CERTAIN NEW AND USEFUL IMPROVEMENTS IN MA- CHINERY OR APPARATUS FOR OPERATING THE BRAKES OF A TRAIN OF RAILWAY CARRIAGES
Year: 1853

page_text: LETTERS PATENT to Joseph Marks and John Howarth, of the
State of Massachusetts, of the United States of America, for the
Invention of "CERTAIN NEW AND USEFUL IMPROVEMENTS IN MA-
CHINERY OR APPARATUS FOR OPERATING THE BRAKES OF A TRAIN OF
RAILWAY CARRIAGES."
Sealed the 9th November 1858, and dated the 10th September 1853.
PROVISIONAL SPECIFICATION left by the said Joseph Marks and
John Howarth at the Office of the Commissioners of Patents,
with their Petition, on the 10th September 1858.
We, JOSEPH MARKS and JOHN HOWARTH, of the State of Massachu-
setts, of the United States of America, do hereby declare the nature of
our Invention for "CERTAIN NEW AND USEFUL IMPROVEMENTS IN MACHINERY
OR APPARATUS FOR OPERATING THE BRAKES OF A TRAIN OF RAILWAY CAR-
RIAGES" to be as follows:-
It consists in making the supports of the journals of a cam, which
operates the brakes of the driving wheels of the locomotive steam

page_text: engine, and applying such supports to the brakes (placed between the
two adjacent driving wheels) so as to render them (the said journals)
capable of moving laterally towards either of the wheels, the same
being in order that the brakes, whether of an equal or unequal thick
ness, may be borne with a like degree of pressure against each of the
wheels.
It further consists in suspending the brakes, of the driving wheels of
the locomotive on a spring supported by the carriage body or frame of
the engine.
It further consists in so connecting the relieving branch lines or
mechanism of a train of two or more cars by a single main line or the
equivalent therefor, that all the relieving mechanisms of the cars of
such train may be put in operation by one pull or draft on the connected
lines or connection line, whereby the brakes of the several cars of the
train may be simultaneously or successively thrown out of action on the
wheels, or relieved of the pressure induced by sets of main springs, and
previously applied to them.
It further consists in a combination of two reversed spiral fusees
and two chains together and with a windlass shaft and grooved barrel
operated or turned by a set of one or more main springs.
It further consists in an improvement in the construction of one of
the said fusees, the same consisting in making it with a sudden and
long sweep, a small scroll neck, and an enlarged base, the same being
for the purpose of not only suddenly taking up the slack of the brake
chain, but of suddenly applying thereto a great increase of power of
draft on it.
It further consists in a combination of two or more main springs and
separating and guide discs applied to one key shaft.
It further consists in combining with the shaft of the main springs
and the frame of the apparatus a mechanism by which the power of
the main springs is prevented from acting too suddenly so as to rupture
or injure the brake chain when the slack of it is taken up.
It further consists in a combination of mechanical parts constituting
such last-mentioned mechanism.
It further consists in a combination or mechanism for disengaging

page_text: the retaining pawl of the ratchet wheel of the grooved barrel of the
main springs.
It further consists in so combining the brake shaft or windlass with
the fusees or apparatus by which it is put in rotation that it may be
disengaged therefrom in order to relieve the car wheels from the
pressure of the brakes without rendering it necessary to do so by
rewinding or recontracting the main springs.
It further consists in a combination of a key or feather and a
locking arm with two shafts of the mechanism, the same being to
prevent the pressure on the brakes from being removed when a car
becomes accidentally unshackled from the train while it is in motion.
It further consists in an improvement by which each pulley shaft of
the mechanism and its main line or cord is connected, viz., by a branch
line, loose pulley, and friction screw combined together, and with the
main line and pulley shafts.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Joseph Marks and John Howarth in the
Great Seal Patent Office, on the 28th January 1854.
TO ALL TO WHOM THESE PRESENTS SHALL COME, we,
JOSEPH MARKS and JOHN HOWARTH, of the State of Massachusetts, of
the United States of America, send greeting.
WHEREAS the Queen of Great Britain and Ireland, by Letters
Patent, bearing date the Tenth day of September, of the year of our
Lord Eighteen hundred and fifty-three, in the seventeenth year of Her
reign, did grant unto us, the said Joseph Marks and John Howarth,
our heirs, executors, administrators, and assigns, an exclusive property
or right for fourteen years to make, use, exercise, and vend, within the
United Kingdom of Great Britain and Ireland, the Channel Islands, and
the Isle of Man, an Invention of "CERTAIN NEW AND USEFUL IMPROVE-
MENTS IN MACHINERY OR APPARATUS FOR OPERATING THE BRAKES OF A TRAIN
OF RAILWAY CARRIAGES," upon the condition (amongst others) that we,

page_text: the said Joseph Marks and John Howarth, by an instrument of writing
under our hands and seals, should particularly describe 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, or
Office of Her Majesty's Commissioners of Patents for Inventions, within
six calendar months next and immediately after the date of the said
Letters Patent.
NOW KNOW YE, that we, the said Joseph Marks and John
Howarth, do hereby declare the nature of our Invention, and in
what manner the same is to be performed, to be particularly
described and ascertained in and by the following Specification, and
the accompanying Drawings, letters, figures, and references thereof:
Of the said Drawings, Figure 1, denotes a side elevation of a
locomotive steam engine, its tender, and a passenger carriage or car
fitted with our Invention; Figure 2, is a top view of the same; Figure 8,
is a top view of the mechanism contained in the box or case that is
erected or placed on the roof of a passenger car; Figure 4, is a side
view of the same; Figures 5, and 6, are views similar to Figures 3,
and 4, but made on a larger scale in order to more clearly exhibit the
parts shewn therein; Figure 7, is a horizontal section taken on line
A, B, of Figure 6; Figure 8, is a vertical section taken through the
axes of the main spring barrel and reversed fusees. Such other Figures
as may be necessary to a full explanation of our Invention will be
herein-after referred to and described.
The principal object and purpose of our Invention is to enable an
engineer or conductor to speedily apply the brakes of a car or train of
cars so as to arrest the movements of such car or train of cars, and
thereby prevent casualties or accidents that frequently occur by reason
of the inefficient power of the ordinary brake mechanism, or the
imperfect means of working the same.
In Figures 1, and 2, of the Drawings above mentioned, C denotes
the locomotive; D, the tender; and E, a passenger carriage. In the
latter we have exhibited the carriage as running on four wheels. It
may, however, be supported on a greater number, or be made with two
or more truck frames in the ordinary way. The brakes H, I, are so

page_text: applied according to a well-known method that when one set of them
is drawn against its wheels the other set will be forced against its own
wheels, this occurring by means of a brake lever a, and its rod b.
The brakes of the locomotive engine are represented at K, L, as
arranged between and respectively applied to the two driving wheels
M, N, that are situated on one side of the carriage. Such brakes, and
an apparatus for actuating them, like such as will be herein-after
described, may be applied to the opposite driving wheels, if required.
The two brakes are curved and hinged or jointed together at their
upper ends, and they have between them a cam c, that is placed on a
shaft, whose journals d, d, aro sustained in two parallel plates or bars e, e,
which are arranged on opposite sides of the brakes, and connected to
them by screws that pass through slots f. f, made through each brake,
such slots being for the purpose of allowing the bar or bars to have a
free sliding motion longitudinally with the screws, in order that the
supporting fulcrum or shaft of the cam may not be stationary in
position, but have lateral play, so that the cam may always be made to
act equally on both of the brakes.
This cam and the brakes are shewn in vertical section in Figure 9.
When it is revolved against the brakes, it separates them, and forces
each against the periphery of its wheel, and if one brake strikes its
wheel before the other is moved up to its wheel, the cam by means of
its moveable bearings will move laterally, so as to force the other brake
up against its wheel. A stationary shaft for the cam would not answer,
because the rubbers or bearing surfaces of the brakes often wear
unequally, or the rubbers may not be of an equal thickness, in which
case, were the bearings of the cam made stationary, only one of the
brakes would be likely to be pressed against its wheel.
The cam is rotated by means of an arm 9, (that extends up from the
shaft of the cam,) a chain h, and a windlass shaft i, the chain being
wound on the windlass by the power of the engineer, who turns said
windlass by applying his strength to a hand wheel k. This hand wheel
is placed on the top of a vertical shaft l, that has a bevelled geer m,
fixed on it. Such bevelled geer is made to engage with another bevelled

page_text: geer n', fixed on the shaft i. A second chain k¹, provided with a
relieving spring l', so connects the windlass i, and the brake lever a', of
the tender brakes F, G, that their brakes may also be operated by the
windlass i. The brakes K, L, of the locomotive are hinged to a rod P,
that slides freely in a vertical direction through projections or arms Q, R,
extended from the carriage frame S, of the locomotive, or a suitable
plate bolted thereto. A helical spring T, is made to encompass the
rod P, and made to bear at one end against one of the studs Q, R, and
at the other end against a slide U, which is confined to the rod P, by
a set screw. This method of sustaining the brakes, viz., by means of a
spring, enables the vertical movements of the carriage body to take
place without creating any material diminution of the pressure of the
brakes against the wheels, it being understood that the boxes of the
journals of the wheel shafts are supported by springs in the usual way.
The two brakes K, L, have springs V, V, affixed to them below their
cam, and to one of the slide bars e, e; such springs by their contractile
power, serving to draw the brakes away from the wheels when the cam
is being moved out of action against them.
The next and most material portion of our Invention is that which
is applied to each passenger car of the train, and by which the engineer
can control the brakes of the same, either causing such brakes to be
thrown into action on their wheels or out of action with respect to the
same, as occasion may require. Such improved apparatus is intended
only for use in cases of emergency, or when the train is in great danger.
Under other circumstances the brakes are to be operated by the usual
hand windlass, or in any of the well known methods. Ours is a safety
apparatus possessing great power and efficiency in operation, in com-
parison to the ordinary brake mechanism applied to and under the
platforms of a car. It is to remain quiescent while the cars are ex-
posed to no material danger, but is to be ready to act so as to speedily
arrest them under opposite circumstances. The power exerted by
brakemen by the ordinary brake windlass of cars, is sometimes not
sufficient to arrest a train in season to avoid accident; and besides,
in cases of imminent danger, or risk of life, even such is rarely and

page_text: properly put in action. In order to aid in the stoppage of a train it is
frequently the case that the motion of the engine piston is reversed
and made to work against the steam. This is a hazardous operation
when the train is at high velocity, as it may produce a breakage of the
cylinder connecting rod or some other part of the engine. It is there-
fore desirable to have a great force or power stored up prepared to act
on the instant, and under the control of the engineer or a conductor
or officer on the train. It is also desirable to have it so applied to
each car, as not only to enable the engineer or a person on the engine
to control it, but also to enable it to be put in action by a person on
either car, as well as to have it set in action by a car whenever such
may become unshackled or disconnected from the rest while the train
may be in motion. Our Invention possesses all these advantages, as
well as others not necessary to be enumerated. On the top of each
car we place a case or box A', made to cover a frame B', and the
mechanism supported by and in it. From this frame a windlass
shaft C, is extended downwards vertically, and is connected to the
brake lever a, by means of a chain D', or a chain and slide rod E¹¹, or
the mechanical equivalent therefor, the same being so that when the
windlass shaft is turned around in one direction, the chain shall be
wound on it, and such a draft created on the chain as to cause the brake
lever to be actuated so as to force or move the brakes into contact
with the peripheries of their wheels. The upper portion of the shaft C³,
is provided with two fusees E, F, the groove of one of which is made
to run in a reversed direction to that of the other. A top view of the
upper of these fusces is given on an enlarged scale in Figure 10, while
a side view of both of them is exhibited in Figure 11; they are
similar to one another, but they are made to stand reversed. From
the lower one, a chain G', is fastened, and led and fixed to a grooved
windlass barrel II', arranged as seen in the Drawings. There is also
another chain I', that extends from the windlass barrel to the upper
fusee, and on the opposite side of said barrel, the said chains being
made to play or wind in two helix grooves cut around in the periphery
of the windlass barrel in opposite directions. The shaft K', of this
windlass barrel has a series of two or more spiral springs L', LA, L',

page_text: which are placed between and kept apart by discs or plates M', M', M³,
the opposite or outer ends of the springs being fastened to a post N¹,
that extends from the top to the bottom plate of the frame B'. A
ratchet wheel O', is placed and fastened on the shaft of the windlass
barrel, and it has a retaining pawl lever P¹, which turns upon a ful-
crum on the top of a post Q', and is forced up to the periphery of the
ratchet by a spring R. The rear arm of the lever pawl P¹, is curved
around against the inner side of a locking arm S', which will be herein-
after described.
The lower end of the shaft K', is provided with a key or wrench
hole m, into which a wrench or bar may be inserted for the purpose of
enabling a person to rotate the shaft, and the windlass barrel H³, and
so as to coil up the springs thereof. We employ two or more springs
and the guide and separating discs in preference to a single spring,
because should one of these springs break or get out of working order,
the rest would be sufficient to operate the brakes; whereas, had we but
a single spring, it might break or be found broken at a time when the
apparatus might be required to be used.
The locking arm S', is attached to the inner end of a tubular shaft n,
which receives through it a windlass shaft o. This latter runs through
the tubular shaft, and carries a locking cam p, that is fixed on it; such
cam works against a similar cam 9, made upon the end of the tubular
shaft; these cams being so formed as to cause the tubular shaft to be
moved longitudinally towards the pawl lever P₁, when the shaft o, is
turned in one direction, or in that in which it is rotated by the action,
pull, or draft of the main applying line to be herein-after described. A
spiral spring r, fixed to the shaft and the end of the frame B', serves
to reverse the rotation of the shaft after the force on the main apply-
ing line has ceased to act.
There is in the shaft o, another short tubular shaft (s), which plays
or rests against a shoulder t, and is forced up against the same by a
screw nut u, working on a screw v³. Such screw nut is provided with
a clamp nut v, whose office is to prevent it from being turned back on
the shaft. The tubular shaft s, has a small windlass pulley w, fixed
on it. around which is wound a branch cord or line a, leading from the

page_text: main applying line y, the end of the cord, before winding the cord
around the pulley, being inserted in or through a hole made through
one of the flanges of the groove of the pulley, or being otherwise so
fixed to the pulley as to be capable of being separated from it (when
unwound from it) by a power of draft on the rope, such as would not
be sufficient to break the rope.
To operate our apparatus we employ two main lines or ropes y, z,
extending from the engine and over each car of the train. One of
these lines, viz., the line y, we term the "main applying line," and
because by means of it the engineer is enabled to set in action the
machinery which applies or forces the breaks against the wheels. The
other line or rope we term the "main relieving line," and this because
the office of this line is to enable the engineer to actuate the relieving
mechanism, or that which relieves the brakes from the pressure
induced by the set of spiral springs L', L', L'. The branch relieving
and applying lines x, and a', are secured to the main lines by screw
clamps 6', 6', or in any other proper way.
When the engineer pulls on the main applying line, or, by means
of a windlass c', or any other suitable mechanism, creates a draft on it,
the windlass shaft o, will be rotated, and produce a longitudinal motion
of the tubular shaft n, whereby the arm S', on such shaft, will be
forced against the lever pawl P₁, so as to turn it out of engagement
with the ratchet O'. This will set free the springs L', L', L', so that
they will rotate the windlass barrel H', which will create such a
rotation of the windlass shaft C', as will throw the brakes into action
on the wheels.
The upper fusce, at its neck or upper part, is constructel of much
smaller diameter than it is at its base, and by a sudden and long
sweep d, e, the neck portion of the groove is joined to the base
part of it. The object of this peculiar construction is to enable the
shaft C', to be rotated with a very quick velocity, while the slack of
the chain D', is being taken up, and, as soon as this is effected, for the
base portion of the groove to be suddenly brought into action. While
the slack of the chain is being taken up, it becomes necessary to ease
down or check the power or pressure of the springs L', L, L', otherwise

page_text: the momentum of the sudden expansion of them, if allowed to operate
with full force on the chain 1', might break it. For this purpose we
combine with the main spring shaft K, an automatic or self-acting
friction brake apparatus, the construction and peculiar operation of
which we shall now proceed to describe.
On the upper end of the shaft K', we affix a wheel f', against whose
periphery a rubber or brake g', is placed. This latter is jointed to one
end of a lever h', that turns horizontally on a fulcrum i¹, and is formed as
seen in Figure 2, of the Drawings. The brake end or arm of the lever
h', is pressed towards the wheel f¹, by a spring k', the opposite arm of the
lever h¹, being made to act in conjunction with a catch lever 1, which
is shaped and made to turn on a fulcrum m³, as seen in the Drawings.
There is a slide 2", jointed to the brake, and forked at its outer end,
so as to embrace and slide on the shaft K. Figure 12, shews a top
view of this slide, the brake g', and the wheel f". On the top of the
wheel f', and between it and the slide n", there is a cam o', which, at
a proper time, is carried around (by the wheel) against a stud p', (pro-
jecting from the under side of the slide n",) and so as to move the slide
in such manner as to force the brake 9', out of contact with the
wheel f¹. As soon as this takes place the catch lever l', actuated by a
spring g', catches the tail end of the lever h', and holds the brake out
of contact with the wheel, not only while the power of the main springs
is being exerted on the car wheel brakes, but while the main springs
are being rewound, it not being desirable to operate against the friction
of the brake g', while the shaft K', is being turned so as to wind up
the main springs.
Just previous to the completion of the winding or coiling up of the
main springs, a small stud or screw head r¹, fixed in the upper surface of
the wheel f¹, is brought to bear against a tripping cam s', (fixed on the
end of the larger arm of the catch lever A,) and by its pressure against
such, so moves the lever I', as to disengage the brake lever h', and
permit the brake g', to be thrown against the wheel f", by the spring &¹.
When the wheel f₁, is rotated in the opposite direction, the stud r¹,
meets the tripping cam, which gives way under the pressure of it, and
allows the stud to pass by it; the tripping cam being so made and applied

page_text: to the lever as to operate in such manner. The tripping cam or lever
is a contrivance well known to mechanics, and used for such purposes.
While the car brakes may be exerting full pressure on the wheels,
it will often be desirable to suddenly remove such pressure, in order that
the cars or train may be again set in motion. This could be done by re-
winding the main springs, but it will be evident to any one conversant
with railway matters that such would be an operation which would
require too much time. We, therefore, combine with the fusees and
the shaft C, an apparatus by which they may be so disengaged from
one another as to allow the shaft to freely rotate backwards, and thus
relieve the car brakes from the strain of the chain D'.
To this end, the shaft C', is made to freely revolve in the fusees,
and such shaft and fusees are provided with a clutch t', the moveable
portion of which is suspended on one arın of a bent lever u', which
turns on a fulcrum &', that is supported by a projecting arm w¹.
In Figure 14, we have represented a front side elevation of the
mechanism contained in and on the frame B', a rear side elevation of
it being shewn in Figure 4. The tail or lower arm of the lever u¹, is
pressed laterally by a sliding shaft a³, which is supported by a post y',
and is a tubular shaft, made substantially like the tubular shaft n,
herein-before describel.
The shaft, is combined with a windlass shaft z', and they are respec-
tively provided with locking cams a, b, as are the shafts n, o, herein-
before described. The windlass shaft, has applied to it a spiral spring &²,
a pulley d², a friction tubular shaft &, a screw nut f, and a clamping
nut g², all of which are substantially like those herein-before explained,
as applied to the windlass shaft o. The branch line or cord a', from the
main relieving line z, winds around and is applied to the pulley d², in
the same way as the line a, is applied to the pulley w.
If the engineer pulls or creates a draft on the main relieving line,
the shaft C', may be unclutched from the fusees, and the wheels relieved
from the pressure of the brakes. The clutch will remain out of
engagement with the fusee until the re-winding of the main springs
takes place, the clutch dropping into engagement with the fusee, a little
before the completion of such operation.

page_text: The locking arm S', herein-before referred to, is formed as seen in
side view in Figure 15. It is made with a circular hole h³, and three
or any other suitable number of recesses i, i, i, leading from the
The shaft z', passes and slides through the hole h², and is pro-
vided with a spline or feather ², that extends from it, and has a trans-
verse section which enables it to enter any one of the recesses i, 1, 2².
same.
The object of the locking arm S', and the projecting feather or
key k³, is to prevent the unclutching of the shaft C', from its fusees,
when a car becomes unshackled or disengaged from the rest of the train.
It will readily be seen that when such an accident occurs, or such a
separation of a car from the rest of the train takes place, both the
main applying and relieving lines will be strained. The moment this
takes place the windlass pulleys w, and d², will be set in revolution,
and the locking arm S', moved laterally on the shaft z', whose feather
or key k², will thus be made to enter one of the recesses i. When
this takes place, the further revolution of the shaft z¹, will be stopped;
consequently the fusees will not be unclutched from the shaft C, the
car brakes being thrown into action so as to stop the car.
The extra
draft on the main applying and relieving lines will cause the branch
lincs to run off the pulleys, and thus the disengaged car will not only
have its brakes applied to its wheels, but it will be separated from the
branch lines.
It will be perceived by our present Invention, that the operation of
winding up the main spring or springs is not performed by means of
windlasses placed on the locomotive engine, and connected to the barrels
of the springs of the several cars, but is required to be accomplished by
a person on each car, or by one person at intervals while going through
the train. Also that the apparatus by which the wheels are suddenly
relieved from the pressure of the brakes is entirely different in its
arrangement, application, and construction from a windlass or set of
windlasses applied on the locomotive engine, and connected with the
spring barrels of the several cars by so many lines. By means of
our Invention, the engineer, when on the engine, has it in his power to
either instantly set in full operation the power by which the brakes are
forced or drawn against the wheels, or when such is in operation, he

page_text: can do what will instantly cause the said pressure of the brakes to be
removed from the wheels, and without rendering it necessary in the
mean time to wind up the main spring or springs, an operation which
would consume too much time. This latter operation is to be subse-
quently performed, and by a person applying a key or lever to and
rotating each of the shafts K', of the several cars. Thus it will be
seen that one person can have the power of instantly applying all the
brakes of the train, and by an apparatus that is not effected by the
lateral or longitudinal movements of cars in a train, one that will operate
just as well while the train may be going backwards as when it may be
running forwards on the railway.
Having thus described the nature and performance of our Invention,
what we claim is as follows:--
We claim the improvement of making the supports of the journals
of the brake cam c, and applying them to the brakes so as render
them capable of moving laterally under circumstances and for the
purpose as herein-before specified. We also claim the improvement
of suspending the brakes of the driving wheels of the locomotive on a
spring T, supported by the carriage, the same being for the purpose
substantially as specified.
We also claim the improvement of so connecting the relieving
branch lines or mechanism of a train of two or more cars by a single
main line, or the equivalent therefor, that all the relieving mechanisms
of such train may be put in operation by one pull or draft on the
connected lines or connection line, whereby the brakes of the several
cars of the train may be simultaneously or successively thrown out of
action on the wheels, or relieved of the pressure induced by the main
spring or springs as herein-before specified.
We do not claim the application of a scroll or fusee to the shaft of a
spiral spring for the purpose of maintaining an equality of strain of the
spring on the chain of such fusee during the uncoiling of the spring;
nor do we claim the combination therewith of a cylinder or barrel for
the chain to wind on and unwind from, such being found in watches
or timepieces; but what we do claim is the combination of the two
reversed spiral fusees (E', F¹), and their two chains (G¹, I',) together,

page_text: and with the shaft (C³), and the grooved barrel (H) of the shaft of the
main spring or springs, the object of the lower or reversed fusee and its
chain being to create a backward rotation of the upper fusee under
circumstances as stated.
We also claim the improvement in the construction of the upper
fusee, that is to say, the making it with the sudden and long sweep
(d', e¹), the small scroll neck, and the enlarged or base part as specified,
the same being not only for the purpose of suddenly taking up the
slack of the brake chain, but of suddenly applying thereto an increase
of power of the main springs as herein-before stated.
We do not claim the application and use of a single mainspring,
but we do claim the combination of two or more springs (L', L',) and
their separating and guide discs or plates applied to the shaft K', and
made to operate substantially in the manner and for the purpose as
stated.
We also claim, in combination with the mainspring shaft and the
frame, the apparatus by which the power of the mainsprings is pre-
vented from acting too suddenly, or so as to rupture or injure the brake
chain, when the slack of it is taken up as stated; meaning also to
claim the combination of parts or elements constituting such apparatus ;
the same consisting of the wheel f', the rubber g¹, the lever h¹,
spring k', catch lever l', slide n", with its stud p², cam o¹, spring q',
and the tripping cam s³, as herein-before specified.
We also claim the combination or mechanism for disengaging the
retaining pawl of the ratchet, that is to say, the tubular shaft n, and its
cam g, in combination with the windlass shaft o, and its cam p.
We also claim the improvement of so combining the windlass
shaft C', with the fusees or apparatus by which it is put in rotation
that it may be disengaged therefrom in order to relieve the wheels
from the pressure of the brakes without rendering it necessary to do
so by re-winding the springs.
We also claim the combination of the key or feather, and the
locking arms', (or their equivalents,) with the shafts n, and z¹, the same
being for the purpose as herein-before specified.
We also claim the improvement by which each windlass or pulley

page_text: shaft o, or 2, and its main line y, or, is connected, viz., by a branch
line x, or a¹, loose pulley and friction screw or contrivance as combined
together, and with the main line and windlass shafts, and made to operate
in manner substantially as specified.
In testimony whereof, we have hereto set our hands and seals,
the First day of September, in the year of our Lord One
thousand eight hundred and fifty-three.
JOSEPH MARKS. (L.S.)
JNO. HOWARTH. (L.S.)
JOSEPH MARKS. (L.S.)
JNO. HOWARTH. (L.S.)