IMPROVED APPARATUS FOR ACTUATING THE BRAKES OF RAILWAY TRAINS BY COMPRESSED AIR, PART OR PARTS OF WHICH ARE ALSO APPLICABLE FOR SIGNALLING IN RAILWAY TRAINS
Year: 1874

page_text: LETTERS PATENT to James Steel and John M'Innes, both of Glasgow,
in the County of Lanark, North Britain, Engineers, for the Inven-
tion of "IMPROVED APPARATUS FOR ACTUATING THE BRAKES OF RAILWAY
TRAINS BY COMPRESSED AIR, PART OR PARTS OF WHICH ARE ALSO APPLICABLE
FOR SIGNALLING IN RAILWAY TRAINS."
Sealed the 10th March 1874, and dated the 6th January 1874.
PROVISIONAL SPECIFICATION left by the said James Steel and John
McInnes at the Office of the Commissioners of Patents, with their
Petition, on the 6th January 1874.
We, JAMES STEEL and JOHN MINNES, both of Glasgow, in the
County of Lanark, North Britain, Engineers, do hereby declare the
nature of the said Invention of "IMPROVED APPARATUS FOR ACTUATING THE
BRAKES OF RAILWAY TRAINS BY COMPRESSED AIR, PART OR PARTS OF WHICH ARE
ALSO APPLICABLE FOR SIGNALLING IN RAILWAY TRAINS," to be as follows, that is
to say: -

page_text: parts of which are also applicable for signalling in such trains, consists
of a series of cylinders fitted with pistons and piston rods, one such
cylinder being placed at the end of each carriage or other vehicle
composing the train. The cylinders at either end of each such carriage
or vehicle are connected together by a pipe in their upper parts or
covers, that is to say, at the upper side of the pistons, and the piston
rods are coupled to the lever or levers on the brake shaft, so that as the
pistons with their attachments are moved upwards and downwards, or
vice versa, the brakes are applied or withdrawn. The lower part of the
cylinder is either of itself sufficiently large to constitute an air vessel or
it may be connected to or formed in one piece with an air vessel of other
than a cylindrical form. From the air pipe or from the upper part of
the cylinder a branch pipe leads to the air vessel below the piston, and
this pipe or passage is provided with a valve or clack, which the pressure
of air passing through the pipe opens and therefore allows the air at full
pressure to pass into the cylinder, both at the upper as well as the under
side of the piston, the valve or clack being so arranged that the pressure
of the air below the piston cannot open it.
The compressed air cylinders on the several vehicles throughout the
train are connected together by flexible piping provided with couplings,
which are unscrewed or otherwise separated when the vehicles composing
the train have to be disconnected.
The air for operating the apparatus is compressed by means of an
engine and air pump, by preference fixed upon the fire-box of the
locomotive boiler, but which may be arranged in other convenient
position. One or more rows of tubes are placed around the tender, and
these constitute a receiver for the compressed air, from which it is
distributed to the apparatus.
When it is desired to apply the brakes the air acting upon one side of
the pistons is withdrawn, and that on the other side, together with the
air in the receiver, being free to expand, moves the pistons in the
cylinders, so that the brakes are applied.
When it is desired to withdraw the brakes the air is readmitted to
that side of the pistons from which it had previously been withdrawn,
and thus the apparatus is thrown into equilibrium, so that its own
weight which may or may not be aided by counterweights or springs, is
free to withdraw the brakes.

page_text: By means of this system of brake apparatus the pressure of air is
constantly active throughout the train, and the carriages are provided
with whistles, a handle being placed in each compartment, each such
handle being coupled by a wire, cord, or chain to a lever on the whistle
valve, on pulling which communication is opened between the air pipe
and whistle, which is immediately sounded.
In place of attaching the apparatus constituting this Invention to the
ends of railway carriages or other vehicles it may be attached to the
roof or to the under side thereof, and one cylinder may be placed in the
centre of the vehicle for operating all the brakes upon such vehicle.
Under a modified arrangement in place of using compressed air for
applying the brakes springs may be applied for that purpose to that side
of the pistons on which, in the arrangement as herein-before described,
the air acts by expansion, the compressed air being under the modifi-
cation employed for withdrawing the brakes.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said James Steel and John M'Innes in the Great Seal
Patent Office on the 4th July 1874.
TO ALL TO WHOM THESE PRESENTS SHALL COME, we, JAMES
STEEL and JOHN MINNES, both of Glasgow, in the County of Lanark,
North Britain, Engineers, send greeting..
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Sixth day of January, in the year
of our Lord One thousand eight hundred and seventy-four, in the
37th year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto us, the said James Steel and John MºInnes, Her
special license that we, the said James Steel and John McInnes, our
executors, administrators, and assigns, or such others as we, the said
James Steel and John M. Innes, 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 "IMPROVED APPARATUS FOR ACTUATING THE BRAKES OF RAILWAY:

page_text: TRAINS BY COMPRESSED AIR, PART OR PARTS OF WHICH ARE ALSO APPLICABLE FOR
SIGNALLING IN RAILWAY TRAINS," upon the condition (amongst others) that
we, the said James Steel and John McInnes, by an instrument in writing
under our 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 raid Lottons Patent

page_text: provided with couplings, which are easily disconnected when the vehicles
composing the train have to be uncoupled. Each cylinder is provided
with two coupling openings, the face of each of which is composed of
elastic material, such as caoutchouc or asbestos. A bracket or projection
is also formed upon or attached to the cylinder, and arranged in front of
the elastic face and opening. Through this bracket or projection, and
opposite the opening in the elastic face a screw is passed, between which
and the elastic face a metallic elbow T piece (having a flat face at each
end, and to which the flexible coupling pipes are attached) is firmly
secured by tightening the screw. This elbow or T piece forms a passage
for the air from cylinder to cylinder, and is easily uncoupled by with-
drawing the screw which presses it against the elastic face.
The air for operating the apparatus is compressed by means of an air
pump driven by a small steam engine, by preference fixed upon the fire-
box of the locomotive boiler, but which may be arranged in any other
convenient position. One or more rows of tubes are placed round the
tender, and these constitute a receiver for the compressed air, from which
it is distributed to the apparatus.
When it is desired to apply the brakes, the air acting upon one side of
the pistons is withdrawn, and that on the other side together with the
air contained in the air vessel being free to expand moves the pistons in
the cylinders so that the brakes are applied.
When it is desired to withdraw the brakes, the air is readmitted to
that side of the pistons from which it had previously been withdrawn,
and thus the apparatus is restored to equilibrium; so that its own weight,
which may or may not be aided by counterweights or springs, is free to
withdraw the brakes.
By means of this system of brake apparatus the pressure of air is
constantly active throughout the train, and the carriages are provided
with whistles, a handle being placed in each compartment, each such
handle being coupled by a wire, cord, or chain to a lever on the whistle
valve, on pulling which communication is opened between the air pipe
and whistle, which is thus sounded.
In place of attaching the apparatus constituting this Invention to the
ends of railway carriages or other vehicle it may be attached to the
roof, floor, or under side thereof, and one cylinder may be placed in the
centre of the vehicle for operating all the brakes upon such vehicle.

page_text: And in order that our said Invention may be properly understood we
now proceed more particularly to set forth the system, mode, or manner
in or under which the same is or may be used or practically carried into
effect, reference being had to the annexed Sheets of Drawings, and to the
letters and figures marked thereon, that is to say :—
On Sheet 1 of the Drawings hereunto appended Figure 1 is a vertical
section of a compressed air cylinder and receiver with attachments
constructed in accordance with our Invention; Figure 2, Sheet 1, is a
vertical section at right angles to Figure 1, while Figure 3 is a side
elevation thereof.
The cylinder A and air vessel B are shewn formed in one casting.
The cylinder A is cast with the upper end close, the lower end being
fitted with a cover C. The cover C is provided with a stuffing box and
gland D, secured by studs E to the cover C, the space F being filled
with any suitable packing. On the inner side of the cover C a hollow
cylindrical projection G is formed, upon which the piston H rests when
in its lowest position, that is to say, when the brakes are off. The pro-
jection G is provided at the top with an india-rubber ring I, which acts
as a cushion to prevent any shock which might arise from the fall of the
piston H. The space between the piston rod J and the interior of the
cylindrical projection G may be filled with packing to further prevent
the escape of air from the cylinder A. The piston H is packed by a
cup leather secured to its upper side by a washer K and nut L, which
nut L at the same time secures the piston H to the piston rod J, as
shewn on the Drawings. An india-rubber ring M is placed upon the
washer K to cushion the shock in the event of the piston striking
against the top of the cylinder. On the inlet pipe N is a branch O, in
which is formed a valve chest and seat. The branch O is connected to
the air vessel B by a pipe P. A ball valve or clack Q accurately fitting
the seat in the branch O prevents the air from returning by the
valve Q.
.
The herein-before described connecting pipe P and ball valve or
clack Q may however be dispensed with and the piston H made suffi-
ciently slack in the air cylinder A to allow the air admitted by the
pipe N to pass the piston H to the lower part of the cylinder A, and
thence to the air vessel B. When the compressed air in the air vessel B
and lower part of the cylinder A is allowed to expand so as to lift the

page_text: piston H and brake the train the cup leather secured to the piston H is
inflated thereby and pressed against the interior of the cylinder A, so
that no air is allowed to pass the piston H on its upward stroke.
The piston rod J is coupled to the brake apparatus by the connecting
links R, which are shewn double, see Figure 2, in order that they may
clear the drag hook X¹. At Figure 3, Sheet 1, the whole apparatus is
represented as set further into the carriage in order that the links R may
be behind the draw link, in which case the links R may be kept only so
far apart as to clear the thickness of the drag hook X'. These links R
actuate the lever S fixed upon the brake shaft T, which is operated cor-
respondingly with the movement of the piston in the cylinder A.
In applying our Invention to a vehicle running upon "bogies" the
brake shaft T is connected to the piston rod J by means of a flexible
coupling, such as a chain or connecting rod fitted with an universal
joint, so as to allow for the movement of the body of the carriage upon
the swivel pins of the "bogies." The brake shaft T is carried in
brackets U bolted to the lower framework of the carriage. The brake
cylinder and receiver are fixed to the lower framework and floor of the
carriage by bolts V, which pass through a flanch formed upon the sides
of the air vessel B. The air vessel B projects through the end of the
carriage, and is situate below the seat Y, as shewn in section at Figure 1,
Sheet 1.
The couplings whereby communication is effected between the cylinders
on the different carriages is shewn particularly at Figures 2 and 3,
Sheet 1. Openings W are formed at the upper part of the air cylinder A;
caoutchouc or other clastic rings X fill recesses formed for their reception
in the faces Y. To keep the elastic rings X in their places metallic
rings Z are bolted on the faces Y, the interior edges of which rings Z
overlap to some extent the elastic rings X, and thus hold them in
position. Projections a are formed opposite the faces Y, and these are
bushed with screwed nuts b, through which the screws C pass, the
centres of which are opposite the centres of the opening W. The inner
extremities of the screws C are provided with antifriction thimbles_d and
the outer extremities with vice handles e by which the screws c are
5 actuated. A hollow metallic ī piece f is held between the thimble dand
the elastic ring X, the pressure imparted by tightening the screw c being
sufficient to ensure an air-tight joint between the circular flat edge of the

page_text: hollow metallic piece f and the face of the elastic ring X. The
junction of the T piece f and the flexible tube h which connects the
cylinders is effected by forming a nozzle or projection upon the
Tpiecef, over which the flexible tube is drawn, and in which position
it is held by a box nut and thimble washer as shewn on the
Drawings. On the other side of the cylinder from that on which
the piece is shewn at Figure 2, Sheet 1, the screw c is indicated
as advanced inwards, so that the thimble d presses upon the elastic
ring X and closes the opening W.
Figure 4, Sheet 1, is a vertical section of an air brake cylinder in the
cover C, of which a recess A is formed for the reception of suitable
packing. The hollow cylindrical projection G is in this case dispensed
with, and also the stuffing gland D. A relief valve is shewn applied to
the air vessel at Figure 4, the use of which is to allow the compressed air
contained in the air vessel to escape when required. The passage F is
opened by means of the handle D, which lifts the conical valve E,
through which the compressed air escapes to the atmosphere.
Figure 1 on Sheet 2 is a side elevation of a locomotive engine and
tender fitted with the necessary apparatus for operating our improved
air brake apparatus. An air pump A is shewn bolted to the fire-box of
the locomotive boiler, and it is driven by a small steam engine situate on
the other side of the fire-box (but not seen in the Drawing), which
drives the crank shaft O. The air is pumped through the tubing B into
the tubular receiver C. Upon a branch pipe D projecting from the
receiver C is fastened a two-way cock E, by means of which the pressure a
of air from the receiver C may either be directed through the tubing F
to the cylinders on the carriages, or it may be entirely cut off therefrom,
or directed into the atmosphere at pleasure.
In order that there may be an uniform pressure of air in the pipes
connecting the different brake cylinders, and also that there may be a 3
higher reserve air pressure at the command of the operator of the two-
way cock E (which reserve air pressure may be applied upon an emergency)
it is preferred to attach to the two-way cock E a reducing valve, as
shewn in section at Figures 2 and 3, Sheet 2, Figure 3 being a section
of Figure 2 at the line a, b. The spiral spring c, Figure 2, the strength 3
of which is adjusted to the required air pressure, presses upon the lower
end of the valve spindle d, which passes through and is attached to a

page_text: flexible or elastic diaphragm e near its lower end, while its upper end is
attached to a conical valve f, the area of which is less than that of the
diaphragm e. The air pressure admitted from the receiver on the tender
by the cock E enters the reducing valve, as shewn by the arrows, and in
passing through the valve f the pressure acts upon the area of the
diaphragm and the area of the valve in such a way that as the pressure
increases the area of opening at the valve fis diminished by virtue of
the greater area of the diaphragm e, and thus the pressure upon the efflux
side is reduced.
When the cock E is turned so as to allow the air to escape from the
air cylinder and tubes herein-before described, and thus brake the train,
the air does not return through the valve f, but finds its way to the
cock E through a side passage 9 provided for that purpose.
A whistle / may be placed above the valve f, as shewn, the valve of.
which whistle h rises only when the pressure beneath it is equal to the
pressure in the receiver on the tender, so that should the reducing valve f
become accidentally inactive and allow an equal pressure of air above
and below it the whistle h will sound, and thereby warn the operator of
the inefficiency of the reducing valve.
Figure 1, Sheet 3, is a side elevation of a first-class railway carriage,
shewing our improved air brake and signalling apparatus applied and
coupled to a third-class carriage, shewn in section, and similarly mounted.
Figure 2 is an end elevation of a railway carriage, with a portion of the
end removed, shewing more particularly the method of signalling
according to our Invention, and also the position of the air cylinders
upon the ends of the carriages. As shewn at Figure 1, Sheet 3, the air
cylinders A at both ends of each carriage are connected in their upper
parts at the pipe N by the tube X. Near one end of the carriage the
signalling whistle C is situated.
.
The means of operating the signalling apparatus is shewn more
particularly at the part section of a third-class carriage, Figure 1, Sheet 3,
and at Figure 2, Sheet 3, also on the Figure on Sheet 4. As shewn by
these Figures a box D is fixed on the side and near the roof of each
compartment, the upper part of the front of which box D is composed
of wood or other suitable material, and the lower part of glass, as shewn
more particularly at Figure 2, Sheet 3. A handle a is suspended in the
box D by a wire, cord, or chain, which passing over the pulley or roller b

page_text: is carried along the roof of the carriage, and attached to the lower
extremity of the lever c. The lever d, standing at right angles to the
lever c, carries a counterweight, which shuts the valve of the whistle C
on the pulling strain being removed from the wire, cord, or chain.
Part of the Figure on Sheet 4 is a section of the front portion of a
guard's van. A branch from the tube x is passed into the interior of
the van, and is provided with a cock or valve, which is operated by the
official or guard of the train in the manner shewn on the Drawing.
The brake blocks m, Sheets 3 and 4, are actuated from the piston
rods J through the connecting links R which actuate the levers S fixed
upon the brake shafts T. From the brake shafts T the brakes m are
operated in the ordinary manner by the levers e and connecting rods f.
The brake shafts T are carried by brackets U bolted to the lower frame-
work of the carriage.
Figure 1, Sheet 5, is partly a vertical section and partly a front:
elevation of a double acting air force pump, with steam engine attached,
'suitable for raising the necessary air pressure in the receiver. on the
tender (and which may be fixed on any convenient part of the
locomotive). Figure 2 is a side elevation of the same at right angles to
Figure 1, whilst Figure 3 is a horizontal section of the air pump barrels
shewing a plan of the valve chests, which are also shewn in section at
Figure 4. The air pumps A are driven from above by the steam
cylinders C which also actuate a double crank shaft B by means of the
connecting rods D. The air suction branches on the valve chest G on
the respective pump barrels are connected by a perforated tube E which
it is preferred to use in order to prevent as much as possible the
entrance of foreign substances into the valves of the pumps. Through
the pipe marked F, Figures 2 and 3, the air is pumped into the receiver
on the tender.
-
The mode of operating the apparatus constituting our Invention is as
follows A sufficient pressure of air having been raised in the
receiver C by the air pump A, Sheet 2, or by the air pump shewn on
Sheet 5, the two-way cock E is opened allowing the air to travel through
the tubing F into the air cylinder on the first carriage, whence it issues
through the pipes on the carriage roof to the air cylinder at the opposite
end of the carriage, and thence similarly through the flexible pipes and

page_text: couplings to the several other cylinders of the air brake apparatus
throughout the train.
When it is desired to apply the brakes the air pressure is removed
from above the pistons N, either by the engine man turning the two-
way cock on the engine so as to let off the air above the pistons, or
which may be accomplished by the guard turning the cock in the
guard's van, as shewn at Sheet 4, or by a passenger pulling one of the
alarm bandles and letting the air escape to sound a whistle, as a
passenger cannot manipulate the air signal and brake apparatus without
breaking the glass in front of the box within which the handle for
operating the signal cord or chain is placed. Its position affords a ready
means of detection by which of the passengers the signal has been given
and the brakes applied. This feature however forms no part of our
present Invention being common to other kinds of train signal apparatus.
The air confined under pressure in the air vessels B and under part of
the cylinders A when the pressure above the pistons is removed expands
and lifts the pistons N, carrying with them the piston rods J and
links R which actuate the levers S, and through them the brake
shafts T, which operations, as will be seen by reference to Sheets 3
and 4, apply the brakes by operating the levers e and connecting rods f
To withdraw the brakes the pressure of air is again admitted to the
upper part of the cylinders A, which throws the pistons N into
equilibrium, when their own weight and the weight of their attachments,
which may or may not be aided by counterweights or springs, causes
the pistons to fall to the bottom of the cylinders A and thus withdraw
the brakes.
The coupling operation whereby the air cylinders on the adjoining
carriages or vehicles composing the train are connected is effected by
placing the T piece coupling f, Figure 2, Sheet 1, between the inner
extremity of the screws c and the face of the elastic rings X, and
screwing up the couplings firmly in that position by means of the vice
handles. The apparatus for fixing the T piece coupling is placed on
both sides of each cylinder A, and each cylinder A is provided with two
flexible tubes and couplings, one or both of which may be used to
connect the cylinders of adjoining carriages. When in action the
cylinders are coupled together by both flexible pipes, but in uncoupling
them for the purpose of disconnecting the carriage it is necessary only
to unscrew one coupling on each carriage and at the opposite sides of

page_text: the respective cylinders, so that one of the flexible tubes is left hanging
to each cylinder, thus allowing the flexible tubes and couplings always
to come together in proper position for being recoupled whether the
same ends of the carriages are brought opposite to each other or not.
In the event of a rupture of one of the flexible tubes between the
cylinders on adjoining carriages taking place the coupling hole in the
cylinder may be closed by the thimble on the end of the coupling screw
being pressed into it by the screw, and connection maintained by one
pipe for operating the brakes.
At the end elevation of the last carriage of a train, shewn at Figure 2, 1
Sheet 3, both of the couplings of one flexible pipe are shewn applied to
the opposite sides of the same air cylinder, thus closing the openings
and preventing the escape of air at the last cylinder, or otherwise the
flexible pipes and couplings may be withdrawn, in which case the
openings are closed by the thimbles on the end of the screws e.
An important feature of our improved air brake apparatus is, that as
the pressure of air is in constant action throughout the train it may at
any time be instantaneously applied, and in the event of the ordinary
draw bar, screw, or chain couplings breaking, so that the train becomes
disconnected whilst running, the air on the upper side of the pistons
escapes through the broken air pipes and the brakes are instantly applied
and stop all the parts of the broken train.
Having now described and particularly ascertained the nature of our
said Invention, and the system, mode, or manner in or under which the
same is or may be used or practically carried into effect, we would observe
in conclusion that what we consider to be novel and original, and there-
fore claim as the Invention secured to us by the herein-before in part
recited Letters Patent is,-
First. The arrangement and combination of mechanism constituting
the air brake and signalling apparatus, substantially as herein-before
described and shewn upon the annexed Sheets of Drawings.
Second. The construction of the brake cylinder and air vessel in one
piece, as described and shewn.
Third. Placing the brake cylinders at the ends of railway carriages,
vans, or other vehicles, and having the air vessel below the seat of a
railway carriages, as shewn and described.

page_text: Fourth. The vessel on the tender for containing the compressed air,
consisting of one or more tubes placed around the tender.
Fifth. The construction of the cylinder cover with a stuffing box both
inside and outside, the inner stuffing box also forming a support for the
piston when the brakes are not applied.
In witness whereof, I, the said James Steel, on behalf of myself
and the said John McInnes, have hereunto set my hand and
seal, this Third day of July, One thousand eight hundred and
seventy-four.