IMPROVEMENTS IN RAILWAY BRAKES AND IN APPARATUS CONNECTED THEREWITH
Year: 1873

page_text: LETTERS PATENT to William Robert Lake, of the Firm of Haseltine,
Lake, & Co., Patent Agents, Southampton Buildings, London, for
the Invention of " IMPROVEMENTS IN RAILWAY BRAKES AND IN APPARATUS
CONNECTED THEREWITH."-A communication from abroad by John Y.
PROVISIONAL SPECIFICATION left by the said William Robert Lake
at the Office of the Commissioners of Patents, with his Petition,
on the 23rd January 1873.
I, WILLIAM ROBERT LAKE, of the Firm of Haseltine, Lake, & Co.,
Patent Agents, Southampton Buildings, London, do hereby declare the
nature of the said Invention for "IMPROVEMENTS IN RAILWAY BRAKES AND
IN APPARATUS CONNECTED THEREWITH," a communication, to be as follows:-
This Invention relates to that class of brakes for railway carriages in
which the power for actuating the brakes is derived from the pressure of
the atmosphere acting on the heads of flexible cylinders or chambers, on
the interior of which a partial vacuum has been created.
..

page_text: The diaphragms heretofore in uso consist of a scrics of clastic
concavo-convex plates placed edge to edge and connected by a flexible
material, the chains for operating the brakes being attached to hooks or
cyo bolts secured to the centre of the outer plates. It is however
preferred to use solid cylindrical leads of iron connected by a thin tube
of india-rubber cloth crimped to fold like the leather of a bellows, or a
plain tube may be used; or the cylinder may be formed of two cast cups
connected by a telescopic joint, with a suitable packing to exclude the
air when a partial vacuum is formed in the interior, or two cups con-
nected by a flexible india-rubber cloth tube, permitting one cup to slide 1
into the other, as shown in Figure 13, may be employed.
The opposite heads are to be connected by a chain to tako up tho
strain from the outward draught of the springs, which retract the brakes
when released, and thus relieve the tubes of india-rubber cloth from any
strain. On the opposite sides of the iron heads are friction wheels sup- ]
porting such heads, and running on ways formed between two parallel
rods or by a bar attached to the inner surface of the shield, which is
bolted to the bottom of the carriage and encloses the diaphragms to
preserve them from injury. The air may be exhausted from the chambers
through branch pipes.
Pipes in sections are permanently attached to cach carriage, and
extend from end to end of the same. On each end there is a section of
flexible india-rubber hose. There should be two lines of pipes; but if
but one pipo is used under a carriage it should be bifurcated, and
couplings must be attached to the hose on each pipe or branch, and so a
arranged that any carriage will be readily connected with either end of
any other carriage.
These couplings are constructed with valves, which are forced open
when the carriages are coupled, and will be instantly closed by the
pressure of the air or by gravity when the carriages are uncoupled, a
whether intentionally or by accident.
The air is exhausted from the pipes and chambers by means of a steam
jet driven through an ejector placed on the locomotive within convenient
reach of the driver. I may use a single ejector in which the steam is
introduced through a pipe, and the force of the draught is regulated
by a conical valve, the air entering the ejector from the pipes
through a branch pipe, or I may use a double ejector consisting of two

page_text: such ejectors as above described, of different sizes, the larger one being
intended to produce a rapid exhaustion of the air, while the smaller onc
being so constructed as to give a greater intensity to the draught will be
used for producing and maintaining a more perfect vacuum; or the
cjector may be made in two parts connected by a bayonet joint; a pin
projecting through a curved slot so that the annular space between the
two parts through which the steam entering through the induction pipe
passes may be enlarged or diminished. The said ejector is provided with
a drip pipe with valves for the escape of the water of condensation and
a check valve.
Instead of the ejector a rotary steam pump may be used, and will be
preferable to air pumps worked by the machinery of the locomotive,
-because a pressure can be maintained while the train is stationary.
In addition to the air pump or ejector used on the locomotive I place an
air pump on the last carriage of the train to be driven by a pulley on the
axle of the said carriage. A fast and loose pulley should be used for this
purpose, having a belt shifter operated by hand or by a cord extending
from the lever to the locomotive, or a belt tightener may be used so that .
the engine driver may set the brakes. I also provide flexible vacuum
chambers connected by iron cross heads, but not communicating with
one another, so that in case of any accident by which the chamber or
chambers on one sido would not act those on the other side will still be
efficient for stopping the train.
I use springs in all cases to draw away the brake shoes when they aro
released.
I may make only one of the cylinder heads movable, a rack being
attached thereto to turn a pinion having wrist pins on its face; as the
pinion turns it will cramp a chain connected to the brake bars and thus
compress the brakes against the wheels. Or the heads may actuate
levers having slicaves, around which is wound the chain for operating
the brake. Or the brakes may be operated by a system of compound
levers. In this casc a rod connects the cylinder head with a bar, which
is connected by the rod to a lever that has its fulcrum on the brake
bar, and is connected by a rod with the opposite brake bar. As the said
rod is drawn by the cylinder head the brake shoes will be simultaneously
drawn with great force against the wheels. An ordinary hand brake is
attached by the chain to the first of these levers so that the brake may
be operated by hand.
-

page_text: In order to adjust the compression of the brakes so that the wheels
may not be caused to slide upon the track the said lovers are constructed
with a series of holes, in any two of which the connecting rod may be
secured, and thus the leverage is increased or diminished.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said William Robert Lake in the Great Seal Patent
Office on the 23rd July 1873.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
ROBERT LAKE, of the Firm of Haseltine, Lake, & Co., Patent Agents,
Southampton Buildings, London, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twenty-third day of January, in the year
of our Lord One thousand eight hundred and seventy-three, in the thirty-
sixth year of Her reign, did, for Herself, Her heirs and successors, give
and grant untỏ me, the said William Robert Lake, Her special licence
that I, the said William Robert Lake, my executors, administrators, and
assigns, or such others as I, the said William Robert Lake, 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, usc,
exercise, and vend, within the United Kingdom of Great Britain and
Ireland, the Channel Islands, and Isle of Man, an Invention for "IM-
PROVEMENTS IN RAILWAY BRAKES AND IN APPARATUS CONNECTED THEREWITH," a
communication to me from abroad by John Y. Smith, of Pittsburg,
Pennsylvania, United States of America, upon the condition (amongst
others) that I, the said William Robert Lake, my executors or adminis-
trators, by an instrument in writing under my, or their, or onc. 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 William Robert Lake, do hereby
declare the nature of the said Invention, and in what manner the
same is to be performed, to be particularly described and ascertaine

page_text: in and by the following statement, reference being had to the accom-
panying Drawings forming a part of this Specification:-
This Invention relates to that class of brakes for railway carriages in
which the power for actuating the brakes is derived from the pressure of
the atmosphere acting on the heads of flexible cylinders or chambers, o11
the interior of which a partial vacuum has been created.

page_text: strain. On the opposite sides of the iron heads are friction wheels sup-
porting such heads, and running on ways which may be formed between
two parallel rods C, or by a bar attached to the inner surface of the
shield D which is bolted to the bottom of the carriage, and encloses the
diaphragms to preserve them from injury, as shown in Figures 8 and 10.
The air may be exhausted from the chambers A through branch pipes
connecting them with the pipes E.
These pipes are in sections permanently attached to each carriage and
running from end to end. On each end there is a section of flexible
india-rubber hosc. There should be two lines of pipes; or if only one
pipo is used under a carriage it should be bifurcated, and male and
female couplings should be attached to the hose in each pipe or branch.
They should be arranged on each carriage with the male couplings
diagonally across the same on opposite sides, and the female couplings
similarly disposed, so that any carriage will be readily connected with
either end of any other carriage by having a male and female coupling
always opposite cach other as the carriages approach each other.
These couplings are constructed with valves, which are forced open
when the carriages are coupled, and will be instantly closed by the
pressure of the air or by gravity when the carriages are uncoupled
whether intentionally or by accident.
The air is exhausted from the pipes E and chambers A by means of a
steam jet driven through the ejector I placed on the locomotive within
convenient reach of the driver. Several forms of ejectors are shown in
the Drawings. In Figure 14 there is represented a single ejector in
which the steam is introduced through a pipe F³, and the force of the
draught is regulated by means of the conical valve F', which may bo
adjusted in relation to its conical scat so as to increase or diminish the
entering current of steam, and thus regulate the escape of air entering
the ejector from the pipes E through the branch pipe F, thereby enabling
the driver to regulate the pressure to be applied to the brakes. There is
also shown in Figure 15 a double ejector consisting of two of the cjectors
above described of different sizes, the larger one being intended to
produce a rapid exhaustion of the air, while the smaller one is con-
structed to give a greater intensity to the draught, and will be used for
producing and maintaining a more perfect vacuum. Another form of
cjector is shown in Figures 16 and 17. This is made in two parts, G and

page_text: G', connected by a bayonet joint G³, a pin on G¹ projecting through a
curved slot in G, so that the annular space between the two parts
through which the steam entering by the induction pipe G³ passes may
be enlarged or diminished to increase the intensity of the draught. A
drip pipe with valves for the escape of the water of condensation is
placed at G* and a check valve at G³.
Instead of the cjcctor a rotary steam pump, as indicated at H,
Figure 1, may be used. As such pumps are well known it is not
necessary to describe their construction. Either of them will be
preferable to air pumps worked by the machinery of the locomotive
because they allow a pressure to be maintained while the train is
stationary.
In addition to the air pump or ejector used on the locomotive I placo
an air pump in the last carriage of the train, preferring for this purpose
to use a rotary pump, as indicated in Figure 3, to be driven by a pulley
on the axle of the carriage. A fast and loose pulley should be used for
this purpose with a belt shifter operated by hand or by a cord extending
from the lever to the locomotive; or a belt tightener may be used so
that the driver may set the brakes by throwing the air pump on this
carriage into operation, and also in order that if the train should be
accidentally divided the jerk in the cord will shift the belt and put the
air pump on the carriage into operation, setting the brakes on the
carriages thus detached and stopping this portion of the train.
Another precautionary arrangement is that indicated in Figures 6 and
7, wherein flexible vacuum chambers are shown connected by iron cross
heads, but not communicating with one another, so that in case of any
accident by which the chamber or chambers on one side would not act
those on the other side will still be efficient for stopping the train. Tho
brakes are shown as attached to the wheels of an eight-wheeled carriage,
and also to carriages having four wheels, the principle of operation being
the same.
The cylinder heads may be connected with the brake bars
directly where the carriages are light or the heads very large, as shewn
in Figures 1 and 2. In this case the heads being drawn toward
another will draw directly on the brakes, compressing them against the
wheels. I use springs to draw away the brake shoes when released.
Only one of the cylinder heads need be movcable, as shown in
Figure 5, a rack being attached thereto to turn a pinion, having wrist

page_text: pins on its face. As the said pinion turns it will cramp a chain con-
nected to the brake bars, and thus compress the brakes against the
wheels. Or the heads may actuate levers, as shown in Figure 9, with
shcaves around which is wound the chain for operating the brake as
shown, which chain may be shortened by the contraction of the heads.
Or the brakes may be operated by a system of compound levers, as
shewn in Figure 4. Horo the rod I connects the cylinder head with the
bar K, which is connected by the rod K' with the lever K*; the latter
has its fulcrum on the brake bar K', and its short arm is connected by a
rod K³ with the opposite brake bar K³. As the said rod I is drawn by
the cylinder head the brake shoes will be simultaneously drawn with
great force against the wheels. An ordinary hand brake is attached by
the chain K' to the levers K so that the brakes may be operated by hand
in case of accident or in shunting carriages when they are separated
from the locomotive.
In order to adjust the compression of the brakes so that the wheels
may not be caused to slido upon the track the lovers K and K' arc con-
structed with a series of holes, in any two of which the rod K' may be
attached and the leverage increased or diminished, and thus the brakes
whether operated by hand or by means of the vacuum chambers may be
adjusted to adapt them for use on either light or heavy carriages.
Having thus fully described the said Invention as communicated to
me by my foreign correspondent and the manner of performing thic same,
I wish it understood I am aware that brakes have heretofore been
operated or proposed to bo operated by atmospheric pressure, and that
flexible diaphragms such as are shown in Figure 5 have been known,
but I claim,-
First. In combination with carriage brakes solid oylindrical heads
and a tubo of flexible air-tight material connecting two such heads and
affording the requisite movement for the heads to operate the brakes.
Second. In combination with the moveable heads, chains, or their
equivalents to sustain tho strain arising from the tension of the springs
which retract the brakes.
Third. In combination with the vacuum chamber formed as herein
described an ejector placed in the air pipe and discharging in the direc-
tion of the air outflow.

page_text: Fourth. An auxilliary air pump operated by the wheels of a carriago
combined with means, substantially as set forth, for throwing the pump
in gear in case the train should be divided, and with valves automatically
closing both ends of the pipe when the couplings are drawn apart.
Fifth. In combination with the brakes the adjustable levers and rod
for regulating the pressure on the brakes.
Sixth. The rack, pinion, and chain for operating the brakes by the
compression of the diaphragms as herein set forth.
Seventh. The double vacuum chambers so connected as to operate
together, but provided with independent exhaust pipes.
Eighth. The chamber composed of two cups sliding one into the other
and connected by a flexible tube or provided with packing rings.
Ninth. In the adjustable injector, shewn in Figure 14, the conical
valve and valve scat and means for regulating the influx of steam.
Tenth. The double ejector combining two ejectors of different sizes, as
herein set forth and for the purpose specified.
Eleventh. The ejector, shewn in Figures 16 and 17, adjustable by
means of a bayonet joint for regulating its action in the manner set
forth.
In witness whereof, I, the said William Robert Lake, have here-
unto set my hand and scal, this Twenty-third day of July, in
the year of our Lord One thousand eight hundred and seventy-
thrco.
5 Witness,
HENRY J. NOONE,
-
8, Southampton Buildings,
London.
WM. ROBT. LAKE. (L.S.)

page_text: Filed 13th March 1879.
[LAKE'S PATENT.]
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, EDWARD
LUCAS JENKS RIDSDALE, of Tower Hill, in the City of London, send greeting.
WHEREAS Her Most Excellent Majesty Queen Victoria, by Her Royal Letters
Patent under the Great Seal of Great Britain and Ireland, bearing date at West-
minster the Twenty-third day of January, in the year of our Lord One thousand
eight hundred and seventy-three, in the 36th year of Her reign, did for Herself, Her
heirs and successors, give and grant unto William Robert Lako, of the Firm of
Haseltine, Lake, and Company, Patent Agents, Southampton Buildings, London,
his executors, administrators, or assigns, or such others as he, his executors,
administrators, or 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 of "IMPROVE-
MENTS IN RAILWAY BRAKES, AND IN APPARATUS CONNECTED THEREWITH," a
communication from abroad by John Y. Smith, of Pittsburgh, Pennsylvania,
United States of America, for and during the term of fourteen years thence next
ensuing:
performed, to be
A
And whereas in pursuance and performance of a proviso in the said Letters Patent
contained the said William Robert Lake did, within six calendar months next after
the date of the said Letters Patent, cause a Specification in writing under his hand
and seal, purporting to particularly describe the nature of the said Invention, and
in what manner the same was to be duly filed in the Great Seal Patent Office:
And whereas by virtue of various assignments, and finally by an Indenture of
Assignment bearing date the Twenty-fourth day of January, One thousand eight
hundred and seventy-nine, made between Smiths Vacuum Brake Company, Limited,
of the one part, and me, the said Edward Lucas Jenks Ridsdale, of the other part,
the said Letters Patent and Invention, and all and singular the rights and privileges
Di31

page_text: thereby granted, became and are now absolutely vested in mo the said Edward
Lucas Jenks Ridsdale:
And whereas since the filing of the said Specification I have been advised and
have ascertained that some of the claims in the said Specification are too wide and
claim more than should have been claimed as forming part of the said Invention,
and that others of the said claims extend to matters of doubtful novelty, and of
little (if any) practical utility, and I am therefore desirous of limiting the claims of
the said Specification, and of altering the said Specification in manner herein-after
appearing:
NOW KNOW YE, that I, the said Edward Lucas Jenks Ridsdalo, by and with
the leave of Her Majesty's Attorney-General, and for the reasons aforesaid, do alter
the said Specification by striking out of the said Specification, printed by the
Queen's Printers, and published at the Great Seal Patent Office in One thousand
oight hundrod and seventy-three, that part commencing with the words "the
diaphragms," which occur on page 5, line 20, and cuding with the words "preferred
to," on the same page, lino 23, and I substitute therefor the pronoun "I." I also
strike out that part commencing with the words "or a plain," which occur on the
said page 5 at line 25, and ending with the words "may be employed," on the
same page, line 31, and I add instead the words "as shown detached in Figures 6
and 12, and attached to a tender or carriage in Figures 1, 2, 4, and 7." I also
striko out the words "to be," which occur on the samo pago at line 32, and substi-
tute therefor the words "in some casos, ns in Figure 2." I also strike out the word
"aro," which occurs on the first line of page 6, and substituto therefor the words
"there aro in some cases." I also strike out that part of the Specification com-
mencing with the words "either of them," which occur on page 7 at line 9, and
ending with the word "stationary," on the same page at line 12. I also, for the
reasons aforesaid, insert in the first claim between the word "brakes" and the word
'solid," which occur on page 8, line 28, the words "the use of;" and I add at the
end of the said first claim after the word "brakes," on line 30 of the said page 8,
the words and figures following: "substantially as described, and shown in
Figures 1, 2, 4, 6, 7, and 12." I also, for the reasons aforesaid, strike out the wholo
of the second claim in page 8, at lines 31, 32, and 33 of the said printed copy. I
also strike out the word "Third," which occurs on the same page at lino 34, and
substitute therefor the word "Second." I also insert between the words "described'
and "an," which occur on line 35 of the said page 8, the words "and claimed in
the first claiming clauso." I also strike out the whole of the 4th, 5th, 6th, 7th, 8th,
9th, 10th, and 11th claims on page 9, lines 1 to 19 inclusivo.
And in order that the effect of the said Disclaimer may be clearly understood, I
annox hereunto a copy of the said Specification as it will appear when so amended,
the preamble and testing clauso boing omitted.
NOW KNOW YE, that I, the said William Robert Lako, do hereby declare
the nature of the 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 accompanying Drawings forming a part of this Specifi-
cation:-
"
This Invention relates to that class of brakes for railway carriages in which the
power for actuating the brakes is derived from the pressure of the atmosphore
acting on the heads of flexible cylinders or chambers, on the interior of which a
partial vacuum has been created.
DESCRIPTION OF THE DRAWINGS.
Figure 1 is an elevation of a locomotive tender with the heroin-described
improved brake attached to the same.
Figure 2 is a bottom view of a tender or carriage with this brake attached.
Figure 3 is an elevation, partly in section, showing the last two carriages in a
train with the brake ottnobed

page_text: Figure 4 is a bottom view of a carriage having the said brake attached, and
showing the means for adjusting the brake.
Figure 5 is a bottom view of a four-wheeled carriage, showing the brake applied
to the same.
Figure 6 to 17 inclusive show modifications of parts of the mechanism which may
be used as preferred.
I use solid cylindrical heads of iron connected by a thin tube of india-rubber
cloth, crimped to fold like the leather of a bellows, as shewn detached in Figures 6
and 12, and attached to a tender or carriage in Figures 1, 2, 4, and 7.
The opposite heads are in some cases, as in Figure 2, connected by a chain to
take up the strain from the outward draught of the springs, which retract the
brakes when released and thus relieve the tubes of india-rubber cloth from any
strain. On the opposite sides of the iron heads there are in some cases friction
wheels supporting such heads, and running on ways which may be formed between
two parallel rods C, or by a bar attached to the inner surface of the shield D which
is bolted to the bottom of the carriage, and encloses the diaphragms to preserve them
from injury, as shown in Figures 8 and 10.
The air may be exhausted from the chambers A through branch pipes connecting
them with the pipes E. These pipes are in sections permanently attached to each
carriage and running from end to end. On each end there is a section of flexible
india-rubber hose.
There should be two lines of pipes, or if only one pipe is used under a carriage
it should be bifurcated, and male and female couplings should be attached to the
hose in each pipe or branch. They should be arranged on each carriage with the
male couplings diagonally across the same on opposite sides, and the female
couplings similarly disposed, so that any carriage will be readily connected with
either end of any other carriage by having a male and female coupling always
opposite each other as the carriages approach each other.
These couplings are constructed with valves, which are forced open when the
carriages are coupled, and will be instantly closed by the pressure of the air or by
gravity when the carriages are uncoupled, whether intentionally or by accident.
The air is exhausted from the pipes E and chambers A by means of a steam jet
driven through the ejector F placed on the locomotive within convenient reach of
the driver. Several forms of ejectors are shown in the Drawings.
In Figure 14 there is represented a single ejector, in which the steam is introduced
through a pipe F2, and the force of the draught is regulated by means of the conical
valve F, which may be adjusted in relation to its conical seat so as to increase or
diminish the entering current of steam, and thus regulate the escape of air entering
the ejector from the pipes E through the branch pipe F³, thereby enabling tho
driver to regulate the pressure to be applied to the brakes.
There is also shewn in Figure 15 a double ejector, consisting of two of the
ejectors above described of different sizes, the larger one being intended to produce
a rapid exhaustion of the air, while the smaller one is constructed to give a greater
intensity to the draught, and will be used for producing and maintaining a more
perfect vacuum.
Another form of ejector is shewn in Figures 16 and 17. This is made in two
parts, G and G¹, connected by a bayonet joint C, a pin on G' projecting through a
curved slot in G, so that the annular space between the two parts through which
the steam entering by the induction pipe G³ passes may be enlarged or diminished
to increase the intensity of the draught. A drip pipe, with valves for the escape
of the water of condensation, is placed at G, and a check valve at G³.
Instead of the ejector a rotary steam pump, as indicated at H, Figure 1, may be
used. As such pumps are well known it is not necessary to describe their
construction.
In addition to the air pump or ejector used on the locomotive I place an air pump
in the last carriage of the train, preferring for this purpose to use a rotary pump.

page_text: as indicated in Figure 3, to be driven by a pulley on the axle of the carriage. A
fast and loose pulley should be used for this purpose with a belt shifter operated by
hand or by a cord oxtending from the lever to the locomotive; or a belt tightoner
may be used, so that the driver may set the brakes by throwing the air pump on
this carriage into operation, and also in order that if the train should be accidentally
divided the jerk in the cord will shift the belt and put the air pump on the carriage
into operation, satting the brakes on the carriages thus detached, and stopping this
portion of the train.
Another procautionary arrangement is that indicated in Figures 6 and 7, wherein
flexible vacuum chambers are shown connected by iron cross heads, but not com-
municating with one another, so that in case of any accident by which the chamber
or chambers on one side would not act those on the other side will still be efficient
for stopping the train. The brakes are shown as attached to tho wheels of an oight-
whooled carriage, and also to carriages having four wheels, the principle of operation
being the same. The cylinder heads may be connected with the brako bars directly
where the carriages are light or heads very largo, as shown in Figures 1 and 2. In
this case the heads being drawn toward another will draw directly on the brakes,
compressing them against the wheels. I use springs to draw away the brake shoes
when released.
Only one of the cylinder heads need be moveable, as shown in Figure 5, a rack
being attached thereto to turn a pinion having wrist pins on its face. As the said
pinion turns it will cramp a chain connected to the brake bars, and thus compress
the brakes against the wheels; or the heads may actuate levers, as shewn in Figuro 9,
with sheaves, around which is wound the chain for operating the brake, as shewn,
which chain may be shortened by the contraction of the heads; or the brakes may
be operated by a system of compound levers, as shown in Figure 4. Hero the rod I
connects the cylinder head with the bar K, which is connected by the rod K' with
the lever K; the latter has its fulcrum on the brake bar K, and its short arm is
connected by a rod K³ with the opposite brake bar K. As the said rod I is drawn
by the cylinder head the brake shoes will be simultaneously drawn with great forco
against the wheels. An ordinary hand brake is attached by the chain K' to the
lovers K, so that the brakes may be operated by hand in case of accident, or in
shunting carriages when they are separated from the locomotivo.
In order to adjust the compression of the brakes so that the wheels may not be
caused to slide upon the track, the levers K and K are constructed with a series of :
holes, in any two of which the rod K' may be attached, and the leverage increased
or diminished, and thus the brakes, whether operated by hand or by means of the
vacuum chambers, may be adjusted to adapt them for use on either light or heavy
carriages.
Having thus fully described tho said Invention as communicated to me by my
foreign correspondent, and the manner of performing the samo, I wish it understood
I am aware that brakes have heretofore been operated or proposed to be operated
by atmospheric pressure, and that flexible diaphragms such as are shown in Figure 5,
have been known, but I claim,-
First. In combination with carriage brakes the use of solid cylindrical heads, and
a tubo of flexible air-tight material, connecting two such heads, and affording the
requisite movement for the heads to oporate the brakes, substantially as described
and shewn in Figures 1, 2, 4, 6, 7, and 12.
Second. In combination with tho vaccuum chamber formed as herein described,
and claimed in the first claiming clause, an ejector placed in the air pipe and dis-
charging in the direction of the air outflow.
In witness whereof, I, the said Edward Lucas Jenks Ridsdale, have to this my
Specification set my hand and seal, this Twenty-first day of February, One
EDWARD LUCAS JENKS RIDSDALE, (L.S.) 5

page_text: I hereby grant my fiat, giving leave to the above-named Edward Lucas Jenks
Ridsdale, the assignee of the above-mentioned Letters Patent, to file in the Great
Seal Patent Office, with the Specification to which the same relates, the above-
written Disclaimer and Memorandum of Alteration.
JOHN HOLKER,