IMPROVEMENTS IN RAILWAY BRAKE APPARATUS
Year: 1862

page_text: LETTERS PATENT to Samuel Rideal, Railway Carriage Builder and
Engineer, of Manchester, and Robert Shepherd, Gentleman, of Great
Grimsby, Lincolnshire, for the Invention of "IMPROVEMENTS IN RAILWAY
BRAKE APPARATUS."
Sealed the 10th October 1862, and dated 'the 17th April 1862.
PROVISIONAL SPECIFICATION left by the said Samuel Rideal and
Robert Shepherd at the Office of the Commissioners of Patents, with
their Petition, on the 17th April 1862.
We, SAMUEL RIDEAL, Railway Carriage Builder and Engineer, of Man-
chester, and ROBERT SHEPHERD, Gentleman, of Great Grimsby, Lincolnshire,
do hereby declare the nature of the said Invention for "IMPROVEMENTS IN
RAILWAY BRAKE APPARATUS," to be as follows:-
This Invention relates to apparatus for applying a brake block to the tyre
periphery of each wheel of each vehicle throughout a train, and consists of
one or more rods or bars, by preference of T-iron carried in suitable bearings,
fixed to the under side of the framing of railway carriages, with a head fixed
at each end of said rods, to which head is attached a catch, so arranged that
whon one head is pressed against the other, in the manner of the buffers of a
train, they become connected and so remain until each shaft is again withdrawn
into its normal position, when the catches become detached. The motion,
which is produced by thrusting, is exerted from the engine, tender, or guard
van, may be given by either steam power or by the ordinary gearing or any
other method. In the centre'of each bar or shaft is cut a double inclined'

page_text: plane, which planes press against a friction roller carried on the end of a lever
standing upright from the ordinary brake rocking shaft by the deflection of
the roller arm from its position in either direction; the rocking shaft is rotated
and the brake blocks forced to the tyres of the wheels by the ordinary slide
bar, or by means of a double set of spring elongating thrust rods jointed to
the brake hangers by socket joints, so as to allow of a motion in either direc-
tion and according to the way in which the vehicles may be running.
It will be seen when lateral motion is given to the thrust rods or bars
first mentioned from either end of the train, one of the inclines acts against
the lever of rocking shaft, causing it to rotate and press the brake blocks
to their places on the wheel tyre throughout the length of the train.
These rods by means of their catches form a continuous rod until they are
withdrawn to their original or resting place, they then are detached, and
the brake blocks hang free from the wheels, which latter object may be
facilitated by means of springs fixed so as to draw off the wood brake block if
required.
The inclines of the several rods act in succession on the carriages through-
out the train, the first to act being that nearest the power, and so on until
the whole are applied; when released, by withdrawing them in the opposite
direction to that in which they were thrust, that farthest from the power
is the first to become detached when drawn back to its normal position,
the rest assume theirs in succession. The position these rods occupy when
a train is made up is similar to the buffer rods of a train, but they do
not touch each other as the buffers do, in order to allow sufficient play of
the buffers without their touching each other. These rods are entire from
end to end for each carriage, and if one only is used should be placed in the
middle, but if two are used may occupy other positions and still allow of
reversing the carriages in a train. The action may be compared to the
driving a wedge between the under frames of carriages and tyres of wheels,
and has the advantages of bringing into use the momentum of the train to
retard itself, and entirely removes any check or strain on the coupling chains,
which by the ordinary mode are kept in a state of tension during the time the
trains are being brought up.
The principal feature of novelty is applying a longitudinal thrusting motion
in conjunction with a wedge or double inclines, and of working continuous
brakes without the necessary couplings to connect continuously the rods of
the different carriages, also the double elongating thrust rods and socket ends,
to permit of the rocking motion of the shaft being in either direction.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Samuel Rideal and Robert Shepherd in the Great Seal Patent
Office on the 17th October 1862.
TO ALL TO WHOM THESE PRESENTS SHALL COME, we, SAMUEL
RIDEAL, Railway Carriage Builder and Engineer, of Manchester, and
ROBERT SHEPHERD, Gentleman, of Gt. Grimsby, in the County of Lincoln,
send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Seventeenth day of April, in the year of our Lord One
thousand eight hundred and sixty-two, in the twenty-fifth year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto use, the said
Samuel Rideal and Robert Shepherd, Her special licence, that we, the said
Samuel Rideal and Robert Shepherd, our executors, administrators, and assigns,
or such others as we, tho said Samuel Rideal and Robert Shepherd, our execu-
tors, 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 BRAKE
APPARATUS," upon the condition (amongst others) that we, the said Samuel
Rideal and Robert Shepherd, our executors or administrators, by an instrument
in writing under our, or their, or one of their hands and seals, should parti-
cularly 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 we, the said 'Samuel Ridcal and Robert Shepherd,
do hereby declare the nature of our 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 Sheet of Drawings
hereunto annexed, and to the letters and figures marked thereon (that is to
say):-
This Invention relates to apparatus for applying a brake block to the tyre
or periphery of each wheel of each vehicle throughout a train, and consists of
one or more rods or bars, by preference of T-iron carried in suitable bearings,
fixed to the under side of the framing of railway carriages, with a head fixed
at each end of said rods, to which head is attached a catch so arranged that
when one head is pressed against the other in the manner of the buffers of a

page_text: train they become connected, and so remain until each shaft is again with-
drawn into its normal position, when the catches become detached. The
motion, which is produced by thrusting, as exercised from the engine tender
or guards' van may be given by either steam power or by the ordinary gearing
or any other method. In the centre of each bar or shaft is cut a double
inclined plane, which plane presses against a friction roller carried on the end
of a lever standing upright from the ordinary brake rocking shaft; by the
deflection of the roller arm from its position in either direction the rocking
shaft is rotated, and the brake blocks fixed to the tyres of the wheels by the
ordinary slide bar, or by means of a double set of spring elongating thrust
rods jointed to the brake hangers by socket joints, so as to allow of a motion
in either direction, & according to the way in which the vehicles may be
running.
It will be seen when lateral motion is given to the thrust rods or bars first
mentioned from either end of the train, the one of the inclines acts against the
lever of rocking shaft, causing it to rotate and press the brake blocks to their
places on the wheel tyres throughout the length of the train. These rods by
means of their catches form a continuous rcd until they are withdrawn to
their original or resting place, they are then detached and the brake blocks
hang free from the wheels, which latter object may be facilitated by means of
springs fixed so as to draw off the wood brake blocks if required.
The inclines of the several rods act in succession on the carriages throughout
the train, the first to act being that nearest the power, and so on until the
whole are applied; when released, by withdrawing them in the opposite
direction to that in which they were thrust, that farthest from the power is
the first to become detached when drawn back to its normal position, the rest
assume theirs in succession. The position which the rods occupy when a
train is made up is similar to the buffer rods of a train, but which do not
'touch each other as the buffers do, in order to allow sufficient play of the
buffers without their touching each other. These rods are entire from end to
end for each carriage, and if one only is used should be placed in the middle
of its breadth, but if two are used they may occupy positions which still allow
of reversing the carriages in a train. The action may be compared to the
driving a wedge between the under frames of carriages and the tyres of the
wheels, and has the advantage of bringing into use the momentum of the
train to retard itself, and entirely removes any check or strain on the coupling
chains, which by the ordinary mode are kept in a state of tension during the
time the trains are being brought up.
The principal feature of novelty is applying longitudinal thrusting motion in

page_text: without the necessity of couplings to connect continuously the rods of the
different carriages, also the double elongating thrust rods with socket ends to.
permit of the rocking motion of the shaft being in either direction.
DESCRIPTION OF DRAWINGS.
Fig. 1 represents a sido elevation partly in section of a railway carriage
fitted with brake apparatus according to our Invention; Fig. 2 shows a part
end view and part transverse section of the same; while Fig. 3 represents a.
plan of the framing of the carriage so fitted. The ordinary parts of the
carriage will not require any description, therefore I' will confine the subjoined
to the brake apparatus itself.
A is the general framework of the carriage, immediately below this. we
dispose longitudinal bars B, B, (two by preference, although one will answer
the purpose,) fitted in such guides b, b, as will support them properly and
allow of their sliding in a longitudinal direction. For these bars B, I prefer
to employ T iron, as seen, but other formed bars may be employed; each of
these bars are furnished with heads c, c, somewhat like buffer heads, which.
carry self-acting hooks d, acting as will be herein-after explained. The
carriage shown in the Drawing we have represented as the brake carriage,.
and on the bars B, B, of such carriage we fix a toothed rack D of some four.
or five feet in length, this rack takes into a pinion e fixed on shaft f, which
carries a screw wheel g, this wheel is actuated by an endless screw h fixed on
the upright shaft i, which communicates with the bevil and band gear E, by
which the guard actuates and throws the several brakes of the carriages in
and out of action. The rods B are each provided with a double inclined or
may be curved surface 1, 1, upon which surface a friction bowl m bears, the.
flanges of which keep it in position sideways; it is mounted on the upper end
of lever arm F fixed to rocking shaft G, which is strongly supported. by.
standards from the frame A. The effect of longitudinal motion of rod B.
causes the incline to take effect on lever F, and bear it forcibly over in the
same direction (sec dotted position), and therefore causes a partial revolution
of shaft G; this shaft carries,arms I, I, which are connected with the brake
blocks p, p, by rods 9, 9, which force the blocks p against the wheel tyres, and
apply the brako power as desired. It will be observed that the rods q, 9, are.
in duplicate, that is to say, there are two to each brake block, one from the
upper and one from the lower ends of the lever arms I; these rods I make to
elongate by means of a socket piece on each, in which they slide, they are at
same time limited in their contraction so as to remain of the length to apply

page_text: the thrust desired; suitable springs are inserted in each socket r, to ensure a
somewhat elastic contact and thrust on the brake blocks p, p. By this
arrangement it is immaterial which way the shaft G is rocked, therefore the
bar B and lever F may be moved in either direction with the same effect.
The object of this is that it admits of the carriages being coupled together, and
turned end for end without interfering with the operation of the brake gear.
The bars B are made of such length that when the carriages are coupled and
drawn hard together as usual in making up a train, they are still some eight
or ten inches apart to allow of the ordinary action of the buffers without the
bars B coming in contact.
The action of the apparatus is this:-Supposing the guard or brakesman
desires on an emergency to stop a train quickly, he actuates the hand gear so
as to move the bars B of his carriage, and cause them to come in contact with
the bars B of the next carriage. The effect of moving the bars of the brake
carriage is, that it applies the brakes of such carriage immediately by reason
of the deflection of lever F by the incline of the bars B, as before explained;
the action of the brakes on his own carriage materially retards its motion, so
that the force of the carriages advancing behind compress the buffers between
it and the next carriage, which shortens the distance separating the bars B,
and therefore augments the effect of the longitudinal movement imparted to
the bars B by the wheel gear, and rapidly causes the inclines of the bars B to
actuate the brakes of such adjoining carriage, and so on throughout the
several carriages of the train. The guard continues, however, to propel the
longitudinal bars B towards the rear carriage until the whole of the slack, so
to speak (the separation between the ends of the bars B), is taken up; this
motion is of course limited by the length of the rack D. For applying the
brakes on ordinary occasions it may not be necessary to move the bars B of
the brake carriage to an extent greater than will apply its own brakes or
perhaps those of the next carriage. When the roller m arrives at the limit of
the incline it simply travels along the straight part of bar B, and does not
release or increase the force applied to the brake. The catch hooks d, applied
and mounted on or near the head of each rod or bar B, are so fitted and
furnished that when contact is effected between any two, the hook takes and
retains hold of the adjoining bar for the purpose of drawing it back to its
original position, which it does on the reverse movement being communicated
to the bars B by the brakesman. The catch hooks are mounted on fulcra w,
and the tail end is furnished with a spring which causes the hook to retain its
hold, but which it releases by coming in contact with a pin or projection a
suitably disposed; when it has drawn the rear rod back to its original position

page_text: in this way the several rods are returned to their several positions throughout
the train by reversing the motion of the hand gear.
fitted so as to
These thrust
Instead of the elongating thrust rods to communicate between the brake
blocks p and the rocking lever F, we sometimes employ thrust rods acted on
by double cams, as represented in the detached view, Fig. 4. In this case
we mount the brake blocks p' as before, but the thrust rods are
slide longitudinally on the bars s connecting the axle guards.
rods are mounted on pins a fixed on guides y sliding on s; these rods so
guided and held in position have short cross heads t, which are presented to
the double cam u fixed on the rocking shaft G, so that when the rocking
shaft G is partially rotated by the action of lever F, as before explained, the
cams take effect on the heads t, t, and force the brakes on the wheels, and
this in whichever direction the rocking shaft may turn on its axis. The
several parts (brake blocks p', rods s, and lever F,) may be all returned to
their normal positions by springs if necessary.
Having described the nature of our Invention, and the manner of perform-
ing the same, we declare that what we claim as our Invention to be protected
by the herein-before in part recited Letters Patent is, the application of rods
or bars moved longitudinally for the purpose of effecting communication
throughout the several bars fitted to a train of carriages, and acting on the
brakes, as and for the purposes herein-before described.
In witness whereof, I, the said Robert Shepherd, have hereunto set my
hand and seal, on behalf of myself and the said Samuel Rideal, this
Fifteenth day of October, in the year of our Lord One thousand eight
hundred and sixty-two.
ROBERT SHEPHERD. (L.S.)