CERTAIN IMPROVEMENTS IN MACHINERY OR THE APPARATUS FOR STOPPING OR RETARDING RAILWAY OR OTHER CARRIAGES, APPLICABLE ALSO FOR THESE PURPOSES IN REGARD TO OTHER ENGINES OR WHEELS
Year: 1845

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, FREDERICK
HERBERT MABERLY, of Stowmarket, in the County of Suffolk, Clerk, Master
of Arts, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of Great Britain, bearing date at
Westminster, the Tonth day of February, (One thousand eight hundred and
forty-five,) in the eighth year of Her reign, did, for Herself, Her heirs and
successors, give and grant unto me, the said Frederick Herbert Maberly, my
exors, adñiors, and assigns, Her especial licence, full power, sole privilege and
authority, that I, the said Frederick Herbert Maberly, my ckors, adñiors,
and assigns, and such others as I, the said Frederick Herbert Maberly, my
exors, adñiors, and assigns, should at any time agree with, and no others, from
time to time and at all times thereafter during the term of years therein
expressed, should and lawfully might make, use, exercise, and vend, within
that part of Her Majesty's United Kingdom of Great Britain and Ireland
called England, Her Dominion of Wales, and Town of Berwick-upon-Tweed,
in the Islands of Jersey, Guernsey, Alderney, Sark, and Man, and also in all
Her Majesty's Colonies and Plantations abroad, my Invention of "CERTAIN
IMPROVEMENTS IN MACHINERY OR THE APPARATUS FOR STOPPING OR RETARDING
RAILWAY OR OTHER CARRIAGES, APPLICABLE ALSO FOR THESE PURPOSES IN REGARD
TO OTHER ENGINES OR WHEELS;" in which said Letters Patent is contained a
proviso, obliging me, the said Frederick Herbert Maberly, to particularly
describe and ascertain the nature of my said Invention, and in what manner

page_text: the same is to be performed, by an instrument in writing under my hand and
seal, and to cause the same to be enrolled in Her Majesty's High Court of
Chancery within six calendar months next and immediately after the date
of the said in part recited Letters Patent, as in and by the same, reference
being thereunto had, will more fully and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
Frederick Herbert Maberly, do hereby declare that the nature and intention of
my said Invention is the construction and application of improved machinery or
apparatus for the purpose of retarding the speed or of stopping the progress
of railway or other carriages on railroads or other public ways, and that the
methods by which this purpose is executed or carried into effect are in manner
following:-
I construct and apply to such aforesaid carriages a break or breaks, simul-
taneously to each of the wheels of each such carriage composing an entire
train, or to as many of the wheels of each such carriage, or to as many
carriages as in practice the circumstances of the case may render expedient.
The said break or breaks are so constructed and arranged that they may be
readily and effectively applied to the wheels of carriages when, by the tortuous
or curvilinear course of a railway, such carriages form or make considerable
angles of inclination with each other, and this whether such angles of inclina-
tion are horizontal or vertical. The construction and arrangement of the
mechanical parts by which the said carriages are connected to each other pro-
vides an efficient facility in applying the break or breaks to their action on the
wheels, and also effectively prevents the carriages from running off from or
quitting the rails. The joints or pieces by which the carriages are so connectod
to each other have free motion in any and every direction within certain limits,
which limits are obvious in their construction, and such free motion thereof
provides against and compensates for the play or action of the springs of the
engine and the tender. Each carriage of a train is made to check or stop the
progress of the carriages immediately next to or in juxta-position therewith,
in or nearly in the line of their centres of gravity, and operates a simultaneous
check to the oscillatory motion of the carriages. The construction and arrange-
ments also provides, a method of placing such aforesaid break or breaks into
or out of action by the operation of the hand of an assistant or breaksman
acting in any part of the train, and that either by the means of a lever or a
screw of quick action, by one of these means singly or by both of them in
a combined action, or by the hand of the engineer applying at once the power
of the engine for such purpose, whereby the engine itself will be stopped, as
well as put on the breaks of the whole train. 1 divide or separate cach

page_text: passenger carriage into two portions or parts horizontally, for the purpose of
obviating the effects of collisions and abrupt stoppages, in manner herein-after
described; and I construct the foot-board on which the engineer is stationed,
together with the guard railing round him, to slide backward and forward in
like manner to obviate the effects to him of collisions and abrupt stoppages,
also in manner herein-after described. I construct and apply a speaking tube.
having flexible joints, by means of which the engineer and the guards; can
exchange instantaneous communication regarding the putting the, breaks into
or out of action, or other matter that may be required, and they are placed
in a line with or parallel to the direction of the break rods, and immediately
above the upper one. I make the flexible joints of india-rubber, or other
suitable and elastic substance, or similar to the joints of gas pipes; such joints
allow of a moderate degree of angular movement or deviation without any
such dislocation as prevents a. due transmission of air and of sound through
them. A piece of piping with a joint of this kind, and screwed at each end,
will connect the horizontal tubes together. Vertical tubes are connected with
theso horizontal tubes, and one of these is conveniently placed for the
mouth and car of the guard, and the other also conveniently. placed for
the mouth and car of the engineer; the tubes are attached to the framework,
and give the means of signalising as required. I construct and apply an
apron to the front of the lower part of the engine carriage, in such a manner
that if the engineer or any assistant be thrown off from the carriage by the
effect of an abrupt stop or otherwise, such person may be caught by the apron
and prevented from falling to the ground; I also so make and apply such
apron that any person or thing accidentally lying on the railway shall be taken
up, and so preserved from destruction by the wheels of the train.
. I also construct and apply curtains of thick leather or of sheet iron, or other
suitable material, along the outer side of the lower part of all the carriages of
[a railway train, in order to prevent the accidental fall of persons from such
carriages upon or into the track of their wheels. I further declare that the
particular methods by which I carry such my aforesaid Invention into practical
effect to be described in manner following, having reference to the accompany-
ing and hereto annexed Drawings, with their letters and numeral figures
thereto affixed for the purpose of such reference.
DESCRIPTION OF THE DRAWINGS.
In the Drawing No. 1, Figure 11 represents a side elevation of the nia-
chinery for breaking the train, the general plan of a locomotive engine being
shewn in dotted lines; Figure 2 represents a horizontal plan of Figure 1,

page_text: taken below the line X, X, of that Figure; Figure 3 represents a vertical
section of the framework A, A, A, of the Figure 1, taken through the line
Y, Y, of that Figure.
In the Drawing No. 2, Figure 1 represents a longitudinal section of the
Figure 2 of that Drawing; Figure 2 represents a transverse section of the
Figure 4, taken through the line A, B, of that Figure; Figure 3 represents
a side elevation of the component machinery and arrangements; Figure 4
represents a horizontal plan of the Figure 3; Figure 5 represents an end
elevation of the Figure 3.
In the Drawing No. 3, Figure 1 represents a side elevation of the machine;
Figure 2 represents a longitudinal section, taken through the line A, B, of the
Figure 3 Figure 3 represents a horizontal plan of the Figures 1 and 2; and
Figure 4 represents an end elevation of the Figure 1, taken at the end E of
that Figure; Figure 5 represents a transverse section of the Figure 3, taken
through the line C, D, of that Figure.
In Drawing No. 1, Figure 1, B, B, shews the outside framework of the
engine; A, A, other framework, morticed into or attached to B, B; D*, D*,
a grooved wheel, or wheel carrying a strap or chain a, a, which passes round
the rigger D, D, attached to the engine driving wheel C, C; F, a rod attached
to the wheel D, and also to the crank on the axle H, revolving in the
framework B, B; I, a lever, moving upon its fulcrum J, and raising or lower-
ing the wheel D* D*, by its spindle K, to which the lever is attached by the
arm L, and so causing the spindle to move up and down through the groove
M, and thus raising or lowering the wheel D*, D; N, N, break rod of flat
or round iron, passing along the middle of the engine framing, as shown in the
Figure 2, and above the axles of the wheels E, E, C, C, and from the lever
O to the wheel G, to each of which the break rod N, N, is attached at its
extreme ends, as shewn in the Figure; O, a lever handle, attached by a pivot
p, on which it works, to the framework B at its end, as shewn, and working
the break rod N, N, backward and forward by means of the pin P moving in
the groove Q in the front of the framework B, to afford steadiness of motion to
the handle O and break rod N, N; G, a grooved wheel, fixed on the middle of
the spindle or axle H, which passes from side to side of the engine frame;
R, R, are hooked chains, fastened to the wheel G, as shewn in the Figure, one
of such chains to its upper surface, and the other to its lower; N*, N*, shew
portions of break rods of the first carriage, attached to the engine, and passing
the one over and the other under the axles of the wheels of such carriage, and
attached to the hooks of the chains R, R, by means of links, as shewn in the
Figure S, S, are links thrown over the pins T, T, and by which the carriages

page_text: are attached to each other; U is a spiral spring or screw, by which the links
S, S, are prevented from getting, off the pins T, T; V is a portion of the end
of a railway carriage, linked to the engine; Z are the points of impingement
of such first carriage and of the engine. There is the same arrangement on.
the other side of the engine, except that there is only one break rod to the
engine, and only one wheel G, and one lever O. A rod passes along in front
of the engine, and connects the levers I at their ends e, so that manual power
acting on this rod and pushing it down raises the wheels D*, D*. W is a
spring set in the front of the engine, holding down the connecting rod of the
levers I, which rod passes in front of the engine. a, a, is a strap or chain
passing over the grooved wheel D, D*, and also round the rigger D, D;.
r, g, is the guard railing, which protects the engineer's position; f, g, the foot-
board of the engineer's place.
In the Figure 2, N, N, is the break rod; G is the wheel to which it is
attached at its upper side being set on the same axle; R, the upper chain, as
shewn in Figure 1; S, S, the links by which the first carriage is attached to
the engine by means of the pins T, T; U is the screw or helical spring which
holds and prevents the links from flying up; Z is the point of impingement of
the engine and the first carriage; F, F, are the rods connecting the wheels.
D", D, with cranks & on the spindle II, one of which rods and wheels are shewn
in the Figure 1; D, D, are riggers attached to the engine wheel, as shewn in
Figures 1 and 2; a, b, a, b, exhibit the form of that end of the engine to
which the first carriage is attached. The wheels are here shewn on the inner
side of the framework, and the rigger on the outside of the engine wheel, as in
Figure 1 of the Drawing No. 1, but whether the wheels of the engine are on
the inside or on the outside of its framework is of no moment, so that the.
wheels are set at the same distance from each other as that of the wheels of
the other carriages. Figure 3 represents a vertical section of the upper
framework A, A, A, in Figure 1, as herein-before described.
In the Drawing No. 2, Figure 1 shews the under carriage; N*, N, are
the break rods passing through the middle of the under carriage, the one being
above and the other below the axles of the wheels; d, d, are plates connecting
the break rods N*, N*, together by circular bolts passing through cach, as
shown in the Drawing; e, e, a square axle on which the plates d, d, are
fixed, which axle is fixed across the machine at right angles to its sides;
and moves partially round in brasses fixed to the sides, as shewn in
Figure 3 of Drawing No. 2; O, a hand lever by which the break rods N*, N*,
to which it is attached, this may be actuated in a backward or forward
direction, and so the breaks of each carriage, and the breaks of the entire

page_text: train may be thrown into or out of action; B, B, the framework of this
carriage; ff, is the grooved side in which the corresponding side of the upper
carriage slides; 9, 9, aro inclined planes on which the ends of the side of the
upper carriage pass up and down; h, h,.a helical spring attached to the fore
part of the under carriage to prevent the effects of a violent concussion; i, i
are side springs attached to the lower carriage to provent the effects of violent
oscillation; S, S, are links connecting the carriages- and the break rods;
T, T, are holding pins for the links to be thrown over; V, V, are the ends of
the carriages as linked together; j,j, are dotted lines representing the upper
carriage resting on the bed of the lower carriage; b,.b, are bolts passing
through the plates d, d, and also through the break rods N*, N*, in order to
connect them together. Figure 2-is a transverse section taken through the
line A, B, of Figure 4.
In the Figure 3, k, k, shews the upper carriage; 1, 1, are the springs of this
carriage; m, m, the clasps of springs with receiving eyes or rings for the rods
P, p; n, n, the receiving eyes or rings fixed in the framework of the under
carriage; p, p, a rod passing through the eyes or rings of the springs, and
through the eyes or rings n, n, fixed in the framework of the under carriage,
and so connecting the under and the upper carriages together, but allowing
the upper carriage to slide along the rod p, p; 2, %, a break piece having a
limited backward and forward motion upon the under carriage, and carrying
the breaks u, p, into or out of action; ", r, are pieces attached to the upper
part of the framework of the under carriage in order to retain the piece 9, 2
in its place; s, s, a groove and pin for the like purpose; t, t, are small rollers
between 7, 7, and the framework above it, to render the motion of q, q, smooth
and equable; u, p, u, p, are breaks put on by the break piece q, q; *, v, a
crank on the axle of the plates of the break rod, having a groove in it and
Being connected with the break piece by means of a staple, and moving the
break piece with a back and forward motion, and so putting the breaks u, p
into or out of action; w, w, are breaks put into or out of action by the ends
of the bolts passing through the plates d, d, of the break rods, the ends of the
bolts being connected with the breaks, as -shewn by the pieces a; a is the
piece connecting the breaks w, w, and by means of which the bolts passing
through the plates of tlie break rods throw these breaks into or out of action;
Y is the eye or ring of p, p, through which a screw.passes into the framework
B, B, rendering p, p, fixed; u, u, are screws or helical springs to secure the
rings S in their places.
Figure 4 is a horizontal plan of the under carriage taken in an inverted
position; N*, N* is the lower break rod; d, d, are the connecting plates of

page_text: the break rods by means of bolts, as shewn in the Drawing; b, b, are the bolts
connecting the break rods by means of their plates. The long bolts b; b, pass-
under the framework of the under carriage, and so throw the breaks into or
out of action by their connecting pieces x, x, to which the bolts b, b, are
attached; Y, Y, are the eyes or rings of the rods p, p, fixed as herein-before-
described. Figure 5 is an end clevation of the Figure 3.
In the Drawing No. 3, Figure 1, B, B, shews the side framework of tho
engine; g, c, grooves in the framework cut entirely through it, so that the
bolts b, b, can work into and through them; s, t, are flat pieces attached to
the break piece q, q, and also to the ends of the bolts b, b, which pass through
the framework B, B, by means of the grooves g, e, as shewn in the Drawing.
These flat pieces are cranked in order to allow them to pass the wheels, as
shewn in Figure 3, and thus the moving of the break rods backwards and
forwards, the bolts b, 6, by means of the flat pieces s, t, carry the break piece q, q,
in a backward and forward direction, and thus throw the breaks u, p, u, p,
into or out of action; one of these is attached loosely or by a spring to g, 9, 9;
c, k, are double cranks fixed on the ends of the axles c, e, herein-before
described; but in this case, this axle projects beyond the framework, and is
made square at its ends to carry the cranks c, k; the cranks c, k, are also
attached to the ends of the bolts b, b. B, b, are double breaks, one upper and
one lower, one of which is fixed on the upper end of the double crank c, k,
and the other on the lower end of the same; these cranks are moved in
backward and forward directions by the bolts b, b, and by the square ends of
the axle e, e, conjointly, and thus the breaks B, b, are thrown into or out of
action; and when one side of the upper break is put on the upper part of one
wheel, the reverse side of the lower break is put on or under the lower side of
the reverse wheel, and vice versa. Similar breaks to B, b, are put upon the
other double crank c, k, and when such breaks are used it is not intended to use
the break piece q, q, q, or the breaks u, p, u, p, u, p. The lower break B, b, is
grooved or flanged in the same manner as the wheels, that the carriages may
not be exposed to the danger of being forced off the rails should such breaks
be used. To give more steadiness of action to the breaks B, b, the ends of the
crank pieces c, k, are let into them, and the bolts b, b, pass through the break
pieces, and so through the crank pieces, whereby these breaks B, b, can have
liberty of motion in an upward and downward direction as required, and are
kept steady by springs s, p, fixed on the axles c, e, pressing against the sides of
tle breaks B, b, as shewn in the Drawing. In the Figure 2, B, B, shews the
framework; N, N, are the break rods; d, d, are the connecting plates of
the break rods; b, b, are bolts passing through those plates, and also through

page_text: the break reds; c, e, are the axles on which the plates d, d, are fixed. Thus, it
is sufficiently obvious that by moving one of the break rods in a backward or
forward direction 'the other will also be moved in an inverse direction, and
thus the bolts b, b, will cause the break pieces 9, 7, 9, to be moved in a back
and forward direction, and so throw into or out of action whatever breaks are
attached to these picces, or any breaks that are attached to the bolts b, b,
themselves; the ends of the lower bolts b, b, pass under the framework of the
carriages, while the upper ends pass through the framework by means of the
grooves g, c. If no lower breaks are used, then the ends of these bolts need
not pass to the outside of the framework, or if no upper breaks are used, then
the grooves g, c are not needed, as these bolts are not required to pass through
the framework. This will be sufficiently obvious by reference to the Figure 5.
Figure 3 is a horizontal plan of the Figures 1 and 2. Figure 4 is an end
elevation of the Figure 1, as seen from the extremity E of that Figure.
Figure 3 is a transverse vertical section of the Figure 3, taken through the
line C, D, of that Figure. The action of the combination is as follows:-
The carriages and their break rods being connected together, and the break
rods of the first carriage being connected to the chains R, R, and the lever
handle O, or the rods F, moving the wheel G, of Drawing No. 1, it is obvious
that the break rods N, N, must also be actuated, and all the corresponding
rods of each carriage throughout the entire train will be thus moved in a back
and forward direction; the plates d, d, which are attached to these break
rods by the bolts b, b, will be moved, and the bolts b, b, themselves with what-
ever is attached to them, and thus the break pieces q, q, q, seen in Drawing
No. 3, at Figure 1, which break pieces are attached to the bolts b, b, by the
flat pieces s, t, will be moved, and also the breaks attached to these break
pieces or which may be moved by them; the breaks B, b, which are attached
to the bolts b, b, will also be moved back and forward, and also the cranks c, k,
for these cranks have the same motion as the bolts, being on the same axle d, d,
and consequently moved in the same direction as the bolts b, b, which attach
the plates d, d, and the crank c, k, and the break rods N*, N*, together by
passing through all of them, so that when N*, N*; receive a back and forward
motion, they communicate a corresponding motion to all these pieces, as
also to all the break pieces or breaks attached to such said bolts, whether
mediately or immediately. The hand levers O, according to the nature of the
breaks, may be used to put them on and off'; these hand levers are sometimes
moved back and forward by a quick-threaded screw actuated by an additional
lever attached to an upright piece fixed upon the under carriage, by which
means increased power is given to the said hand levers. In some cases this

page_text: object is effected by a pulley and rope attached to the upright piece mentioned
in the description of the former arrangement, and by the rope to these hand
levers; or this same object is effected by forcing down the connecting rod of
the levers I, whereby the breaks will be put on or taken off the whole train as
the direction of the engine wheel might be, as putting down the connecting
rod of the levers I raises the riggers D*, D*, and tightens the straps or
chains a, a, and causes D, D, by means of C, C, to turn D*, D, and so by
means of rod F, to turn or move partly round the axletree H of the wheel G,
and so by means of the chain's R, R, to move the break rods N*, N*, back-
wards and forwards, so that they put on or off the breaks as herein-before
described. If riggers be put on the ends of the spindle II, straps or chains
might then pass direct from the riggers D, D, over the riggers of the spindle II
of the wheel G, and then it would only be necessary to tighten the straps by
levers I, connecting them with these straps by rods with a small pulley in
them at their end through which the straps or chains must run, and then D, D,
would turn these riggers, and so the spindle II of the wheel G, and so would
the chains R, R, be moved backwards and forwards, and so the break rods, &c,
and so all the breaks would be put on and off. In this arrangement, when the
straps or chains are not in operation they must be kept off the riggers by
means of springs, which will also prevent the said straps or chains from trailing
on the ground, so if the riggers D, D, be cogged, as also those riggers on
axletree H, then by straight cogged pieces kept in gear with riggers on
axle II, and pressed down in this case on cogged riggers D, D, by the levers I
lengthened, and so placed as to do it, would engine wheel C, C, turn the riggers
on axle II, and so the wheel G on this axle also, and so cause the chains R, R,
to move backwards and forwards, and so to put on or off the breaks. When
the hand lever O, of No. 2, Figures 1 and 3, put on and off the breaks, then
these levers must move on an axle running right across the machine, or on a
pivot so placed as to answer the same purpose, and thus when these handles
are moved backwards or forwards the breaks are so moved and so put on or
off. Thus there are various ways of putting on these breaks, both by hand
and also by the engine, and any contrivance that powerfully moves the break
rods N*, N*, will do it. It is unnecessary, may be, to state that it is not needful
to adopt all the parts of these improvements to render the other available, as
this is evident. The carriages, to give increased efficacy to these improve-
ments, as appears according to the statements already made, and from the
Drawings, are divided into two parts, an upper and an under carriage. The
upper carriage k, k, k, moves backwards and forwards along the under carriage
by means of the clasps m, m, of its springs 1, 1, and the rods p, p, and betwee:

page_text: the grooved sides f, f; in which motion it is impeded by the sprial springs h, h,
and by the inclined planes g, g. This contrivance being altogether to prevent
the fatal effects of collisions and of very sudden stoppages, as thus; that is, by
these contrivances, the passengers are not thrown off their seats and dashed
one against another, or if this takes place in any measure, its violence is abated
materially, for upon a collision the upper carriage does not immediately stop,
but travels on with the passengers, and up the inclined planes g, g; and thus
also the passengers on the back seats have a motion backwards, which is what
they want to meet the jerk forwards, and by thus raising the fore part of the
carriage the back of the carriage is inclined from the backs of the back or
hind passengers, and the bottom of the carriages under their feet being thus
also raised in front, they are placed in the best position to withstand any violent
shock. Moreover, by these contrivances taken together, when there is a
collision the under carriages receive the shock, and so the upper would be
saved, and so the passengers. Moreover, as the railing. r, g, is a sliding
railing, sliding backwards and forwards by the side of the engine and engineer's
foot-board f, d, doing the same under the engine, or between the engine and
its carriage, upon any sudden stop or collision this railing and foot-board slide
out, and the engineer is thus saved being jerked off the engine. If it were not
thought good to connect all the carriages as now proposed, yet some of them
might be so connected, and thus from these would be derived an effectual
break and great safeguard against running off the rails. The outside half of
the flanged part of the wheels might be notched or cogged, and so the upper
breaks of the break pieces q, q, might be cogged or notched, as also the breaks
put on by these pieces, and then immediately these breaks come in contact with
the wheels, they will be drawn on by them, and so every wheel will be stopped
at once, and a child might put on these breaks; and if in this method there was
any difficulty in getting them off they might be put on immediately by the
bolts b, b, to which they might be attached, and then they would be pressed or
drawn down on the wheels and lifted off, and so as easily put off as on; but
if these notched or cogged breaks are detached from the break pieces q, q, and
are not made too tapering, and are confined loosely at their smooth ends
between the break pieces and a pin in the framework of the carriages, then
these breaks would be slid on and off easily by the break pieces by means of
two pins in them, and one in each break; this latter pin working between the
two formner, the two former thus moving the breaks backward and forward,
and so off and on. These breaks may be iron or wood or brass backed with iron,
the last probably the best. The flanges of the wheels of the engine carriage
might be similarly cogged or notched, and the engine wheel also, by its rigger

page_text: D, D, and then by-the cogged side pieces connected with the break: rods;;thesca
wheels may also be stopped while tlic engine wheels put on the whole.of.the
breaks in this case; if it is so desired: Reversed straps (passing over: the riggers]
put on the engine wheels; and over riggers on the other wheels of the engine,
carriage,) being tightened, would make these wheels break each other, as well)
as concur in breaking the train; and any of the wheels of any of the carriages:
might be so made to break each other, and any of the wheels of the carriages>
might be used to put on the breaks of the whole train; any breaksman.indeed,
by pressing down a click attached to the break picces q,.q, on any cogged,
wheel, might thus simply and powerfully break all the train. And it should]
be remembered that it is more the manner of putting on and off the breaks,
and connectedly, than the breaks themselves, that I claim, and that I claim no
exclusive use of any break now in use, save as to my own manner of putting it
.on and off.
2
The carriages of the trains would be best connected, by the universal ball)
joints, as shown by the Drawings, and the ends of the carriages made. or
rounded with grooves in the ends of the carriages of the form.of a V, to give:
liberty to the spindles of these joints to play up and down as the ends of the
carriages may rise the one somewhat above the other in going along, but to
play up and down only, and not sideways at all, that is, by means of these
grooves, but only sideways by means of these joints themselves, as it is shewn
in the Drawing No. 4, which represents these joints. The side ends of the,
trains should be connected also by loose chains, but sufficiently short to prevent;
there being any leverage upon the universal joints by any inclination of the
ends of the carriages towards each other when taking any curve of the rails.
These universal ball joints and bolts, and all the parts should be very strong..
Buffers there need not be, save at the extreme ends of the train, though there,
is no objection to them, and they would be a benefit in keeping the train'
steady, but they would be in the way of the men connecting the carriages,
- together, and be dangerous to them; and so it would be better to have spiral,
springs or something of this sort than buffers, and these spiral springs might;
be loose pieces with chains in them, and so brought and fastened on the side
ends of the carriages after the carriages are coupled together. Indeed loose
spring buffers of this kind with chains in them might casily be formed so as to.
act as coupling chains and buffers also to the trains.
.
In Drawing No. 4, Figure 1 represents the universal ball joint before,
mentioned, by which I think it best to connect the trains; it speaks for itself,
and scarcely needs explaining. The pins a, a, go quite through the ball, and,
as near to each other as possible, so as to miss each other. The spindles, as

page_text: appears, are forked and worked at right angles to each other, and must be so
placed when connecting the carriages that one fork of each ball is kept in a
plane perpendicular to the horizon, and the fork of the other in a plane parallel
to the horizon. Handles or fastenings must be fixed, therefore, somewhere on
these spindles to place and confine them in the proper situations for this neces-
sary purpose. There should be also grooves in the ends of the trains in the form
of a V to allow these spindles to work up and down in them in a perpendicular
direction, which they will thus easily do if required. This is to aid the uni-
versal joint in this action, but these grooves must allow of no lateral action of
the spindles, as all this or the inclining of one end of one carriage to another
must be through the universal joint itself. The ends of the carriages in this
case should be semicircular ball ends, or rounded vertically and horizontally, to
allow free action to the universal joints, which they will have every way thus
assisted by the foregoing grooves. The Figure 2 represents the half of the
flange of the wheel cogged or notched, and breaks of a similar description,
each put on by the break piece. The one however loose from the break piece,
and brought on as a wedge, and the other brought on more directly. Other
breaks might be put on by the break pieces or by the bolts b, b, described in
Drawings Nos. 2 and 3, as for instance, such breaks as attached to the frame-
work would embrace by bands or riggers the carriage wheels, and by tightening
these break bands mediately through the instrumentality of levers, or imme-
diately by the break picces or bolts b, b, of the Drawings Nos. 2 and 3, would
these breaks be put on. In Figure 3, these following breaks are principally
intended for common carriages:-
The first break of this kind. A, axletree of the carriage; N, tho nave
of the wheel of the same, with four square nuts upon it to act as cogs called
cog nuts, as shewn in the Drawing; D, the cog nuts of the nave; B, the
break piece with hole or collar in it, and bent down short and close to the.
collar in the form of a hook or ketch with a square end to fall between the
cog nuts of the nave; N, H, its lever handles; C, its hole or collar; Q, its
square hook or ketch; S, the spindle of the break piece, strongly bolted on
the axletree A, but somewhat above it at its end next the nave; P, the screwed
pin or arm of this spindle extending in a horizontal direction along the inner
side of the nave and above it, and carrying the break piece by incans of its
collar, which works on it; this pin or arm is sufficiently above the collar of the
break piece for the collar to work freely on it clear of the cog nuts. Thus
the break piece B, being fastened upon its pin or arm P by a nut on its
screwed end, is readily moveable upon it, and by raising the handle II, its
square hook or ketch Q immediately falls between the cog nuts D upon the.

page_text: nave, and renders the wheel thus nearly unable to move backwards or forwards,
and thereby breaks it; and if the lover handle be kept up, the wheel continues
as aforesaid. This contrivance may be applied to both wheels, and by uniting
the lever handles H by a rod passing from one to the other, then by raising
this rod, both wheels are broken in the same manner; a spring or ketch is
requisite coming from the axle or side of the carriage to the handle II of B, to
keep such handle steady, and a treadle or string, as shewn at a, may be used
to put this break on or off.
Figure 4 shews a second break of this kind. A, the axletree of tho
carriage; N, the nave of the wheel without nuts; S, the spindle of the
break; P, the screwed pin or arm of this spindle; B is the break piece,
but somewhat different from that shewn in Figure 3, inasmuch as though
it works by a hole or collor on P, as before, yet now it has no hooked end,
and the handle is now converted into a leg; I therefore now call Ba
break foot, and to it is attached a piece in the form of a fork, with a small
wheel revolving in the fork upon a spindle passing through the wheel and the
sides of the fork, and which fork and wheel I call its foot, or the foot of the
break piece. The upper part of this fork being made square or turned at
right angles to its side or leg, the moment it, that is, this part of the fork, comes
in the direction of and in contact with the rim of the carriage wheel, it is forced
down by such wheel, and while the carriage wheel is stopped by this operation
the little wheel of the break foot is brought to the ground if its leg is long
enough to allow it to come there, which it should be; and thus while the
wheel of the carriage is broken or stopped, the little wheel turns, and while
thus the carriage itself is not quite broken by the friction of the little wheel or
wheels (if there be another apparatus of the same kind on the other side) on
the ground, then horses cannot readily get away with a carriage, and it will
descend a hill readily with any load without requiring a horse in it, or at least
to exert any backward force against the carriage to enable it to come down
safely.
This break may be brought up by a spiral spring, or indeed by any other
spring, bringing the break or holding it out of the direction or line of the
wheel, and then it is put on by à lever moved by the foot or hand, the foot
rather, as a main part of my Invention in these matters is the way of putting
on the breaks, and this part is one, that of putting the breaks on by the foot;
and this lever causing the break piece to slide down a piece, so fixed on the
axle or carriage as shall bring the break piece in front of the wheel. C, the
collar, as in the Figure 3; H, the leg, as in the Figure 3; F, the foot.
Figure 5 shews a third break of this kind. A, the axle of the carriage;

page_text: N, the nave of the wheel, cogged all round; S, the spindle of the break;
P, the screwed piu or arm of this spindle; B, the break piece, acting now as
a lever, and.now made much thicker on the handle side of its collar, and in
this thickening .there is a small roller fixed; the hook and the thickness on
the hook side is removed, and on that side it is rounded and presents the
appearance of a collar working on P. w, a straight cogged piece with its
cogs downwards, (though it might be bent if needed,) moving between the
cogged nave N and the spindle S, with the collar or hole of the break piece
lever handle upon it. Y, the break, suspended either from the hinder part of
the carriage or from the axle, and acting upon the wheel either above or
below the axle; to this break Y is attached the straight cogged piece w,
moving between N and the collar of B. w is supported or held up by a
spring that keeps it out of gear with the cogged nave N, but when the lever
handle is pressed down, this forces w into gear with N, and then N drives w
along, and so brings the break y attached to it tight against the rim of the
wheel, and by this means the nave of the wheel breaks the rim, while it is
broken itself in so doing. If this hinder break acts below the axle it should
be attached direct to the cogged piece w, and have its foot end similar to that
of the break piece of the second break, and thus it would be drawn directly
against the lower part of the hinder wheel, and be somewhat like a roller
behind the wheel, though it would break the wheel in great measure as though
it were before the wheel.
I make a further modification for breaking carriages thus:-Let a strap
passing spirally round the nave of the wheel be attached to a break, either
before or behind the wlicel, this strap being tightened by a lever, which may
be done by a foot lever, would draw such break close to the rim of the wheel
and break it. This band must be kept in its position by light springs attached
to the axle or carriage frame.
I make another modification for breaking carriages thus:-Let a band of
iron be attached to the pin P, shewn in Figure 3 of Drawing No. 4, above
the nave, or to the carriage itself, embracing the navo N of the wheel, and let
this be drawn tight by a foot lever, this would act as a break; and this would
make a very pretty and simple break, easily put off and on, and tolerably
ceflicacious, and if the band and nave were roughened it would be quite so, and
particularly if applied to both wheels by an united treadlo.
I make a further modification for breaking of carriages thus:-Let a loose
rigger be put upon the axletree of the wheels, and a strap or chain be
attached to such rigger at its rim, and to the hinder or fore break, fixed to the
hinder or fore part of the carriage, or to the arm P by a collar, and let this

page_text: rigger have a pm or two in it, so placed that when brought in contact with
the nave these pins should come between the cog nuts of the nave, and then
this rigger would be forced round by the same, and so by its attached chain
would these breaks.be brought in contact with the rim of the wheels and stop
them. The breaks in this case should be attached to pieces swinging back-
wards and forwards on pins perpendicular to the horizon, and immediately
under the framework of the carriage, so that these pieces should be in the
same horizontal position, notwithstanding their swinging; they may be thus
easily and effectually brought on the rims of the wheels by the turning of the
riggers as aforesaid. In this way the breaks and their pieces would be held
off by springs, and put on by the foot, the springs acting behind and the foot
before.
These breaks shewn at Figure 3 of the Drawing No. 4, as regards the said
band breaks of all others would be perhaps the most easy of application aud
the most efficient for railway breaks, as the same being put on by levers,
these levers might be attached to the bolts b, b, of the break rods, and so might
put them all on instantly, or these bolts might be drawn over and against
these levers, and so force them down; a spring to each bolt might be made
to take off itself, or this might be done by a weight counterbalancing the
weight of the levers, when the bolts b, b, were drawn back. These break
bands being lined with brass, much unpleasant noise would be done away with,
and if the nave of the wheels (or riggers fixed in them to make them larger
which would be better,) were roughened, and the brasses likewise, or each a
little indented, the breaks would then be instantaneously effective; a brass
rim might be better put on the rim of these naves or riggers aforesaid than
within the break bands.
The attaching point of these break pieces and levers in railway carriages
must be at the side of the framework, as the axles themselves are rotatory.
Common carriage wheels might be stopped most readily by a cogged wedge
held by a spring in front of the opening between the collar of break piece B
and the nave, and drawn on by the foot by an attached piece to the wedge
also. The spring would take off this break when the the carriage was
stopped.
Having now described the nature and intention of my said Invention, and
also in what manner the same is to be performed, I now declare that I do not
claim any portions of what is herein-before described or represented in the
Drawings which are obviously old or in known use, any further than as
regards those particular applications of them to the purposes of my Invention,
which of necessity I must use in the organisation of those portions of my said

page_text: Invention that are essentially new, such said new points of. my Invention con
sisting in the particular modes of arrangement and the particular combination
of parts, together with the principles of construction upon and according to
which such particular modes of arrangement and such particular combinations
of parts are made, and by which the same aro carried into practical effect;
such the modes of arrangement, combinations of parts, and principles of con-
struction being in the manner as I have herein-before specified, described, and
set them forth.
In witness whereof, I, the said Frederick Herbert Maberly, have hereunto
set my hand and seal, this Ninth day of August, in the year of our
Lord One thousand eight hundred and and forty-five.