fix a set of my improved break apparatus to
one side or one end of the carriage complete and distinct from the set on
the other side or end of the carriage, and work one side or one end set
through a tube from the engine (as herein-after described), and the other
or opposite set through a tube from either of the guards' vans; or both
tubes may be connected so as to work the break apparatus on one side of
the train; or both tubes may be so connected as to operate the whole of
the breaks throughout the train. When I apply the break to one side
only of the carriage the torsion strain on the carriage axle will be con-
siderable, and in the case of Mansell's wood wheels, or wheels similarly
constructed, I strengthen them at the boss and cast two or more
strengthening ribs with the boss, into or between which ribs I fit the
wood segments of the wheel; or I make the boss hexagonal or square
to give the said segments firmer hold of the boss. I also build the
wheel round a temporary boss and force on the tyre in the usual way. I
then take out the boss and bore the hole a true and tight fit for the real
boss, which I force therein by hydraulic pressure, thereby imparting
greater stability to the wheel, and thus enable it to resist the tortional
strain. Although this part of my said Invention is specially adapted to
wheels having the breakwork fitted to them, it is also of great service in
aiding other railway carriage wheels to sustain the ordinary shocks of
running on the railway. The compressed air for operating the said air
chamber is conveyed along the train in suitable tubes, having flexible
pieces at each end of each vehicle, with metal coupling pieces to unite
the tubes on making up a train.
Secondly. I now proceed to describe the means I propose to use for
obtaining power to work my said improved breaks, which may also be
used for operating any other system of railway break apparatus. When
using air under compression I fit or fix between the exhaust pipe or other
part near the valve chest of the engine a slide valve or other similar
arrangement, so that the driver can close the exhaust at will. I attach
to the steam pipe leading to one or both cylinders of the engine a slide

page_text: valve or other similar arrangement, so that the driver can at will open an
inlet for the air to enter the steam pipe or valve chest. I prefer to couple
both the said valves so that one act on the part of the driver shall open
the one and close the other. I fit or fix a tube with stop valve to the
valve of the said exhaust pipe, through which tube the air is conveyed to
work the breaks of the train. It will thus be understood that when the
driver requires to apply the break he shuts off the steam and opens the
said valves, when the momentum of the running engine acting on the
piston, now supplied with air instead of steam, the latter becomes a
powerful air pump for charging the said tube with compressed air for
operating the breaks. To prevent the air cooling the steam cylinders I
divide the inlet pipe into two branches, one drawing its supply of air
from the smoke box or funnel and the other from the atmosphere. Both
are protected by a perforated hood to keep out grit or other hard
material. The said tube is fitted with pressure valves to regulate the
power. The back of the engine slide valve is fitted with a bearing piece
to prevent the valve being blown off its seat by the air. The retarding
power given off by the pistons used as above serves as an efficient break
for the engine without the application of break blocks to its wheels; or
I use a steam annular injector, through which the rush of high-pressure
steam carries with it a large volume of air. I convey the combined
volume of steam and air through a condensing spray or chamber to
remove the steam in a condensed state, and allow the air to pass forward
in the said tubes for working the breaks. The condensed steam and
water from the said spray are conveyed into a receiver connected to the
feed pump of the engine or into the fender tank, and thus utilize its
latent heat in the feed water. I muflle the injector to deaden the rushing
sound of the steam, and by preference place it under the tender or under
the foot plate of the engine. A pressure gauge is conveniently fixed to
ascertain the pressure of the air, and also an escape valve for releasing
the break blocks when not required.
To enable the guard to work the said breaks 1 fix in each guards' van
a large air chamber which is inflated by the compressed air conveyed
thereinto by the said tubes, and give off the power by the recoil of spiral
or other springs attached to the said air chambers for that purpose.
A self-acting inlet valve seated in vulcanized india-rubber, or a metal
valve similarly seated is fixed in such a manner as to be covered with a
non-volatile liquid to obtain a more perfect valve for retaining the
air.

page_text: In certain cases where it may be inconvenient to place the said large
air chamber I substitute a smaller one, or more than one, to be inflated
by mechanical means connected with the running axle of the van.
I so
lix one or more friction wheels as to run in contact with the axie or
wheel of the van, and bring the same into frictional contact by hand
lever, screw, or otherwise when required. The same apparatus may also
be employed for forcing water when it is used for transmitting power to
work the breaks. One or more cranks or eccentrics are fitted to the
spindle of the said friction wheels for working the said air chamber
mechanically. The said cranks or eccentrics may be used to operate an
expansible reservoir in the van, or to work the break apparatus direct
lix one or more friction wheels as to run in contact with the axle or
wheel of the van, and bring the same into frictional contact by hand
lever, screw, or otherwise when required. The same apparatus may also
be employed for forcing water when it is used for transmitting power to
work the breaks. One or more cranks or eccentrics are fitted to the
spindle of the said friction wheels for working the said air chamber
mechanically. The said cranks or eccentrics may be used to operate an
expansible reservoir in the van, or to work the break apparatus direct
when required.
The said arrangements in the van can be used, either as an auxiliary
to the power derived from the engine (as herein-before described), or
independently of the engine and complete in themselves.
1 also use my arrangement for compressed air for simultaneously
operating my improved apparatus in the several break vans of a train,
when the breaks are operated by friction wheels or their equivalent by
winding up a chain or cord carried on pullies under the carriages.
I make the same self-acting by sustaining the weighted lever in the van
by the compressed air, and in the event of the severance of the air. tube,
the said weighted levers will fall and apply the breaks automatically.
The same apparatus may be used when water is employed for trans-
mitting the power instead of compressed air. Or I fit or fix under the
tender an air chamber and fit to it a hydraulic ram, so that by charging
the said ram with water from the boiler or from a compression cylinder
I compress the air in the said air chamber, which air thus compressed is
conveyed in tubes along the train for operating the breaks on the several
vans simultaneously, when such vans are fitted with chain or other
mechanical breaks and derive their power from one or more friction
wheels attached to such vans. This is the method I prefer to use in
applying my improved break to work that system of mechanical breaks..
When I use water direct from the boiler I connect an air vessel with
the apparatus to give a yielding elastic pressure to the ram. I also use
steam instead of water from the boiler for operating my said air chamber,
and I fit to the steam cylinder a self-acting drip valve to allow the
condensed steam to escape when the pressure has been removed. When

page_text: I take either water or steam from the boiler I use a graduated valve to
regulate the proper quantity with precision.
When I operate my said improved breaks by means of exhausting the
air from the said tubes, and thereby creating a partial vacuum I fit a
slide valve or its equivalent to the steam inlet pipe of the engine cylinders,
similar to the one herein-before described and under the control of the
driver. The said valve is fitted to an exhaust pipe connected to and
leading from the break apparatus on the carriages forming a train. It
will thus be seen that when the driver requires the break he shuts off
the steam and opens the said valve, when the movement of the piston
of the engine acts as an air pump to extract the air from the pipe along
the train and from the air chambers connected thereto for operating the
breaks on the several carriages. I discharge the air by the ordinary
exhaust pipe of the engine without reversing the running gear of the
engine. Or I use an ejector to extract the air from the tubes and their
connected air chambers; such ejector may or may not be combined with
the condensing spray and apparatus herein-before described. I prefer
to make the said ejector with two or more branches or outlets so arranged
that all may be opened by one stop-cock to obtain a vacuum quickly,
and all be closed but one to keep the vacuum as long as required. I
also use the mechanical arrangement of friction wheels and gearing
herein-before described, connected to a suitable air chamber or rotary
pump for extracting the air instead of compressing it.
When the rotary
pump is used I fit self-acting flap valves to regulate the passage of air
when the running of the van axle is reversed.
In combination with the previously described arrangement on the
engine for extracting the air I use the arrangement on the van for com-
pressing the air. In using this part of my said Invention 1 Gx under
each carriage a compound bag or chamber with a moveable dia-
phragm placed therein; one side of the said diaphragm is acted on by
the vacuum formed on the engine, and in practice is intended for ordinary
work; the other side of the said diaphragm is acted on by compressed
air from either of the guard's vans, and is intended to supplement the
power obtained from the engine or to act independently of the engine.
I convey the compressed air in suitable cases in the van, so that the air
may be ready to act on the breaks speedily and with great force in cases
of emergency. All metal cases used for containing compressed air are
either galvanized with zinc or tinned over to make the seams and joints

page_text: air-tight; each such case is fitted with a pressure gauge and alarm
whistle to indicate the maximum pressure. One line of pipes connects
the upper end of the said compound bag with the engine, and another,
A similar,
line of pipes connects the lower end thereof with the van.
case is fixed under the tender and charged with compressed air as herein-
before described; or I give the driver the means to open the stop-cock
fitted to the case in the leading van, by which he can by pulling a cord
or its equivalent admit the compressed air into the said compound bags
placed on the carriages to apply the breaks on an emergency. The said
stop-cocks situated at the front and rear of the train, are connected by
a cord in such a manner that should the train part acciden-
tally the said cord is pulled, and thereby automatically applies the breaks
on the train.
In fitting a locomotive engine with my improved breaks I fix block
hangers to the engine framing, and joint cast break blocks thereto; a
light spring and adjusting nut is attached to each block to keep it
parallel with the face of the wheel; the said block hangers are con-
nected by a cross bar. I use a flexible air bag or chamber, to the dia-
phragm of which I attach a lever to operate the said blocks by
pulling rods.
In fitting the tender with my said breaks I suspend block hangers on
each side of each wheel, and fit the said hangers with cast-metal blocks.
I joint a short double-ended lever on the back of the off block hangers,
and connect the said levers by pulling rods to the near block hangers;
by this arrangement all the rods are in tension when the break is applied.
I also provide the usual rocking shaft, bell-crank lever, and hand screw
to apply the break by hand when desired. I also fit the tender with the
above-described bag or chamber for operating the breaks by power, as
herein-before described.
In the arrangement of breaks described, where the source of power is
derived only from the engine or tender, and consequently when the
driver would generally apply the said breaks, I adopt means to enable
the driver or other person to give the driver notice that the breaks arė
required for exceptional use. I make use of the ordinary communication
cord along the train by attaching it to the regulator cock of the injector
or ejector, or their equivalents, placed on the engine or tender; but when
no such communication cord exists I fit each carriage and van with a

page_text: detached cord, on pulling which the guard or other person shall drop a
detonator from a case or sheath attached to the axle guard or other part
of the carriage upon the rail in front of one of the wheels of the earriage,
and by its explosion the driver shall understand that he is to apply his
break for exceptional use. 1 fit the said sheath to both sides of the
wheel to suit the way the carriage may run. This part of my said Inven-
tion may be advantageously fitted to railway carriages with or without
my improved breaks, as contributing to the efficient working of railway
breaks generally.
detached cord, on pulling which the guard or other person shall drop a
detonator from a case or sheath attached to the axle guard or other part
of the carriage upon the rail in front of one of the wheels of the carriage,
and by its explosion the driver shall understand that he is to apply his
break for exceptional use. 1 fit the said sheath to both sides of the
wheel to suit the way the carriage may run.
tion may be advantageously fitted to railway carriages with or without
my improved breaks, as contributing to the efficient working of railway
breaks generally.
This part of my said Inven-
I now proceed to describe my said Invention more particularly and
in detail, reference being made to the accompanying two Sheets of
Drawings.
Figure 1 is an elevation of a railway carriage with an arrangement of
my said break fitted thereto. Figures 1 to 4 have corresponding parts
lettered alike. a, the cast break blocks; b, the suspending links carried
by brackets attached to the framing; c, the levers which press the said
blocks to the wheels; d, the toggle struts jointed to the said levers;
e, connecting rods which join the said levers to the axle guards for their
fulcra; f, the bellows, pan, or chamber, shewn enlarged in Sheet 2,
Figures 19 and 20; g, the air tube for conveying the compressed air for
operating the said breaks.
Figure 2 is a similar arrangement, but the connecting rods e are
attached to break blocks on the other side of the wheel to increase the
friction.
Figure 3 is a similar arrangement to Figure 1, but the toggle struts
are superceded by a bell-crank lever, and the bag or chamber is made to
swing from a fulcrum pin at the top.
Figure 4 is a similar arrangement to Figure 2, but the rods are all in
tension instead of struts, and the compressed air inflates the bellows f
instead of the pan or chamber in Figure 2.
Figures and shew a method I use to strengthen the cast boss of
wood bodied wheels to resist more effectually the tortion twist they are
subjected to when the break is applied to the wheels. I cast four or

page_text: more ribs with the boss, and fit the wood segments into the recesses
formed thereby.
Figures 6 and 6ª shew a similar method to Figure 5, but having the
seat of the boss square or hexagonal instead of circular, as in common
wheels. Although these strengthened bosses are peculiarly adapted
to withstand the excessive strain of the action of the break, they can
also be used with advantage for railway wheels for other vehicles.
Figure 7 is the coupling I use to join the flexible tubes at the ends of
the carriages on making up a train; each end is fitted with a spring
valve which is opened on the coupling, being joined in pairs; the
opposite couplings are united by a link on each side, having their centres
a little above the centre line of the coupling to prevent their uncoupling
by accident.
Figure S is an end elevation of the smoke box of a locomotive engine
with my apparatus fitted to the exhaust and steam pipes for obtaining
compressed air by the movement of the pistons. a is a valve fitted to
the exhaust pipe by which the air expelled from the cylinders is diverted
into the tube to be conveyed to the train. c is a valve fitted to the
steam pipe to admit a supply of air to the cylinders; c', c, are
two branches into which it is divided to draw the supply of air partly
from the atmosphere and partly from the smoke box; d, the lever and
gearing by which the driver opens both valves together, they may also
be connected to a small steam cylinder to open them by steam if
required.
Figure 9 is a method I use to compress the air required for the breaks
by a steam injector. a is the inlet pipe for steam from the boiler fitted
with a regulator cock; b, the air nozzle fitted inside the steam nozzłe c.
These may be of any approved sort of injector in combination with my
condensing spray. d, a cylinder or chamber filled with water from the
tender, and fitted at the bottom with a piston and at the top with a
spray let into the chamber e; d' a pipe to admit steam from the boiler,
and regulated from the same cock as a. By this arrangement when the
driver opens the injector, the steam entering by d' raises the said piston
and expels the water by the spray to condense the steam and allow the
air only to pass forward to work the breaks on the train. e, the con-
densing chamber fitted with a receiver f, into which the condensed
steam and water are collected to be returned by the feed pump to the

page_text: boiler; g, the tube to convey the compressed air to the train; it is fitted
with a stop valve, releasing valve, and pressure gauge in any convenient
The inlet pipe a may also be fitted with a stop valve to prevent
the compressed air from escaping. I prefer to fix the injector under the
engine or tender, but I also fix it in any convenient place.
manner.
Figure 10 shews the method I use to compress the air by mechanical
means, and is generally fixed on the guard's van. a, a friction wheel
and spindle hung in pendents and brackets from the framing; b, a friction
drum fixed on the axle; c, a hand lever to enable the guard to press the
friction wheel in close contact with the said drum. I also use a screw
instead of the hand lever and rack for pressing the said, friction wheels
in close contact. d, an air pump of any suitable kind, by preference 1
use one similar to that shewn in Sheet 2, Figures 19 and 20; e, a chamber
made of galvanized iron to contain the compressed air. I fit an alarm
whistle e' to give warning when the maximum pressure is reached, and
to serve as an escape or safety valve; e a pressure gauge of the ordinary
kind. One or more tubes are fitted to e for conveying the air along the
train to apply the breaks when required. The chamber e may either
be placed under or inside the van, as required.
Figure 11 shews another method of compressing the air. a is a fric-
tion wheel and spindle; b, the drum on the axle; c, a hand spindle sup-
ported by brackets and fitted with a mitre wheel at the bottom; d, a
transverse spindle fitted with mitre wheel in gear with c; e, a fine pitchi
screw with mitre wheel in gear with c. The connecting rod e is
attached to the screw nut. is a chamber or cylinder supported by
brackets to the framing; g, a piston rod fitted at one end with piston
and cup leather to fit air-tight inside the chamber f, and at the other
end with cross head, to which is attached two chains connected to the
spindle a; h, a length of chain fixed to the said cross head carried round
the pulley h¹ and joined to the spindle d. The said cross head is also
supported by a guide bar. When the guard requires the break he turns
his hand spindle and the said mitre wheels unwind a few feet of chain
from the spindle d, and by the screw c the friction wheel a is pulled into
close contact with the said drum, and thereby winds up the chain fixed
thereto. By this means the piston is forced along the cylinder f and
compresses the air it contains for applying the breaks as aforesaid. Pipes
to convey the air are fitted to the said cylinder and a pressure gauge to
regulate the power. A similar arrangement I also use when water is the

page_text: means for transmitting the power along the train instead of
air, as described. By reversing the action of the hand spindle the
friction wheel is released from contact and the chain his wound on the
transverse spindle d and pulls back the said piston rod to its normal
position.
Figure 12 is the method I use for applying my system of compressed
air to operate any other arrangement of mechanical breaks; and for
illustration I shew it applied to a chain break, wherein the power to
wind the chain is obtained by a friction wheel in contact with the drum
on the axle. While I describe the said friction wheel and chain arrange-
ment in illustration I make no claim to the same, but claim its com-
bination with my system of compressed air or water. a is a bellows,
bag, or chamber supported by the framing; b, a pair of connecting links
to the bell crank; c, the tube for conveying the air or water from the
engine or other part of the train for inflating the said bellows a. By
this arrangement the several vans in a train to which breaks are fitted
can apply such breaks simultaneously and with any degree of power
required.
Figure 13 is the arrangement I use to make the former one in
Figure 12 self acting. I fit the bracket a with two bell cranks instead
of one, to one of which bell cranks I attach the ordinary hand lever, and
to the other crank I attach the weight band the bellows c which I keep
inflated with compressed air by any convenient arrangement; by pre-
ference I use either of those described in this Specification. The said
bell cranks are reversed in the said brackets a, and are connected by
short links to a swing lever d in such a manner that if the former one is
raised by the guard it pulls the friction wheel in contact with the drum
on the axle, and if the latter one is permitted to fall by the escape of
the compressed air or water the weight 6 descends and pulls on the said
friction wheel in a similar manner.
Figure 14 is an elevation of my improved arrangement of breaks as
fitted to a six wheeled tender. a, a, cast break blocks fitted to each side
of each wheel; they are kept parallel with the wheel by a spring fitted
between the hanger and the block; b, b, hangers supported by brackets
fixed to the framing; c,-e, balancing levers which have their fulcra on
the said hangers in any suitable manner, or on the cross bars which-join

page_text: the said hangers. The top and bottom ends of the said levers may be of
equal lengths, as shewn, or of any other length, as may be required.
d, d, connecting rod with holes for compensating the wear of the said
blocks. 1 also fit the said connecting rod with adjusting screw and
shackles when required. e, e, bottom connecting rods to pull on the
back blocks; f, bellows, pan, or chamber, by which I apply the power
by compressed air or by creating a partial vacuum by the methods
herein described; or 1 also operate the said breaks by water pressure or
by steam pressure direct from the boiler, or by the method secured to
me by Letters Patent dated July 2nd 1874, and numbered 2293. g, the
main lever secured to the rocking shaft; h, a back pressure spring to
force the break to its normal position. I attach to the axle guard, or
other convenient part, a slotted rod to make the blocks recede the same
distance from each side of the wheels. When I use water or steam as
the power for applying the breaks 1 fit the bellows i coupled to the
ram k for operating the bell-crank levers on the vans, described under
Figures 12 and 13. 1, the ordinary hand screw for operating the tender
break by hand.
Figure 15 is an elevation of my improved break fitted to a four-
wheel coupled engine, but the sanie arrangement may be applied to six
or more wheels, as required. a, a, the cast blocks supported by a centre
pivot pin and adjusted to be parallel with the face of the wheel by the
nut and spiral spring a'; b, b, the hangers securely fixed to brackets on
the framing; c,c, cross bars jointed to the said hangers; d, d, connecting
rods to join the said cross bars, which I prefer to do near each end;
e, a ▼ connecting rod to join the near cross bar to the central lever f;
g, a bellows, pan, or chamber for applying the power by compressed air
or by creating a partial vacuum by the methods described, or I operate
the said break by water pressure or by steam pressure direct from the
boiler, or by the method secured to me by Letters Patent dated July 2nd,
1874, and numbered 2293. When use water direct from the boiler 1
fit an air vessel or chamber to the said cylinder g to impart an elastie
pressure to the break. 1 fix a return pipe to convey the hot water after
being used either to the pipe of the feed pump or into the tender tank,
but with no pump attached. When I use steam pressure direct from
the boiler I prefer to use a regulator cock, as shewn in Figures 16
and 16. I also fit a drip valve to the cylinder g in such a manner that
the condensed steam shall drip away when the pressure is off, but shall

page_text: close to prevent the escape of steam when pressure is applied; h, a
spiral or other spring to force the break mechanism back to its normal
position when the breaks are off. When I use the method secured to.
me by the said Letters Patent, dated July 2nd, 1874, I also fit a valve
(as shewn in Figure 22) to prevent the water overheating in the said
cylinder.
Figures 16 and 16° shew the steam regulator cock which I fix on any
part of the boiler. a, the valve which has a fine slit on one side to wire-
draw the steam for partial use of the break. When the handle is moved
to the right the steam is passed down the tube b and applies the break.
When the handle is moved to the centre the steam returns by b and
passes over the bridge and down the pipe c, which conveys it into the
tank or feed pump of the engine. When the handle is moved to the
left the steam passes into the tender tank for heating the water when
the engine is blowing off steam.
Figure 17 is the method I use to obtain a partial vacuum for operating
my said improved breaks by the movement of the pistons in the cylinders
of the engine after the steam has been shut off. This Figure shews the
ordinary arrangement of pipes in the smoke box of an engine. a, the
steam pipe, to which I fit a pipe b connected to the pipe along the train;
c, a cock or valve opened by the driver; d, a valve to prevent the return
of the air. The said cock and valve may also be fitted to the steam
chest or other part in such a manner that the movement of the piston
by the momentum of the engine shall suck or withdraw the air from the
said break mechanism to apply the breaks in the manner described.
Figures 18 and 18* shew a method of extracting the air by the rapid
rush of steam through an ejector of any suitable kind; by preference I
use one with several branches, so that when I open them all a vacuum
is speedily obtained; I afterwards close all but one to maintain the
vacuum pressure.
Figure 19 is the pan or chamber I use on the carriages in connection
with compressed air or partial vacuum. a, is a chamber connected to
the line of tubes along the train which are charged with air under
compression in the manner described, so that when the chamber a is
inflated the diaphragm b is raised and applies the break by the screwed
eye bolt c fixed thereto; d, the vacuum chamber connect to a line of
tubes fitted to the vacuum apparatus described.
Either arrangement

page_text: may be used separately, or both may be combined and used together at
the same time to increase the power on emergency; e, a flexible bag of
india-rubber or other air-tight cloth; f, the outer case to protect the
said bag from injury and enclose the vacuum chamber. It is securely.
fixed to the framing of the carriage; g, a stuffing box or gland fitted on
the cover h.
Figure 20 shews another method of attaining the same object as by
Figure 19, and the corresponding parts are similarly lettered.
Figure 21 is the method I use to enable the guard or other person to
give the driver notice that the breaks are required for exceptional use.
a, is the carrier bar bolted to the axle guard; b, b, sheaths fitted to the
bar a, into which I place two or more detonators; c, c, catches to hold
the said detonators, to which catches I fix a line in such a manner that
when the said line is pulled from any part of the van or other vehicle in
the train the said catches drop the said detonators on the rail in front of
the wheel, by which they are thus exploded to give the driver notice that
the breaks are required. Although I fit my improved arrangement to
secure greater efficiency for my improved breaks the same apparatus
may be fitted to other vehicles as conducing to the efficiency of the
breaks or for other purposes.
Figure 22 is a valve I use in connection with the water cylinder on
the engine to prevent the water from getting over heated. It is fitted
to the feed pump or other part in such a manner that the pump shall
suck a small quantity of water through the valve and so change the
water each time the breaks are applied.
Figure 23 is an improved fusible plug for fixing in the crown of the
fire-box of the boiler to prevent the accidental melting of the plug when
the water surges forward in the boiler on the sudden application of the
breaks of the train. a is the nut, which may be of any ordinary kind,
but on the upper end I cast a hood b. I perforate holes near the top for
the admission of water and escape of steam; c, the fusible plug, which
may be of any approved metal. The water is retained in the hood 6 to
prevent the accidental melting of the plug.
Figure 23 shews a conical stop a¹ to screw into the plug c if it is
accidentally melted out. It is passed through the top of the boiler by a
stuffing box and screw

page_text: Having thus particularly described and ascertained the nature and
object of my said Invention, and how the same is or may be carried out
in practice, I wish it to be understood that I do not restrict myself to
the precise details now illustrated because these may be considerably
varied and modified without departing from the main principles of my
said Invention, but what I claim as my Invention, and desire to secure
by the before mentioned in part recited Letters Patent is,—
Having thus particularly described and ascertained the nature and
object of my said Invention, and how the same is or may be carried out
in practice, I wish it to be understood that I do not restrict myself to
the precise details now illustrated because these may be considerably
varied and modified without departing from the main principles of my
said Invention, but what I claim as my Invention, and desire to secure
by the before mentioned in part recited Letters Patent is,—
Firstly. The arrangement of break blocks, levers, and struts in com-
bination with the bellows, pan, or chamber for operating the same,
substantially as described under Figures 1 to 4.
Secondly. The method for strengthening the bosses of wood wheels to
give them greater stability to resist torsional strains, substantially as
described under Figures 5, 5, 6, and 6ª.
Thirdly. The coupling for uniting the flexible tubes, as shewn in
Figure 7.
Fourthly. The method for obtaining compressed air by the movement
of the pistons in the cylinders of the engine after the steam is shut off,
substantially as described under Figure 8.
Fifthly. The method for obtaining compressed air by an injector
combined with a condensing spray and receiver, substantially as
described under Figure 9.
Sixthly. The method of obtaining compressed air by mechanical
means in contact with friction gearing on the axle of the van or other
vehicle, substantially as described under Figures 10 and 11.
Seventhly. The galvanizing or tinning of, all chambers for containing
Compressed air to make the seams and joints air-tight.
Eighthly. The method for compressing water when used for trans-
mitting power to apply the breaks, substantially as described under
Figure 11.
Ninthly. The method for simultaneously operating the apparatus in
the several vans in a train for applying chain or other mechanical breaks
which derive their power from the van axle by compressed air or by
water, substantially as described under Figures 12 and 13.
Tenthly. The method for making the same self-acting on the train
breaking away accidentally, as described under Figure 13,

page_text: Eleventhly. The novel arrangement of balanced double blocks and
pulling rods as applied to a six-wheeled tender, substantially as described.
under Figure 14.
Twelfthly. Operating the tender break by compressed air or water
and combining a bellows with a hydraulic ram when water is used for
operating mechanical breaks on a train, substantially as described under
Figure 14.
Thirteenthly. The arrangement of break blocks, pulling rods, and the
means for operating the same as applied to engines, substantially as
described under Figure 15.
Fourteenthly. The regulator steam cock for applying the breaks with
graduated power when steam is used, substantially as described under
Figures 16 and 16ª.
Fifteenthly. The use of the drip self-acting valve when steam is used,
substantially as described.
Sixteenthly. The use of an air vessel or chamber when water pressure
direct from the boiler is used to give an elastic pressure to the breaks,
substantially as described.
Seventeenthly. The method for obtaining a vacuum pressure for
operating the breaks by the movement of the pistons in the cylinders
of the engine after the steam is shut off, substantially as described under
Figure 17.
Eighteenthly. The method for obtaining a vacuum pressure by an
ejector having two or more branches controlled by one valve, sub-
stantially as described under Figures 18 and 18*.
Nineteenthly. The method of using a compound pan or chamber for
compressed air and vacuum separately or together, substantially as
described under Figures 19 and 20.
Twentiethly. The method of dropping a detonator on the rail to give
the driver notice to apply the breaks, substantially as described under
Figure 21.
Twenty-firstly. The use of the same apparatus for other purposes when
required for stopping the train, substantially as described.
Twenty-secondly. The valve arrangement for preventing the over
heating of the water for applying the breaks, substantially as described
under Figure 22.

page_text: Twenty-thirdly. The improved nut for the fusible plug to prevent it
accidentally melting from the sudden application of the break, and the
conical stop to close it if required, substantially as described under
Figures 23 and 23*.
In witness whereof, I, the said William. Clark, have hereunto set
my hand and seal, this Seventh day of July, in the year of our
Lord One thousand eight hundred and seventy-five.
WH. CLARK. (L.S.)