IMPROVEMENTS IN RAILWAY BRAKES
Year: 1879

page_text: LETTERS PATENT to John Carter Park, of Bow, in the County of Middlesex,
and Francis William Webb, of Crewe, in the County of Chester, Engineers, for
the Invention of "IMPROVEMENTS IN RAILWAY BRAKES."
Sealed the 19th August 1879, and dated the 13th May 1879.
PROVISIONAL SPECIFICATION left by the said John Carter Park and
Francis William Webb at the Office of the Commissioners of Patents on the
13th May 1879.
JOHN CARTER PARK, of Bow, in the County of Middlesex, and FRANCIS WILLIAM
"IMPROVEMENTS IN
WEBB, of Crewe, in the County of Chester, Engineers.
RAILWAY BRAKES."
This Invention relates to certain mechanical contrivances applicable to con-
tinuous brakes (but more particularly the Clark and Webb chain brake),
whereby the brakes on all the carriages are rendered automatic in the event of
the parting of the engine from the train, or the parting of any portion of the
train.
It also relates to an improved apparatus in the guard's van for operating con-
tinuous brakes; also to improved means for working continuous brakes from the
engine; and also to a spring coupling link, of peculiar form, for making connections
in communication cords, ropes, chains, or other media.
In carrying out .our said Invention we pass a wire rope, chain, or cord (here-
after called the automatic rope or connection) underneath or over the whole of
the train, the same being coupled to the operating levers in guardsvans. Under-
neath each van a branch cord is attached to the automatic rope or connection in
such a way that if it is pulled it will cause the brakes to be applied to the whole
of the train. This branch cord is furnished with a hook at the end, and also with
a tempered spring link which will part at a given strain without breaking the
automatic rope or connection.
When the engine driver couples his engine to the train he is also to couple the
branch automatic rope or connection to the buffer beam of the engine by simply
hanging it on to a link provided for the purpose.
We provide the automatic rope or connection with spring links and connections
between each carriage for convenience in making up trains. In passing the auto-
matic rope under the train we cause it to pass over pulleys actuating locking gear

page_text: on each vehicle fitted with brake gear, whereby the brakes are all applied and
locked on in the event of the accidental parting of the engine or of any portion of
the train. The locking gear in the van consists of a trigger actuating a pawl;
this pawl works into a rack formed on the lifting rod operating the friction drum
of the Clark and Webb brake. The trigger holds the pawl out of gear with the
rack in the ordinary course of working, but the trigger immediately releases the
pawl on the automatic cord becoming tightened, and causes the operating rod in
the van to be locked after the application of the brakes.
Another portion of our locking gear consists of a rack and pawl arrangement
applied to the well known toggle joint, whereby the joint is locked in its
expanded position in the event of the parting of the engine, or of any portion of
the train.
The automatic wire rope or connection actuates all the pawls of the locking gear
throughout the train, and also the operating gear in the vans for applying the
continuous brakes. In carrying out our said Invention we also fix chain stops in
certain positions on the carriage frame, whereby a broken main chain is arrested
at the next carriage to that under which it breaks, so that in the event of the
main chain breaking only those carriages between the fracture and the end of the
chain will be disabled.
We also place recoil springs at the end of the main brake chain to enable the
chain to recoil freely, so that the brakes are more effectually released than
heretofore. Our improved apparatus in the guard's van for operating continuous
brakes consists of a small hand wheel, having a barrel for chain mounted in a
convenient position.
A light chain is made secure to the barrel, and passes under a pulley carried in
end of the operating lever and over another pulley at the back of the chain barrel,
and from thence through the headstock of the van to the engine driver.
By these means either the driver or the guard can apply the continuous brakes
with greater facility and precision than heretofore, and without causing any incon-
venience or jerks to passengers.
One of our improved arrangements for working continuous brakes from the
engine consists of a small winding drum fixed in a suitable position on the engine,
whereby the engine driver winds in the communication cord actuating the brakes
instead of pulling it in directly by hand as heretofore.
By these means the driver is enabled to apply the continuous brakes more
effectually, and without imparting any unpleasent jerks to passengers. Another
of our improved arrangements for working continuous brakes from the engine
consists of combining the present Webb hydraulic brake on the engine with the
continuous chain brakes on the train by means of levers and pulleys, whereby the
brakes on the engine and also on the train act simultaneously.
Another part of our Invention is for facilitating the paying out and taking in
of the actuating cord or rope, and consists of a large drum fitted with ratchet
and pawl fixed in a convenient place in the guard's van, and capable of holding a
sufficient quantity of cord to reach from the van to the end of the longest section ;
one end of the cord is made fast to the drum and the other passes over a pulley
near the top of the van, and then under a pulley in the end of the operating lever,
then through the roof of the van and over the carriages to the engine, or it
led off under the carriage frame.
may be
When it is required to pay out the cord the pawl is thrown out of gear and the
cord unwound until the connection is made with the engine, when the pawl is put
in gear and forms a stop for the cord to pull against. Our Invention also consists
in arranging two sets of friction and winding gear to be worked off the middle
axle of six wheel vans, so that the brake can be applied to two sections at the same
time through the media of one van, the whole of the gear is made self contained
and carried by a plate bracket bolted to the under frame of the van.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said John Carter Park and Francis William Webb in the Creat Seal
Patent Office on the 13th November 1879.
JOHN CARTER PARK, of Bow, in the County of Middlesex, and FRANCIS WILLIAM
WEBB, of Crewe, in the County of Chester, Engineers. "IMPROVEMENTS IN
RAILWAY BRAKES."
This Invention relates to certain mechanical contrivances applicable to con-
tinuous brakes (but more particularly the Clark chain brake commonly known as
the "Clarke and Webb "), whereby the brakes on all the carriages are rendered
entirely automatic in the event of the parting of the engine from the train, or the
parting of any portion of the train.
It also relates to an improved apparatus in the guard's van for operating con-
tinuous brakes; also to improved means for working continuous brakes from the
engine; and also to a spring coupling link of peculiar form for making connections
in communication cords, ropes, chains, or other media.
In carrying out our said Invention we pass a wire, rope, chain, or cord (herein-
after called the automatic rope or connection) underneath or over the whole of the
train, the same being coupled to the operating levers in the guards' vans,
Underneath each van a branch cord is attached to the automatic rope or connec-
tion in such a way that if it is pulled it will cause the brakes to be applied to the
whole of the train.
This branch cord is furnished with a hook at the end, and also with a tempered
spring link which will part at a given strain without breaking the automatic rope
or connection.
When the engine driver couples his engine to the train he is also to couple the
branch automatic rope or connection to the buffer beam of the engine, by simply
hanging it on to a link or hook provided for the purpose.
We provide the automatic rope or connection with spring links and connections
between each carriage for convenience in making up trains.
In passing the automatic rope under the train we cause it to pass over pulleys
actuating locking gear on each vehicle fitted with the brake gear, whereby the
brakes are all applied and locked on in the event of the accidental parting of the
engine or of any portion of the train.
The locking gear in the van consists of a trigger actuating a pawl; this pawl
works into a rack formed on the lifting rod operating the friction drum of the Clark
chain brake.
The trigger holds the pawl out of gear with the rack in the ordinary course of
working, but the trigger immediately releases the pawl on the automatic cord
becoming tightened, and causes the operating rod in the van to be locked after the
application of the brakes. Another portion of our locking gear consists of a rack
and pawl arrangement applied to the well known toggle joint, whereby the joint is
locked in its expanded position in the event of the parting of the engine or of any
portion of the train.
The automatic wire rope or connection actuates all the pawls of the locking gear
throughout the train, and also the operating gear in the vans for applying the
continuous brakes.
In carrying out our said Invention we also fix chain stops in certain positions on
the carriage frame, whereby a broken main chain is arrested at the next carriage to
that under which it breaks, so that in the event of the main chain breaking only
those carriages between the fracture and the end of the chain will be disabled.
We also place recoil springs at the end of the main brake chain to enable the chain
to recoil freely, so that the brakes are more effectually released than heretofore.
Our improved apparatus in the guard's van for operating continuous brakes

page_text: consists of a small hand wheel, being a barrel for chain, mounted in a convenient
position.
A light chain is made secure to the barrel, and passes under a pulley carried in
the end of the operating lever, and over another pulley at the back of the chain
barrel, and from thence through the headstock of the van to the engine driver.
By these means either the driver or the guard can apply the continuous brakes
with greater facility and precision than heretofore, and without causing any'
inconvenience or jerks to passengers.
One of our improved arrangements for working continuous brakes from the engine
consists of a small winding drum fixed in a suitable position on the engine, whereby
the engine driver winds in the communication cord actuating the breaks, instead of
pulling it in directly by hand as heretofore.
By these means the driver is enabled to apply the continuous brakes more
effectually, and without imparting any unpleasant jerks to passengers.
Another of our improved arrangements for working continuous brakes from the
engine consists of combining the present Webb bydraulic brake on the engine or
tender with the continuous chain brakes on the train by means of levers and
pulleys, whereby the brakes on the engine, and also on the train, will act
simultaneously.
Another part of our Invention is for facilitating the paying out and taking in of
the actuating cord or rope, and consists of a large drum, fitted with ratchet and
pawl, fixed in a convenient place in the guard's van, and capable of holding a
sufficient quantity of cord to reach from the van to the end of the longest section.
One end of the cord is made fast to the drum, and the other passes over a pulley
near the top of the van, and then under a pulley in the end of the operating lever,
then through the roof of the van and over the carriages to the engine, or it may be
led off under the carriage frame. When it is required to pay out the cord the pawl
is thrown out of gear, and the cord unwound, until the connection is made with the
engine, when the pawl is put in gear, and forms a stop for the cord to pull against.
Our Invention also consists in arranging two sets of friction and winding gear to
be worked off the middle axle of six wheel vans, so that the brake can be applied
to two sections at the same time through the media of one van. The whole of the
gear is made self contained, and carried by a plate bracket bolted to the under
frame of the van.
Fig. 1, Sheet 1, is a diagram showing the automatic arrangement as applicable to
the Clark chain brake. Fig. 2, Sheet 1, is an enlarged diagram of the arrangement
of the automatic cord or rope underneath the guard's brake van, and the branch
cord leading to the engine.
Figs. 6 and 7, Sheet 2, show the arrangement of the actuating gear and automatic
lock inside the guard's brake van.
Figs. 8 and 9, Sheet 2, are longitudinal and transverse views respectively of an
alternative arrangement of automatic lock for the actuating gear inside the guard's
brake van.
Figs. 10 and 11, Sheet 3, are longitudinal elevation and plan respectively of our
automatic lock for the well known toggle joint of the Clark chain brake.
Figs. 12 and 13, Sheet 3, represent our form of spring coupling links for the
automatic cord or rope and locking gear.
Fig. 3, Sheet 1, shows the application of our recoil springs to the main chain of the
Clark brake.
Fig. 4, Sheet 1, represents our form of chain stop to arrest a broken chain.
Fig. 5, Sheet 1, represents our winding drum on the engine for actuating the
Clark continuous chain brakes.
Fig. 14, Sheet 4, is a diagram illustrating the mode of combining the Webb
hydraulic brake on the tender with continuous chain brakes on the train.
Fig. 15, Sheet 5, is a partial cross sectional elevation, and Fig. 16, Sheet 5, a
partial longitudinal elevation in section illustrating the arrangement of the drum

page_text: for the actuating cord, and also the improved arrangement of the friction and
winding on gear for the main chain, from which two sections of a train may be
worked from the middle axle of a six wheel van.
We will now describe the various mechanical contrivances referred to in the
foregoing Drawings.
It is well known that the Clark chain brake is only partially automatic.
We however make it entirely automatic by means of the mechanical contrivances
hereinafter described and illustrated by the Drawings.
Referring to Figs. 1 and 2, Sheet ], also Figs. 6 and 7, Sheet 2, we pass the
automatic rope A from end to end of the train, the ends being coupled to the small
chain B which operates the brake lever V. In passing the rope through the train
we cause it to pass over trigger pulleys P¹ of locking gear (Fig. 10, Sheet 3) and
trigger pulleys P', Fig. 2, Sheet 1 (see also Figs. 7 and 8, Sheet 2).
1
A branch cord a (Figs. 2, Sheet 1, and 7, Sheet 2) is provided to each brake van,
having a sheave S at one end and a hook H and tempered spring link L at the
other end (Fig. 2). The sheave S is suspended by a small tempered spring coupling
link K in such a manner that it does not interfere with the straight run of the
automatic rope
should the train part between carriages, but should the engine
brake away from the train the engine would run away with the branch cord a
(Fig. 2), pulling down the sheave S from the light spring link K, looping the auto-
matic rope A round the pulley a' in the manner shown by the dotted lines
(Fig. 2).
The tightening and pulling of the automatic rope A has the effect of first actua-
ting the triggers of the locking gears by means of the pulleys P' (Figs. 1, 2, 7, and
10) and also to pull in the chain B, Fig. 6, raising the brake levers V in each of
the guard's brake vans, causing the friction wheels W to be brought into contact
with the revolving drums D on the van's axles, and applying the brakes in the
ordinary way. In order that the brake lever V shall not drop down again upon
the parting of the coupling links of the automatic cord A, and so release the brakes,
we employ the locking gear shown in Figs. 6 and 7, Sheet 2, or the alternative
arrangement shown in Figs 8 and 9, Sheet 2.
In the ordinary course of working, the catch c of the locking gear (Fig. 6,
Sheet 2) is held out of contact with the segmental rack by means of the trigger t
and small spring s, so that the lever V is free to move up or down when operated
upon by either the guard or the engine driver, but should the automatic rope A
become pulled from the accidental parting of the train or from any other cause the
trigger rod p will immediately release the catch c, which would prevent the
lever V from falling and releasing the brakes.
Referring to the alternative arrangement of locking gear, Figs. 8 and 9, the same
object is attained by putting the rack on the lifting rod R operating the friction
wheel W, Figs. 6 and 7. The trigger t, Fig. 8, on being pulled by the rod p
releases the catch c, which is then thrown forward into contact with the toothed
rack on the lifting rod R by means of the small spring 8. We will now describe
our automatic lock for the well known toggle joint J (Figs. 1 and 10) of the Clark
continuous chain brake.
This arrangement, shown to an enlarged scale in Figs. 10 and 11 (Sheet 3), has
for its object the locking on of the brakes in each vehicle in case of accident,
whereas, at present, should the continuous chain C snap, the whole of the section
of brakes operated by that chain would be disabled. In carrying out our Inven-
tion we place a forked strut in two parts F and F on the bottom of the pendants
P, as near to the centres of the chain pulleys Q as practicable.
One part of the strut F1 has a toothed rack upon its upper side, and slides
within the sleeve of the other part F. On the top side of the strut F a small jaw
is formed to carry the fulcrum of the trigger t which controls the catch c working
into the toothed rack.
In the ordinary course of working, the trigger t is suspended by one of our
tempered spring coupling links K holding the catch c out of gear with the rack on

page_text: the strut F; under such conditions the toggle joint is free to expand or contract,
as heretofore, but should the automatic rope A become tightened from any acci-
dental cause the trigger t will be released in consequence of the downward pressure
exerted by the automatic rope A upon the pulley P¹ carried on the end of the
trigger, being more than the spring coupling link K is proportioned to sustain, the
catch c will then drop into gear with the toothed rack F and cause the toggle
joint J to be held in its expanded position indicated by the dotted centre lines;
3 are the ordinary pulling rods from the toggle joint actuating the brake blocks on
the wheels.
•
We have now described our automatic arrangement and locking gear for the
Clark brake, and will merely add that in order to make the arrangement effective
in the case of the parting of the engine from the train it is necessary that the
engine driver or guard, before starting, sees that the branch automatic rope a is
attached to the engine X (Fig. 7, Sheet 2).
When disconnecting the engine from the train, we hang the branch rope a upon
the hook x provided for the purpose, as shown by the dotted lines, Fig. 7, Sheet 2.
Our improved arrangement for working the Clark chain brake from the engine
consists in providing a hand wheel M (Figs. 1 and 5, Sheet 1) mounted in a con-
venient position on the engine, and having a small barrel for the communication
line m, which is coupled to the light chain B, Figs. 6 and 7, Sheet 2.
With this simple apparatus the engine driver is enabled to apply and regulate
the brakes with greater facility and precision than by merely pulling in the
communication line by hand, as heretofore.
Fig. 4 (Sheet 1) represents the form of our chain stop, one of which is bolted to
the longitudinal timbers of each vehicle.
The object of these chain stops is to arrest a broken main chain C at the next
vehicle to which the fracture takes place in order that only those brakes between
the fracture and the fulcrum Z, Fig. 3, Sheet 1, would be disabled, and not the
whole section operated by the chain as heretofore.
The small pulley p allows the chain C to run freely, while the contracted space
formed between the pulley p and the cast iron distance piece m will not allow the
coupling link 8 or other suitable stop piece on the chain to pass.
Fig. 12, Sheet 3, is a full size Drawing of our tempered spring coupling or safety
links for the automatic rope A, to be used between the engine and the train, while
Fig. 13 is a Drawing of a smaller one to be used between the carriages.
Qrepresents the tempered spring link, which opens and allows the coupling
link to pass
between the ends 8 when the required tension on the automatic
rope A has been attained.
The object of these spring coupling links is to enable the guard to restore the
automatic rope A to its normal working condition after a break away, which
otherwise would be ruptured and temporarily rendered unfit for further use. The
links are proportioned to the tension required on the automatic rope to apply the
brakes only, and will part at a strain below the breaking strain on the rope, so that
they are what may be termed safety links.
Although these links are particularly applicable to our automatic rope they are
also applicable for train cominunication cords.
Our recoil spring for the main chain of the Clark brake is represented in Fig. 3,
Sheet 1. The object of arranging the spring S in the manner shewn is to provide
an clastic fulcrum, whereby the chain C is rendered more lively, causing it to recoil
more freely than heretofore and so allow the toggle joints to collapse and release
the brakes more quickly than heretofore. The spring S is provided with a hook at
each end to fit between the links of the main chain C, and the chain is hung in a
festoon in the manner shown to allow for the extension of the spring when tension
is applied. Should the spring $ break at any time the brakes would not be
disabled, for the end of the chain is held in the ordinary rigid fulcrum Z, Fig. 3.
In Fig. 14, Sheet 4, part of an engine, the tender, and one carriage is shown to
illustrate one mode of combining the Webb hydraulic cylinder and piston with a

page_text: chain actuating the continuous brakes. The hydraulic cylinder a is arranged in a
horizontal position under the tender, and one side of the piston is in communication
with the water and the other side with the steam of the boiler, and the piston is
actuated by cocks arranged as in the Webb hydraulic brake. The end of the
piston rod a' carries two or three pulleys a², and opposite to them there are corre-
sponding pulleys a³ carried on a bracket secured to the framing of the tender. One
end of the main brake chain C is attached to a lever c connected with the brakes
on the engine, and the other end is passed through or over the pulleys a² and a³ as
in a pair of blocks; then the chain passes over carrying pulleys b¹ and under and
over the pulleys on the fulcrum and arm or lever d actuating the brake blocks, and
is then secured to the end of the last carriage, van, or vehicle of the train or
section.
When the piston of the bydraulic cylinder a is acted upon so that the pulleys a²
carried on the end of its piston rod (a) are withdrawn from the other pulleys a³
the chain C is wound up and tightened, and this simultaneously applies the brakes
on all the vehicles intended to be operated by the chain. When the piston rod a'
moves back the chain C is allowed to go slack again and to assist in drawing back
the chain; a recoil spring S (same as that herein before described) is applied to its
end at the last carriage or vehicle of the section operated by the chain as shown.
Figs. 15 and 16, Sheet 5, illustrate the arrangement of the drum for the cord
used for actuating the brakes.
a is the axis of the drum a¹ having bearings secured to the upright framing of
the van.
To one bearing a pawl a² is secured on a stud, which pawl can enter the
teeth of a ratchet a³ on the axis of the drum and prevents it from rotating and
thus the cord A from being withdrawn from the drum. a is a hand wheel on the
axis of the drum a¹ to turn and wind the cord upon the drum.
The cord is led off from the drum a' over a pulley a³, then down and under a
pulley 6 carried on the brake lever V represented by a centre line in Fig. 15, then
the cord ascends and passes over a pulley a in the roof of the van to the engine or
next van in the train.
The brake lever V can, by pulling the cord A, be lifted, thus depressing the rod R
and connected lever, which brings the winding on pulleys in contact with the
friction pulleys.
The brake lever V can also be lifted independent of the cord by a chain which
winds round the barrel of a hand wheel E, see Fig. 15, Sheet 5.
In Fig. 16, Sheet 5, the middle axle of a six wheel van is shown with the
winding on gear all attached to the same bracket e secured to the under framing of
the van.
This bracket e carries two shafts w', each of which forms the axis for a loose
pulley w for the chains to pass over and to carry two arms w³, the lower ends of
which form the bearings of the axis w upon which the chain is wound, and for the
friction pulleys W which are brought when the brake is to act in contact with the
pulleys D. On the carriage axle w are side rods or links, which are jointed with
the ends of two shafts w and with an adjustable link we that joints them to the
lever w, Fig. 16, Sheet 5.
Thus both winding on pulleys Ware brought by the same movement in contact
with the same friction pulleys D on the axle. The chains C from the winding on
pulleys after passing over the guide pulleys or rollers w³ are connected to the
continuous chain under the carriages, one of them passing under the pulley on the
arm of the brake lever f2 for applying the brake to the van; f¹ are parts of the
rods connected to the brake blocks.
The gear for working the van brake by hand is shown in outline, the slotted
lever g allowing the brake to be applied either by hand or by the continuous chain,
or allowing it to be worked independently of the carriages or to lock the blocks on
the van wheels when the train is stationary.

page_text: We have now particularly described the nature of our Invention and the mode
of cari yung it into effect, and claim as our Invention,
Firstly. The arrangement and application of the automatic rope for producing
automatic action in cbain brakes, substantially as herein before described and
illustrated on Sheets 1, 2, and 3 of the Drawings.
Secondly. The two arrangements of locking gear used inside the guard's brake
van actuated by the automatic rope, substantially as herein before described and
illustrated on Sheet 2 of the Drawings.
Thirdly. The form of spring coupling safety links for the communicating cord or
ropes of railway trains, as hereinbefore described and illustrated on Sheet 3 of the
Drawings.
Fourthly. The arrangement of locking gear for the well known toggle joint of
the Clark chain brake, substantially as herein before described and illustrated on
Sheet 3 of the Drawings.
Fifthly. The use of chain stops to arrest a broken chain, substantially as herein-
before described and illustrated on Sheet 1 of the Drawings.
Sixthly. The use of recoil springs on the main chain of the Clark brake, substan-
tially as herein before described and illustrated on Sheet. 1 of the Drawings.
Seventhly. The hand gear arrangement in the guard's brake van for operating
the Clark chain brake, substantially as hereinbefore described and illustrated on
Sheet 2.
Eighthly. The hand gear arrangement on the engine for operating the Clark
chain brake, as hereinbefore described and illustrated on Sheet 1.
Ninthly. The combination and arrangement of the hydraulic piston and cylinder
with continuous chain brakes, substantially as hereinbefore described and illustrated
on Sheet 4 of the Drawings.
Tenthly. The arrangement of the drum for the actuating cord of the brakes, as
herein before described and illustrated by Sheet 5 of the Drawings.
Eleventhly. The combination and arrangement of two winding on drums or
pulleys so as to be worked from the same axle and carried on one bracket, substan-
tially as hereinbefore described and illustrated by Sheet 5 of the Drawings.
In witness whereof, we, the said John Carter Park and Francis William Webb,
have hereunto set our hands and seals, this Tenth day of November, in
the year of our Lord One thousand eight hundred and seventy nine.