IMPROVEMENTS IN STOPPING OR RETARDING RAILWAY CARRIAGES AND TRAINS, AND IN PRE- VENTING CARRIAGES RUNNING OFF THE RAILS
Year: 1856

page_text: LETTERS PATENT to Richard Archibald Brooman, of 166, Fleet Street, in
the City of London, Patent Agent, for the Invention of "IMPROVEMENTS
IN STOPPING OR RETARDING RAILWAY CARRIAGES AND TRAINS, AND IN PRE-
VENTING CARRIAGES RUNNING OFF THE RAILS."-A communication.
Sealed the 6th February 1857, and dated the 18th August 1856.
PROVISIONAL SPECIFICATION left by the said Richard Archibald Brooman
at the Office of the Commissioners of Patents, with his Petition, on the
18th August 1856.
I, RICHARD ARCHIBALD BROOMAN, of 166, Fleet Street, in the City of
London, Patent Agent, do hereby declare the nature of the said Invention for
"IMPROVEMENTS IN STOPPING OR RETARDING RAILWAY CARRIAGES AND TRAINS, AND
IN PREVENTING CARRIAGES RUNNING OFF THE RAILS," (communicated to me by a
foreigner residing abroad,) to be as follows:-
This Invention has for its object, effecting the stopping or checking the
speed of a railway train by the application of friction to or on the rail by hand
wheels, winches, or cranks, upon each carriage separately applied; the applica-
tion of the brakes in such manner that the whole force of the momentum of
the carriages may also act as a force to check the speed; their application as
a combined support and brake in case of fracture or failure of an axle, dis-
engagement of any of the wheels or other part; and obtaining a firmer hold

page_text: upon the rail. The friction is applied to the surface of the rail, and not to
the wheel, in two ways; first, by the brakesman acting on the usual wheel
or winch, the power is then directly as the force applied; secondly, the appli-
cation requires at beginning only the power necessary to bring the surface of
the brakes into contact with the rail, the momentum of the train and weight
of the carriages doing the rest; in this position the brake performs the double
office of a support, and a brake at the same time.
I am aware that friction has been applied directly to the rails by a sliding
apparatus similar to a sledge, placed between and under the body of the
carriage, and to this, therefore, I make no claim.
At each corner of the frame of the carriage or truck is a strong bracket or
frame to hold the brake. The brake is shaped like a rocker, with its bottom
partially straight, and is fixed to the bracket by a strong bolt passing through
an eye in the latter, so that the brake or locker may vibrate. The upper part
of the rocker tapers off and forms a vertical arm, when the brake is not in action;
its edge or face lies parallel with the rail, and with a slight space between..
At the side of the arm is a feather spring, fastened at one end to the
bracket, and the other to the arm near the top; this keeps the arm always
upright, as it acts in both directions. All the brakes or rockers forming the
set for any one carriage are connected to a rod passing along the bottom from
end to end of the carriage, being connected by cross levers; one end of the
lever is attached to a pin on the top of the brake, while the other terminates
at and is secured to the rod. Thus the rod moves all the rockers connected
with it, and to it, therefore, the power is applied when the brakes are to be set
in action. The brakes have two modes of application, one in which the
friction is as the force applied by the brakesman, and the other when the force
results from a combination of the momentum of the carriages and their weight.
These two different effects are produced according to which ends of the brakes
or rockers are brought in contact with the rails. When the carriages are in
motion, the backward movement of the arm brings the inner ends of the
rockers which are situated at the advancing end upon the rails, and the outer
ends of those which are at the back end of the carriages, and vice versa;
pushing the arm forward brings the opposite ends respectively upon the rails,
whereby very different effects are produced in retarding the momentum.
Thus the operating rod must be so attached to the working crank or wheel
employed for working the breaks, that it may be moved either forward or
backward as may be required. To bring the trains to a dead stop in a short
space of time, the break is reversed, that is, the arm is moved so that the
advancing edge of the rocker may strike the rail, when it is immediately

page_text: carried back, and as the curve of the rocker is eccentric to its axis, it throws
up the latter, and thus lifts the carriage up; when the rocker is carried
backward a certain distance, it strikes against a stop, and can go no further;
thus the carriage is checked by the frictional resistance due to the weight
thrown upon the rails, consequently the momentum must be rapidly destroyed.
The operation of the brake as a safety apparatus, in case of accident, is as
follows: On the breaking of an axle or wheel, or if a wheel should be carried
away, the carriage would drop upon one or more of the rockers; if one end or
corner only fell, the whole would be put at the same time in operation, thus
distributing the friction equally at the four corners of the carriage. The
movement of the arm caused by one corner of the carriage dropping down,
and throwing the end of the rocker under, would move the connecting rod
through its lever, which would move the rest of the set. The brakes also act
as safety guides, having flanges on their sides, which extend below the surface
of the rails.
The brakes on the whole train may be so connected as to be worked from
the locomotive. They may also be employed as a safety apparatus, leaving
the old brakes for ordinary use. Instead of separately attaching each rocker
or brake to its bracket or frame, each may be keyed to a cross shaft, passing
from side to side, and thus operate connectedly without the employment of a
lever, a single arm rising from the middle of the shaft to connect it with the
rod.
A second feature in the application of guard and guide wheels to the car-
riages. These prevent the carriages from jumping so high that the flanges of
the running wheels may clear the rails, and prevent friction by keeping the
flanges from grinding against the rails while rolling along. These guide and
guard wheels are placed between each pair of wheels in an angular or inclined
position. The tyre is grooved, so that by reason of the inclined position, the
inner upper corner of the rail will be taken in the groove. The groove is
sufficiently wide to permit of a little play, the lower flange of the guide wheel
is always under the upper corner of the rail.
The usual contact of the guide wheel in rolling along will be at the bottom of
its groove, acting as a "tread" against the edge of the rail. This guide wheel
may be affixed to the line in any manner, and yet be free to rotate on its axis
whenever it comes in contact with the rail in the oscillating motion of the
carriage. It is to be so set in position that its tread may bear against the
rail just below the flanges of the usual running wheels would touch it, and
thus in turning curves, &c., the lateral strain upon the rail. is produced by
these guide wheels, instead of by the flanges of the running wheels. Friction

page_text: is thereby greatly reduced. Another function of the guide wheels is to resist
the tendency of the brake to lift the carriage slightly from the rail by the
lower flange of the guide wheel coming in contact with the projecting part of
the rail. The brake and wheel, therefore, embracing the rail between them,
effect a very powerful holding thereon, whereby the motion of the train may
be effectually and promptly arrested.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Richard Archibald Brooman in the Great Seal Patent Office
on the 18th February 1857.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, RICHARD
ARCHIBALD BROOMAN, of 166, Fleet Street, in the City of London, Patent
Agent, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Eighteenth day of August, in the year of our Lord
One thousand eight hundred and fifty-six, in the twentieth year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto me, the said
Richard Archibald Brooman, Her special licence that I, the said Richard
Archibald Brooman, my executors, administrators, and assigns, or such others
as I, the said Richard Archibald Brooman, 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 STOPPING OR RETARDING RAILWAY CARRIAGES AND TRAINS,
AND IN PREVENTING CARRIAGES RUNNING OFF THE RAILS," (communicated to me
by a foreigner residing abroad,) upon the condition (amongst others) that I,
the said Richard Archibald Brooman, 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 Richard Archibald Brooman, 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

page_text: following statement thereof, reference being had to the Drawings hereunto
annexed, that is to say:-
This Invention has for its object,-First, effecting the stopping or checking
the speed of a railway train by the application of friction to or on the rail by
the hand wheel, winches, or cranks, upon each carriage separately applied, as
in the ordinary manner. Secondly, the application of the brakes in such
manner that the whole force of the momentum of the carriage may also act
as a force to check the speed. Thirdly, their application as a combined support
and brake in case of fracture or failure of an axle, disengagement of any of the
wheels or other part, which would allow the truck, &c. to drop. And, fourthly,
in a method of obtaining a firmer hold upon the rail.
By means of this Invention the danger of collision and breakage of the
running gear of carriages is reduced. The friction is applied to the surface of
the rail, and not to the wheel, in two ways; in the first method by the force of
the brakesman acting on the usual wheel or winch, and the power is then
directly as the force applied; in the second method the application requires at
beginning only the power necessary to bring the surface of the brake into
contact with the rail, the momentum of the train and weight of the carriages
doing the rest; in this position the brake performs the double office of a
support and a brake at the same time.
I am aware that friction has been applied directly to the rails by a sliding
apparatus similar to a sledge, placed between and under the body of the
carriage, and to this, therefore, I make no claim.
At each corner of the frame of the carriage or truck is a strong bracket or
frame to hold the brake represented at a. The brake is shaped like a rocker,
with its bottom partially straight, seen at b, Figure 2, and is fixed to the
bracket by a strong bolt passing through an eye in the latter, so that the
brake or rocker may vibrate. The upper part of the rocker tapers off
and forms a vertical arm b¹; when the brake is not in action, its straight
edge or face lies parallel with the rail, and with a slight space between. At
the side of the arm is a straight feather spring c, fastened at one end per-
manently to the bracket a, and at the other to the arm near the top; this
keeps the arm always upright, as it acts in both directions. All the brakes
or rockers forming the set for any one carriage are connected to a rod passing
along the bottom from end to end of the carriage, as shewn at d, Figure 1, the
connection being formed by means of the cross levers e; one end of the lever
is attached to a pin on the top of the brake at 6', while the other terminates at
and is secured to the rod d. Thus the movement of the rod effects the
movement of all the rockers connected with it, and to it, therefore, the power

page_text: is applied when the brakes are to be set in action, and which are operated in
the following manner :-It has been stated that the brakes have two different
modes of application, in one of which the friction is directly as the force
applied by the brakesman, and the other when the force is applied from a
combination of the momentum of the carriages and their weight. These two
different effects are produced according to which ends of the brakes or rockers
are brought in contact with the rails. When the carriages are in motion, the
backward movement of the arm 6' backwards brings the inner ends of those
rockers which are situated at the advancing end down upon the rails, and the
outer ends of those which are at the back end of the carriages, and vice versâ ;
pushing the arm 6' forward, brings the opposite ends respectively upon the
rails, whereby very different effects are produced in retarding the momentum.
Thus the operating rod d must be so attached to the working crank or wheel
usually placed at the platform of each end of the carriage for working the
brakes, that it may be moved either forward or backward as required. This
may be done by means of a rack and pinion, or by chains, winding up and
unwinding to pull either way; both being common devices.
To apply the brake by hand in order to stop the train, as usually required
on approaching a station, the rockers must be thrown into the position repre-
sented by the dotted lines, Figure 2, at 6, when the resistance to the friction
will be according to the degree of force applied by the brakesman to the arm
b, and will only continue so long as the brake is held in that position for the
tendency is to rise up and leave the track. In the case of accident or danger,
where it is desired to bring the train to a dead stop in a short space of time,
the brake is reversed, that is to say, the arm 6' is moved into the position of
63, whereby the advancing edge of the rocker may strike the rail, when it is
immediately carried back, and inasmuch as the curve of the rocker is excentric
to its axis, it throws up the latter, and thus lifts the truck, as shewn in the
duplicate line in Figure 2, where the eye in the bracket a is represented as
raised; when the rocker is carried backward a certain distance, it strikes
against a stop i, and can go no further; and thus the carriage is checked by
the frictional resistance due to the weight thus thrown upon the rails, and
consequently the momentum must be rapidly destroyed.
The operation of the brake as a safety apparatus, in case of accident, is as
follows: On the breaking of an axle or wheel, or by any means whereby a
wheel or wheels should be carried away, the carriage would at once drop upon
one or more of the rockers, as the case may be; if one end or corner only fell,
the connection of the entire set is such that the whole would be put at the same
time in operation, thus distributing the friction equally at the four corners of

page_text: the carriage. If this were not the case, the tendency would be to throw it off
the line. The movement of the arm b³, caused by one corner of the carriage
dropping down, and throwing the end 63 of the rocker under, would move the
connecting rod d through its lever e, and this movement, as before mentioned,
would be conveyed in like manner to the rest of the set. The brakes also act
as safety guides, having flanges on their sides, which extend below the surface
of the rails. The brakes on the whole train may be so connected as to be
worked from the locomotive, especially for putting them down in the position
required for arresting the momentum in case of danger, that is the position b³.
If coupled so as to effect the breaking by bumping together, the successive
rockers would not be put down in the position 6, but would in that of b³.
Those improvements may also be employed as a safety apparatus, leaving
the old brakes for ordinary use. Instead of separately attaching each rocker
or brake to its bracket or frame, each may be keyed to a cross shaft passing
from side to side, and thus operate connectedly without the employment of the
lever e, a single arm 6 rising from the middle of the shaft to connect it with
the rod d.
A second feature is in the application of guard and guide wheels to the
carriages. These prevent the carriages from jumping so high that the flanges
of the running wheels may clear the rails, and they also prevent friction by
keeping the flanges from grinding against the rails while rolling along. These
guide and guard wheels are placed between each pair of wheels in an annular
or inclined position, as shewn at k in the several Figures. The tyre is
grooved, so that by reason of the inclined position, the inner upper corner of
the rail will be taken in the groove. The groove in the wheel is sufficiently
wide to permit of a little play, and thus the lower flange of the guide wheel is
always under the upper corner of the rail. The usual contact of the guard
wheel in rolling along will be at the bottom of its groove, acting as a tread
against the edge of the rail. This guide wheel may be affixed to the line in
any manner whereby it will be firmly held in the position shewn, and yet be
free to rotate on its axis whenever it comes in contact with the rail in the
oscillating motion of the carriage. It is to be so set in position that its tread
may bear against the rail just before the flanges of the usual running wheels
would touch it, and thus in turning curves, &c., as well as in running on a
straight track, when a strong side wind is blowing, the lateral strain on the
rail is produced by these guide wheels instead of by the flanges of the running
wheels; friction is thereby greatly reduced. Another function of the guide.
wheels is in connection with the brake b; when that is operated the effect is,
as above described, to lift the carriage slightly from the rail, and this lifting is

page_text: resisted by the lower flanges k¹ of the guide wheel k coming in contact with
the projecting part of the rail. The joint action of the brake and of this
wheel, therefore, embracing the rail between them, effects a very powerful
holding upon it, whereby the motion of the train may be effectually and
promptly arrested.
In the annexed Drawings the brakes and guide wheels are represented as
attached to the framework of a truck of common construction, but the highest
degree of efficiency would be attained by attaching both to that portion of the
truck to which the axle boxes are also attached, as thus less allowance would
be required for the play necessary.
-And having now described the nature of the said Invention, and the manner
in which the same is to be performed, I declare that I claim,-
Firstly, the herein-described construction of brake to operate directly upon
the rail, that is to say, having the bearing surface of the break excentric to
the axis of vibration, whereby both the weight of the carriage and its speed
are employed to increase the resistance, substantially in the manner set forth.
Secondly, the combination of the excentric brake with the fixed stop i,
whereby a safety bearing is provided to act automatically when required, as
herein described.
And, thirdly, the combination of the excentric brake with the guide wheels
k, for the purpose of increasing the bearing upon the rail, as set forth.
In witness whereof, 1, the said Richard Archibald Broonian, have here-
unto set my hand and seal, this Seventeenth day of February, One
thousand eight hundred and fifty-seven.
R. A. BROOMAN.
(L.S.)