MONTS IN RAILWAY CARRIAGES AND BREAKS
Year: 1856

page_text: LETTERS PATENT to Charles Fay, of Manchester, in the County of
Lancaster, Railway Carriage Builder, for the Invention of
MONTS IN RAILWAY CARRIAGES AND BREAKS."
"IMPROVE.
Scaled the 14th May 1857, and dated the 18th December 1856.
PROVISIONAL SPECIFICATION left by the said Charles Fay at the
Office of the Commissioners of Patents, with his Petition, on the 18th
December 1856.
I, CHARLES FAY, of Manchester, in the County of Lancaster, Railway
Carriage Builder, do hereby declare the nature of the said Invention for
"IMPROVEMENTS IN RAILWAY CARRIAGES AND BREAKS," to be as follows:-
This Invention relates, first, to certain peculiar and simple arrangements and
combinations of mechanism for actuating the breaks of railway carriages,
whereby the whole of the carriage wheels throughout the train may be
simultaneously breaked, if found desirable, with the greatest ease and rapidity.
According to this part of my Invention, each carriage is furnished with a
longitudinal break rod, turning in bearings attached to the under side of the
carriage framing. The extremities of these rods are tubular for a short dis-
tance, the bore or hollow being of a square section. In these tubular portions
are fitted correspondingly-shaped rods, which are jointed by universal joints
to a central link, which thus forms the connection between the break rods of
the contiguous carriages. It will be obvious that a rotatory motion imparted
to the break rod of one of the carriages will be transmitted to all the rest
[Price 8d.]

page_text: throughout the entire length of the train. This motion may be derived from a
screw and worm wheel, and an eccentric arrangement may be used for engaging
or disengaging any one or more of the screws or worms with or from the worm
wheels when desired, either from the under side, inside.. or roof of the carriage.
The upright shaft which carries the screw is thrown out of the centre whilst
the longitudinal break rods or shafts are placed in the centre of the carriage
framing, by which means the draw rods are not interfered with. Various
mechanical means may be adopted for transmitting motion to the break blocks
from the break rods.
According to one modification, I form a screw thread upon the rod, which
screw imparts a traversing motion to a nut connected by links to a lever arm,
which is attached to a transverse shaft working in bearings below the break rod.
This transverse shaft is fitted with other shorter lever arms or discs, which
are jointed to rods connected directly with the inner break blocks, which are
suspended from the framing. These blocks are again connected by rods to the
outer blocks in such a manner that when the breaks are put on, the blocks
for each wheel will approach and press simultaneously upon diametrically
opposite sides of the periphery of the wheel.
According to another arrangement, the break rod has a worm upon it, which
gears into a worm wheel on a short shaft of its own. To this worm wheel is
jointed a link, connected at its other end to the lever arm of the transverse
shaft, herein-before referred to, whence motion is imparted to a pair of sliding
blocks by the aid suitable links and short levers. Or, a toothed segment may
be keyed on to the transverse shaft, which segment gears into a worm on the
break rod. The break blocks are actuated and arranged after either of the
methods herein-before described in reference to the first or second arrangements.
The second portion of my Invention relates to an improved mode of attaching
or hanging the bearing springs of railway carriages, waggons, or other vehicles,
and consists in connecting the spring at each end by a rod or rods to the
carriage, and also in the use of springs, shackles, and rings, to render the
motion of the carriages more easy. Or, the bearing springs may be attached
at each extremity to a chain, which is passed round a pulley, these two chains
being united by a connecting link. By these arrangements the carriages will
run freely round the curves of the railway and over the crossings, thus
allowing the carriages to ride easily, and free from lateral and vertical
oscillation.
The third portion of this Invention relates to a mode of allowing for the
longitudinal play of the wheels, by using a steel spring contained in a sliding
box fixed between the axle guards, against which spring the side of the axle
J

page_text: box will press when passing over curves. I propose also to adapt a suitable
and convenient umbrella stand to the insides of the doors of railway carriages,
for the facility of carrying umbrellas, sticks, canes, and other similar articles.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Charles Fay in the Great Seal Patent Office on the 18th
June 1857.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, CHARLES
FAY, of Manchester, in the County of Lancaster, Railway Carriage Builder,
send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Eighteenth day of December, in the year of our Lord
One thousand eight hundred and fifty-six, in the twentieth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me,
the said Charles Fay, Her special license that I, the said Charles Fay,
my executors, administrators, and assigns, or such others as I, the said
Charles Fay, my 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 for "IMPROVEMENTS
RAILWAY CARRIAGES AND BREAKS," upon the condition (amongst others) that I,
the said Charles Fay, 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.
IN
NOW KNOW YE, that I, the said Charles Fay, do hereby declare the
nature of my said Invention, and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement, reference being had to the accompanying Drawings, and to the
letters and figures marked thereon, that is to say:-
My said Invention relates, firstly, to certain peculiar and simple arrange-
ments and combinations of mechanism for actuating the breaks of railway
carriages, whereby the whole of the carriage wheels throughout the train may
be simultaneously breaked, if found desirable, with the greatest case and
rapidity.

page_text: Secondly, to certain improved modes of attaching or hanging the bearing
springs and axles boxes of railway carriages, so as to allow for the free play of
the axles in passing over curves.
According to the first part of my Invention, each carriage is furnished with
a longitudinal break rod, turning on bearings attached to the under side of the
carriage framing. The extremities of these rods are tubular for a short dis-
tance, the bore or hollow being either round or of a square section. In these
tubular portions are fitted correspondingly-shaped rods, which are jointed by
universal joints to a central link, which thus forms the connection between the
break rods of the contiguous carriages. It will thus be obvious that rotatory
motion imparted to the break rod of one of the carriages will be transmitted
to all the rest throughout the entire length of the train. This motion may
be derived from a pair of bevil wheels or a screw and worm wheel, and an
eccentric arrangement may be used for engaging or disengaging any one or
more of the screws or worms with or from the worm wheels when desired,
either from the under side, inside, or roof of the carriage. The upright
shaft which carries the screw is thrown out of the centre of the carriage
whilst the longitudinal break rods or shafts are placed in the centre of
the carriage framing, by which means the draw rods which are placed above
are not interfered with. Various mechanical means may be adopted for trans-
mitting motion to the break blocks from the break rods.
According to one arrangement, the break rod has a worm upon it which
gears into a toothed segment on a transverse rocking shaft. This shaft
carries two short lever arms, which are connected by rods to the backs
of the two inner hanging break blocks, the outer blocks being so connected
with the inner ones, that each pair of blocks will nip their respective
wheels simultaneously on opposite sides of their peripheries.
The same
arrangement of actuating mechanism is equally applicable to the slide break
when attached to the axle guards. Or, in place of the segment or worm wheel
may be used on a short shaft of its own, such worm wheel being connected
by a pin and link to a lever arm on the transverse rocking shaft, above
referred to. The motion from this shaft is imparted to the ordinary sliding
breaks by rods connected with short lever arms on the working shaft. The
connecting link above referred to, from the worm wheel to the lever arm,
is for the purpose of allowing for the play between the carriage framing and
the sliding blocks, which are connected with the axle boxes.
The second portion of my Invention consists in connecting the tension bar
of the bearing springs of carriages. or other rolling stock of railways, at each
end by a rod or rods to the carriage, and also in the use of springs, compen-

page_text: Sating levers, and tension rods, to allow of the axles adjusting themselves longi-
tudinally and laterally, and permit the carriages to run freely round curves.
In carrying out this part of my Invention, the fension bar of the bearing
springs may be attached at each extremity to a chain which is passed round
a pulley, these two chains being united by a connecting link or tension rod.
To allow for longitudinal play to the carriage, a steel spring is inserted in a
sliding box fixed between the axle guards, against which spring the side of
the axle box will press when passing over curves, so that the axle may be
capable of adjusting itself laterally to the radius.
And in order that the said Invention may be fully understood, I shall now
proceed more particularly to describe the same, and for that purpose I shall
refer to the several Figures on the Sheets of Drawings hereunto annexed, the
same letters of reference indicating corresponding parts throughout all the
Figures.
1
Figure 1, on Sheet 1 of my Drawings, represents a longitudinal section of
a carriage framing fitted with one arrangement of my improved break-actuating
mechanism.
Figure 2 is a corresponding plan of the same. A is the carriage framing;
and B, the break rod, running longitudinally from end to end of the framing;
and working in suitable bearings C, C, bolted thereto.
An endless screw or worm D is formed upon the central portion of the
break rod B, and this worm gears into the segment E, fast on the transverse
rocking shaft H.
'This shaft carries two short arms K, K, which are severally connected by
the rods M, M, to the two inner hanging break blocks N, N. These blocks
N, N, are connected to the outer blocks N', N', by means of the rods O, O, so
that the two pairs of blocks will move simultaneously and nip the peripheries
of the wheels on opposite sides.
Sheet 2 of my Drawings represents on a smaller scale the general arrange-
ment of break-actuating mechanism applied to two carriages of a train. On
this Sheet, Figure 1 represents a transverse section of a carriage, shewing the
segment E and transverse rocking shaft H; Figures 2 and 3 represent two
carriages with their respective break-actuating mechanism coupled by means
of the coupling rod S, herein-after more fully described; Figure 4 is an end
view of a carriage, shewing the mode of applying motion to the break rods;
and Figures 5 and 6 are plans, corresponding to Figures 2 and 3.
Motion is imparted to the break rod by means of an endless screw P, gear-
ing into a corresponding pinion Q fast on one end of the break rod; the
screw P being formed on the lower extremity of the ordinary vertical break

page_text: rod P, which is fitted with a handle to be worked by the guard from the roof
of the carriage in the ordinary well-known manner. Each or any convenient
number of carriages in a train is fitted with a similar arrangement of break,
and the several break rods B are connected or coupled in such a manner that
a rolatory motion imparted to one will be transmitted throughout the series.
The mode of connecting or coupling the several break rods B will be clearly
understood on referring to the enlarged details, Figures 5 and 6 on Sheet 9
of my Drawings representing respectively a plan and side elevation of the
coupling bars. Each end of the several break rods B is made hollow or
tubular, the internal hollow or space being either round or of a square section,
and into these hollow ends of the rods are fitted respectively the two round or
square bars or rods T, T, (Figures 5 and 6, Sheet 9.) If a round rod is used,
a longitudinal slot is cut in the tube, and a flat cotter to be fixed so as to
allow the round rod T to slide backward or forward and to turn the tube or
break rod B. These bars or rods T are connected by universal joints, as
shewn at U, U, (or by compound links if found desirable) to the coupling
bars S, herein-before referred to, and shewn in Figures 2, 3, 5, and 6 on
Sheet 2 of my Drawings. These bars S are connected together by the pins W,
attached by chains thereto. The universal joints or compound links allow for
any ordinary play or vibration of the carriages, and the round or square section
of the rods T, T, fitting into openings of a corresponding shape in the break
rods B, enable the whole, of the break rods to be rotated throughout the entire
length of the train if required.
Figure 1, on Sheet 3 of my Drawings, represents a front elevation of a
method I adopt for disengaging when requisite the main actuating endless
screw P, herein-before referred to, from the pinion Q on the end of the break
rod B. For this purpose, the lower end of the ordinary vertical break rod P¹
works in a footstep W, which turns eccentrically in the bracket X, so that by
partially turning the lever handle Y (which is connected to the boss of the
revolving eccentric footstep W) one way or the other, the endless screw P will
be drawn away from or advanced towards the pinion Q thus disengaging or
engaging the two, as may be found requisite. Supposing each carriage in a
train to be furnished with a break apparatus similar to that herein-before
described, it will be advisable that the screws P of those carriages alone
attended by a guard should be in gear with the pinions Q. as the rest of
the screws and pinions would not act as freely as they would if they were
disengaged.
Figures 1 and 2 on Sheet 4 represent a similar arrangement of break-
actuating mechanism to that herein-before last described (with reference to

page_text: Sheets 1 and 2), but applied only to two break blocks, which slide in rods n,
bolted to the axle guards n', in place of being suspended from centres.
Sheet 5 shews the general arrangement of the same, on a smaller scale,
applied to two carriages of a train.
Figure 1 and 2, on Sheet 6 of my Drawings, represents a section and plan of
another arrangement of mechanism, applied to the ordinary well-known slide
break secured to the axle boxes, and Sheet 7 shews the general arrangement of
the same applied to two carriages of a train. E is a toothed wheel or segment
fast on a short shaft c of its own, and connected to the lever arm G on
the transverse rocking shaft H by means of the pin L and links F. This
arrangement allows for the vertical play of the carriage framing, the break,
slide, and blocks being stationary by their conjunction with the axle boxes.
It will be observed, that in all these modifications of mechanism I employ
the central tubular break rods B, which are actuated in a precisely similar
manner to that herein-before described, and illustrated on Sheet 3 of my
Drawings; but I wish it to be distinctly understood that I lay no claim to the
use of the central break rods B and universal joints or compound links u,
excepting when used in combination with the rest of the break-actuating
mechanism, in the manner herein-before described.
I shall now proceed to describe the second portion of my Invention, which
is illustrated on Sheet 8 of my Drawings.
Figure 1 on this Sheet represents a side elevation of one mode which I
adopt for attaching or hanging the bearing springs of railway carriages:
Figure 2 is a vertical transverse section, taken through the axle box and
guard irons; Figure 3 is a general plan of the same; and Figure 4 is an edge
view of the shackles and suspending brackets.
A
The bearing spring A is connected at each extremity by shackles a, a, to the
short vertical compensating levers b, to the lower ends of which the carriage is
hung by the rings c attached to the bracket B, bolted to the framing. A
tension rod or plate c connects each lever b to the carriage framing, and these
rods are capable of being adjusted in the ordinary well-known manner.
compensating tension rod E connects the upper ends of the two vertical
levers b. By this arrangement, the springs and axle boxes are free to move
longitudinally and laterally under the framing, the lateral play of the springs
between the guard irons being allowed for by the rings and shackles C inside
the open brackets B. As the bearing springs are controlled in their lateral
movements by the guard irons, the sides of the axle boxes may be plain
instead of ground, as heretofore. The axle boxes have sufficient play in the

page_text: guard irons to enable the axles to adjust themselves to the curves' of the line,
this play being allowed for in the manner herein-after described.
Figures 5 and 6 on Sheet 8 shew a modification of spring attachment for
the centre wheels of carriages having four or more wheels. E, E, 'represent
the tension bars of the springs; which are connected. with the linking plates F
and universal joint G.
Figures 1, 2, 3, and 4, on Sheet! 9 of my Drawings, represent a modified
form of spring attachment. The ends of the tension bar of the spring A are
connected by shackles a, a, to the short lengths of chain b, b, the carriage being
hung from these shackles by the rings c, c, in the brackets B. The chains b, b,
pass round the tension pullies c', connected to the carriage framing by the
tension rods or plates c, which are adjustable in the ordinary manner. The
other ends of these chains b, are connected by means of the compensating
tension rod E.
Figure 1, on Sheet 10 of my Drawings, represents a side elevation of an axle
box and guard irons fitted with my arrangement of lateral springs, for allowing
for the proper adjustment of the axle when passing over curves, and Figure 2
is a transverse vertical section of the same; this arrangement being used in
conjunction with the compensating tension rods and spring above described.
A is the axle box, which has sufficient play inside the guard irons. B to enable
it to adjust itself to the curves in the line; but in order that it may remain in a
central position when running along the straight portions of the roadway, I
place on each side of it a strong helical spring C, contained in a sliding spring
box D (one of which is shown in section), which is free to work in guides E
between the guard irons. The bottoms or inner ends of these spring boxes
bear against the two opposite sides of the axle box so as to keep it central.
The helical springs Care held in compressed state inside these boxes by the
lid or cover F, which is bolted to the sides of the guard irons, so that the
springs boxes are alone free to slide. A central bolt pin G, passed through
the centre of each box and through the fixed cover, serves to compress the
springs to allow the axle boxes to be put into their places.
Figures 3 and 4, represent respectively a detail plan and horizontal section
of the spring box, and a face view of the fixed lid or cover.
I may here observe that I am aware that lateral springs have been used
acting on the sides of axle boxes for the purpose of allowing the axles to adjust
themselves to curves, and therefore I lay no claim to the use of such springs,
excepting when employed in combination with the compensating tension bars,
rods, and levers, .described with reference to Sheets 8 and 9 of my Drawings.

page_text: Having now described and particularly ascertained the nature of the said
Invention, and the manner in which the same is or may be used or carried into
effect, I would observe, in conclusion, that I do not confine or restrict myself
to the precise details or arrangements which I have had occasion to describe or
refer to, as many variations may be made therefrom without deviating from
the principles or main features of my said Invention; but what I consider to be
novel and original, and therefore claim as the Invention secured to me by the
herein-before in part recited Letters Patent, is,-
First, the peculiar combinations and arrangements of mechanism for
actuating the breaks of railway carriages, as herein-before described, and
illustrated by my Drawings.
Second, the general systems or modes of hanging or attaching the bearing
springs and axle boxes of railway carriages, for the purpose of allowing
longitudinal and lateral play thereto n passing over curves, as herein-before
described, and illustrated on Sheets 8, 9, and 10 of my Drawings.
Third, the application of compensating tension bars, rods, and levers to the
bearing springs of railway carriages, in the manner and for the purpose herein-
before described.
In witness whereof, I, the said Charles Fay, have hereunto set my hand
and seal, this Seventeenth day of June, One thousand eight hundred
ond.fifty-seven
CHARLES FAY. (L.S.)