IMPROVEMENTS IN THE CONSTRUCTION OF AND METHOD OF APPLYING BRAKES TO RAILROAD CARRIAGES, ENGINES, AND TENDERS FOR THE PURPOSE OF PREVENTING COLLISIONS
Year: 1852

page_text: Sealed the 20th May 1853, and dated the 23rd November 1852.
PROVISIONAL SPECIFICATION left by the said William Edward
Newton at the Office of the Commissioners of Patents, with his
Petition, on the 23rd November 1852.
I, WILLIAM EDWARD NEWTON, do hereby declare the nature of the
said Invention for "IMPROVEMENTS IN THE CONSTRUCTION OF AND METHOD OF
APPLYING BRAKES TO RAILROAD CARRIAGES, ENGINES, AND TENDERS FOR THE
PURPOSE OF PREVENTING COLLISIONS" to be as follows:
-
This Invention consists, first, in a novel manner of operating the
brakes all at one time by means of a single line or rope, which is
secured to a pulley situate in the engineer's room, the said line

page_text: being under the control of the engineer, who in a moment can
brake up all the carriages without the least trouble or power more
than that of pulling the cord, which operation instantaneously ope-
rates the spiral springs arranged in boxes on the front end of
each carriage, and causes the said springs to turn the rod upon
which the chain for drawing up the brakes against the wheels
There
winds, and thereby apply the whole of the brakes at once.
are suitable attachments for connecting the spiral springs to the said
rope, and also communicating. the power of the engineer to the said
spiral springs.
The next improvement relates to a novel arrangement of cords
and pulleys for throwing off and operating the brakes separately, or
all at once as desired, the said arrangement also being under the
immediate control of the engineer, thus dispensing with the services
of brakesinen.
The same arrangement of mechanism is employed in this case for
operating the brakes and taking off the power of spiral springs from
the brakes. The cords are made to wind up on the pulleys secured
in the boxes on the top front end of the carriage. Each of the
said pulleys, by winding in the cords, winds in a sufficient amount
to throw off the brakes by; for when the engineer winds the cord
back from these pulleys on to the pulleys for throwing off the
brakes, the spring will be wound up, and the chains connecting the
brakes to the windlass rod are let loose, and the brakes thrown off
from the periphery of the wheels. By this arrangement one or all
of the carriages can be unbraked at the same time.
The Invention further consists in a novel manner of arranging
the mechanism for operating the brakes of the engine and tender
under the immediate control of the engineer; and also in the
employment of a spring clip for keeping the lines in their proper
positions, and giving action to the levers when it is required to
operate the brakes.

page_text: SPECIFICATION in pursuance of the conditions of the Letters
Patent, filed by the said William Edward Newton in the Great
Seal Patent Office on the 23rd May 1853.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I,
WILLIAM EDWARD NEWTON, of the Office for Patents, 66, Chancery
Lane, in the County of Middlesex, Civil Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twenty-third day of November, in
the year of our Lord One thousand eight hundred and fifty-two, in
the sixteenth year of Her reign, did, for Herself, Her heirs and suc-
cessors, give and grant unto me, the said William Edward Newton,
Her special license that I, the said William Edward Newton, my
executors, administrators, and assigns, or such others as I, the said
William Edward Newton, 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 THE CONSTRUCTION
OF AND METHOD OF APPLYING BRAKES TO RAILROAD CARRIAGES, ENGINES, AND
TENDERS FOR THE PURPOSE OF PREVENTING COLLISIONS," being a communica-
tion from a foreigner residing abroad, upon the condition (amongst
others) that I, the said Willian Edward Newton, 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 Edward Newton, do
hereby declare the nature of the said Invention, and in what manner
the same is to be performed, to be particularly described and ascer*-
tained in and by the following statement, reference being had to the
Drawings hereunto annexed, and to the letters and figures marked
thereon (that is to say):

page_text: The object and purpose of the present Invention, which has been
communicated to me as aforesaid, is to prevent collisions or other
casualties on railroads, by providing an arrangement for speedily
checking the progress of the train when in motion by giving the
engineer the control of all the brakes, and the means of operating
them all at once, or separately. This desideratum is effected
by the present improvements in such a manner as not only to make
provision for many contingencies which usually occur in a railway
train, but so as to provide for accidental occurrences, such as the
unshackling and consequent disconnection of a car, the car brakes
being operated equally well at either end of the train, and the brakes
of each car being managed, if necessary, independently of the others.
I have also adopted a peculiar arrangement of mechanical devices
for operating the brakes of the locomotive and tender, by which
they can be applied with sufficient power to stop the train
under ordinary circumstances without having recourse to the car
brakes.
In the accompanying Drawings, Fig. 1, Sheet I, is a side elevation
of a train of cars with the improved retarding apparatus attached
thereto. Fig. 2, is a plan or top view of the same, with the top of
the engineer's room removed. Fig. 3, Sheet II, is an elevation of
a portion of the locomotive, shewing the manner of operating its
brakes. Fig. 4, is a horizontal section of the box, in which the
mechanism for operating the car brakes is placed. Fig. 5, is a ver-
tical section of the saine taken in the plane of the line A, B, Fig. 4.
Fig. 6, is a vertical section of the same, shewing in elevation the
mechanism for operating the car brakes when rubber springs are
cinployed. Fig. 7, is a central horizontal section of the rubber spring,
and its fastenings. Fig. 8, and 9, are detail views, which will be
herein-after referred to.
A, A, A, A, (Fig. 1, and 2, Sheet I,) represent the cars connected
to each other, and attached to the locomotive B, B, and tender
C, C, in the usual manner. The mechanism by which the car
brakes a, a, a, a, are operated, is arranged in a box, b, b, b, b, placed
on the top of each car. The power by which the brakes are applied

page_text: consists of a spiral spring c (Figs. 4, and 5, Sheet II), attached to the
stationary collar, 1, 1, in which the vertical shaft d, d, revolves, and
to the toothed gear f. The spring c, is coiled up by the brakesman
or assistant, and the mechanism is thus brought into position for
instantly applying the brakes as follows:-On the shaft g, (Fig. 4,)
which extends down through the roof of the car, and has a crank
on its end, is placed the pinion, and ratchet i. The turning of the
crank will give motion to the toothed gear f, which
engages with
the pinion h, and thus coil up the spring c, which is held fast when
coiled by the pall k, which engages with the ratchet . On the
under side of the toothed wheel f, is formed a spiral groove or scroll
m, m (Fig. 5), in which travels the stud n, of the lateral sliding bar
0, 0. As soon as the spring c, is sufficiently coiled, the further re-
volution of the toothed gear f, will be checked by the sliding bar
o, o, to which a lateral motion is given by its stud n, travelling in
the spiral groove m, m, and striking against the projection p, placed
near the outer edge of the wheel f: on the shaft d, d; below the gear'
f, is placed the ratchet clutch q, (shewn detached, and on an enlarged
scale, at Fig. 8). This clutch is attached to the said shaft by a
feather and groove, so as to admit of being raised vertically on the
said shaft, and at the same time turning with it. This ratchet q,
engages with a similar ratchet r, on the vertical brake shaft j,j, only
when its stud s, is brought opposite, and engages with a corre-
sponding notch in the ratchet , as seen best in Fig. 5, and S.
Previous to coiling up the spring c, the ratchets 7, and 7, are dis-
engaged from each other, as will be herein-after explained. To the
bottom of the shaft j, j, is attached the chain e, e (Fig. 1, Sheet 1),
which is fastened to the arm t.
It will be readily seen from the above that if the pall, be dis-
engaged from the ratchet i (the clutches or ratchets q, and r, being
then engaged), the spring c, will uncoil and turn the shaft d, d, and
through the clutch g, and r, the shaft j,j, which will wind up the
chain e, e (Fig. 1), and thus apply the brakes through the arm t, with
the full power of the spring.
The pall, is disengaged from its ratchet i, and the car brakes

page_text: applied from the engine as follows: On the outside of the box
b, (Fig. 4), and attached to the shaft u, u, is placed a pulley,
upon which is wound a short line w, (Fig. 1, Sheet I,) having on its
end a spring clip y (Fig. 9, Sheet II), formed of a split piece of metal
which embraces the main line a¹, a' (Fig. 1, Sheet 1). The said
line a¹, a¹, extends over the whole train, and is wound upon a ratchet
windlass in the engineer's room. The engineer by turning this
windlass will thus turn the pulley v (the spring clips holding on to
the main line), and, consequently, the shaft u, u. This shaft has a
screw cut upon its end, as seen in Fig. 4, and upon which works the
traversing nut, to which the pall k, is attached, so that the
turning of the shaft u, will cause the nut b¹, to travel up on its
screw, and thus pull back and disengage the pall k, from the ratchet
i, and allow the spring c, to apply the brakes as above suggested: As
soon as the engineer relieves the strain upon the line, the shaft u,
will be turned in the opposite direction, and the pall k, made to
engage again with the ratchet f, by means of a spiral spring, coiled
in a box c¹. This spring is coiled up when the main line a¹, a¹, is
wound up, and by its uncoiling, when the said line is loosened, turns
the shaft u, in the opposite direction. By the above described ar-
rangement, it will be seen that the engineer, by simply winding up
the line a¹, a¹, can apply all the car brakes to the wheels at once.
I shall now proceed to describe the mechanism by which the en-
gineer relieves the brakes from all the wheels at once. On the outside
of the box b, b, and attached to the shaft d', d¹, is a pulley e¹, on
which is wound a short line f', having on its end a spring clip simi-
lar to the spring clip y, Fig. 9, which embraces the taking off line
g', g. This line extends the whole length of the train, and is wound
upon a windlass in the engineer's room. By pulling or winding up
the line g¹, g', the pulley e¹, and thus the shaft d', d, will be turned
through the medium of the short line f¹, and its spring clip. A
screw is cut on the end of the shaft d', d¹, on which works the tra-
versing nut h, ¹, having attached to it a projection 2, the underside
of which is inclined or bevelled off, and abuts against the end of the
lever k¹, k, turning on a fulcrum at 1, as shewn in Fig. 4, Sheet II.

page_text: The turning of the shaft d¹, d, by the line g¹, gl, will cause the nut
h, h, and consequently its projection ', to travel up on the screw.
of the shaft d', d, and thus depress one end of the lever k¹, k². As.
this lever turns on a fulcrum at 1, the other end of it which is
attached to the ratchet clutch q, will thus be lifted and disengage
the said ratchet q, from the clutch r, the said ratchet being attached.
to the shaft d, d, by a feather or spur, which travels in a vertical
groove of the said shaft as herein above stated.
is
From the above it will be seen that as soon as the ratchet
thus disengaged from the clutch ", by the engineer, the connection
between the spiral spring c, and the brake shaft j, j, will cease, and
that the power of the spring thus ccasing to act upon the brake.
shaft, the brakes will instantly be relieved from the wheels. The
ratchet I is allowed to engage again with the clutch 7, when the stud
s, is brought opposite to the notch in the said clutch by the spiral.
spring m¹, m, which is fastened to the collar n¹ (which turns with the
shaft d', d), and the stationary mandril, o¹. The uncoiling of this
spring when the line g¹, g', is slackened, carries the nut h', ', with
its projection ¹, and by this means the lever k¹, k, also, back to their
original position, and thus brings the ratchet q, into position, to
engage again with the clutch 7, when the spring c, is wound or
coiled up by the assistant.
In Figures 6, and 7, Sheet II, the mechanism for operating the
brakes by an india rubber spring is shown. In these Figures the.
rubber spring is represented at p, p, and is held between two.
collars q', q', through which is inserted a. shaft ¹, fastened to one of:
the collars. To the shaft r, is attached a pulley s¹, around which.
extends a chain t¹, which is then attached at its two ends repectively
to the two windlasses ¹, v, placed upon the shaft d, of the toothed
wheelf, before referred to. One of these windlasses u¹, is of larger
diameter than the other, so that when the assistant gives motion to
the gear f, and its shaft d, d, by turning the crank, the windlass u¹,
will wind up the chain t¹, faster than the smaller windlass v', will
slacken it, and will thus draw upon the pulley-s', and its shaft r
and compress the spring p¹, p¹. When the pall k, is disengaged from

page_text: the ratchet f, by the engineer, as before explained, the spring p¹, p',
by its elastic force, will expand or regain its original length, and
draw the pulley s¹, back, and unwind the chain from the larger
windlass u¹, faster than the smaller one ¹, can wind it up. This will
turn the shaft d, d, and (through the ratchet clutches q, r,) the shaft
j,j, and thus apply the brakes as before.
I shall next proceed to describe the arrangement of mechanical
devices by which the brakes of the locomotive and tender are
worked. To the axle D, of the locomotive (Fig. 3, Sheet II,) is keyed
on a collar E, which revolves with it. A friction wheel F, turning
on a centre in the bent arm G, G, is brought to bear against the
collar E, by the hand lever H, H, the forked end of which embraces
a stud in the said arm. To the shaft I, is attached a drum K, in the
groove of which is wound a chain L, is shown by dotted lines in
Fig. 3, Sheet II. By bringing the friction wheel F, against the re-
volving collar E (by means of the hand lever H, H), motion will be
communicated to the drum K, which will make a few revolutions, and
wind up the chain. This chain pulls upon the arm L', Fig. 1,
attached to the turning shaft M, and thereby actuates the long rod
N, through, the arm O. This rod N, moves the bent lever P, P
(which turns on a fulcrum at Q), and thus depresses the vertical
sliding rod R, which applies the brakes S, S, through the toggle
joint T, T.. As soon as the drum K, has, in the judgment of the en-
gineer, wound the chain sufficiently tight, the said drum is grasped
and rigidly. held (so as to prevent its turning any further) by
a spring band U, worked by the hand lever. Y, held in any desired
position by a proper rack.
The friction wheel F, is then lifted and relieved from, the collar
E, of the axle D, and from the drum K, by the hand lever H, H, the
hand lever Y, being held by its rack, and keeping the amount of
strain upon the brakes, which has been gained by the action of, the
friction wheel F, upon the collar E., The brakes of the tender are
applied at the same time from the axle of the locomotive by the
arm W, also attached to the turning shaft M. This arm W, is con-

page_text: nected to the jointed lever V, V, attached to the brakes of the tender.
by a chain Z.
There are a variety of modifications which may be adopted in the
manner of holding the spring and setting it free, and in working the
brakes of the locomotive and tender. One of these modifications is
represented in Sheet III, of the accompanying Drawings. Fig. 10, is
a side elevation of a locomotive and train of cars with the modified
apparatus attached. Fig. 11, is a plan or top view of the same.
In Sheet IV, Fig. 12, is a transverse section of the locomotive
taken in the line A, B, of Fig. 11, Sheet III, showing the brakes.
applied to the engine and tender. Fig. 13, is a section of the
apparatus for applying the car brakes, taken in the line C, D, Fig. 11,
Sheet III. Fig. 14, is a detailed view which will be herein-after
referred to..
The mechanism by which the car brakes a², a², a², a², are operated
is arranged in a box 62, 62, on the top of each car, as in the first
described arrangement.
The spring c² (Fig. 13, Sheet IV,) is attached to the vertical
shaft d², d², upon the lower end of which is wound the chain e²,
which applies the brakes, as will be herein-after explained.. The.
spring c², is coiled up, and the brakes relieved from the wheels in the
following manner: On the shaft d2, which extends up through the
box 62, 62, is placed the gear wheel 2, the teeth of which engage with
those of the wheel g², on the shaft of the pulley h2, and ratchet
wheel. On the pulley 2, is wound the line k² ², which is kept
in place on the same by the barrel 2, which line passes directly to
the engineer's room, and is wound upon the drum m², m². By the.
above arrangement, the engineer in winding up the line k², k², upon
the drum m², m², will, through the medium of the pulley 2, and the.
toothed wheels g², f2, coil up the spring c², and turn the shaft
d², d², relieving the chain e² from the arm n², attached to the brake,
which is thrown off from the wheels by the bent spring o².. A pall
lever p², p² engages with the ratchet 22, and holds the wheels in posi-
tion as fast as they are turned by the line 2, 2, so as to prevent the

page_text: spring from uncoiling. When the spring c", is sufficiently coiled,
the pulley 2, is prevented from being turned any further by the tra-
versing nut (which travels up or down as the shaft d², d², is
turned in the screw 72, cut in the said shaft,) striking against a stud
t2, on the wheel f2, the nut q2, being prevented from turning by the
pins s2, s2, which embrace a projection of the said nut, as will readily
be understood by the inspection of Fig. 13, Sheet IV. The operation.
of "taking off" the brakes as above described, brings the mechanism
in the box 62, 62, into position for instantly applying the brakes
again, as will be hereafter seen.
The lines for "taking off" the brakes proceed from each car
separately, and are wound loosely upon the drum m², m³, composed.
of two or more pulleys according to the number of cars.
These pulleys are arranged so as to turn separately, or all at once,
by means of a ratchet wheel 3, and spring pall 2, as shewn in Fig.
14, Sheet IV, so that the lines can be tightened or loosened at
pleasure, or the brakes taken off from one car at a time.
The brakes are applied by the engineer all at once in the
following manner: A line 2, 2, passes from a pulley w², in the
engineer's room, through the end of the lever p², p²; on each car a
spring clip (formed of a bent piece of metal which embraces the
line) on the cord y², fastened to the box 62, 62, is sprung on to the line
v2, v2, near the end of the lever p², p². When the engineer pulls the
line 2, 2, the spring clips will hold rigidly enough upon the line to
strike against the pall lever p², p², and detach it from the ratchet i²;
thereby allowing the spring c², to uncoil and turn the shaft d², d²,
which will wind up the chain e2, attached to the arm n², and thus
apply the brakes, the communication between the brakes of each car
being formed by the rod 22, 22. In case any car should become un-
shackled and disconnected from the train, the spring clips will first,
through the pulling of the line v2, v2, strike against the pall lever
222, 22; detach it from the ratchet wheel, and thus apply the brakes.
The line will be drawn through the pall lever and spring clips, which
hold on the line only by friction, by-the engine, without being broken;

page_text: the car thus applying its own brakes, and at the same time giving
notice to the engineer through the line v², 2. A pall lever a³, a³,
exactly similar to the pall lever p², 22, engages with the ratchet
wheel 2, on the opposite side, and is to be used when the engine is
attached to the other end of the train, the line 2, 2, in this case
being detached from the lever p², p², and connected to the lever a³,
a³, which is operated in the same manner. But one of these pall
levers engages with the ratchet 12, at a time, the other being re-
lieved from the same, and held by a piri ³, passing through the
casing of the box 6º, 6º. The line 2, 2, for taking off the brakes
is passed in this case through a slot c³, of the box, the barrel 12,
of the pulley 2, being also turned in the opposite direction, and
fastened by a pin d³. In order that the conductor inay readily com-
municate with the engineer, and give warning of danger, a crank e³,
is attached to the shaft of the pulley 2, and placed so as to be casily
accessible. By turning this crank the line ², k², will be unwound
from the drum m², m³, in the engineer's room, and thus signalize
the engineer to apply the brakes.
I shall now proceed to describe another arrangement of mc-
chanical devices for operating the brakes of the locomotive and
tender, and which differ somewhat from those first described. On
the rear axle of the locomotive is formed a friction cone f³ with a
loose collar g³. By the lateral action of a hand lever ³, this collar
is forced on to the friction cone f³, thereby causing the said collar
to make a few revolutions with the axle. To the collar is attached
a chain ³, which is wound upon the saine by its revolution with the
axle, and pulls upon the arm ³, attached to the turning shaft t³,
which operates the long rod j³, through the arm n³. The action of
this rod j³, moves the bent lever 08, 03, (turning on a fulcrum at
p³,) thus depressing the vertical sliding rod g³, which applies the
brakes through the toggle joint s³, $³.
As soon as the collar g³, has in the judgment of the engineer
wound the chain ³, sufficiently tight, the said collar is grasped and
rigidly held, so as to prevent its turning any further, by a spring.

page_text: band t, worked by the hand lever u³, held in any desired position
by the rack v3. The collar g³, is then relieved from the friction
cone by the hand lever ³, the rack vs holding the hand lever u³, and
keeping the amount of strain upon the brakes, which has been.
gained by the action of the collar upon the friction cone of the axle.
The brakes of the tender are applied at the same time from the axle
of the locomotive, by the arm w³, also attached to the turning shaft
; this arm w³, is connected to the jointed lever y³, y³, attached to
the brakes of the tender by a chain 23. By this mode of working
the brakes of the locomotive and tender, they can be applied with
sufficient power to stop the train under ordinary circumstances,
obviating the necessity of using the car brakes excepting in cases of
emergency.
By the above described arrangements for operating the car brakes,
various contingencies which may occur in a railway train are amply
provided for; and I shall now proceed to state some of the diffi-
culties which are avoided, and the advantages obtained, by the
present improvements.
In various devices which have before been adopted for operating
all the brakes by one person, no arrangement has. been made by
which the "loose motion" or play between the cars could be pro-
vided for. In the improved apparatus, the "loose motion" is easily
prevented, from pulling the line and applying the brakes, by means
of the spring clips, which can be placed in any desired position on
the main lines, so that the said lines will have to be drawn a con-
siderable distance in order to detach the pall from its ratchet
wheel and apply the brakes. As the power which applics the brakes-
exerts a constance force, the said power, being a yielding spring,
allows the truck frame to swivel in going round a curve, and thereby
prevents. its being thrown off, which result when the brake is un-
yielding, as in ordinary cases, is very liable to occur.
It will be seen that after the engine man has applied. all the
brakes, he has the power, by the last described arrangement for
operating the car brakes, to take them off all at once, or separately;

page_text: and at the same time, by the operation of taking them off, he brings
the mechanism into position for instantly applying them again. It
may be observed, however, that as the engine man, in relieving the
brakes from the wheels, has to wind against the power of the
spring, he cannot take off the brakes of more than six cars, and in
a long train an extra windlass attached to one of the cars would be
required in order to take off the remainder of the brakes. As it is
often necessary for the engine to be detached from the train, in order
to switch off, the car brakes in this case may be operated by one
brakesman on the first car, the lines running off from the windlass
in the engineer's room without breaking, in the last described ar-
rangement for operating the car brakes, and in the first described
arrangement by disconnecting a hook on the line from its catch, as
shewn in Fig. 1, and 2, Sheet I.
From the above it will be seen, that while, with many other kinds
of brake mechanism in use, the power by which the brakes are forced
against the wheels cinanates directly from a person, the present
Invention presents a different principle; for by it the office of the
person or attendant is not to generate such power, but simply to
bring into operation a power already for instantaneous action, and at
a subsequent period to set the brakes free, and arrange the power so
that it will again act, and with instantaneous effect; and by means
of the engine brake apparatus the engine man can apply more or
less friction to the driving wheels of the locomotive and the wheels
of the tender, and retain or ease off this friction or any part of it
instantly.
The engine man also can apply the car brakes to the last or most
distant car in the train, or to all at once, or in succession, at his
option, by arranging the position of the spring clips accordingly;
and he can regulate the amount of friction which the springs shall
produce, by adjusting the springs in the box placed on each car.
In order to compensate for the diminished power of the spring as
it uncoils, an extra shaft, placed parallel to the brake shaft, may be
used to operate the brakes, a chain being wound upon cones or

page_text: fusees, like the fusee of a watch, and placed in inverse positions on
the said shafts. As the leverage of the fusee or cone increases, the
power of the spring diminishes, the strain upon the chain which
applies the brakes will be the same from the moment the spring
begins to uncoil till it is wholly distended.
Having thus described the improvements which have been com-
municated to me as aforesaid, and the manner of operating the
brakes of a railway train, I would observe, in conclusion, that I do
not claim any mode of forcing the brakes of one or more cars
against their respective wheels, by any mechanism brought into
action by a power generated on an axle of the engine; but what I
do claim and desire to have secured to me by Letters Patent, is,-
-
First, A spiral spring or its equivalent, in connection with, and
so applied to, a windlass and chain connected to the brakes, as when
distended to some extent it will force the brakes against the
wheels with the power necessary to arrest their revolutions under
ordinary circumstances.
Second, A windlass barrel and rope, or equivalents, so applied to
such spiral spring as to enable a person, by pulling upon or creating
a draft upon such rope, to coil up or contract the said spring, and
relieve the pressure of the brakes on the wheels.
Third, A ratchet and spring pall (with or without its leading
rope or chain), and a second windlass, or equivalents, so applied to
the windlass barrel of the spiral spring as to be capable of holding
and retaining the spring in its contracted state, and to whatever
extent it may be coiled or contracted by the action of the windlass,
the whole of the combination being applied to the brakes, so as
to enable one engine inan or attendant not only to remove the
pressure of the brakes on the wheels induced by the spring, and
prevent such from taking place, but, whenever desirable, to set free
the spring, so that it may uncoil and again produce the pressure
on the brakes as stated.
P
Fourth, I claim the adjustable spring clip or clips in combination
with. the pall lever or levers, and the draft rope thereof, or in com-.

page_text: bination with the pulleys e¹, v, and their screw shafts, and as
applied and made to operate substantially in the manner as
specified.
Fifth, I claim a double windlass, composed of two windlasses of
different diameter, acting in combination with a chain and pulley for
compressing the rubber spring, and for delivering the said chain,
and allowing the spring to exert its power upon the brakes.
Sixth, I claim the ratchet clutches q, and r, both for communi-
cating the power of the spring to the brake shaft, and for removing
the pressure of the said spring from the same, by disengaging the
said clutches from each other as above set forth.
Seventh, I claim the improved mode of constructing the main
windlass barrel placed in the engineer's room, the same consisting
in making it of a combination of several windlasses, palls, and
ratchets applied to the shaft, and in such manner as to be capable
of a separate or combined action, substantially, and in manner, and
for the purpose stated.
Eighth, I claim the combination of the shaft d², d², and the
pulley h2, with the traversing nut q², screw 72, stud t², and pins s², s²;
or, as an equivalent therefor, the sliding bar o, o, stud n, working
in the scroll of the gear f, and projection p, the whole being
applied together and made to operate substantially as specified.
I would here remark, that I do not claim brakes applied respec-
tively to and between the wheels of a railway carriage or engine, and
forced against the periphery of such wheels by toggles; but I do
clain, Ninthly, the construction of a brake apparatus, of the kind
herein shewn, the same consisting in jointing or hinging the two
brakes together at one end of each brake, in combination with
applying the toggles to or near to the other ends, and between
them, when the brakes are formed, and applied to the wheels, as
seen at 1,, in Fig. 1, Sheet I, of the Drawings.
Tenth, I claim retaining the power gained by the friction of the
collar on the friction cone of the axle, as shewn in Fig. 12, Sheet
IV, or by the action of a friction wheel on the said axle, as shewn

page_text: in Fig. 3, Sheet II, by means of the spring band operated as above
described.
In witness whereof, I, the said William Edward Newton, have
hereunto set iny hand and scal, this Twenty-third day of
May, in the year of our Lord One thousand eight hundred
and fifty-three.
Witness,
FRED. WALKDEN,
66, Chancery Lane.
W. E. NEWTON. (L.S.)