IMPROVEMENTS IN RAILWAY BREAKS
Year: 1857

page_text: LETTERS PATENT to Thomas Ingram, of Bradford, in the County of York,
Foreman, for the Invention of "IMPROVEMENTS IN RAILWAY BREAKS."
Sealed the 16th February 1858, and dated the 20th August 1857.
PROVISIONAL SPECIFICATION left by the said Thomas Ingram at the
Office of the Commissioners of Patents, with his Petition, on the 20th
August 1857.
I, THOMAS INGRAM, of Bradford, in the County of York, Foreman, do hereby
declare the nature of the said Invention for "IMPROVEMENTS IN RAILWAY BREAKS,"
to be as follows:-
My Invention relates to breaks known or denominated as continuous breaks
from their taking effect simultaneously on all the wheels of a railway train of
carriages, or on a considerable number thereof.
In one arrangement according to my Invention, I employ a continuous
shaft running throughout the train below the framework of the carriages. This
shaft is formed in separate parts attached to each carriage, but fitted and
adapted for locking to each other when the carriages come together. Each
part is supported in bearings free to move to a limited extent to permit the
free oscillation of the carriages without derangement of the shaft. The shaft
of each carriage consists of a tube, having a sliding piece at each end
furnished with a suitable clutch for taking into the shaft of the adjoining

page_text: carriage. The sliding pieces are constantly forced out by springs for the pur-
pose of elongating and contracting to suit the contact of the buffers. The
coupling clutches consist of plates which have two or more pointed parts
which are received in openings in the plate to which it is coupled, the points
ensuring the proper entrance, while close shoulders occupy the entire space
of the opening, to prevent shake or slack and loss of motion, consequent on
the transmission of power by rotation of the shaft. The sliding ends of the
shafts are connected together by spring catches placed within the tubes. The
breaks or rubbing surfaces depend from each end of transverse shafts, and are
presented thereby to the periphery of the wheels; on these cross shafts are
long longitudinal levers, the free ends of which pass below the central shaft
on which they hang, and are connected by suitable chains, two to each lever,
one of which leads up to either side of the shaft on which they coil as the
shaft is turned round; the turning of the shaft in either direction lifts the long
levers, and so causes the breaks to be forced against the wheels of the train.
When the actuating shaft is released, the breaks are removed from contact
with the wheels by springs or weighted levers, or otherwise.
The power may be applied by the guard in the rear of the train, or by the
engine driver, either by wheel or lever gear, or it may be steam power applied
for that purpose. The transmitting shaft performs only a partial revolution,
and is very quick in its action on the breaks.
In order that the couplings of the shaft may coincide at all times, whatever
may be the depression of the springs, this shaft may be supported by a frame
resting immediately on the axles.
Another part of my Invention refers to another arrangement of apparatus
for actuating continuous breaks. In this arrangement the cross shafts, with
their long levers and break surfaces depending from each end of such cross
shafts, are the same as before, but these levers are connected by chains or
otherwise with arms on a third transverse shaft placed midway between the
other two. The free end of each lever is connected with an arm projecting
in opposite directions from the central cross shaft, so that such levers will be
raised whichever way the shaft may be caused to turn, and so bring the breaks
against the wheels. From the central transverse shafts a lever depends, carry-
ing at the lower part two chain pullies, and also close to the shaft two similar
chain pullies, over which two chains pass, one extended in each direction towards
the end of the carriage, and terminating in spring hooks, by which they are
united to similar chains of the adjoining carriages. A screw swivel is used to
take up the slack of the chain required for hooking, or a screw coupling may
be employed.

page_text: For the purpose of description, I will suppose the chains to be fixed to the
lower end of the central lever, instead of passing over pullies thereon, the use
of which I will herein-after explain. When the chain is pulled at either end of
the train, there being no slack in it, the depending levers of each carriage
will be drawn out of the vertical position, and so causing the central shaft to
rock, the motion of which is transmitted to the break shafts, by which the
breaks are applied, and this by pulling the chain in either direction. When
the chain is released, the dépending levers or arms of the central shafts
assume the vertical position, and the breaks, by their springs or counteracting
force, are removed from contact.
The chains, which are in two parts for each carriage, instead of being fastened
to the depending levers, as supposed in the foregoing, are each passed under
one of the lower pullies before mentioned, and up over one of the upper ones,
and return to other cross shafts placed near the ends of the carriage, to which
shafts the chains are attached; these cross shafts have at each end a spur
pinion, which take into racks formed on the buffer rods, so that when the
buffers are forced inwards, the chain shafts are caused to rotate accordingly,
and so to wind and take up the slack of the chain, created by any compression
of the buffers, by which means the chain of communication is at all times
kept in tension, whatever may be the force exercised to compress or force in
the buffer rods. In order that the wheels may bite the rails when the breaks
are applied, I place sand boxes in front of the wheels, and by motion from
the cross shafts or other parts of the break apparatus, cause such sand boxes
to open, and distribute sand on the rails.
Another part of my Invention relates to the break surfaces applied to the
wheels, which, as well understood, usually consist of pieces of wood forced
against the peripheries of the wheel, and are subject to considerable wear.
Now, in continuous breaks, any unequal wear will soon render some of them
inoperative, or so as not to take effect on the wheels with equal force; to
obviate this, I joint the piece of wood or other material to the arm or lever
by which it is carried at the upper end, and near to the part fixed to the
cross shaft; to the lower end I attach a clawker, which takes into fixed ratchet
teeth, and prevents the face of the wood at all times receding beyond a
certain distance from the wheel. An inclined ratchet slot is placed on each
side of the wood, and fixed to the break arm; a cross pin or bar is placed
through these slots behind the wood, which drops down the slots behind the
wood, in proportion as it is worn away in front, by reason of the motion of
the break arm being always the same, while the wood is prevented performing
the retrograde movement, according to the extent to which it may be worn

page_text: away. The break arm takes immediate effect on the wood by the dropping
pin being held in the inclined ratchet teeth, and acting on the back of the wood.
The wood is removed from contact with the wheel by a spring or weighted
lever, to the extent permitted by the stationary ratchet teeth; the spring or
weighted lever has sufficient power to force the wood back to prevent the
dropping bar or pin falling. By this means the breaks are so regulated, that
they all take effect with equal force, or very nearly so, throughout the train.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Thomas Ingram in the Great Seal Patent Office on the
20th February 1858.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, THOMAS
INGRAM, of Bradford, in the County of York, Foreman, send greeting.
WHEREAS Her, most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twentieth day of August, in the year of our Lord
One thousand eight hundred and fifty-seven, in the twenty-first year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me, the
said Thomas Ingram, Her special licence that I, the said Thomas Ingram,
my executors, administrators, and assigns, or such others as I, the said Thomas
Ingram, my executors, administrators, and assigns, should at any time agree
with, and no others, from time to time and at all times thereafter during the
term therein expressed, should and lawfully might make, use, exercise, and
vend, within the United Kingdom of Great Britain and Ireland, the Channel
Islands, and Isle of Man, an Invention for "IMPROVEMENTS IN RAILWAY
BREAKS," upon the condition (amongst others) that I, the said Thomas
Ingram, my executors or administrators, by an instrument in writing under
my, or their, or one of their hands and seals, should particularly describe and
ascertain the nature of the said Invention, and in what manner the same was
to be performed, and cause the same to be filed in the Great Seal Patent
Office within six calendar months next and immediately after the date of
the said Letters Patent.
NOW KNOW YE, that I, the said Thomas Ingram, do hereby declare
the nature of my said Invention, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement, reference being had to the two Sheets of Drawings hereunto
annexed, and to the letters and figures marked thereon (that is to say) :-
My Invention relates to brakes known or denominated as continuous

page_text: brakes from their taking effect simultaneously on all the wheels of a railway
train of carriages, or on a considerable number thereof.
According to one arrangement, I employ a continuous shaft running
throughout the train below the framework of the carriages; this shaft is
formed in separate parts attached to each carriage, but fitted and adapted for
locking to each other when the carriages come together; each part is sup-
ported in bearings, free to move transversely to a limited extent, to permit
the free oscillation of the carriages without derangement of the shaft. The
shaft of each carriage consists of a tube, having a sliding piece at each end
furnished with a suitable clutch for taking into the shaft of the adjoining
carriage. The sliding pieces are constantly acted on by springs for the purpose
of elongating and contracting, to suit the compression to which the buffers are
subjected. The coupling clutches consist of plates which have two or more
pointed parts, which are received in openings in the plate to which it is
coupled, the points ensuring the proper entrance, while close shoulders
occupy the entire space of the opening, to prevent shake or slack and
loss of motion, consequent on the transmission of power by rotation of the
shaft; the sliding ends of the shafts are connected together by spring catches
placed within the tubes. The breaks or rubbing surfaces depend from
each end of transverse shafts, and are presented thereby to the periphery of
the wheels; on these cross shafts levers are fixed, the free ends of which
pass below the central shaft of communication on which they hang, and are
connected by suitable chains, two to each lever, one of which leads up to each
side of the shaft, on which they coil as the shaft is turned round; the turning
of the shaft in either direction lifts the long levers, and so causes the breaks
to be forced against the wheels of the train. When the actuating shaft
is released, the brakes are removed from contact with the wheels by spring
or weighted levers, or otherwise.
The power may be applied by the guard in the rear of the train, or by the
engine driver, either by wheel or lever gear, or it may be by steam power
applied for that purpose. The transmitting shaft performs only a partial
revolution, and acts immediately on the brakes, by reason of their peculiar
construction and arrangement, as will be herein-after described.
In order that the couplings of the shaft may coincide at all times, whatever
may be the depression of the springs, the shaft of communication may be
supported by a frame resting on the axles.
Another arrangement of apparatus for actuating continuous brakes is as
follows: In this arrangement the cross shafts, with their long levers and
brake surfaces depending from each end of such cross shafts, are the same as

page_text: before; but the long levers are connected by chains or otherwise with arms on
a third transverse shaft, placed midway between the other two. The free end
of each lever is connected with an arm projecting in opposite directions from
the central cross shaft, so that such levers will be raised whichever way the
central cross shaft may be caused to turn, and so brings the brakes against
the heels. From the central transverse shaft a lever depends, carrying at
the lower part two chain pullies, and also close to the shaft two similar chain
pullies over which two chains pass, one extended in each direction towards the
ends of the carriage, and terminating by spring hooks, by which they are
united to similar chains of the adjoining carriages. A screw swivel is used to
take up the slack of the chain required.
For the purpose of description, I will suppose the chains to be fixed to the
lower end of the central lever, instead of passing over pullies thereon, the use
of which I will herein after explain. When the chain is pulled at either end
of the train, there being no slack in it, the depending levers of each carriage
will be drawn out of the vertical position, and so cause the central shaft to
rock; the motion of this central shaft is transmitted to the break shafts, and
the brakes thereby applied, which takes place by pulling the chain in either
direction. When the chain is released, the depending levers or arms of the
central shafts assume their vertical position, and the brakes, by their springs
or counteracting force, are removed from contact.
The chains, which are in two parts for each carriage, instead of being
fastened to the depending levers as supposed in the foregoing illustration, are
each passed under one of the lower pullies before mentioned, and up over one
of the upper ones, and thence return to other cross shafts placed near the
ends of the carriage to drums or barrels, on which shafts the chains are
attached. These cross shafts have at each end a spur pinion, taking into
racks formed on the buffer rods, so that when the buffers are forced inwards
the chain shafts are caused to rotate accordingly, and so to wind and take up
the slack of the chain created by any compression of the buffers; by this
means the chain of communication is at all times kept in tension, whatever
may be the force exercised to compress or contract the buffer rods. Instead
of using racks and spur wheels to communicate motion to take up the slack,
I conduct the chains in the proper direction, and attach them to the buffer
rods, so as to produce the same effect.
In order that the wheels may bite the rails when the breaks are applied, I
place sand boxes in front of the wheels, and by motion from the cross shafts
or other parts of the break apparatus cause such sand boxes to open and
distribute sand on the rails.

page_text: certain distance from the periphery of the wheel B, or surface to which they
are applied, at each time they are applied and removed therefrom. For this
purpose I mount and fix the part A on a plate C, which is jointed at a to the
main arm D of the brake. The arm or lever D is fixed on a transverse
shaft E, which carries one such arm at either end, as seen in the plan, Fig. 2.
The shaft is actuated by the lever F, as will be herein-after explained. The
plate C, which is jointed at a, is furnished with a spring 6, which exerts a
constant force to throw it from the periphery of the wheel, so that as soon as
it is relieved from the force of the main arm D, it being jointed thereto,
the part A recedes from the contact with the wheel. In order to limit
this retrograde movement I joint to the lower end of C a toothed clawker
or rack bar c, the teeth of which take into a pendent piece d, suspended from
the axle guard or other suitable part. The pendent part d is jointed at e,
and is free to swing to a certain extent from right to left. f is a spring,
which constantly presses on the toothed piece c, to insure its catching in the
stop piece d. The object of this arrangement is this:- Whenever-the wood
A is worn away sufficiently, a tooth of c passes through d, and prevents the
retrograde movement of the plate C and block A, excepting to the extent of
motion limited by the swinging of the part d, which is sufficient to give the
brake surface A a clearance from the wheel. It will generally have a
further clearance by the extent of motion that the tooth of c slips backwards
and forwards on the stop catch d. As the lever arm D always recedes
to a given point, it is necessary that the space presented by the brake sur
face A between the arms D and C should be occupied and compensated for, so
that the brake surfaces A may move simultaneously with the levers D. To
effect this; I apply and fix two cheek plates g, g, to the arm D, one on either
side of the parts A and C. In these plates g, g, I form inclined chases h,
having ratchet teeth on one side; through the slots in these two cheek
plates g, g, I apply a cross bar or pin i, which extends across and passes
between the parts D and C. As the plate C recedes from the arm D, by
reason of the wear on A, before explained, (while the arm continues to
describe the same arc of motion,) the space between C and D will increase,
and the bar will have a tendency by its own gravity to descend the inclined
slots h, which it does, and as soon as sufficient wear takes place passes a
tooth in h. By this. means the slack created by the wear of A is gradually
taken up by the bar i descending one tooth at a time in the slots h, so that the
pressure applied by the arm D to plate C and block A is transmitted through
the cheek plates g, g, and bar i, the teeth of h holding that bar at any point
to which it may have descended. Thus the surface of A is at all times kept

page_text: in the requisite proximity to the periphery of the wheels B, whatever may be
the wear upon it, while at the same time a limited amount of motion is always
sufficient to bring the brake surface in contact with the wheel. All the brakes
of a train being similarly furnished and fitted, the same limited extent of
motion serves to apply the whole of the brakes with a pressure very near
equal throughout the train. As before mentioned, the arms D of the brakes
are fixed on cross shafts E, E, each shaft carrying two arms D, one for either
wheel on opposite sides of the carriage, and having a long lever F at mid
length, by which the power is applied to the brakes. The free end of this
lever is attached by short chains 1, l, to eyes fixed in the barrel G, one on
either side. By this means the lever F is raised in whichever direction that
shaft may be caused to rotate. The shaft consists of a long tube M, fitted in
bearings H, H, at either end of the carriage, which bearings are free to
move sideways or up and down to a certain extent, in order to give freedom
of motion to the different carriages so connected. These bearings have a
tendency to remain in a central position by reason of springs pressing thereon
in each direction. Sliding tubes I, I, are fitted and are free to slide in either
end of M, which are furnished with internal springs m, n, the one m tending
to contract the length of the tubes M, I, and the other n tending to elongate
them. The two springs are kept in tension between the cross bars p and q,
and exert their force on the end of I, and on cross pin r fixed therein. The
tube I has slots s in the sides, through which the cross bar q passes; this bar
also communicates the rotating motion from I to M. Kis a catch for locking.
the tube of one carriage to the abutting tube of the next carriage; it is jointed
at t, and is pressed by a spring u, whereby the two catches brought into
contact are caused to engage and hold each other when brought together in
coupling the carriages. One or both catches K are furnished with knobs j,.
whereby they can be forced back and disengaged. L is a coupling plate
placed on the end of each shaft I. Each plate has two square holes v, v, and
two pointed projections w, w. The two projections w, w, of one plate enter
the holes of the other plate L brought in contact therewith when two car-
riages are coupled together. The catches K at the same time engage each
other, and secure the connection until the carriages are to be separated. The
parts w, w, at the shoulders fill the holes v, v, and prevent any slack in the
rotary motion communicated from the shaft of one carriage to that of the other.
Each carriage being similarly fitted, the train when made up will have a
shaft of communication throughout, by which motion may be transmitted to
all the brakes, and the whole applied with equal or nearly equal force
throughout the traiu. In order to communicate power to the shaft M, that

page_text: shaft, as fitted to the guard's van or engine tender, is furnished with a lever,
by which the guard or engine driver may impart rotary motion to the shaft for
the purpose of applying the brakes; or it may be a combination of levers or
other mechanical appliances to afford the means of applying sufficient power
for the purpose.
Sheet B, Fig. 4, représents a longitudinal vertical section of the under
frame of a railway carriage fitted with improved brake apparatus, according to
my Invention; and Fig. 5, a plan of the same. The brake surfaces and parts
C, D, E, F, a, b, c, d, e, f, g, h, and i, are the same as herein-before described.
A modification of this arrangement is also represented in these Figures, which
I will describe herein-after. F, F, are the long levers, fitted as before on the
cross brake shafts E, E. In this arrangement I apply power to the levers F
by connecting them with a pendent arm N, which is supported on a transverse
shaft or fulcrum O, on which it swings or oscillates towards either end of the
carriages, as marked dotted. I attach each lever F by means of two chains
to the arms y, y, of lever N, so that in whichever direction the lever N
oscillates, it raises the levers and applies the brakes. P, P, are rods,
suspended by links 2, as shown, and furnished with connecting chains and
spring hooks Q, or other suitable contrivances for connecting the rods P of
one carriage to that of the next. The inner ends of the rods P, P, are each
furnished with three chains, two short chains 1, 1, connecting them on either
side with eyes. R affixed to the lower end of N, while the third S, passes over
a pulley 2, up over another pulley 3, and thence around a pulley 4 on the
shaft E; having passed round the pulley 4, it separates into two parts S¹, S¹,
one part being conducted to the shoe Ton the end of each buffer rod U, where
it is affixed. Each chain S is similarly arranged and conducted, and each
carriage is fitted in a similar manner. The length of the chains S, S, is
such that sufficient freedom is afforded for coupling the hooks Q, Q, while
they are in a moderate state of tension. When a train of carriages is thus
fitted and made up, it will be observed that any increase of pressure on the
buffers produces no slackness in the chain rods P, P, and their connections, as
any compression taking place on the buffers to force their rods U inwards at
the same time draws upon the chains S', S', and takes up any slack that would
otherwise be created. Thus the connections of P, P, throughout a train will
at all times remain in the same degree of tension whatever may be the force
exerted to compress the buffers. By means of this arrangement of chain
gearing I am enabled to apply the brakes throughout a train by pulling
the coupling rods P, P, at either end of the train. The effect of pulling
the rods P in either direction is to cause all the pendent levers to oscillate

page_text: towards the direction in which they are pulled, and that with a force
according to the power applied for the purpose. The deflection or oscillation
of the lever N, as before mentioned, acts upon and lifts the levers F, F, by
the chains x, x, and so applies all the brakes of a train. In order to apply
power to draw the rods P, I carry a lever up from the shaft O supporting N,
in the guard's van or on the tender, by which the guard or engine driver may
give motion to the lever N, whereby to apply tension to the chains S and
rods P throughout the train. Instead of a hand lever for applying the power,
a chain may be conducted from the inner end of P, in the guard's van or
tender, to a barrel having multiplying gear that will afford sufficient power to
wind up such chain, and so exert the tension on the rods P and chains S,
required for the proper application of the brakes. The brakes having been
applied, the hand lever or other hand gear may be fixed to keep on the
friction of the brakes while the guard or engine driver attends to other duties.
Figs. 4 and 5 represent, in plan and side view, a modification of the brake
apparatus herein-before described. A¹ is the piece of wood forming the
friction surface; this is affixed to a bracket V, which has a socket fitted to
slide on a bar W, fixed to the axle guard or other suitable part; c¹ is the
ratchet toothed rack or bar; and d', the pendent catch link, the only difference
in that part being that the bar c¹ is jointed to the axle guard, while the catch
link d¹ is jointed to the brake instead of vice versa, as before. The spring fis
dispensed with, the weight of the bar c' being sufficient to make its teeth hold.
In this arrangement the arm D exerts its force on the block A¹ by means of a
ratchet toothed rod or bar X, jointed to the sliding bracket. This bar passes
through the lever arm D, which is fitted with a sliding stop piece 6; the
piece 6 takes into the teeth of the ratchet rod X, into which it is pressed by a
spring, or its own gravity may be sufficient for the purpose. The arm D in
exerting its force on the brake surface A', takes effect through the piece 6,
and a tooth of the bar X. At the retrogade movement of D, if the wear on
A¹ has been sufficient to cause the stop link d¹ to take up another tooth of the
bar c¹, an extra tooth will be passed over by the lever D in completing this
movement, at the same time the block A¹ will only be free to slide backwards
(by the force of the spring applied for that purpose) an extent equal to the
limited backward motion of the stop link d', as shown dotted and before
explained.
Fig. 6 represents a modification of my improved apparatus for applying the
brakes throughout a railway train exhibited in Figs. 4 and 5. In this Figure
some of the parts only are shown, it being a longitudinal vertical section of the
lower frame of one end of a railway carriage, but sufficient for the purpose of

page_text: illustration. In this case the pendent lever N is the same as before, excepting
that the chain pullies 3, 3, are not carried by that lever, but are fitted to
pivots 3*, 3*, fixed to the framework. The chain S, also, instead of being
carried direct to the buffer rods, is conducted to drum 7, to which the end is
fixed. This drum is fixed on a transverse shaft having pinions 8, 8, keyed on
either end; these pinions take into racks 9, 9, formed on the buffer rods U.
The effect of this arrangement is, that the slack in the rods P, arising from
the compression of the buffers from any cause whatever, is taken up by the
chain S being wound on the drum 7 by reason of the rotary motion imparted
thereto by the racks 9 and pinion 8, which slack is again given out when the
buffer rods extend, thus keeping the connecting rods and chains always in a
uniform state of tension, for the purpose and precisely as before described.
The arrangement of the other parts of the chain gear are the same as before.
In this Figure I have shown a lever F mounted on a fixed fulcrum at 10 for
each brake surface; and, instead of connecting the free end of those levers with
the pendent lever N, as before, I connect them by two chains to double arms
or levers Y, Y, fixed on the cross shaft O of N, and in position according to
the position of the levers F. The action of arms Y, Y, to lift F is the same
as before. In this Figure, also, I have represented the brake surfaces A"
simply as being jointed to D, and taking effect on a brake drum B¹ fixed on
the carriage axle instead of applying it to the periphery of the wheel. When
so applied, I prefer the block A" to be of metal or some hard and enduring
surface, to prevent wear as much as possible.
Fig. 7. represents another description of brake, which consists of a metal
strap Z encircling a brake drum B' fixed on the carriage axle; the one end of
the strap Z is fixed to the carriage frame, while the opposite end is jointed to
a short lever 11, mounted on a fixed fulcrum at 12; the other end of lever 11
is connected with the short end of lever F, which is mounted on a fixed
fulcrum 13. The free end of the lever F is acted on by the chain gear, as
before described, and when raised, causes the strap to collapse and grip the
drum B¹; again, when released, the short lever 11, by the motion described
on its fulcrum, throws the strap some little distance from the periphery of
drum B without creating much slack in the strap Z.
In lieu of employing hand levers to exert the drawing power on the con-
nected rods P and chains S throughout the train, a steam cylinder may be
fitted to the tender, the piston rod of which may be placed in direct com-
munication with the chain gear, and whereby the tensile strain may be applied
to the chain gear by the admission of steam to such cylinder.
I may remark that the rods P, P, are substituted for chains throughout, in

page_text: order that they may be readily supported, the swag arising in chains if used
for the purpose being objectionable.
Having described the nature of my Invention, and the manner of performing
the same, I desire it to be understood that what I claim as my Invention, to be
secured by the herein-before in part recited Letters Patent, is,―
First, the arrangement of parts connected with the brake or friction surfaces
herein-before described, or any mere mechanical equivalents therefor, whereby
the unequal wear on such surfaces is compensated for, and the clearance or
space between them and the periphery of the friction wheels maintained
nearly uniform, as and for the purposes herein-before described.
Secondly, I claim the arrangement of chain and other gearing represented
in Figs. 4, 5, and 6 of the Drawings hereunto annexed, or any mere modi-
fication of the same, working in connection with the buffer rods, whereby such
chain gearing is kept in uniform tension for the purpose of actuating the
brakes of railway trains, as herein before described.
In witness whereof, I, the said Thomas Ingram, have hereunto set my
hand and seal, this Eighteenth day of February, in the year of our Lord
One thousand eight hundred and fifty-eight.
THOMAS INGRAM. (L.S.)