NEW OR IMPROVED BRAKES FOR RAILWAY TRAINS
Year: 1875

page_text: LETTERS PATENT to William Allan, of East Lenton, Prestonkirk,
in the County of Haddington, North Britain, for the Invention of
T
AD
DATA THING "
Scaled the 24th March 1876, and dated the 12th October 1875.
PROVISIONAL SPECIFICATION left by the said William Allan at the
Office of the Commissioners of Patents, with his Petition, on the
12th October 1875.
I, WILLIAM ALLAN, of East Lenton, Prestonkirk, in the County of
Haddington, North Britain, do hereby declare the nature of the said
Invention of "NEW OR IMPROVED BRAKES FOR RAILWAY TRAINS," to be as
follows, that is to say :-
This Invention which relates to new or improved apparatus for
braking, that is to say, stopping or retarding railway trains, consists
of a shaft carried on the framing of the locomotive engine, and geared
to the driving or other shaft thereof by means of friction wheels or
discs, or by bevil, spur, or other equivalent gearing. The first-mentioned

page_text: shaft is also gcared with a windlass shaft placed under the rear part
of the engine, or under the tender, bevil or friction wheels being
preferably employed for that purpose. To the windlass shaft the ends
of two ropes or chains are secured, which, after being conducted round
the said shaft are led round antifriction rollers or pulleys, and con-
nected at each end of the buffer beam to the brake apparatus of the
foremost vehicle composing the train.
This apparatus consists of sliding bars extending along both sides
of the carriage frame, or of one bar at or near to the centre thereof,
and to which the upper ends of levers are attached, the lower extremities
of the said levers being fixed on cross shafts hung in brackets secured
to the carriage frame. Two cross shafts are placed at both ends of the
carriage, and situate one on each side of the wheels, brake blocks to act
on both sides of the wheels being also secured to the said shafts. On
a bar placed across the buffer beam two, three, or more hooked rods are
formed or fixed which enter radial slots formed in brackets fixed to the
ends of the next carriage or vehicle. One hooked rod is provided for
each of the longitudinal bars herein-before referred to, the hooked rod
between them acting together with its bracket as the coupling proper
between the vehicles. The longitudinal bars are connected to the chains
or ropes, and they also act upon or are connected to the bars placed
along the buffer beam, which bars are hinged or jointed at a distance
from both ends.
When it is desired to apply the brakes the shaft first roferred to is
geared with the driving shaft of the engine, the windlass is thereby
rotated, and winding on the chains or ropes draws forwards the the
longitudinal bars, whereby the brakes are applied to both sides of the
carriage wheels. Such action of the longitudinal bars has also the
effect of folding the movable portions of the transverse bar forwards,
this being permitted by the radial slots through which the hooked rods
on the said movable portions are passed.
When the train has been stopped or its motion retarded to the desired
extent springs acting on the movable portions of the cross bar return
the longitudinal bars to their normal positions, and so release the
brakes.
A pawl acting on the windlass is or may be provided to prevent the
action thereof whilst backing the train.

page_text: In lieu of arranging two of the hooked rods to be acted upon by the
brake mechanism, as herein-before described, each of the said rods on
the cross shaft may be made to act as rigid couplings between the
vehicles, the coupling or uncoupling thereof being effected by sliding
the cross shaft from one end of the carriage in such a manner as to
engage or disengage the hooked rods in the radial slots of the brackets
herein-before referred to.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said William Allan in the Great Scal Patent Office on
the 12th April 1876.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
ALLAN, of East Linton, Prestonkirk, in the County of Haddington,
North Britain, send greeting.
suc-
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twelfth day of October, in the year
of our Lord One thousand eight hundred and seventy-five, in the
39th year of Her reign, did, for Herself, Her heirs, and
cessors, give and grant unto me, the said William Allan, Her special
license that I, the said William Allan, my executors, administrators,
and assigns, or such others as I, the said William Allan, my executors,
administrators, or 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 "NEW OR IMPROVED
BRAKES FOR RAILWAY TRAINS," upon the condition (amongst others) that
I, the said William Allan, by an instrument in writing under my hand
and seal, 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 William Allan, do hereby declare
L

page_text: to be performed, to be particularly described and ascertained in
and by the following statement, reference being had to the accom-
panying Drawings, and to the letters and figures marked thereon, that
is to say :-
"
My said Invention relates to new or improved apparatus for braking,
that is to say, for stopping or retarding railway trains, parts of the said
apparatus being also applicable for stopping or retarding the motion
of tramway cars and other similar vehicles wherein brakes are used.
And in order that my said Invention may be properly understood,
I now proceed more particularly to set forth the system, mode, or 1
manner in or under which the same is or may be used or practically
carried into effect, reference being had to the annexed Sheets of
Drawings, and to the letters and figures marked thereon, that is to
say:
On Sheet 1 of the Drawings hereunto appended Figure 1 represents
in longitudinal section the ends of two railway carriages coupled
together, and with the brake apparatus constructed in accordance
with my said Invention applied thereto.
Figure 2 is a plan of the carriage frames and of the brake apparatus.
Figure 3 is a diagram plan of the mechanism by which the brakes a
are actuated in stopping or retarding the train, and as shewn on the
Figure referred to; such mechanism consists of a shaft carried on
the framing of the locomotive engine, and geared to the driving shaft B
thereof by means of friction wheels or friction discs; bevil, spur, or other
equivalent gearing may be employed for that purpose. The friction
wheel x, or its equivalent on the shaft A, is provided with clutch or
other similarly suitable mechanism for gearing it with the wheel a on the
shaft B when it is desired to put on the brakes, and a box or receptaclo
is situated above the said wheels, from which, when the apparatus is in
action and is discharged on to the wheels, to promote frictional contact a
of their bearing surfaces. The shaft A is also geared with a windlass
shaft C placed under the rear part of the engine or under the tender,
and to the shaft C the ends of two ropes or chains are secured which,
after being conducted round the said shaft, are led round antifriction
rollers or pulleys d and connected to the brake apparatus seen at 3
Figures 1 and 2, Sheet 1, of the Drawings, or to that shewn in plan
on Sheet 2, and which is herein-after more particularly referred to.

page_text: The brake apparatus shewn on Sheet 1 consists, as more clearly seen
at Figure 2 thereof, of sliding bars D extending along both sides of the
carriage frame, and to which the upper ends of levers E are attached
loosely by bolts or equivalent means. The levers E are centred on
brackets M, and brake blocks c are attached to or hung in their
lower ends.
Under one arrangement of the apparatus (that shewn on Sheet 1)
one brake block only is provided for each wheel, the two wheels at the
same end of the carriage being braked from opposite sides, that is to
say, the wheel at one side is braked in front, and the other from the
rear.
It is preferred to form the bearing sides of each brake block with
two curves or ares, one extending from the upper, and the other from
the under end of the block to the centre thereof, as indicated in dotted
lines at Figure 1, Sheet 1. The under curves or arcs when the brakes
are applied bear against the fronts of the wheels, and the upper curves
or arcs against the backs, an efficient action of the apparatus being by
this means attained irrespective of which end of the carriage is for the
time being the front.
Under another arrangement, not shewn on the Drawings, the lower
extremities of the levers E are fixed on cross shafts hung in brackets
secured to the carriage framing. Two cross shafts are placed at both
ends of the carriage, and situate one on each side of the wheels, brake
blocks to act alternately on both sides of the wheels being also secured
to the said shafts. To one end of each of the sliding bars D a hook g,
seen more particularly in detailed side elevation at Figure 4, Sheet 1,
is attached, and at the other end of each sliding bar a jaw ƒ is similarly
secured. In the outer end of each jaw ƒ a passage or opening wide
enough to let the hook g of the next carriage pass through it is made,
and in the upper part of each jaw a catch h is centred on a pin or stud,
the stem of the catch passing through a slot formed in the upper
side of the jaw. To the catch a counterweight i is attached, as shewn.
Figure 5, Sheet 1, is a detailed front clevation of the catch h.
Immediately or at a convenient distance behind the jaw ƒ a duplex
portion is formed on each sliding bar D, and within the said portion
a lever is centred on a pin 1, as seen at Figure 1, Sheet 1. The
rearward end of the lever k is attached to the upper extremity of the

page_text: catch by a link n, and in connection with each lever a vertical rod o
is provided, and which is preferably placed within the body of the
carriage, though if desired it may be placed at the outside.
As seen more particularly in detail at Figure 6 one end of a bent or
curved lever p centred on a pin or stud q fixed in the end of the
carriage, passes through a slot made in the upper end of each rod o,
the other ends of the said levers p being attached to a horizontal bar
or rod which extends to the outside of the carriage, and is provided
at its ends with handles or spokes.
In making up a train when the carriages are brought together the
hooks on the ends of the sliding bars D of one carriage pass through
the holes in the ends of the jaws on the sliding bars D of the next
carriage, and entering under the catches in the said jaws the coupling
of the sliding bars D of the several vehicles constituting the train is
effected, and the brake apparatus is thereby rendered continuous. To
the sliding bars D on the engine tender a cross bar L is attached, as
seen at Figure 3, Sheet 1, to which the ends of the ropes or chains
hcrein-before referred to are secured.
When it is desired to apply the brakes constructed in accordance
with my said Invention, the friction wheel x on the shaft A, Figure 3,
is geared with the corresponding wheel a on the shaft B, by which
means the windlass C is rotated so as to wind up the ropes or chains b
thereon. The cross bar L and sliding bars D throughout the train are
thereby drawn forwards towards the windlass, and the brake blocks are
thus applied to all the wheels of the carriages constituting the train,
the said blocks whilst being moved into contact with the wheels
describing an arc around the centre or fulcrum t.
When the train has been stopped or its motion retarded to the desired
extent the wheel x is rendered loose on the shaft A by moving out the
clutch in connection therewith, and the brake blocks are released and
returned to their normal positions by the springs S acting against the
arms T bolted to or formed on the sliding bars D, and which springs had
previously in the act of applying the brakes been compressed.
In lieu of the clutch arrangement described in connexion with the
wheel a pawl or its equivalent may be provided in conjunction with
the windlass C to prevent the winding action thereof at times other than
those when it is desired to apply the brakes, or such pawl or equivalent

page_text: arrangement of mechanism may be used in conjunction with the clutch
apparatus, it being explained that I do not confine myself to any par-
ticular method of putting the windlass into and out of gear with the
mechanism by which it is actuated. The motion wheels between the
crank shaft B of the engine and the windlass C may be made of any
desired relative diameter, so as to reduce the speed of the windlass to
the requisite extent. The apparatus hercin-before described for coupling
the sliding bars D of the brake mechanism is also preferably used to
effect the coupling between the draw bars of the carriages, as by this
means the necessity of going between the carriages when coupling and
uncoupling, as is the case when the ordinary coupling links and screws
are employed, is obviated. When it is desired to disconnect the
carriages whose brake apparatus and draw bars are coupled as set forth
the rod or bar 1, Figure 6, is drawn or pushed to or from one side of
the carriage, so as by the action of the levers p to depress or force the
vertical rods o downwards against the free ends of the levers k, which
being also thereby depressed draw the catches h rearwards and upwards
until they are clear of the hooks 9 on the next carriage, thereby leaving
the said carriage free to be moved away.
Under the modification of the brake apparatus illustrated on Sheet 2
of the Drawings hereunto annexed the sliding bars D in lieu of having
vertical levers connected to them, as seen at E, Sheet 1, are connected
to horizontal levers B placed across the carriage frame, and at whose
outer ends the brake blocks C are secured at both sides of the wheels.
The horizontal lever at any side of a wheel is connected to one sliding
bar D only by a pin a, and each such lever is divided into two portions,
which are separately centred on the carriage frame at the points b and c.
Besides being connected to the levers B the sliding bars d are connected
by pins e to a cross lever H, which is centred on the carriage frame at f.
When employed in braking in railway trains the ends of the sliding
hars D are provided with coupling hooks and jaws, as herein-before
described with reference to Sheet 1 of the Drawings; but besides being
used for that purpose the apparatus now under reference is specially
applicable as a brake for tramway cars and other similar vehicles. When
so employed the ends of the sliding bars D are connected to cross bars I,
whose extremities are attached by chains or ropes to staples fixed in
winding drums J, placed one at each end of the framing of the car.
Each drum J is situate on the lower end of a vertical spindle, at whose

page_text: upper end a crank handle or wheel is fixed, by operating which the
driver or conductor of the car applies and releases the brakes. When
the brakes are off the apparatus is in or nearly in the position shewn
in dotted lines at the loft-hand side of the Figure on Sheet 2 of the
Drawings.
The brake apparatus shewn on Sheet 1 of the Drawings may also be
used as a brako for tramway cars by dispensing with the coupling
mechanism and springs for releasing the brake blocks from contact with
the wheels and connecting the ends of the sliding bars D to a cross bar,
as seen on Sheet 2. The brake blocks employed in conjunction with
any of the modifications of my said Invention may either be made of
wood or iron, as desired. In order to indicate to the driver of the train
that all the brakes are full on, a cam or tappet or equivalent mechanism
may be placed on the windlass C, so as to act on a lover communicating
with a bell or gong on the cab of the engine.
Instead of employing a windlass shaft, as shewn at C, Figure 3,
Sheet 1, to apply the brakes to railway trains winding drums suitably
geared with the driving or other shaft of the engine may be used, or
other equivalent mechanism may be employed for that purpose; and
instead of coupling the chains & to a cross bar L connected to the sliding
bars D of the tender, as herein-before set forth, the said chains may be
provided with hooks at their outer ends and coupled to the arms T on
the first carriage or vehicle, or the apparatus may be otherwise varied,
it being explained that I do not confine myself to arrange the apparatus
precisely as shewn on the Drawings hereunto appended, as the same is
capable of being modified without departing from the essential features
my said Invention.
of
Having now described and particularly ascertained the nature of my
said Invention, and the system, mode, or manner in or under which the
same is or may be used or practically carried into effect, I would observe
in conclusion that what I consider to be novel and original, and there-
fore claim as the Invention secured to me by the hercin-before in part
recited Letters Patent is,-
First. The arrangement and construction of brake apparatus herein-
before described, and in part shewn on Sheet 1 of the Drawings, or any
mere modification thereof, and the employment of the same in stopping
or retarding the motion of railway trains, tramway cars, and similar
vehicles, substantially as set forth.

page_text: Second. The apparatus whereby the coupling and uncoupling of the
brake mechanism of one carriage to and from that of the preceding and
succeeding carriages or vehicles is effected, substantially as herein-
before described and shewn at Figures 1, 2, 4, 5, and 6, Sheet 1, of the
Drawings.
Third. The brake blocks formed with two curves or arcs on their
bearing side, substantially as and for the purpose herein-before described
and shewn in dotted lines at Figure 1, Sheet 1, of the Drawings.
Fourth. The arrangement and construction of brake apparatus herein-
before described and shewn on Sheet 2 of the appended Drawings, or
any merc modification of the same, and the employment thereof in
stopping or retarding the motion of railway trains, tramway cars, and
other similar vehicles, as set forth.
In witness whereof, I, the said William Allan, have hereunto set
my hand and scal, this Tenth day of April, One thousand eight
hundred and seventy-six.