IMPROVEMENTS IN THE MEANS AND APPARATUS FOR ACTUATING RAILWAY · BREAKS
Year: 1872

page_text: LETTERS PATENT to Edward Dunning Barker, late of Weston-super-
Mare, in the County of Somerset, but now of Weston Lodge, Putney
Park Avenue, in the County of Surrey, Engineer, for the Invention
of "IMPROVEMENTS IN THE MEANS AND APPARATUS FOR ACTUATING RAILWAY ·
BREAKS."
Sealed the 14th March 1878, and dated the 17th September 1872.
PROVISIONAL SPECIFICATION left by the said Edward Dunning Barker
at the Office of the Commissioners of Patents, with his Petition,
on the 17th September 1872.
I, EDWARD DUNNING BARKER, late of Weston-super-Mare, in the
County of Somerset, but now of Weston Lodge, Putney Park Avenue,
in the County of Surrey, Engineer, do hereby declare the nature of the
said Invention for "IMPROVEMENTS IN THE MEANS AND APPARATUS FOR
ACTUATING RAILWAY BREAKS," to be as follows:-
This Invention has for its object,―
--
Firstly. To enable an accumulator used in actuating railway breaks
similar to that described in my former Patent, 1869, No. 587, to be kept
charged with air or water or other suitable gas or fluid ready for any
emergency by means of a self-acting arrangement described below. In

page_text: order to charge the accumulator when it is fixed in the break van and
not on the engine with air or water or other suitable gas or fluid I
employ a pump which is worked by an eccentric or crank shaft and
friction wheel. The friction wheel is made to revolve and work the
pump by being forced by a powerful spring in frictional contact with
the periphery of the wheel of the carriage or a wheel fixed on the axle,
and which continues to revolve until the accumulator is charged, when
a communication is opened between it and a cylinder containing a piston.
which is forced out so as to compress the spring, and at the same time is
made to force and hold the friction wheel off and clear of the wheel of
the carriage, which consequently ceases to revolve and prevents the
pump overcharging the accumulator. So soon as the accumulator
becomes exhausted this communication between the accumulator and'
cylinder is closed and the water in the cylinder is allowed to escape, thus
permitting the spring to come into action again causing the friction
wheel to revolve and the pump to work as before explained until the
accumulator is charged again. The communication between the accumu-
lator and cylinder is opened by means of a three-way cock or valves
made to answer the same purpose. The three-way cock or valves are
provided with a spindle on which is fixed an arm furnished with a weight
and a cam into which a pawl drops. This cam and pawl prevents the
weight attached to the arm falling until the accumulator is charged,
when the piston in the accumulator comes into contact with a rod, which
it lifts, and in so doing this rod is made to lift the pawl, and the cam
being freed the weight consequently falls and thus turns the plug of the
three-way cock, or opens the valves, as the case may be, so as to open
communication between the cylinder and accumulator as before stated.
The rod that the piston comes in contact with and lifts the pawl is held
down by a weight or spring so as to descend with the piston, and is so
arranged when this takes place as to lift the weight fixed on the cock or
valve spindle into its former position, when the pawl falls into the cam
and consequently closes the communication between the accumulator
and cylinder, and at the same time is so arranged that the three-way
cock or valves allow the water in the cylinder to escape when the pump
immediately comes into action as before explained.
:
The above arrangement is equally suitable for a self-acting arrange-
ment, where instead of the accumulator consisting of a piston held down
by springs, the accumulator is composed of an air vessel which on the

page_text: detached from the wheels by springs or otherwise. Spiral springs placed
within the small cylinders are by preference used. For this purpose
they are placed around the rod of the piston or plunger which works in
the small cylinder and press against one cover of the cylinder and against
the back of the piston.
In the case of air I prefer to employ an air vessel situated either in
the guards' van or on the engine, this air vessel to be kept charged as
herein-before explained. In the case of steam I employ steam from the
boiler of the locomotive. In order that the several breaks on a train
may be applied with any degree of strength desired the air from the air
vessel or reservoir or steam from the engine is led off into the main air
or steam pipe through a valve partially balanced so that it shall only be
pressed against its seat with the degree of force required to hold it closed.
The stem of the valve is passed out from the valve case through a
stuffing box and is connected to one arm of a lever. The other arm of
the lever carries a weight or is acted on by a spring, which if moved
away from the fulcrum of the lever causes the valve to rise from its seat
and air or steam passes from the air vessel or engine into the main air or
steam pipes and applies the break. "When the pressure in the main air
or steam pipes is sufficient for applying the breaks with the degree of
force desired the back pressure in the main air or steam pipe is made to
close the valve and so prevent any more air passing from the air vessel
or steam from the engine. This object I effect by connecting to the
lever arm which carries the weight or is acted on by a spring a small
piston rod carrying a piston working in a small cylinder which is in
communication with the main air or steam pipe, so that when the
pressure in this pipe acting on this small piston is sufficient to raise the
weighted end of the lever the exit valve from the air vessel or boiler
will be closed. If in case of emergency it be desired quickly to apply
the breaks with great force the lever might be held down by hand, and
then the full pressure of air in the air vessel or steam from the engine
would be at once applied to the several small cylinders which work the
break blocks.
Thirdly. A method of arranging the springs used in the accumulator
so as to obtain the necessary compass and resistance with compactness.
In order to explain more clearly this arrangement of springs I annex a
plan of the plates, rods, and springs. A is a rod attached to a moveable
or sliding plate B, through which rods C and D pass. Between the

page_text: sliding plate B and the top of the guide rods O and D, which are
furnished with nuts and washers, are arranged spiral steel or other
springs. The rods C and D at their lower extremity are attached
to another moveable or sliding plate E, through which other guide
5 rods F and G pass between the sliding plate E, and the top of the
rods F and G, which are furnished with nuts and washers, are arranged
other spiral steel or other springs similarly arranged as those on the
guide rods C and D, the rods F and G being secured at their lower
extremities to a fixed plate. It will be evident that on the plate E being
lifted the springs on the rods F and G will be compressed, and plate E
will rise as far as the springs on the rods F and G will permit. The
rods C and D are attached to the plate E, and plate B rests on it, conse
quently rods O and D and plate B all rise as far as E is lifted, but rod A
is attached to plate B, consequently rod A rises to the extent of the
5 plate E, but there are other springs arranged on guide rods O and D.
Plate B and rod A can rise as far as these springs will permit. Thus,
not only will rod A rise as far as plate E rises, but also as far as the
springs on the guide rods C and D will permit. Consequently if all the
springs have the same resistance and compass, and the same number on
O each guide rod, the rod A will rise double the distance of the guide
rods C and D by means of this arrangement of springs, instead of being
obliged to employ a large number of springs on a single long rod in
order to obtain the required compass which 1 thus obtain with half the
length of rod.
Fourthly. A self-acting method of regulating the distance between
the break blocks and the wheels when the breaks are off. To accomplish
this I employ rods from each break block hanger, one end of these rods
being attached to the break block hanger, the other end to the axle
guard. The end of the rod that is attached to the break block hanger
) is furnished with a ratchet, and a pawl is attached to the break block
hanger in such manner as to allow the break blocks to move towards the
wheel, but not in the opposite direction. The other end of the rod is
made with a slott with a length of slott sufficient to give the proper
clearance between the break block and the wheel when the break is off,
5 and a pin is fixed to the axle guard and passes through the slott in the
rod. The rod is thus attached to the axle guard. The effect of this
arrangement is that when the breaks are taken off the blocks can move
off the wheel to the extent of the length of the slott, thus always main- -

page_text: *ining a uniform clearance from the wheel; and in order that this may
be always the case, notwithstanding the wear of the blocks, the other
end of the rod is furnished with a ratchet as before explained; and on
the break blocks wearing when the breaks are applied the break block is
forced towards the wheel as far as the slott will permit. If then the
block is not in contact the pawl fixed on the break block hanger slips
one or more teeth, thus taking up the wear of the block and preventing
injury to the rod, and on the breaks being taken off they will be free to
move in the opposite direction to the extent of the length of the slott,
thus always maintaining the required clearance.
Fifthly. An arrangement by means of which an accumulator such as
previously described with its self-acting arrangements for keeping itself
supplied may be dispensed with. In order to accomplish this I force a
friction wheel in contact with the wheel of the carriage by means of a
screw worked by the guard. This friction wheel being made to revolve:
works a pump, and it is so arranged that as the guard scrows the friction
wheel harder against the wheel of the carriage the pump is made to
revolve and force an higher pressure of water into the pipes until
the pressure is so great that the pump ceases to work and the
friction wheel slips. It will be evident that by the above arrangement
the accumulator such as previously described will be dispensed with,
but at the same time instead of in cases of emergency the breaks being
instantly applied the train will have to run a certain distance before the
pump has time to fill the pipes and apply the breaks, and therefore this
will be a simpler but not so perfect an arrangement as previously de-
scribed.
Sixthly. The employment of cloride of calcium with water in order
to prevent the hydraulic apparatus becoming disabled through frost
instead of employing brine for that purpose, as provided in my Patent
587, 1869.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Edward Dunning Barker in the Great Seal
Patent Office on the 17th March 1873.
TO ALL TO WHOM THESE PRESENTS SHALL COME. I. EDWARD
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Edward Dunning Barker in the Great Seal
Patent Office on the 17th March 1873.
TO ALL TO WHOM THESE PRESENTS SHALL COME. I. EDWARD
DUNNING BARKER, late of Weston-super-Mare, in the County of 3

page_text: Somerset, but now of Weston Lodge, Putney Park Avenue, in the
County of Surrey, Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Seventeenth day of September, in the year
of our Lord One thousand eight hundred and seventy-two, in the thirty-
sixth year of Her reign, did, for Herself, Her heirs and successors, give
and grant unto me, the said Edward Dunning Barker, Her special
licence that I the said Edward Dunning Barker, my executors,
administrators, and assigns, or such others as I, the said Edward
Dunning Barker, 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 THE MEans and AppARATUS FOR ACTUATINg Baḍlway
Breaks," upon the condition (amongst others) that I, the said Edward
Dunning Barker, my executors 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 I, the said Edward Dunning Barker, do
hereby declare the nature of my said Invention, and in what manner the
same is to be performed, to be particularly described and ascertained in
and by the following statement, reference being had to the accompanying
Drawings, and to the letters and figures marked thereon (that is to say) :-
My said Invention has for its object,―
1
Firstly. To enable an accumulator used in actuating railway banks,
similar to that described in my former Patent, No. 587, 1869 (and has
more especial reference to where the break apparatus is to be worked
from the guard's van), to be kept charged with water or air or other
suitable gas or fluid ready for any emergency by a self-acting arrange-
ment described below and illustrated on (Sheet 1) of the accompanying
Drawings.
Figure 1 (Sheet 1) represents a longitudinal elevation of the under
frame of a carriage and wheels; and Fig. 2 represents a transverse

page_text: sectional view of the body and under frame of the van, shewing the
hydraulic apparatus herein-after described. A is the accumulator for
storing water under pressure. This accumulator is furnished with a
piston and piston rod, which are loaded by an arrangement of powerful
springs, herein-after more particularly described, attached to the extre-
mity of a beam B. Water is kept in the tank C, and from it is forced
into the accumulator A, compressing the springs by the pump D. The
pump is worked by a friction wheel E fixed on the shaft E. This shaft
is made to revolve and work the pump D by means of the friction
wheel E, which is keyed on to one end of the shaft E'. This end of the
shaft is suspended from the under frame by a swinging hanger F, which
permits the wheel to be moved in and out of contact with the wheel of
the carriage, and it is forced into frictional contact with the periphery
of the wheel of the carriage (by means of a powerful spring contained in
the cylinder G, which is bolted to the under frame of the carriage. This:
is more clearly shewn in the enlarged sectional view of it, Figure 3,
where it will be seen that the spring is made to exert its force against
the piston in the cylinder. This is connected to the hanger carrying the
friction wheel by means of a rod H, which is secured at one end to the
swinging hanger, and the other end to the piston rod of the piston, and
thus the friction wheel E is held in frictional contact with the wheel of
the carriage and made to rotate, working the pump D, thus charging the
accumulator A, when the accumulator is filled. The friction wheel is
thrown out of action by the self-acting disconnecting gear shewn in the
enlarged views, Figures 4 and 5. Figure 4 is an elevation of the top of a
the accumulator A, with part of the accumulator in section, shewing the
piston L; Figure 5 is a plan of the top of the accumulator. J is a
three-way cock, and is connected by a pipe K (Figures 2 and 4) to the
bottom of the accumulator. Pipe L is carried from the three-way cock J
to the cylinder G (Figures 1 and 3), where it is connected at M. The 3
spring contained in this cylinder exerts its force against one side of the
piston, as before explained, and on the other side the piston is furnished
with a cupped leather or other suitable packing, so that water under
pressure being admitted at M, the piston is driven out and compresses
the spring, at the same time forcing the friction wheel E out of frictional 3
contact and clear of the wheel of the carriage. Pipe N makes connection
between the tank C and three-way cock J. The plug of the cock J is
furnished with a spindle O, supported at its other extremity by a bracket
fixed on the accumulator at the end of the spindle. Remote from the

page_text: 1
cock is fixed a cam P, shewn partly in dotted lines, Figure 4, and a
weight Q and wiper Q'. The pawl P' falls into the cam P, and prevents
the weight Q falling and turning the cock until the 'pawl P' is lifted.
A rod R is carried through the cover of the accumulator cover, as shewn,
5 some distance into the accumulator. As soon as the piston L is forced
upwards by water being forced behind it by the pump, and reaches the
rod R, it will lift it, and will continue to do so until the rod R, which is
furnished with a pin R', rises sufficiently (which takes place when the
accumulator is filled for the pin to lift the pawl P', when the weight Q
) will immediately fall and turn the plug of the cock, the waterways of
which are so arranged as to bring pipes Land K into communication.
Water thus passes from the accumulator by pipes L and K to the
cylinder G, thus, as before explained, forcing the friction wheel E out of
frictional contact and clear of the wheel of the vehicle, thus stopping
the pump and preventing the accumulator being overcharged with
water. The rod R is loaded with a powerful spring or weights so as to
descend when the piston L falls. The weight Q is provided with a-
wiper Q, and is so arranged that as the rod R falls the pin R' comes
into contact with the wiper, and thus lifts the weight Q and at the same
time turns the plug of the cock J and allows the pawl P¹ to fall into the
cam P again, and is so arranged that when this takes place the commu-
nication between the pipes K, L, are closed and a communication opened
between N, K, thus permitting a free escape of water from the cylinder G
to the tank, when the spring in cylinder G again exerts its force and the
pump D is brought in action, as before explained, and continues to work
until the accumulator is charged. The cylinder G is provided with a
lever so arranged as by turning a rod S, Figures 1 and 3, the lever is raised,
and this is made to act in two lugs made on the rod, as shewn in the
Drawing, so as to force the friction wheel out of contact with the wheel.
of the carriage by hand when desired.
Instead of a three-way cock, as shewn, I prefer to employ the arrange-
ment of three-way leave valves, shewn Figure 6.
The valve casing T has three chambers T, T", T. Chambers T, T™,
are each furnished with a valve held respectively against their seat by
springs; chamber T is in communication with the accumulator A;
chamber T is in communication with the cylinder G; chamber Tu
is in communication with the tank. C. The stems of each of the valves
are carried some little distance into the chamber T. In the chamber Tu

page_text: No text detected.

page_text: wheel, to which brakes are to be applied similar in all respects to when
water is used, as illustrated and described in my Patent herein-before
alluded to. One brake block I connect to a small cylinder, and the
other brake block to its piston or ram. When the brakes are to be applied,
steam, air, or other suitable gas or fluid under pressure is admitted to
the cylinders of the several brake blocks, as herein-after explained.
Figure 7, Sheet 2, shews a plan view of the under frame of two railway
carriages with brake apparatus constructed according to my Invention
applied to them. Figure 8, Sheet 2, shews a longitudinal elevation of
the same.
Each carriage has a main pipe (a) running its entire length, from
which are branch pipes a¹ to carry the steam or air to the small
cylinders 6 (there being one such cylinder to each of the wheels on one
side of the carriage, although if thought desirable there may be one to
each wheel. The cylinders are each furnished with a piston and ram,
which ram is hung or attached to the brake block hanger on one side of
the wheel, by means of which attachment the cylinder, piston, and ram are
supported. The cylinder is retained in a horizontal position by means
of two rods bolted on either side of it, the other ends of these rods are
hung or attached to the brake block hanger on the other side of the
wheel, thus keeping the cylinder horizontal. The construction of these
parts is seen more clearly in the enlarged view, Figure 9, Sheet 2. The
connection between the cylinders and the branch pipe is made by small
india-rubber tubes C which permits the requisite movement longitudinal.
The steam or air under pressure is admitted into the cylinder at the end
remote from the wheel, and acts against the piston and ram, and against
the end of the cylinder, so forcing the brake blocks in contact with the
opposite sides of the wheel. The pressure on the brake block on either
side of the wheel will be the same, and all the force will be exerted
where it is required (videlicet) against the periphery of the wheel without
throwing any strains on the axles, axle guards, or framing.
It will be evident that if the steam or air pressure is the same (which
it will be) throughout the whole train, each brake block will be applied
with an equal amount of pressure, and that the unequal wear or tear of
the wood brake blocks will not be of the least consequence or affect the
sameness of pressure, as before mentioned.

page_text: On the inside of each cylinder herein-before described, a spiral
spring is inserted, as shewn at Figure 9, which on the steam or air being
released keeps the brake blocks clear of the wheels. The amount of
clearance of each brake block thus allowed to take place may be
regulated by an arrangement similar to that described for that purpose
in the Patent 587, 1869, videlicet, by a rod to each brake block hanger, one
end of these rods being attached to the axle guard; the other end is
attached to the brake block hanger in such manner as to prevent the
brake blocks moving beyond a certain distance from the axle guard,
and so arranged as on the brake blocks wearing away and the clearance
becoming too great, the distance may be shortened by an ordinary nut,
or by a self-acting arrangement for shortening the distance, and
allowing the proper clearance, as shewn (Figures 10 and 11, and herein-
after more particularly described. When steam is employed I take the
steam from the boiler of the locomotive, and where air is the medium an
air vessel may be situated in the guard van or on the engine; this air
vessel to be charged as herein-before explained.
i
The steam or air is conveyed along the several main pipes of the
different carriages, and these pipes are connected to each other by any
flexible tube of metal, india-rubber, leather, or other suitable material,
with ordinary unions, the end of the main pipes being furnished with
stop cocks for the purpose of closing the main pipes of the last carriage,
or for the purpose (in the case of a railway with heavy inclines) of
safety in case of a train breaking away. Each of the cocks is furnished
- with a handle to which a cord d is attached, by means of which cord
the handles of the cocks of the carriages are connected and so arranged
that on the couplings breaking and the rupture of the flexible tube
the cord coming into tension closes the cocks, and thus preventing the
escape of steam or air and enabling the guard and driver respectively to
apply the breaks to their respective half of the train.
In most cases
however it will be sufficient in case of a train breaking in two to enable
the guard to apply the brake blocks to his van while the engine driver
applies them to his engine and tender; and this I should accomplish by
enabling the guard to cut off the communication between the branch
pipes and the main pipes of his van by means of a cock from the rest of
the train, the engine driver being enabled by means of a cock similarly
to isolate his engine and tender brakes from the rest of the train. In
order to guard against any delay in case of leakage, etc., of any of the small

page_text: cylinders, I fit each branch pipe with a cock so as readily to disconnect
or isolate any such disabled break gear for the rest of the journey.
To control the passage of water, steam, air, or other suitable gas or
fluid under pressure an arrangement similar in most respects to that
described for this purpose in my Patent 587, 1869, I combine with the
valve by which the passage of fluid to the main pipes under pressure is
controlled a lever by which the valve can be opened or closed, and this
lever is connected with a piston working in a cylinder in communication
with the main pipe in such manner that any pressure upon this piston
tends to close the valve.
The general arrangement of the valve, and the parts in connection
with it, are clearly shewn at Figures 12, 13, 14, 15, 16, Sheet 3. The
valve e is so constructed that it is partly balanced by means of a small
piston working in a cylinder, and the stem of the valve is passed out
of the valve case through a stuffing box, and is connected to one arm of
a lever f, to which a spring 9 is attached, by means of which the valve
is pressed against its seat with the degree of force desired to hold it
closed; the other arm of the lever is acted on by a spring h, or it might
be by a weight. The spring his contained within a case i, capable of
turning on a pin at its lower end; the spring presses against the cover
of the case, and its lower end against a disc on the lower end of a rod k,
carrying a roller which rests on the top of the lever f. On the top of
the rod is a lever handle, by which the case i can be turned on the pin
at its lower end, and the roller carried by the rod k can be moved
towards or away from the fulcrum of the lever f. When it is moved
away from the fulcrum of the lever it causes the valve to lift from
its seat, and water is then admitted into the main pipes, and the brakes
applied. To the arm of the lever which is acted on by spring h I
connect the small piston rod and piston ; working in a small cylinder
acted on by the pressure, whatever it may be, in the main pipes a,
Figures 1 and 2, Sheet 2, so that when the end of the rod k carrying the
roller has only been moved a short distance along the lever the back
pressure in the main water pipe acting on the small piston is sufficient
to cause the lever to rise, and then cut off communication with the
accumulator. By this means water from the accumulator may be
allowed to pass into the main pipe a, Sheet 2, until the pressure in the
main pipe has attained any desired degree, the pressure in the main

page_text: pipe a varying with the roller has been moved away from the fulcrum
of the lever f.
To enable the pressure in the pipe a, Sheet 2, to be diminished after
water, steam, or air under pressure has been admitted to them or to
release the water, steam, or air altogether, and free the brake blocks, I
employ an ordinary conical valve l, Fig. 16, held down to its seat by a
spring contained in a casing m, or it might be by a weight, which spring
is so arranged that when the spring ħ acting on the partially balanced
valve is moved the spring contained in the casing m, above mentioned,
acting on the conical valve is also moved, so that when the weight or
spring acting on the valve permits increased pressure in the main pipes
the pressure of the weight or spring acting on the conical valve / is also
increased, enabling it to withstand such pressure, and on the pressure or
weight acting on the partially balanced valve being diminished the
valve will close, and the pressure on the conical valve being also
diminished water, steam, or air will escape till there is established the
proper pressure incidental to the particular position of the weight or
spring on the lever. In order more perfectly to close the valve e, and
to confine the water, steam, or air in the accumulator, I fix incline
planes n to the valve box, and I fix a pin and roller o to the rod k, so
arranged that when the case i is moved towards the fulcrum of the
lever the roller o runs up the inclined plane n, thus lifting the spring h,
so that it no longer exerts any force on the lever l', enabling the whole
force of spring g to be exerted to keep the valve tight. In order
also to allow a free escape of the water through the valve 7 when the
brakes are taken off I furnish a rod p with a similar pin and roller o to
rod k and the valve casing with inclined planes n to lift the spring in
the casing m, the pressure being taken off the lever q the spring r
causes the lever to rise and open the valve 1, thus permitting a free
escape of the water, steam, or air. To free the brake blocks from the
wheels it will be only necessary to allow of the free escape of the water,
steam, or air through this valve, which in the case of water may be used
..
over and over senin

page_text: clearance between the break block and the wheel when the break is off,
and a pin is fixed to the axle guard and passes through the slot in the
rod, the rod is thus attached to the axle guard. The effect of this
arrangement is that when the breaks are taken off the blocks can move
off the wheel to the extent of the length of the slot, thus always main-
taining a uniform clearance from the wheel. And in order that this
may be always the case, notwithstanding the wear of the blocks, the
other end of the rod is furnished with a bracket as before explained, and
this racket is kept on to the pawl by an india-rubber roller t, which
acts as a spring and on the break blocks wearing when the breaks are
applied the block is forced towards the wheel as far as the slot will
permit, if then the block is not in contact the pawl fixed on the break
block hanger slips one or more teeth, thus taking up the wear of the
block and preventing injury to the rod, and on the breaks being taken
off they will be free to move in the opposite direction to the extent of
the length of the slot, thus always maintaining the required clearance.
It will be evident from the above that instead of a racket friction may
be employed by passing the rod between 2 plates pressed together by a
spring and fixed to the break block hanger, these plates clinging to the
rod with sufficient force to prevent the block moving away more than
the desired amount of clearance allowed by the slot, but so arranged
when the superior pressure of applying the breaks takes place it will
overcome the resistance of the passage of rod through these plates, and
the rod will slip as the block wears in the same way as in the case of a
ratchet a tooth is slipped.
Fifthly. An arrangement by means of which an accumulator such as
previously described, with its self-acting arrangements for keeping itself
supplied, may be dispensed with as under :-In order to accomplish this
I force a friction wheel in contact with the wheel of the carriage by
means of a screw worked by the guard; this friction wheel being made;
to revolve works a pump, and it is so arranged that as the guard screws
the friction wheel harder against the wheel of the carriage the pump is
made to revolve and force a higher pressure of water into the pipes
until the pressure of water is so great that the pump ceases to work, and
the friction wheel slips. It will be evident that by the above arrange-
ment the accumalator, such as previously described, will be dispensed
with, but at the same time instead of in cases of emergency, the breaks
being instantly applied, the train will have to run a certain distance

page_text: before the pump has time to fill the pipes and apply the breaks, there-
fore this will be a simpler but not so perfect an arrangement as previously
described.
Where it is required for security in the case of heavy inclines to have
an auxiliary brake apparatus in the rear van or otherwise where the
main accumalator is in the front van or on the engine, this auxiliary
accumulator, besides being kept charged by a hand pump or the arrange-
ment herein-before described, or the self-acting arrangement firstly
described, may be connected by a pipe to the main pipes a, so that on
the application of the brakes by either guard or driver, the water or
other fluid under pressure may be forced into the accumulator, thus
charging it, the pipe connecting this auxiliary accumulator to the main
water pipe a, Figure 1 and 2, Sheet 2, to be fitted with either one or
more back stop valves, so that on the release of the breakes the return of
the water may be prevented, and thus the auxiliary accumulator remain
charged ready for any emergency or other occasion, a cord may also bę
attached to a handle of a cock or valve in connection with the
accumulator, and then carried along the train so that on the train
parting, this cord coming into tension will open the cock and apply
the brake, and the brake be thus self-applying in the case of a break
away. In the case of vans or trucks or other vehicle to which it is
not desired to fit my brake, it will be only necessary to carry a con-
municating pipe, similar to main pipe A, Figures 1 and 2, Sheet 2, and
with a similar cock and union to enable the truck to be placed anywhere
indiscriminately among the carriages fitted with the patent break gear.
Sixthly. The employment of cloride of calcium with water in order
to prevent the hydraulic apparatus becoming disabled through frost,
instead of employing brine for that purpose as before mentioned.
Having thus described the nature of my Invention and the manner
of performing the same, I would have it understood that I do not
confine myself to the exact arrangement or details herein specified and
described, as such may be varied, and that what I claim as my further
improvements in apparatus for actuating railway brakes are,-
1stly. The self-acting arrangement for keeping an accumulator
charged with water or air, or other suitable gas or fluid, whether it
is situated on the engine, or in the guard van, or other vehicle.
B