IMPROVEMENTS IN RAILWAY BREAKS
Year: 1869

page_text: LETTERS PATENT to Marmaduke Wilkin, of 2, Saint James' Terrace,
Parish of Paddington, County of Middlesex, Gentleman, and John
Clark, of 23, Chippenham Terrace, Parish and County aforesaid,
Engineer, for the Invention of "IMPROVEMENTS IN RAILWAY BREAKS."
Sealed the 2nd July 1869, and dated the 8th January 1869.
PROVISIONAL SPECIFICATION left by the said Marmaduke Wilkin
and John Clark at the Office of the Commissioners of Patents, with
their Petition, on the 8th January 1869.
We, MARMADUKE WILKIN,. of 2, Saint James' Terrace, Parish of
Paddington, County of Middlesex, Gentleman, and JOHN CLARK, of 23,
Chippenham Terrace, Parish and County aforesaid, Engineer, do hereby
declare the nature of the said Invention for "IMPROVEMENTS IN RAILWAY
BREAKS," to be as follows:-
The improvements are in part applicable to breaks constructed under
the Patents grapted to the said "John Olark, bearing date the Twentieth

page_text: day of October 1862, numbered 2821, and the Thirteenth day of May
1867, numbered 1420, and in part applicable to common lever breaks
operated by manual power.
The principal object of these improvements is to increase the leverage
of the breaks and diminish the strain upon the operating line or chain.
In one part of our Invention we apply a long horizontal lever, which
connects the ends of the pulling rods near the centre of the carriage
referred to in said Patent dated the Twentieth day of October 1862,
which lever has very short fulcra. Near its free end we fit a weighted
pulley. We carry an operating line or chain in pulleys and sheaves
along the centre of the train with suitable couplings at each carriage.
The said line we pass under the said weighted lever, so that when the
line or chain is tightened by friction wheels or other suitable means
it shall raise the said lever and operate the break mechanism. If the
friction wheels and axle described in the above Patent be employed we
mount the winding drums in conical bearings so that its maximum
power shall be in safe limits. The fulcra of the said operating lever
may be reversed to the preceding, so that by lowering the end of the
operating lever the break blocks may be pulled upon the wheels. When
this negative arrangement is adopted we propose to use additional weight
to the lever to increase its effect. The additional weight may be
moveable so as to be light when the lever is raised out of work, and
to acquire its full power when lowered. To effect this we propose to
construct the lever of a piece of tube with both its ends closed. Into
this tube we deposit balls of metal, so that when the lever is raised or
lowered from the horizontal the said balls shall roll along the tube and
transfer their weight to either end of the lever as is required, or the balls
or weights may be mounted on a travelling pulley and roll along the
top edge of the lever as the weight does on a graduated power of a steel
yard. Because the said operating lever has very short fulcra we give a
self take-up movement of the rods to make up the wear of the blocks,
which we effect by notching a parallel bar, which is worked upon by
feeding and acting pawls.
In another part of our Invention we place the operating lever
perpendicular, or nearly so, having the short fulcra and self-take-up
movement already described at its lower end. We operate the break by
pulling the said lever by a chain or rack in connection with the winding
mechanism described in the said Patent, dated the Thirteenth day of

page_text: May 1867; or the lever may be pulled by manual power applied through
a screw and bell-cranked lever, as in the common break.
In another part of our Invention we substitute a lever having small
friction pulleys rolling on inclined planes or discs, or the lever may be
fitted with a knuckle joint formed of struts working in chilled cups,
instead of the quick pitch screw forming part of the gravitating lever
shown in Figs. 16 and 17, Sheet B of Patent, dated the Thirteenth
day of May 1867, above referred to.
In another part of our Invention we substitute a swing link for
carrying the centre rocking shaft of common breaks operated by thrust
rods, thereby the unequal strain or unequal wear of the blocks is
corrected, and the efficiency of the break is increased. We also dispense
with the usual heavy rocking shaft and levers fitted thereon, and
substitute two bent horizontal levers, one on each side, which are raised
or lowered at their free onds to operate the ordinary thrust rods of
the break.
We propose also to connect this arrangement to the improved winding
mechanism described in the said Patent dated the Thirteenth day of
May 1867. We carry a transverse rotating shaft in brackets bolted to
the cross timber of the carriage framing. Upon the said shaft we place
the friction feed wheel which is turned by the eccentric on the axle, as
explained in the said Patent. We fix upon the said spindle two chain
drums over above the free ends of the said horizontal lovers, so that by
revolving the said shaft we wind up the chains and apply the breaks.
We fit a pawl with an elongated eye to fit into teuth cast upon the reins
of the said chain drums, by which means the chain drums are allowed
to lower off the break levers to a regulated distance.
In another part of our Invention we suspend links with pulleys from
the ends of the carriage framing, and over the said pulleys wo pass the
line or chain for operating the break mechanism of continuous breaks
generally. By this means the line or chain is not altered in its length
when the buffers are driven in or the draw bar is pulled out by the
varying length of the train. The lower ends of said links are kept an
uniform distance apart by a strut.
In another part of our Invention we suspend from the said through
line or chain a short end or branch which we attach to the operating
lever. The said branch we pass between two pulleys placed close
together, and by this means if the said line be pulled from either end

page_text: of the carriage it shall have the same result, namely, to raise the
operating lever. In winding up the said through line in the van or
other place occupied by the guard, we mount a horizontal spindle
carrying two loose drums. The spindle has a fixed hexagonal collar
between the drums. The through line from the front end of the van is
fixed to one of the said drums, and the line from the back or the other
end of the van is fixed to the other one. The guard can put either or both
drums into gear with the collar of the said spindle, and thereby wind
the operating line from either or both. ends of the van, according as it
may be placed in position in the train. A similar arrangement we place
on the tender to be used by the driver or fireman, but there is only one
drum required in this case, because the engine is always placed in the
front of the train, and by preference we place the drum below the foot
plate. In effecting the winding of the said line or tank engines, or
those which run either end first, we propose to mount a small steam
cylinder at each end of the engine and under the framing. The end of
the piston rod of said cylinder we form as a rack and gear it into a
pinion on the spindle of the winding drum referred to. We admit steam
to work said cylinder by a three-way cock near the driver to enable him
to work either cylinder as required.
In another part of our Invention we fit vulcanized india-rubber in the
block hangers to remove the tremor in the carriage framing when the
break is applied to the wheels.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Marmaduke. Wilkin and John Clark in the Great
Seal Patent Office on the 8th July 1869.
TO ALL TO WHOM THESE PRESENTS SHALL COME, we, MARMA-
DUKE WILKIN, of 2, Saint James' Terrace, Parish of Paddington, County
of Middlesex, Gentleman, and, JOHN CLARK, of 23, Chippenham Terrace,,
Parish and county aforesaid, Engineer, send, greeting,
WHEREAS, Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Eighth day of January, in the year of
our Lord One thousand eight hundred and sixty-nine, in the thirty-
second year of Her reign, did, for- Herself, Her; heirs, and successore,.

page_text: give and grant unto us, the said Marmaduke Wilkiu an. John Clark,
Her special licence that they, the said Marmaduke Wilkin' and John
Clark, their executors, administrators, and assigns, or such others as
they, the said Marmaduke Wilkin and John Clark, their executors,
administrators, and assigns, should at any time agree with, and no others,
from time to time and at all timos 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 IN RAILWAY
BREAKS," upon the condition (amongst others) that they, the said
Marinaduke Wilkin and John Clark, their executors or administrators,
by an instrument in writing under they or their, or one 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 causo 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 we, the said Marmaduke Wilkin and John
Clark, do hereby declare the nature of our said Invention, and in what
manner the same is to be performed, to be particularly described and
ascertained in and by the following statement and accompanying
Drawings, that is to say:-
:
1.
The improvements which constitute this Invention are in part appli-
cable to breaks for railway carriages and wagons, constructed under
Patents granted to the said John Olark, bearing dato the Twentieth day
of October, 1862, and the Thirteenth day of May, 1867, and in part
applicable to common lever. breaks operated by manual power. The
principal object of these improvements is to increase the leverage of the
broaks and to diminish the strain upon the operating line or chain.
We now proceed to describe the said Invention more particularly,
reference being made to the accompanying Drawings; A, B, C, D, and E,
respectively, and to which Drawing the following oxplanation applies :—
EXPLANATION OF THE DRAWINGS.

page_text: a, a, are the wood break blocks suspended from pins in the framing;
b, b, are cross ribs connecting the blocks on the same end together;
c, c, c¹, c¹, are pulling rods which connect the cross ribs with the leverage
for applying the break. The rods c, c, on one end are jointed to a ratchet
bar d, and those c', c¹, on the other end are jointed to the lever e;
f.f, are parallel guides to keep the rods in centro line. At the lower end
of f,f, is fixed in slotted eye a taking-up pawl, see Figs. 5 and 6; 9, 9; is
a chain attached to winding mechanism in the van or on the tender
(to be afterwards described). The said chain is carried on sheaves in
brackets fixed to the framing. It is passed down under the sheave in
the lever e, so that by tightening the chain the lever e is raised and
operates the pulling rods attached to it. At the bottom end of the lever
is fitted a shoo with ratchet teeth cut upon its lower face to suit the rack
bar d, see Figs. 3 and 4. The said shoe provides a fulcrum for the lever €
to pull the rods at the other end of the carriage. When the lover e is
raised the take-up pawl, Figs. 5 and 0, is pushed forward in the link eye,
so that when the blocks are much worn and the lever rises near the top
of its range the take-up pawl mounts into a fresh tooth of the rack bar d,
and when the lever e is again lowered the shoe is pulled over into a fresh
tooth also, and thus the wear of the blocks is maintained to keep the
short fulcra of the lever e in effective position.
Figs. 7 and 8 show a modification of the above, wherein instead of a
flat ratchet bar a round ratchet wheel is used. To the spindle of the said
wheel chains connecting the rods c, c, would be attached, or the spindle
could have an ordinary pinion cut upon it working in a rack attached to
the said rods c, c.
Fig. 9 shows an improved arrangement to pass the operating chain
from carriage to carriage without being affected in its length by the
shrink of the buffers or the draw-bar being pulled out.
The chain g, 9,
is led over and under the sheaves as shown, and because the bottom
pair of sheaves at the end of the swing links h, h, are kept an uniform
distance apart the chain is not materially affected by the varying length
of the train.
Drawing B is a modification of the leverage arrangement described
in Drawing A. The blocks slide horizontally on fixed brackets a, a.
bolted to the axle guards and side soles of the carriage. On the inside
of the said brackets two lugs are forged for carrying the take-up screw
b, b. On the ends of the said screws is fixed a case containing an

page_text: ordinary jack or other concentric spring which is wound up when the
carriage requires to bo reblocked by a square on the end of the screw.
The case has a projection on one side which presses against the check
spring c. c. When the blocks have become much worn, so that the
operating lever d, d, falls to a certain limit it relieves tho retaining
check spring c, c. When the levers d, d, are again raised to their
normal position the jack spring causes the case and screw to revolve one
turn and take up the wear of the blocks one thread of the screw. The
arrangement of the chain e, c, as respects the levers d, d, is such that
when the chain is slackened, or if the train should break away on an
incline by accident, and thereby the operating chain gets broken, the
break becomes self-applied by the gravitating weight of the lever d, d,
assisted by a back weight. But it may also be made to operate in the
usual way by changing the pin e¹, el, of the pulling rod for the fulcrum
pin ff, when the pulling rods g, g, will be pulled when the lever is
raised. To effect a safe and ready adjustment of the back weight
attached to the lover d, d, the lever itself may be tubular or have
attiched to it a tube, inside of which is placed a number of metal balls
which will run to either end of the tube and act as a back weight
or counterpoise, according as the lever is raised or lowered from the
horizontal.
The foregoing improvements have reference more particularly to the
Patent bearing date the Twentieth day of October 1862, and since by
these improvements the strain upou tho through operating line or chain
is reduced to about a twentieth part of that formerly required it is also
practicable to modify the winding mechanism described in connection
with said Patent. In the said description the power is obtained by metal
friction wheels being brought into contact with the revolving wheela
of the van or tender, and the operating chain being attached to the
spindle or axle of said friction wheels is thereby wound up. Now
instead of attaching the chain to the spindle it is preferable to mount
a chain drum on said chain spindle, which drum is carried in friction
sides or bearings, which will be adjusted by springs or other media of
well understood kind to give a regulated power to the operating chain,
but will slip in its bearings if any undue strain is forced upon it; or
the ordinary fast-and-loose pulley upon the carriage or van axle and
driving strap connecting them with a chain drum would in certain
conditious be quite suitable; or the driving strap might be arranged to
remain slack when not required, and be tightened by leverage when

page_text: required, such as is done frequently, and is well understood in discon-
necting gearing, it need not therefore be described in detail. When the
operation of the break is confined to the driver of the train it is desirable
to apply power to pull the chain by steam. For this purpose we place
under the foot plate or other convenient position of the engine or tender,
a steam cylinder, into which steam is admitted at either end as required
by the fireman or driver moving the four-way cock, shown in Sheet C,
Fig. 6. The piston rod is furnished with two rachet rods in gear with
a rachet wheel, one being on each side of the wheel. The rachet
wheel is placed on the chain drum spindle, so that the reciprocating
movement of the piston rod impels the rachet wheel in one direction
till the proper quantity of chain is wound upon the drum.
Drawing C, Fig. 1, is a side elevation; Fig. 2, an end elevation; and
Fig. 3, a plan of a wagon having the common lever break supple-
mented by a block fitted to the hind wheel. The arrangement of
breakwork becomes self applied if the train breaks away on an incline.
a, a, is a transverse lever carried in a bracket 6 bolted to the timber;
it is jointed to the ordinary lever of the hand break and is weighted at
its lower end to keep the hand lever in suspension; from its lower end
a chain is carried to the winding mechanism. This winding mechanism
is in general similar to that described under Patent, dated the Thirteenth
day of May 1867; but is improved in having the entire set carried by
a plank c (see Figs. 4 and 5) which is simply bolted complete upon the
wagon framing. The eccentric wheel d, which is pressed by a spring
upon the face of the axle revolves with the axle, and imparts a recipro-
cating motion to the pawl, and thereby turns the rachet wheel e, as
described under the said Patent. When the operating leverf is raised
it forces back the link which carries the eccentric wheel, as shown in
Drawing D, Fig. 1.
Figs. 4 & 5 show the principal parts in detail. a, a, are two brackets
carrying the chain spindle and are bolted to the plank b; c, c, are
adjusting nuts; d, d, are conical sides to the feed wheel and are
feathered on the spindle and with the wheel are shown in section ;
e, e, the ratchet feed wheel moved by the reciprocating motion of the
eccentric on the axle ; f. f, top and bottom pawls, the top pawl has
an adjusting screw to set the pawls by; 9, 9, are discs with inclined
planes on the face upon which the pulleys of the operating levers roll so
that when the operating lever is raised the sides of the feed wheel

page_text: become compressed, and the motion of the feed wheel is thus imparted
to the chain spindle; is a cast drum round which the chain is wound.
We now proceed to describe the method of operating the series of wagons
forming a train :-We pass along each wagon an iron tube about *-inch
diameter having about three feet of vulcanized india-rubber or other
flexible tubing at each end. On making up the train the junction of
the tube is made by simply pressing a double conical junction piece into
the meeting ends of the tube and as the motive agent is exhausting the
air from the tube this coupling may be readily done and may be varied
to suit special conditions. We place above each operating lever an
exhaust chambor which, by preference, we compose of loather, oil cloth,
india-rubber, or such material covered round a non compressible central
coil of wire. When this vessel is exhausted it shrinks up and raises the
operating lever thereby keeping the break out of contact, but when air
is admitted to the tubo by the driver or guard at any point along the
tube, or if the train should break away and the tube get parted by
accident the several operating levers fall by their gravity and the
winding mechanism comes into gear.
Fig. 6 is the general arrangement for maintaining the exhaust when
placed on the engino. It consists of a small upper cylinder a worked
by steam, when the brakesman moves the handle of the four-way cock
alternately to either side, so that the steam is admitted to the top and
bottom sides of the piston in succession. Each stroke of the piston will
raise about five wagon breaks. The under cylinder is larger and is
furnished with air piston direct on the piston rod; it is also furnished
with air valves of the usual kind. The exhaust cylinder may be placed
under the foot plate or any other convenient place on the engine or
tender. This arrangement of steam pump may be used for compressing
the air instead of exhausting it, and the junction piece described may
bo united by a screw joint (right and left) to suit special conditions of
this or any other break working by compressed air or water.
the van.
Fig. 7 shows the general arrangement for the exhaust to be used on
a is a section of the van axle; b is an excentric fixed upon it;
c is a gab clutch which is dropped upon the revolving eccentric by hand.
Attached to the clutch is the piston rod which is directly connected with
the exhaust pump. An exhaust chamber is placed in any convenient
From the
part of the van in connection with the exhaust pump.
exhaust chamber a pipe leads to the train tube. In the said pipe is

page_text: placed a 3-way cock which is operated by the gab clutch in the following
manner: When the clutch is raised the exhaust chamber has con-
nection with the train tube and keeps the several levers in suspension.
When the break is to be applied the clutch is lowered upon the eccentric,
and in the act of doing so the 3-way cock opens air to the train tube
thereby allowing the self-acting breaks to operate, and at same time
the cock stops the connection between the train tube and the exhaust
chamber. While the exhaust pump is set in action and continues till
the train comes to rest the exhaust chamber is thereby in a fit state to
raise the operating levers when the connection with them is made.
Stop-cocks will be placed in the tube on the wagons to facilitate the
uncoupling of the train without dropping the levers, as described above,
but each wagon will have in addition a chain or some such catch to
keep the break permanently out of action till required to act.
Drawing D, Fig. 1, is an elevation, Fig. 2 an end section, and Fig 3
a plan of a carriage, with a lever break fitted on the inside of the four
wheels, and dispensing with the ordinary heavy rocking shaft.
The intermediate slings a, a, are used when the wheel centres are far
apart. The blocks are suspended from brackets, and in the eyes are fitted
vulcanized iudia-rubber pads, which is a modified form of that described
under the said Patent, dated Twentieth day of October, 1862. A chain
is carried from the free ends of the inclined levers b, b, is led over a
pulley above and passed to the winding mechanism, which is similar to
that described under Drawing C, but the operating lever is raised and
lowered by the through line or chain c, c, described under the said
Patent, dated Thirteenth day of May 1867.
Fig. 4 is an elevation of a carriage similar to the above, having a
single bent lever to operate the ordinary thrust rods of the break with-
out the usual heavy rocking shaft, and in having the middle point of said
lever hung in slings to allow equal pressure of the blocks irrespective of
the wear upon them. The chain spindle is carried in brackets bolted to
the cross timber, and is made sufficiently long to overhang the said
side levers. The winding mechanism is otherwise exactly shown in
Fig. 1 above.
Drawing E is the winding apparatus placed in the van for applying
the self-acting break illustrated in Drawing D. It consists of a wood
case, inside of which is suspended a back weight a, sufficiently heavy to
keep the smaller weights attached to the operating levers under the

page_text: several carriages suspended while the train is running. When the guard
applies the continuous break he turns either of the handles b, bl,
according to whichever end the carriages are attached. In doing so he
raises the heavy back weight in the case, the line then runs back
through the train, and the several operating levers fall by their gravi-
tating weight. Thus tho breaks are applied by the revolving axles, as
previously described under Drawing C. When he has run out sufficient
line the line slips round the pulley c, and he then drops the small catch
or pawl to prevent the back weight in the case from relieving the break
till required.
Although tho self-acting arrangement described under Drawing C is
more particularly applicable to the break arrangement accompanying
the design, yet it may be used in connection with the design of any of
the other Drawings.
Fig. 10, Drawing A, represents the ratchet wheel and pawl for taking
up the wear of the break blocks in Drawing D. The wheel is koyed on
the chain spindle, and the pawl is carried in the bracket a, which is
bolted to the framing above. When the spindle rovolves, as shown by the
arrow, the pawl moves with it the length of the slotted eye, but allows
the spindle to unwind the length of the eye and thus free tho blocks.
Having thus described and ascertained the nature and object of our
said Invention, and explained and illustrated the means which we
propose to employ in carrying the various improvements into effect in
practice, we hereby further declare that we do not absolutely restrict
ourselves to the precise forms and arrangements of the breaks and
mechanism shown upon the Drawings, as the details may be modified in
both respects without departing from the principles thereby illustrated
and upon which the said improvements are based.
In witness whereof, we, the said Marmaduke Wilkin and John
Clark, have hereunto set our hand and seal, this Eighth day of
July, in the year of our Lord One thousand eight hundred and
sixty-nine
MARMADUKE WILKIN. (L.B.)
JOHN OLARK.
(L S.)