A RAILWAY CARRIAGE BREAK
Year: 1853

page_text: LETTERS PATENT to William Pizzie, of Albourn, in the County of
Wilts, for the Invention of "A RAILWAY CARRIAGE BREAK."
Sealed the 30th July 1853, and dated the 31st January 1853.
PROVISIONAL SPECIFICATION left by the said William Pizzie at
the Office of the Commissioners of Patents, with his Petition, on
the 31st January 1853.
I; WILLIAM PIZZIE, do hereby declare the nature of the said Invention
for "A RAILWAY CARRIAGE BREAK" to be as follows:-
This Invention consists in certain new mechanical arrangements and
combinations of parts constituting a railway break, the object. and
intention whereof is to enable the engine driver or stoker to put on or
bring into contact with the wheels of the carriages the whole of the
breaks at one and the same time, whereby the evil consequences
attending collisions is considerably diminished, and the safety to the
passengers consequently increased. And in order to explain this Inven-
tion more completely I will proceed to describe illustrative Sheets of
Drawings hereunto annexed.

page_text: DESCRIPTION OF THE DRAWINGS.
1
At Sheet 1, Fig. 1, exhibits a top plan view of the under framing of
the "tender" to which the locomotive engine is attached, shewing the
mode of actuating the breaks. Fig. 2, is a longitudinal and vertical
section of Fig. 1, as it would appear if divided through the line A, B,
at that Figure. Fig. 5, is a transverse and vertical section taken
through the line C, D, at Figs. 1, and 2, shewing the arrangement
of some of the parts hereafter referred to. At Sheet 2, Fig. 4, is a top
plan view of the under framing of a passenger carriage, shewing the
arrangement.and.disposition of the breaks, and other parts connected
therewith. Fig. 5, is a longitudinal and vertical section taken through
the line E, F, at Fig. 4. Fig. 6, is a transverse and vertical section
taken through the line G, H, at Fig. 4, shewing the arrangements of
some of the parts hereafter referred to. At each of the Figures of both
these Sheets of Drawings similar letters of reference are employed to
denote corresponding parts. At Figs 1, 2, 3, of Sheet 1, A, A, marks
the under framing of a tender; B, C, buffer rod's attached "thereto;
D, D, helical steel springs for returning the buffer :heads to their
original position after they have been acted upon. At Fig. 3, E, E,
marks a lever, the fulcrum whereof is a pin at a, which is passed
through the end timber A, of the framing A, A, and at that, end to
which the locomotive engine is to be.attached. The timber A, has al
slot or opening formed through it in which the lever E. E, is placed,
and said lever has plates of metal G, H, securely fixed thereto, and
there are holes b, b, c, formed in said plates through which the ends of
the rods B, and C, occasionally pass. I; K, mark plates of metal
attached to each end of the lever E, as shewn for the purpose-hereafter
mentioned. At Figs 4, 5, 6, of Sheet 2, L, M, mark buffer rods
attached to the fram
framing A, A, as shown; N, the draw rod; 0; 0;
trailing wheels; P, P, breaks; Q, Q, cross rods for connecting together
the breaks belonging to each separate pair of trailing wheels. "The
fods Q, Q, have holes formed therein through which the buffer rods
L, L, pass; these last-mentioned rods are employed solely for the purpose
of putting the breaks on to the wheels of the several carriages composing
atrain, whilst the rods M, are intended to be used as hereafter described.

page_text: The locking, or breaking of the wheels and disengagement thereof are
effected in, the following manner and by the following means: When
it is required to put the breaks into contact, with the trailing wheels
0, 0, the operator presses upon the plate I, which brings the lever E,
and plates G; II, into the position shewn at Fig. 3, at whichí Figure
it will be seen that the ends of the rods B, B, pass through lioles
formed in the plates G, and H, whilst the ends of the rods C; C, are
arrested by the solid part of said plates; this will have the effect of
pushing the buffer röds L, L, and MM, (at Fig 4, of Sheet 2,) in the
direction of the arrow's flight, when the collars for washers g, g,'upon
the rods L, L, pressing against the rods QQ, will force the
breaks PP into contact with the peripheries of the trailing wheels
0;0; and thus-check or entirely stop the progress of the train and
to ensure perfect contact of the breaks with the trailing wheels, the
buffer rods M, M are locked during the time the breaks are in action
by the following means:It will be seen upon referring to Fig::4}
of Sheet 2, that the draw rod N, is inade taper, and the rods MM.
are formed witli notches at d, d; and there are curved bolts e, e, (shewn
more clearly at Fig. 6) the upper-part whereof is kept in close contact
with the taper sides of (tlie draw, bolt N, by the springs ff; thus,
as the rods M, M, are pushed back, the spring, upon the draw
rod N, will pull such rod back; and as the notchics in the rods M, M;
come opposite to the bolts e, e, the springs f, f, will push them therein;
and securely lock them in that position; and when the train is again
put into motion the taper part of the draw bolt N, being drawn between
the bent ends of the bolts'e, e, will disengage them from the notches in
the rods M-M; as also the breaks from the wheels; and as the car
riages recede from each other, consequent upon being again put into
motion, the operator presses upon the plate K, at Sheet by which the
solid parts of 'the plates G and He will now be brought opposite to the
ends of the rods B; B, and offer resistance thereto; at the same tinië
the rods C, C, will be free to pass through the hole c, in the plate G
and a hole in the timber A¹; at the opposite end, and in this manner
and by these nieans the train may be checked or altogether stopped...

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said William Pizzie in the Great Seal Patent Office,
on the 30th July 1853.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I,
WILLIAM PIZZIE, of Albourn, Hungerford, in the County of Wilts, send
greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Thirty-first day of January, in the
year of our Lord One thousand eight hundred and fifty-three, in the
sixteenth year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said William Pizzic, Her special licence
that I, the said William Pizzie, my executors, administrators, and
assigns, or such others as I, the said William Pizzie, 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 "A RAILWAY CARRIAGE
BREAK," upon the condition (amongst others) that I, the said William
Pizzie, 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 Pizzic, 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 thereof (that is to say):
My Invention consists in the use and application to railway car-
riages of certain new mechanical arrangements and combinations of
parts constituting a railway break, the object and intention whereof is
to enable the engine driver or stoker at all times to put on or bring
into contact with the wheels of the carriages the whole of the breaks
simultaneously, whereby the evil consequences attending collisions is

page_text: considerably diminished; and the safety to the passengers consequently
increased. And in order to explain my said Invention as completely
as possible I will proceed to describe the best means I am acquainted
with for carrying the same into practical effect, reference being had to
the illustrative Sheets of Drawings hereunto annexed, and forming
part of this my Specification, and to the numeral figures and letters of
reference marked thereon respectively, as follows:
DESCRIPTION OF THE DRAWINGS..
At Sheet 1, Figure 1, exhibits a top plan view of the under framing
of a railway tender to which the locomotive engine is attached, shew-
ing the mode of actuating the breaks connected thereto. Figure 2,
is a longitudinal and vertical section of Figure 1, as it would appear if
divided through the line A, B, at that Figure. Figure 3, is a trans-
verse and vertical section taken through the line C, D,. at Figures 1,
and 2, showing the arrangement of some of the parts hereafter re-
ferred to. At Sheet 2, Figure 4, is a top plan view of the under
framing of a passenger carriage intonded to be used on a line of
railway, shewing. the arrangement and disposition of the breaks and
other parts connected therewith. Figure 5, is a longitudinal and vertical!
section thereof taken through the line E, F, at Figure 4. Figure 6,
is a transverse and vertical section taken through the line G, H,
at Figure 4, shewing the arrangement of some of the parts hereafter
referred to. At each of the Figures of both these Sheets of Drawings
similar letters of reference are employed to denote corresponding parts.
At Figures 1, 2, 3, of Sheet 1, A, A, marks the under framing of a
tender; B, C, buffer rods attached thereto; D, D, helical steel springs
for returning the buffer heads to their original position after they have
been acted upon. At Figure 3, E, E, marks a lever, the fulcrum
whereof is a pin at a, which pin is passed through the end timber A¹, of
the framing A, A, and there is a slot or opening formed through-the
timber A', situate at that end of the framing to which the engine is to
be attached, in which slot the lever E, E, is placed and works, and said
lever has plates. of metal G, H, securely fixed thereto, and there are
holes b, b, c, formed in said plates through which the ends of the

page_text: ^
rods B, and C, occasionally pass. I, K, mark plates of metal attached to
each end of the lever E, as shewn for the purpose hereafter mentioned:
At Figures 4, 5, 6; of Shect 2, L, N; mark buffer rods attached to the
framing. A, A, as shewn; N, is the draw rod; 0, O; trailing wheels;
PP; breaks; QQ cross rods for connecting together the break's
belonging to each separate pair of trailing wheels. The rods Q;Q;
have holes formed therein, through which the buffer rods L, L, pass;
these last-mentioned rods are employed solely for the purpose of putting
the breaks on to the wheels of the several carriages composing a train,
whilst the rods M, are intended' to be used as hereafter described. The
locking or breaking of the wheels and disengagement thereof are
effected in the following manner and by the following means, that is to
Say: when it is required to put the breaks into contact with the trailing
wheels O, O, the operator presses upon the plate I, which brings the
lever E, and plates G, H, into the position shewn at Figure 3, at which
Figure it will be seen that the ends of the rods B, B, pass through holes
formed in the plates G and II, whilst the ends of the rods C, C, are
arrested by the solid part of said plates; this will have the effect of
pushing the buffer rods L, L, and M, M, (at Figure 4, of Sheet 2,) in
the direction of the arrow's flight, when the collars or washers
99, upon
the rods L, L pressing against the rods Q, Q, will force the breaks P, P,
into contact with the peripheries of the trailing wheels O, O, and thus
check or entirely stop the progress of the train. And to ensure perfect
contact of the breaks with the trailing wheels the buffer rods M, M, are
locked during the tinie the breaks are in action by the following means:
.
It will be seen upon reffering to Figure 4, of Sheet 2, that the draw
rod N, is made taper, and the rods M, M, are formed with notches
at d, d, and there are curved bolts e, e, (shewn more clearly at Figure 6,)
the upper part whereof is kept in close contact with the taper sides of
the draw bolt N, by the springs f, f; thus, as the rods M, M, are
pushed back, the spring, upon the draw rod N, will pull such rod
back, and as the notches in the rods M, M, come opposite to the
bolts e, e, the springs ff, will push them therein and securely lock
them in that position; and when the train is again put into motion the
taper part of the draw bolt N, being drawn between the bent ends of

page_text: the bolts e, e, will disengage them from the notches in the rods M, M,
as also the breaks from the wheels; and as the carriages recede from
each other, consequent upon being again put into motion, the operator
presses upon the plate K, (at Sheet 1,) by which the solid parts of the
plates G, and H, will now be brought opposite to the ends of the
rods B, B, and offer resistance thereto; at the same time the rods C, C,
will be free to pass through the hole c, in the plate G, and a hole in
the timber A, at the opposite end, and in this manner and by these
means the train may be checked or altogether stopped.
Having now described the nature of my said Invention, and in what
manner the same is to be and may be performed, I desire it to be
distinctly understood that I do not claim the exclusive use of any of the
separate parts above mentioned and referred to, except in so far as the
same may be employed in combination and for the purposes of my said
Invention, which I hereby declare to consist in and I claim the use.
and application to railway carriages of certain mechanism arranged,
combined, and actuated in the manner herein-before particularly de-
scribed, set forth, and represented by the illustrative Drawings hereunto
annexed, and constituting a railway carriage break.
In witness whereof, I, the said William Pizzie, have hereunto
set my hand and seal, this Twenty day of July, in the year of
our Lord One thousand eight hundred and fifty-three.
Witness,
RICHARD READ,
Aldbourn, Wilts.
WILLIAM PIZZIE. (L.S.)