IMPROVEMENTS IN BREAKS FOR RAILWAY TRAINS
Year: 1878

page_text: LETTERS PATENT to Joseph Clark, of Kensington, in the County of Middlesex,
Engineer, for the Invention of "IMPROVEMENTS IN BREAKS FOR RAILWAY
TRAINS."
Sealed the 24th May 1878, and dated the 16th March 1878.
PROVISIONAL SPECIFICATION left by the said Joseph Clark at the Office of
the Commissioners of Patents on the 16th March 1878.
JOSEPH CLARK, of Kensington, in the County of Middlesex, Engineer. "IMPROVE-
MENTS IN BREAKS FOR RAILWAY TRAINS."
This Invention relates to that class of continuous railway breaks which are
operated by compressed air; it has for its object to improve certain parts of the
apparatus for compressing the air on the engine and certain parts of the break
apparatus on the carriages, to improve the valve, to regulate the pressure of the
air to a uniform standard, to improve the means to enable the passengers to apply
the break in a partial manner, to retard the train without stopping it, and to
improve the means to apply the break automatically when the train passes a signal
post set at danger.
In carrying my said Invention into practice I compress atmospheric air into a
reservoir by a pump which attached to the piston rod or other moving part of
the locomotive engine in any convenient manner; I fit a valve to the said pump,
so that when the maximum pressure of air in the said reservoir has been attained
the said valve shall prevent more air being pumped therein; I fit a pipe with a
valve for conveying the compressed air from the said pump to the said reservoir;
I fit such reservoir in any convenient manner under the engine or tender, and fit it,
with a pressure gauge and safety valve, as may be required.
I convey the compressed air from the said reservoir to work the several sets of
break apparatus on a train by a metal pipe fitted by preference under the carriage
frames, and with flexible coupling pieces to unite the several lengths together on
coupling up the train.
The break apparatus which I prefer to fit upon the engine, tender, and each

page_text: vehicle in the train is as follows (but on vehicles having no break a length of pipe
is fitted to make the continuity of the pipe complete throughout the train):—
I fit upon each carriage a strong cylinder for working by compressed air; I
bolt the said cylinder to the carriage framing and fit it internally with a loose block,
and connect the said cylinder and the said loose block by an inverted sleeve formed
of pliant materials in such a manner that the space above such loose block shall be
air-tight from the space below it; I connect the said. cylinder by a branch pipe to
the pipe along the train, and by it convey compressed air to the space above the
said loose block; I make an air passage, and fit a flap valve or other suitable valve
thereupon in the said loose block to convey compressed air from the space above
the said loose block to the space below it, but the said valve shall effectually pre-
vent the compressed air returning by the said passage, whether the pressure of the
air above the said loose block be equal or unequal to the pressure of the air below
it, or whether the compressed air is caused to act rapidly or slowly therein; I fit
an air vessel in connection with the said cylinder, which I designate 'the receiver,'
and bolt it to the carriage framing; I connect such receiver by a pipe to the said
cylinder to convey the compressed air from the space below the said loose block
into the said receiver; or I connect the said receiver by a branch pipe to the pipe
along the train to convey the compressed air into the said receiver direct; when so
arranged I dispenso with the valve in the said loose block, and I fit a valve of a
similar kind in the branch pipe leading to the said reservoir; to the said loose
block I attach a rod, and connect thereto the break levers (herein-after described);
I fit the said cylinder with a suitable cover, and pass the said rod through an air-
tight gland and stuffing box or cup in the said cover.
It is important for the proper and efficient working of my break apparatus that
a uniform standard pressure of air be maintained in the said cylinder and receiver;
for this purpose I fit upon the pipe for conveying the compressed air along the train,
and near to the said receiver a standard pressure valve. I construct the said valve so
that the pressure of air in the said pipe after it has passed through such valve shall
act on a diaphragm and standard spring or weight to regulate the admission or
stoppage of compressed air from the said reservoir into the said pipe, but the
pressure of air in the reservoir does not act on the said diaphragm.
I am aware that a reducing valve has been used with compressed air breaks in
order that there may be a uniform pressure of air in the pipes connecting the
different break cylinders; but my Invention not only does this but goes further
and secures a uniform pressure from the different reservoirs on the engines, which
may work the train breaks successively on a long journey.
I am also aware that a reducing valve has been used, so that there may be a
higher reserve air pressure in the reservoir on the engine at the command of the
operator, which reservo air pressure it is stated may be applied upon an emergency;
but while my Invention reduces the varying air pressure in the said reservoirs
upon one or several successive engines to a common standard pressure it does not
enable the operator to use such reserve pressure for an emergency for the reason
that it is not practicable to do so.
This improved system of breaks is applied by allowing the compressed air to
escape from the pipe along the train, so that the air which is confined in the said
receivers expands and acts on the loose blocks to work the break levers connected
thereto, but on an emergency the operator would not have time to first augment
the pressure in the said receivers by admitting the reserve air pressure in the
reservoir on the engine thereinto before allowing the air to escape from the pipes to
apply the breaks. On an emergency the operator has at once to apply the breaks
by allowing the air to escape from the said pipe without waiting to increase the
pressure as a preparatory stage, and my Invention enables him to do so effectively.
There are other advantages which, my Invention of a standard pressure valve
secures, such as determining the maximum power of the break to be a little under
the point of skidding the carriage wheels; also when accidental leakage of the main
pipe or connections takes place the air is automatically supplied through the

page_text: standard pressure valve from the reservoir without being supplied by opening a
cock by hand.
My Invention of a standard pressure valve also enables a novel use to be made of
the breaks on the train by the passengers applying them partially, as hereafter
explained. I fit upon the pipe along the train a two-way cock for the purpose of
stopping and starting the action of the said breaks as required. The said cock is
fitted on the engine in a suitable manner for the driver to work it; and for
general use it is screwed on and off slowly so as to apply the breaks steadily,
but for emergency the said screw is lifted out of a notch, and the cock can be
opened full at once to cause the breaks to be applied rapidly. A suitable cock
is fitted on each van to enable the guards to apply the breaks when required.
The aforesaid cylinder and loose block can be attached to work the levers of
any kind of breaks with which the engine, tender, or carriages may be
previously fitted, but by preference I make a more suitable arrangement of break
levers, as follows:-I suspend in slings from brackets, attached to the under
frame of the carriage, four break blocks, and fit horizontal levers to such blocks by
a joint at their outer ends, and connect their inner ends to pulling rods; which
pulling rods are jointed to a bent lever or diagonal strut connected to the rod
of the said loose block, so that when the said loose block is raised, the pulling
rods and levers cause the said blocks to press hard against the carriage wheels to
retard or stop them as usual. I joint the said horizontal levers at or near their centres
to fixed stays bolted or secured to part of the framing of the carriage. Each of the
said slings are of one piece of iron bent to shape, and so formed as to nip the webs
of the blocks between their free ends, thereby preventing such blocks from tilting
when they are clear of the carriage wheels. I fit vulcanized india-rubber pads in
the brackets for the said slings to lessen the tremor on the carriage framing by the
action of the break.
In another arrangement I fit eight blocks to a four-wheeled carriage, so that
the blocks may press upon both sides of the wheel to equalize the strain upon
the axle guards and framing. When so arranged I join the pair of outside
blocks to a cross bar of iron, and I attach such cross bar by pulling rods to the levers
of the pair of inside blocks in any convenient manner..
.
The method of working my improved breaks is as follows:-The air is compressed
into the reservoir on the engine or tender by pumping, as described; from thence
the compressed air is conveyed through the standard pressure valvo, and along the
continuous pipe along the train, and fills the cylinders and receivers described, so
that the whole is charged with compressed air, as regulated by the standard pressure
valve. In this condition the train is ready for running, and the breaks ready for
being applied.
The aforesaid two-way cock is also kept slightly open, so that any small leakage
in the pipes may be replenished from the reservoir on the engine. When the driver
applies the breaks, he moves the said two-way cock by a screw to close the inlet
and open gradually the outlet, to permit the air in the pipe along the train, and
the air in the spaces in the cylinders above the said loose blocks to escape, there-
upon the air confined in the said receivers, acting on the under side of the said loose
blocks, raises them, and by the rods attached thereto, raises the aforesaid bent levers
or diagonal struts and thereby applies the break blocks to press against the wheels
with power due to the difference of the pressure of the air above the said loose
blocks, and the pressure of the air below them. By this method a very gradual, and
when required, a moderate force can be applied to the breaks, which result is also
attained by the aforesaid valves in the loose blocks, not permitting any air to return
by them from the said receivers.
I am aware that in back-pressure breaks of this class a valve has been fitted in
the piston to allow the air to pass from the auxilliary reservoir, when it is
done slowly, and in such cases the break has to be applied somewhat suddenly.
to cause the valve referred to to act; by my Invention, on a slight or gradual
reduction of the pressure in the pipes taking place, is contrived to apply the

page_text: break mechanism in a correspondingly slight and gradual manner; the pressure
on both sides of the loose block being equalized by one standard pressure valve
on the engine, instead of one equalizing valve on each carriage, as hitherto.
When the driver requires to take the breaks off, he reverses the said two-way
cock to close the outlet and open the inlet pipe, by which the compressed air is again
admitted from the reservoir to the said cylinders to fill the spaces above the said
loose blocks, so that the pressure of air is the same upon both sides of them,
when by their weight they descend and relieve the break levers. The breaks may
be used gradually for ordinary work, but the screw, as described, may be lifted out
of a notch, and the said two-way cock opened or shut at once to apply the breaks
rapidly for an emergency.
2
When the train requires to be stopped. specially for the convenience or safety of
passengers, I enable any of such passengers to use them partially in the following
manner: I fit in each carriage a cord which is threaded through the parti-
tions between the compartments, and is somewhat longer than the carriage.
I attach one end of the cord to the handle of an air-cock which is connected by a
pipe to the main pipe along the train, thus when such cord is pulled from either
compartment, it opens the said air cock, and allows the air to escape.
I have already explained that, when the train is running, the driver keeps the
two-way cock slightly open to restore any loss from leakage; the air-cock used by
the passengers permits an escape somewhat in excess of the limited supply by the
said two-way cock, and in this manner the effect of the partial use of the break by
the passengers will only retard the train slightly, but sufficiently to call the attention
of the driver, who can then run the train to a part of the line where he may stop it
with safety. Attached to the said air-cock is a disc which becomes exposed when
the cord is pulled, to indicate from what carriage the use was made, and the
slackness of the cord in a certain compartment in such carriage will indicate the
particular spot from where it was used, to guard against its being wantonly tam-
pered with.
I apply the breaks automatically when the train passes a signal post set to danger,
or where it is necessary to stop the train. I fit a slanting bar dependent from any
convenient part of the train, but by preference I suspend it from the long footstep
of one of the vans. To the free end of such bar I fit a connecting rod to open a
cock fitted to the air pipe along the train in such a manner that, when the said bar
is raised, it opens the cock and the air thereby escapes and applies the break on the
train. I fit a prop or crutch in connection with the signal post apparatus, which
shall be raised or otherwise moved into striking distance with the said slanting bar
when the signal is set at danger. The slanting bar is made several feet long, and
when it is dragged over the said prop or crutch it does not give a shock to the
apparatus. Or I fit the said cock with a back weight and support it by a trigger
in such a manner that, when the trigger strikes the said prop or crutch, it allows
the said back weight to fall, and in doing so, it opens the said cock to cause the air
to escape from the said pipe and apply the breaks in a similar manner.
It will be understood that as the normal condition of the breaks is to have the
pipe along the train charged with compressed air to keep the breaks in a state ready
for working, if part of a train breaks away by accident while running, the con-
nection of the pipe between the carriages also gets broken and allows the air in
the said pipe to escape, whereby the break becomes self-acting under such
condition.
In the pipe leading from the said receiver to the cylinder in connection with the
breaks on the several carriages, a three-way or other cock or valve is conveniently
placed to be worked by hand when required.
In the pipe leading to the pressure gauge I fit a three-way or other cock to
be worked by hand when required to ascertain the pressure of air in the reservoir,
or the main pipe, or in the same after the break is in operation, by means of a single
pressure gauge for that purpose.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Joseph Clark in the Great Seal Patent Office on the 16th September
1878.
JOSEPH CLARK, of Kensington, in the County of Middlesex, Engineer. "IMPROVE-
MENTS IN BREAKS FOR RAILWAY TRAINS."
This Invention refers to that class of continuous railway breaks which are
operated by compressed air. It has for its object to improve certain parts of the
apparatus for compressing the air and certain parts of the break apparatus on the
carriages; to improve the valve to regulate the pressure of the air for a uniform
standard, or nearly so; to improve the means to enable the passengers to apply the
break in a partial manner to retard the train without stopping it; and to improve.
the means to apply the break automatically if the train passes a signal post which
is set at "danger."
In carrying my said Invention into practice I compress atmospheric air into a
reservoir by a pump, which may either be attached to the piston rod or other
moving part of the locomotive engine in any convenient manner; or I actuate the
pump by friction gearing or driving belt, connected to one or more of the axles of
the tender, van, or carriages of the train. I fit a valve to the said pump, so that
when the maximum pressure of air in the said reservoir has been attained the said
valve shall prevent any more air being pumped therein; and when the pressure of
the air in the said reservoir falls below a determined standard the said valve auto-
matically causes a further supply of air to be pumped therein.
I also operate the pump for compressing the air in the said reservoir by a three-
cylinder steam engine, having the three cylinders placed round a common centre at
an angle of about 120 degrees, my object being to have no dead point in starting
the engine. The general construction of such engines is well known, and they are
used for a variety of purposes, but have never been used for compressing air for the
purpose stated. I prefer to construct the steam and air cylinders in line, so that
pressure of the steain may act direct on the air cylinder. The relative diameters of
the steam and air cylinders may either be equal or unequal, according as the
pressure of the steam and the air to be compressed are relative to one another.
I also compress the air by a single-cylinder steam engine, fitted with a fly wheel
in the ordinary manner, but the spindle of the fly wheel is carried up through a
hole in the foot plate of the locomotive to enable the driver to start it if it stops on
the dead centre; and to further provide against such a contingency I fit a valve to
such engine which shall keep the engine running at reduced speed after the maximum
pressure of air has been attained, but without doing any work.
The said reservoir is formed of metal plates, rivetted together, and I tin. or
galvanize it to make the seams air-tight. I fit the said reservoir in any convenient
manner on the engine or tender, or on the van or other carriage. When I fit it
upon the van or other carriage I fit a pipe to convey the compressed air to the foot
late of the engine, to enable the driver by working a cock or valve thereon to
pply and release the break when required; or I fit the cock or valve on the van or
ther carriage so that the driver by pulling a line or other suitable means inay
vork such cock or valve for applying the break in a similar manner.
I fit an
rdinary pressure gauge on the engine and in each van, and connect each of them
y two pipes, one pipe in connection with the said reservoir, and the other pipe in
onnection with the air pipe leading to the breaks; and I fit a two-way cock to
uch pipes in such a manner that by turning it the pressure in either pipe may be
ndicated by the said gauge.
I now proceed to describe more particularly my said Invention, reference being

page_text: Sheet 1.-Fig. 1 is an elevation and Fig. 2 a half plan of the under framing of a
railway carriage with my said Invention fitted thereon.
a is a metal pipe for conveying compressed air along a train; it is provided with
flexible coupling at each end, see Fig. 14, for coupling the several vehicles of a
train tegether. Stop-cocks may be fitted to the pipes on the tender and vans to
close the terminal end of the main pipe when required. A branch pipe a' is led
from the main pipe, having two limbs; one limb, a², conveys compressed air to the 1
receiver b, and in this limb a back-pressure valve is fitted, by preference the one
shewn in Figs. 20 and 21; the other limb, a³, conveys compressed air to one end of
the operating cylinder c, and is fitted with an escape valve c', shewn in Figs. 22
and 23. The said limb a² is fitted to convey compressed air to the other end of the
cylinder c, so that the pressure of air is alike on both sides of the piston in the said
cylinder, and the breaks are thus in their normal state and ready for working.
When the pressure in the main pipe is reduced, by means herein-after explained,
the said escape valve allows the air to escape from the end of the cylinder to which
it is attached, but the said back-pressure valve prevents the compressed air escaping
from the said receiver, the air then passes by the limb a² and expands in the
cylinder c, thereby acting on the piston and rods connected thereto to apply the
breaks with power due to the difference of the pressure of air in both ends of the said
cylinder.
It has hitherto been the practice in breaks worked by compressed air in order to
isolate a carriage in a train, which through defects or otherwise is not required to!
work conjointly with the others, to fit a stop-cock on the branch pipe a¹ to prevent
the compressed air entering such branch or the cylinder c, but instead of this arrange-
mont I fit a two-way cock at, and when the carriage is not required to work I keep
such cock open, which allows the air to escape from that end of the cylinder c and
shuts off the connection with the said receiver b. In this manner the break will
not act, although the air is freely admitted by the limb as to the other end of the
cylinder c; but while I thus attain the same object, to isolate a carriage in a train
from working, my said Invention socures another important advantage in shunting
carriages from the train.
It has hitherto been the practice to fit a stop-cock at each end of the main pipe
on each carriage to prevent the air escaping therefrom when shunting the carriages,
or to fit an escape cock or valve to the receiver b to enable it to be emptied of com-
pressed air when shunting; but by my arrangement I allow the air to escape from
the working end of the cylinder c, and when the main pipe a is disconnected, the
pressure is also released from the other end of the said cylinder without the use of
stop-cocks on the main pipe.
By my Invention a temporary break may be applied to the detached carriages by
reversing the said two-way cock a, so as to admit compressed air from the receiver b
to the working end of the cylinder c; the break may thus be put on and off several
times in a modified degree, which the arrangements in practice hitherto do not
admit of.
The cylinder c may either be bolted to the axle guard or to the carriage under
framing in any convenient manner.
The receiver b is formed of metal plates rivetted together, and tinned or gal-
vanized to render the seams and joints thereof air-tight, and protect such plates from
rust; it may be fitted to the framing in any convenient manner.
The break blocks, by preference of cast iron, may either be formed and fitted to

page_text: press on the tread of the wheel or on the flange and outer edge thereof, as shewn in
Figs. 2 to 6.
I fit a novel horizontal balancing lever d to each break block, and connect them
by pulling rods e, as shewn in Figs. 1 to 6, so that when the air is expanded in the
cylinder c, such blocks may be pulled on opposite sides of the carriage wheels.
The Figs. 3 to 6 are also to be fitted with air pipes and receiver, as shewn in
Figs. 1 and 2.
These five modes of applying my novel horizontal balancing lever d are the usual
modes I adopt, but I do not restrict myself thereto, as others of a similar kind can
be easily arranged with the said lever.
The break may be fitted on one or both sides of the carriage as may be desired.
Sheet 2.-Fig. 7 is an elevation, and Fig. 8 a half plan of a railway carriage
under frame with my Invention fitted thereto.
a is the metal pipe, as in Figs. 1 and 2; the branch a' conveys compressed air to
the cylinder o above the piston, and the branch a² conveys compressed air to the
receiver b, and is fitted with a back pressure valve, as in Figs. 1 and 2; a³ is a pipe
for conveying the compressed air from the receiver b to the cylinder c under the
piston therein, so that when the pressure in the main pipe a is reduced the pressure
of air above the piston is also reduced, and the air in the receiver b is expanded,
thereby raising the said piston, and applying the break.
The general arrangement is similar to that described under Figs. 1 and 2, but no
escape valve is used. The air withdrawn from the top of the said cylinder is
allowed to escape by the starting cock, worked by the driver or guard.
In the arrangements previously described for applying my novel horizontal
balancing lever d, they were intended to be applied to one or both sides of a
carriage, but in the present Figures they are fitted so as to be applied to both sides
of a carriage. I fit the said cylinder c at or near the centre line of the framing, and
it may be either perpendicular and connected to expanding struts for working the
pulling rods e, as shewn, or be fitted horizontally, and be connected to an upright
lever o, as shewn in Fig. 1.
The receiver b may be fitted to the framing in any convenient manner, and is
connected to the cylinder c by a branch pipe a³ fitted with a two-way cock a¹ for
the purpose previously stated. The said two-way cock is fitted with a rotating rod
or other suitable means to enable it to be opened and shut by hand from each side of
the carriage.
Fig. 9 is an elevation, and Fig. 9a is a transverse elevation of the friction wheel
and gearing of the pump for compressing air by an axle of the tender or van.
a is the axle, upon which is the clip b, against which the friction wheel c rests
when pulled by the rod d, which is operated by compressed air being admitted to
the small chamber e through the pipe f, and is regulated by the valve g, see enlarged
section, Fig. 10. When the friction wheel c is brought into contact with the
revolving clip b, motion is communicated to the crank h by the wheel gearing, and
works the air pump h¹. The air is admitted by a rose head and valve on the other
side of the pump (not shewn), and is expelled by the valves and pipe i, which
conveys it to a reservoir suitably placed on the tender or van. The spring k is for
throwing the wheel c out of contact after the pressure in the chamber e is relieved
(herein-after explained).
Instead of the friction wheel c I operate the pump by a driving belt in any
suitable manner.
Fig. 10 is an enlarged section of a self-regulating valve to admit the air to the
chamber e, Fig. 9, when the pressure falls below a given standard, and to relieve
the air pressure in the said chamber when the maximum pressure in the reservoir is
attained. A pipe is fitted from the said reservoir to the inlet at a, and a pipe is
itted from the outlet b to the said chamber. The standard spiral spring c presses
on the diaphragm d on one side, and the air in the said reservoir presses on the
other side of such diaphragm ; when the pressure of air is less than the power of

page_text: the standard spring c the slide valve e, attached to the stem e¹, continues in the
position shewn, and compressed air passes by the open port m through the outlet b ;
and by charging the chamber e, Fig. 9, the pump is set to work. When the
pressure in the said reservoir is increased to the maximum required, the air pressing
on the diaphragm & compresses the spring c, and the slide valve e covers the inlet 5
port m and opens the exhaust n, which thus throws the pump out of gear. The
nut fis for adjusting the power of the spring c. For starting the pump at first,
before any air is confined in the said reservoir to operate it in the manner described,
a lever or other mechanical means is applied to temporarily force the friction wheel
c, Fig. 9, in contact until a moderate force of air be obtained; or, if several vans be 1
in the train, a bye-pass pipe may be fitted from the main pipe to charge the
reservoir requiring to be started, and which has been supplied by the other
reservoirs already charged.
Sheet 3.-Fig. 11 is an enlarged section of the cylinder c, Figs. 1 to 6.
a is a cast-iron piston in which is fitted, in any convenient manner, the piston 1
rod b, to which is connected the pulling rods of the break gear. The break genr
may be of the kind previously described or of any other kind of lever break to
A collar c, of leather or
which pulling rods may be attached to work the same.
other suitable material, is fitted in the cup of the said piston, and secured by the
plate & and screws e; f is a cup leather to make an air-tight joint with the piston
The cylinder may have a
rod, secured by the plate g or other suitable means.
cover on one or both ends, and is provided with a suitable flange to bolt it to the
axle guard or part of the carriage under frame in any suitable manner; h is an
inlet to which a pipe is fixed connected to the said receiver, Figs. 1 and 2; i is an
inlet to which a pipe is fixed connected to the main pipe along the train, so that
when the pressure is reduced in the pipe i, the air expands in the said receiver and
presses upon the piston a and operates the breaks, as previously explained.
Fig. 12 is an enlarged section of ny standard pressure valve and cock for
operating the break.
a is the pipe leading from the resorvoir of compressed air on the tender or van;
b is the pipe leading to the train, previously described as the main pipe. When
the plug of the cock c is turned, as shewn, the air in the pipe b escapes at c¹, and
the breaks are applied as explained in Fig. 11. The parts of the said cock are
arranged to give a larger exit than entrance for the air, so as to apply the breaks
more rapidly for emergency than would ordinarily be required to release them.
When the plug of the cock is moved round, as in Fig. 12ª, the outlet port c¹ is
closed, and the inlet port c², which was fully opened in the act of moving it round,
remains slightly open by a bye-pass, shewn by the dotted line, to compensate for
The said bye-pass is a
accidental leakage in the pipes and fittings on the train.
narrow slit or groove in the said plug. The arrows indicate the direction of the
air when the said plug is set as described.
I now describe my standard pressure valve, which may be fitted in any con-
venient manner in the pipe for conveying the compressed air to the train. d is a
rotating disc valve, shown in plan at d¹, having a stud e connected to the stem f
which stem is held in the position shewn by a standard spring 7 or weight, in
which position the valve d is open to admit air from the said reservoir to the inain
pipe b; but when the pressure of air in the pipe b, acting on the diaphragm h, is
sufficient to compress the standard spring g, the valve d is closed. This valve d
may be made as a slide valve or of any other shape as may be convenient.
I am aware that a reducing valve has been used in breaks, operated by com-
pressed air, wherein the pressure of air in the pipe leading from the reservoir is
made to act on the said diaphragm; but while such valve will reduce the maximum
pressure in such reservoir in a determined ratio, it does not provide a standard
pressure of air in the pipe along the train, therefore by causing the compressed air
to act on the diaphragm h, after it has passed the valve d instead of before it, the

page_text: important object of maintaining a uniform pressure of air in the pipe b, or nearly
so, is attained. i is an adjusting nut for the spring g.
Fig. 13 is the bracket and hand gear for moving the cock in Fig. 12; it is fitted
on the engine and each van in any convenient manner, and is connected to the plug
of the said cock by the rod a, so that by moving the quadrant lever the said plug
is also moved, and the index pointer indicates the position of the same. For
ordinary stoppages and to apply the break on the train steadily, the hand wheel b
is turned slowly; but in order to apply the break in as short time as possible, for an
emergency, the hand wheel b is raised out of the gap c in the cast bracket c', and
the said cock can be thereby opened full instantly. Instead of the screw, a pinion
on the hand wheel b, working in a rack on the bar d, may be used.
Fig. 14 is an enlarged section of the flexible coupling pipe and connection between
the carriages. a is the flexible pipe, which I form of strong woven hose, and render
the same air-tight by coating it with gutta percha dissolved by bisulphide of carbon
or other solvent, and may be applied to either or both the internal and external
surfaces. b is a metal cap, having the said pipe fitted therein by the ferrule c or
other convenient manner. d is a handle or lever jointed in the lugs e, one on each
side. is an india-rubber or other suitable washer to give an air-tight joint to the
cap b, which is held in its position when the lever d is forced down in the position
shewn. is the main pipe fitted along the centre, or nearly so, of the carriage,
having a metal socket 9 on each end. h is a branch for working the arrangement
for the passengers' use, see Fig. 28.
Fig. 15 is a sectional elevation of one form of cylinder for working compressed
air, and the receiver for containing a supply of compressed air to act on the under
side of the block a when the air pressure is reduced on the upper side thereof. b is
a section of the main pipe; c, a branch fitted therein to convey compressed air to
the spaced in the cylinder c. The air passes by a hole f, and flap valve g, and
channel h, and pipe i to the said receiver k. When the pressure of air is reduced in
the pipe b, as before explained, the flap valve g prevents it escaping from the said
receiver, and the confined air expanding raises the block a, and the stem connected
thereto works the break levers and pulling rods attached to it, or other break
gearing to which it may be attached. 1 is an inverted sleeve secured by hoops, or
in any suitable manner, to the said block a and cylinder e, so as to make an air-
tight connection, and allow the former to move freely inside the latter. I prefer to
make it smaller at one end than the other, that the said movement may be more
easily made. The said sleeve is formed of stong canvass rendered air-tight by a
solution of gutta percha in bisulphide of carbon or other suitable means.
cup leather or gland of any suitable kind to make an air-tight passage for the said
stem to pass through. n is the two-way cock, previously described, for isolating a
carriage from working in the train, or for applying the break in a partial manner
for shunting purposes. In its normal state it is set as shewn, but when required, as
stated above, it is turned partly round to allow the air to escape by the port n¹.
The receiver is bolted to the carriage under frame in any convenient manner, and
is formed of metal plates rivetted together, and tinned or galvanized to render the
seams air-tight and prevent the said plates rusting.
m 18 &
Sheet 4. Figs. 16, 17, and 18, shew three of the methods I use for supporting
the break blocks.
a is a strong bracket, which by preference is of cast iron. Between its two
sides I suspend the break strap b by the pin c, in such a manner as to prevent
lateral divergence of the said strap. The hole d is slightly oval, and the springs
shewn in 16 and 17 are fitted in such holes. There is a slotted hole in
the centre of the said strap b in Fig. 16 to pass the spring 16a through, but this
spring fits tightly against the sides of the said hole. The spring 17 fits tightly on
the outside edges of the strap b. The object of these springs working in the oval
holes in the said bracket is to cause the blocks on the opposite sides of the carriage
wheels to fall back from such wheels an equal distance when the breaks are released,

page_text: and as the blocks wear the said strap slides along the said springs. The cast-iron
blocks d are fitted to the straps b in any convenient manner.
My novel horizontal lever, previously described, is fitted in the gap e, or upon
each side of the end of the strap b at f, or to the link g, which is kept in nearly a
horizontal position by the rod h.
Fig. 16b is a plan of the block d fitted against a section of a tyre.
Fig. 19 is an elevation, and Fig. 19ª another view of the same, of a block & hung
by links b to allow lateral movement of the said block for radial axles, or those
which have transverse movement in respect of the framing. The said links bare
jointed on the horns of the nuts c, which nuts are carried on the centre pins e¹.
The links 6 clip the bottom nut c tightly by means of the bolt f to prevent the
block & from tilting upon the wheel when the break is off.
Figs. 20 and 21 are full size sections of two methods I prefer to make the back
pressure valve referred to in Figs. 2 and 7. The compressed air enters at a, and
passes under the flap b, which may be of leather or other suitable material, and is
discharged at c. e are binding screens to fix the flaps in position. The middle
web may either be cast solid with the tube, or be made of a plate and the tube
cast around it, as shewn in Fig. 20.
Fig. 22 is a full size section of the escape valve I prefer to use, referred to in
Figs. 1 and 2; the compressed air enters at a, and passes underneath the flap b,
which may be of leather or other suitable material, and is discharged at c. When
the pressure of air is reduced in the pipe a, the air which has passed the flap b
presses on the cup leather l, or other suitable air-tight piston, and raises the valve d,
which allows the air to oscape by the hole e until the pressure is reduced to equal
that in the pipe a. The spring is to sent the valve d when the air pressure is
alike on both sides of the cup leather l, and may be dispensed with if the valve is
fitted in a vertical position, when its weight would be sufficient to seat the valve d;
gare passages leading to the pipe c.
Fig. 23 is another form of valve for the same purpose; but instead of the valve d
this valve is formed of an internal tube sliding inside the neck i, and when the
compressed air re-acts on the cup leather Z the internal tube slides and uncovers
the port k.
Fig. 24 is a reduced plan of one arrangement I use for connecting the pump for
forcing the air into the receiver previously described. a are the steam cylinders,
which are fitted with pistons and inlet and exhaust ports, as usual with engines of
that class. The cylinder b is for the air; it is fitted with a piston in the usual
manner, and is connected by the piston rod c to the three-cylinder engine in any
convenient manner. It is also fitted with valves for the admission of air, and with
valves d for discharging the same into the said reservoir (the former are on the
other side of the said cylinder and not shewn); e is the pipe leading to the said
reservoir. The pipe for conveying the steam to the said engine and other necessary
fittings are not shewn, as the construction of such engines is well understood.
Fig. 25 is a section of the valve I use for regulating the admission of steam to
the single-cylinder engine previously described for pumping air into the said
reservoir; compressed air is conveyed from the said reservoir by the pipe a and
presses upon the cup leather or piston b, which acts on the standard spiral spring c.
When the pressure of air is sufficient to compress the said spring it moves the said
piston and rod & and turns the cocks e and f; the cock e reduces the admission of
steam when the maximum pressure of air has been attained, and at the same time
the cock fis opened to discharge the air from the compressing cylinder, so as to
relieve the pressure of air therein, and to keep the engine running at reduced speed
without doing any work, as before stated. A bye-pass may be cut in the cock e to
attain the same object more effectually.
Fig. 20 shews a diminishing cock for admitting compressed air from the said
reservoir to the main pipe along the train, so as gradually to relieve the pressure of
the break blocks as the speed of the train is diminishing, and so prevent when

page_text: desired the skidding of the carriage wheels. This cock is an ordinary one, with a
small port, and is fitted in any convenient manner to convey compressed air
between the reservoir, or the pipe leading therefrom, to the said main pipe along
the train, and is worked by a driver or guard after they have applied the operating
cock, Fig. 12, for stopping the train.
Fig. 27 is a section of the valve arrangement I use for the compressing pump
when I attach it to the piston rod or other moving part of the locomotive engine,
to be worked thereby. a is a part of the barrel of the said pump, which I fit with
a plunger or piston in any convenient manner; b is a perforated plate; c, an inlet
valve, which I prefer to fix to a spring plate; d is an exhaust valve, also fitted to
a spring plate. A delivery pipe is fitted to the socket e. An air duct f conveys
compressed air to act on the upper surface of the diaphragm g, which when the
maximum pressure of air is attained compresses the spring h, and causes the stem
to obtrude against the buttom i of the said inlet valve, so that it thereby prevents
the said valve closing, and allows the air to escape by the said inlet valve after the
maximum pressure has been attained.
Fig. 28 is an end elevation of part of a railway carriage with my Invention to
enable the passengers to use the break in a partial manner, as previously explained,
fitted thereon. a are two lines carried along the carriage and made fast at the
terminal end. They may either be supported in. eyes and carried on the outside,
or be passed through holes in the partitions between the compartments. The said
lines are attached to eyes b, so that when the passenger pulls a line at either side
of the carriage he throws the lever c, which opens a small stop-cock & and projects
the signals e. The pipe d' is connected to the pipe h, Fig. 14, so that when the
stop-cock & is opened it allows the air to escape slowly from the main line of pipe,
but in sufficient quantity to call the attention of the driver by retarding the train
without stopping it. The driver can then admit a sinall supply of air to the main
pipe to counteract the effect of the cock d, and thus run the train to a place on the
line where he can stop it with safety. Or instead of the lines, a one line ƒ may be
fitted at or near the centre line of the carriage, and be connected to the lever c, as
shewn by the dotted arm g.
.
Fig. 29 shews a part of my Invention to apply the break automatically when the
train passes a signal set at danger, as previously explained. a is a stop-cock fitted
on the engine, tender, or other vehicle in the train; b is a pipe connected to the
main pipe along the train, so that by opening the cock a the compressed air is
allowed to escape from the said main pipe and apply the break. The handle of the
cock a has a stud c, which rests on a projecting flange of the pendulous lever c
working on its fulcrum f. Fig. 20 is an arm with a projecting stud g, which arm
is fitted in any convenient manner to the permanent way, and is raised and lowered:
at the same time as the signal arm of the line by being connected in any suitable
manner with the mechanism for working the same; it is placed within striking
distance of the limb h, which by coming in contact therewith swings the lever c,
and the handle of the cock a falls, assisted by a weight or spring, and thereby opens
the cock as required. When not required to act the limb h is turned upwards,
and the stud c rests in the seat i.
Fig. 30 is a part of my Invention to prevent the chain in continuous breaks from
being dragged through the train on such chain being accidentally broken. I fix a
safety pin or bolt in any convenient manner in the path of the said chain in such
a manner as to allow the ordinary chain to pass over the pullies, but shall prevent.
the larger coupling hook on the end of such chain from passing. a is the safety
pin or bolt; 6 is the ordinary chain used in such breaks; and c is the larger
coupling hook attached to the end of the chain b; one or more of the said safety
pins or bolts may be fitted as required.
Having thus particularly described and ascertained the nature of the said Inven-
tion, and the method of performing the same, I further state that I do not restrict
myself to the precise details herein described and illustrated; because, from the
J.

page_text: nature of the said Invention, these may be considerably modified without departing
from the chief characteristics of the said Invention, but I specifically claim as
novel,―
Firstly. The general arrangement of break levers and pulling rods, substantially
as described under Figs. 1 to 8.
Secondly. The application of the horizontal balancing lover, as described under
Figs. 1 to 8.
Thirdly. The method of isolating a carriage from working, and for applying the
break in a modified form for shunting purposes by means of a two-way cock, sub-
stantially as described under Figs. 1 and 2.
Fourthly. The combination of the air cylinder with expanding struts for working
the pulley rods of the break, substantially as described under Figs. 7 and 8.
Fifthly. The method of compressing air by a pump driven by one or more of the
axles, substantially as described under Figs. 9 and 9a.
Sixthly. The application of a self-regulating valve, substantially as and for the.
purpose described under Fig. 10.
Seventhly. The method of starting the pump by a temporary lever applied
thereto, and also by charging the reservoir by a bye-pass pipe from the main pipe,
substantially as described.
Eighthly. The application of the air cylinder, substantially as described under.
Fig. 11.
Ninthly. The standard pressure valve, substantially as described under Fig. 12.
Tenthly. The cock for operating the breaks, also the diminishing cock for
relieving the pressure of the breaks as the speed of the train is reduced to provent
the skidding of the carriage wheels, substantially as described under Figs. 12, 12ª,
and 26.
Eleventhly. The method of operating the breaks from the engine when the
reservoir for compressed air is carried in the van, substantially as described.
Twelfthly. The method of indicating the pressure of air in the reservoir and in
the main pipo along the train, substantially as described.
Thirteenthly. The hand gearing for working the operating cock, substantially as
described under Fig. 13.
Fourteenthly. The flexible coupling tube and connections, substantially as
described under Fig. 14.
Fifteenthly. The application of a solution of gutta percha for rendering the tube
and sleeve air-tight, substantially as described.
Sixteenthly. The cylinder, sleeve, and flap valve, substantially as and for the
purpose described under Fig. 15.
Seventeenthly. The method of mounting the cast break blocks, substantially as
described under Figs. 16, 166, 17, 18, 19, and 19a.
Eighteenthly. The application of a regulating spring for break blocks, sub-
stantially as described under Figs. 16a and 17a,
Nineteenthly. The back-pressure valve, substantially as described under Figs.
20 and 21.
Twentiethly. The escape valve, substantially as described under Figs. 22
and 28.
Twenty-firstly. The application of a three-cylinder steam engine for working the
pump or pumps for compressing air, substantially as described.
Twenty-secondly. The regulating valve for a single cylinder steam engine, sub-
stantially as described under Fig. 25.
Twenty-thirdly. The passing of the spindle of the steam engine for pumping the
air through the foot plate to enable the driver to start the same when on the dead
centre.
Twenty-fourthly. The self-regulating valve, substantially as and for the purpose
described under Fig. 27.

page_text: Twenty-fifthly. The method of enabling the passengers to operate the break in
a partial manner, substantially as described under Fig. 28.
Twenty-sixthly. The method of applying the break automatically, substantially
as described under Figs. 29 and 29a.
Twenty-seventhly. The application of a safety pin for holding the coupling hook
when the chain breaks accidentally, substantially as described under Fig. 30.
In witness whereof, I, the said Joseph Clark, have hereunto set my hand and
seal, this Fourteenth day of September, in the year of our Lord One
thousand eight hundred and seventy-eight.
TAMATT
T
JOSEPH CLARK. (L.S.)