CERTAIN IMPROVEMENTS IN RAILWAY BREAKS
Year: 1867

page_text: Sealed the 26th June 1868, and dated the 27th December 1867.
PROVISIONAL SPECIFICATION left by the said Joseph Cockshoot and
Henry Wentherill at the Office of the Commissioners of Patents, with
their Petition, on the 27th December 1867.
We, JOSEPH COскSHOOT, jun', of Manchester, in the County of Lancaster,"
Coach Builder, and HENRY WEATHERILL, of the same Place, Manager, do
hereby declare the nature of the said Invention for "CERTAIN IMPROVEMENTS IN
RAILWAY BREAKS," to be as follows:-
Our Invention is designed for the purpose of preventing or stopping the
revolution of the wheels of railway carriages so as to "break" the same by
self-acting means when it is desired to retard or stop the train, and the
improvements consist in the novel employment and use of a plate or bar
of metal running longitudinally the length of each carriage, the said plate
being supported by means of brackets or bearings secured to the axles, and in
which they are allowed to slide; the extremity of each plate or bar terminates
in a dise or buffer which is caused to project a little beyond the ends of the
carriage to which such plates belong; the under sides of these longitudinal

page_text: plates or bars are provided with rack teeth on a portion of their under sur
faces, the remaining lengths or surfaces being left plain. The axles of the
wheels are each provided with a pinion to which flanges with frictional surfaces
are attached, and which are allowed freely to revolve with the axle so long as
the longitudinal plates or bars are in their normal position, that is, when the
flat or plain surfaces of the longitudinal plates are over the teeth of the pinion,
this position being obtained by means of strong bow or helical springs with
which the plates are in contact. When the train is coupled up the discs
forming the termination of each longitudinal plate or bar are within a very
short distance of actual contact with the disc belonging to the longitudinal
plate of the next carriage, thus forming, with the exception of such slight
opening places between the carriages, a continuous length of plate or bar
throughout the whole train. In the guard's van a wheel or handle is pro-
vided which when operated upon actuates through the medium of a vertical
shaft an arrangement of gearing that gives a forward movement to the first
plate or bar until the wheel on the revolving axle is brought into gear with
the "break rack," and which is immediately forced forward by the revolution
of the wheel on the axle so as to come into contact with the next plate rack,
and so on progressively until the whole longitudinal bars or plates are run up,
the effect of which is gradually to compress the springs until the whole lengths
of bars are forced against each other, preventing thereby the further revolution
of the axle wheels and the necessary stoppage of the carriage wheels. The
engine driver is also provided with an apparatus similar to the guard, by
which means if the train is backing or being forced so as to allow the guard's
van to lead he can apply the breaks in the manner before described. When
the train is brought to a full stand the combined action of the springs both in
connection with the longitudinal plate racks and the carriage buffers gives each
carriage, from the guard's van to the engine, a slight retrograde or backward
movement, thus freeing the racks from the pinion, placing the longitudinal
plates in their normal position, which leaves the carriage wheel free to revolve.
By the employment of two sets of longitudinal sliding racks on the under side
of each carriage supplied with blocks that will fit the periphery of the wheels
the pinions on the axles may be employed for the purpose of forcing through
the medium of the longitudinal plates the break blocks against the periphery
of the wheels so as to prevent the revolution of the same when it is desired to
retard or stop the train.

page_text: SPECIFICATION in pursuance of the conditious of the Letters Patent, filed
by the said Joseph Cockshoot and Henry Weatherill in the Great Seal
Patent Office on the 26th June 1868.
TO ALL TO WHOM THESE PRESENTS SHALL COME, we, JOSEPH
COCKSHOOT, junior, of Manchester, in the County of Lancaster, Carriage
Builder, and HENRY WEATHERILL, of the same Place, Manager, send
greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twenty-seventh day of December, in the year of our
Lord One thousand eight hundred and sixty-seven, in the twenty
year of
Her reign, did, for Herself, Her heirs and successors, give and grant unto us,
the said Joseph Cockshoot, junior, and Henry Weatherill, Her special license
that we, the said Joseph Cockshoot, junior, and Henry Weatherill, our exe-
cutors, administrators, and assigns, or such others as we, the said Joseph
Cockshoot, junior, and Heury Weatherill, our executors, administrators, and
assigns, should at any time agree with, and no others, from time to time
and at all times thereafter during the terin 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 "CERTAIN IMPROVEMENTS IN RAILWAY BREAKS," upon the condition
(amongst others) that we, the said Joseph Cockshoot, junior, and Henry
Weatherill, by an instrument in writing under our 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 imme-
diately after the date of the said Letters Patent.
NOW KNOW YE, that we, the said Joseph Cockshoot, junior, and Henry
Weatherill, do hereby declare the nature of the said Invention, and in what
manner the same is to be performed, to be particularly described and ascer-
tained in and by the following statement and accompanying Drawings:-
Our Invention is designed for the purpose of preventing or stopping the
revolution of the wheels of railway carriages by the power and speed of the
train so as to break or stop the revolution of the carriage wheels by self-acting
means when it is desired to retard or stop the train, and the improvements
consist in the novel employment and use of a plate or bar of metal running
longitudinally the length of each carriage, the said plates being supported by
means of brackets or bearings secured to the axles, and in which they are
allowed to slide; the extremities of each plate or bar terminate in a disc or

page_text: buffer which is caused to project a little beyond the ends of the carriage to
which such plate belongs; the under side of these longitudinal plates or bars
are provided with rack teeth either projecting from or forming equidestant
recesses in or through such plates on a portion of their under surface, the
remaining lengths or surface being left plain. The axle of the wheels are
each provided with a pinion to which flanges with frictional surfaces are
attached, and which are allowed freely to revolve with the axles so long as
the longitudinal plates or bars are in their normal position, that is, when the
flat or plain surfaces of the longitudinal plates are over the teeth of the
pinions, this position being obtained by means of strong bow or helical
springs with which the plates are in contact. When the train is coupled up
the discs forming the terminations of each longitudinal plate or bar are within
a short distance of actual contact with the discs belonging to the longitudinal
plate of the next carriage, thus forming, with the exception of such slight
opening places between the carriage, a continuous length of plate or bar
throughout the whole train. In the guard's van a wheel or handle is provided
which is in connexion with a lever that will give the guard or breaksman the
power of transmitting a forward movement to the longitudinal rack or friction
plate of the last carriage which brings it into geer with the revolving pinion or
friction wheel on the axle, which is immediately by the power and speed of the
train forced forward so as to come into contact with the next plate rack, and
so on progressively until the whole longitudinal bars are run up, the effect of
which is gradually to compress the springs so as to bring the whole length of
bars throughout the train into contact with each other, preventing thereby the
further revolution of the axle and the necessary stoppage of the carriage
wheels. The engine driver is also provided with an apparatus similar to the
guard's, by which means if the train is backing or being forced so as to allow
the guard's van to lead he can apply the breaks in the manner before
-described. When the train is brought to a full stand the combined action of
the compressed springs, both in connexion with the longitudinal plate racks
and the carriage buffer or draw bar springs, give each carriage, from the
guard's van to the engine a slight retrograde or backward movement, thus
freeing the racks from the pinions and placing the longitudinal plates in their
normal position, which leaves the carriage wheels free to revolve. By the
employment of sliding racks in connexion with blocks that will fit the peri-
phery of the carriage wheel the pinions may be employed for the purpose of
forcing such block against the wheels so as to retard or stop them in the
ordinary manner. In case any portion of the train should become disconnected
or uncoupled during transit the longitudinal plates or bars are provided with

page_text: projections that are acted upon by a lever connected by a chain with the.
receding carriage in such a manner that upon the carriages so separating they
will through the medium of such levers and chains force the racks or longi-.
tudinal plates of each carriage into geer with their respective pinions, thereby.
preventing the revolution of the wheels which effects the stoppage of the
carriage.
In order that the various arrangement and modification of mechanism con-
stituting the principle of our Invention may be more fully understood and
explained in detail, we have hereunto attached three Sheets of Drawing. Sheet 1,
being made on a scale of about three-cights of an inch to a foot, represents the
various arrangements and modifications of mechanism for applying tho breaks
by the direct and positive action of the longitudinal plates when acted upon
by the revolving pinions or friction wheels secured to the axles of the carriage
wheels. Sheet 2 being made on a scale of half inch to the foot represents an
arrangement of "clutch" box to be employed for actuating the longitudinal
plates when the driving pinion or friction wheels run loose upon the axles; on
this Sheet various enlarged details are also sl.own. And Sheet 3 represents an
arrangement of continuous coupling throughout the train in connection with
the rack or friction plates and their drivers to be employel for the purpose of
applying the breaks simultaneously through the medium of frictions or pontave
geering.
In Sheet 1, Fig. 1 represents a longitudinal front elevation of an ordinary
railway train composed of a "tender," a carriage, and a break van, to which
is shewn applied our improved compound rack pinion and friction break,
the interior of the bind portion of the break van being shewn in section in
order that the apparatus for applying the breaks may be more clearly seen; in
this view is also illustrated a method of communication from the guard's van
with the engine that will enable the driver to actuate the breaks from the
guard's van so as to apply them from behind or when the train is being backed
and the guard's van leading the driver is enabled to apply the breaks from the
engine in a manner similar to the guard. Fig. 2 represents a cross section of
the carriage shewing the position of the axle pinion and the longitudinal rack
together with the construction and adaptation of bearings supporting the same;
Fig. 3 represents a plan view of Fig. 1, the bo lies of the carriages being
removed in order to shew the arrangement of springs and the construction and
arrangement of the plate racks and their axle supports together with the whole
arrangement of apparatus in connexion therewith; Fig. 4 represents. a similar
view to that shewn and described in Fig. 1, with this exception, that friction
gearing is substituted in lieu of rack and pinion for applying the "breaks"

page_text: through the intermediate pressure of powerful springs, an arrangement of
levers and rods are also shewn that connect the sliding longitudinal plates
with the ordinary break blocks, thereby enabling such blocks to be employed
as an auxilliary means in connexion with the longitudinal plates for applying
the breaks; Fig. 5 represents a plan view of same; Fig. 6 represents
another modification of apparatus to be employed for applying the breaks
through the combined action of the longitudinal plates and break blocks;
Fig. 7 represents an arrangement of coupling between the longitudinal plates
to be employed for the purpose of actuating the breaks by self-acting means
in the event of the ordinary carriage couplings breaking or becoming dis-
connected during the transit of the train; Fig. 8 represents an enlarged
detached portion of an arrangement of positive gearing in which a perforated
or recessed longitudinal plate is substituted for the rack or friction plates
shewn in the previous Figs., its connexions and details being in every other
espect similar to the Figs. already described; Fig. 9 being a side, and Fig. 10
a plan view of same, and Fig. 11 represents a portion of the side elevation
of the longitudinal rack plates divided transversely in the centre between the
two axles and the method of connecting the same when so divided.
In Sheet 2, Fig. 1 represents an elevational view of the frame and lower
portion of a railway carriage having applied thereto an arrangement of longi-
tudinal rack and pinion running loose upon the axle and to which a positive
motion is imparted for applying the breaks through the medium of a self-acting
clutch; Fig. 2 represents a detached sectional end view of the sliding plate shew-
ing the arrangement of the self-acting clutch in connexion with the sliding rack
plate; Fig. 3 represents a plan view of same; Fig. 4 represents an enlarged
view of the longitudinal rack and pinion or portion of the rack immediately
above the driving pinion when in its normal position being shewn loose and
retained in its position by means of powerful springs for the purpose of yield-
ing so as to enable the rack readily to gear with the driving pinion when put
in motion; Fig. 5 represents a plan view of same; Fig. 6 represents an en-
larged detached front view of the friction gearing for applying the breaks;
Fig. 7, a side section and Fig. 8 a plan view of same, and Fig. 9 represents
an end section of the arrangement and adaptation of the pressure bowl in
connexion with the lever in the guard's van (seen in Fig. 1, Sheet 1) by
which the longitudinal plates are first caused to come into contact with the
revolving friction wheel on the axle, and through which a forward motion is
first transmitted and communicated to such plates for applying the breaks
throughout the train.
In Sheet 3 Fig. 1 represents in elevation the framing and lower part

page_text: of a carriage in which an arrangement of continuous connexion is
shown for applying the break simultaneously throughout the train, through
the medium of sliding "clutch" box and friction or positive gearing; Fig. 2
represent an end view, and Fig. 3 a plan of the same; Fig. 4 represents an
arrangement of friction longitudinal plates and their driving wheels secured to
the carriage axles, which are brought into frictional contact by means of.
pressure bowls and levers actuated upon when it is desired to apply the
breaks by means of a continuous connexion throughout the train; Fig. 5
represents an end and Fig. 6 a plan view of same.
In Figs. on Sheets 1, 2, and 3 a, a, is the framework of the carriage; 6 the
body; c, the wheels, and c¹ the axles, all being old and well known parts
of a railway carriage; d, d, is a plate of metal running longitudinally the
length of each carriage supported in the brackets or bearings e, e, secured to
the axle c'; these longitudinal plates d, d, are supported in the grooves of the
bearings e, e, in which they are allowed freely to slide, the bearings being
bolted together by means of tie rods f so as to keep them square or they may
be connected by arms with a vertical slide provided in the bearings of the
axle boxes as seen in Fig. 1. The extremities of each longitudinal plate
terminates in a "buffer" or flat plate 9, 9, the outer surfaces of which may
be covered with a yielding or elastic surface, these buffer terminations are
caused to project a little beyond the ends of the carriage to which such plate
belongs in order also to prevent any rigidity in the plate; it may be divided
laterally in two midway between the axles (vide Fig. 11) and the connexion
between the two effected by means of the projecting rod h, and bushes i
"bossed" with an elastic medium through which the rod h is inserted. The
under side of the longitudinal plates d, d, are provided with rack teeth d¹ on
a portion of their under surface, the class of clog or tooth we prefer being
shewn more clearly in Figs. 8, 9 and 10, the remaining portion or under
surface being left plain or the rack plate d, d, vide Fig. 9, Sheet 1, may be
slotted or recessed so as to form a tooth and socket gearing, thereby enabling
greater strength and certainty of action to be obtained when the pinion is
secured to and revolves with the axle. The axles c', c', are each provided
with a pinion k to which flanges k with frictional surfaces are attached and
which are keyed to and revolve with the axles c, c¹, so long as the rack
plates d, d, are in their normal position as shewn, that is when the flat or
plain surfaces of the rack plates are over the teeth of the pinion, this position
is maintained when the breaks are not employed by means of the strong bow
springs m, m, their connection with the rack plates being effected through
the medium of the projecting abutments n, n. The pinious may also be

page_text: constructed so as to run loose upon the axle as seen in Sheet 2, Fig. 1-2, in
which the toothed rack d, d, or the socket or slotted rack d', d' are constantly
in gear with the pinions k, k¹, the said pinions becoming the drivers of the
rack only, when the sliding clutch 6 is thrown into gear with the clutch on
the face of the pinion k', the connexion of which and its purpose being herein-
after described. When the train is coupled up the buffers g, g, forming the
termination of each longitudinal plate are within a distance of each other
tliat will admit before actual contact the ordinary "buffers" of the carriages
to be forced in or compressed, thus forming with the exception of such
opening places between the carriages a continuous length of plate throughout
the whole train. In the guard's van a lever or handle o is provided that is
in connexion with a bell crank lever p, one end of which above the rack or
friction plate d forms the support of a pressure bowl q seen more clearly in
Fig. 9, Sheet 2, when it is desired to apply the breaks the guard pulls
forward the handle o, which forcibly presses the bowl q down upon the upper
surface of the plate which is thereby brought into frictional contact with
the revolving wheel, the effect of which is instantly by the power and
speed of the revolving axle to force forward the plate d on the guard's van
into gear with a revolving pinion on the next axle from whence it is actuated
and driven so as to come into contact with the plate rack of the next carriage,
and so on progressively until the whole longitudinal bars are run up, the
effect of which is gradually to compress the springs m, m, of each carriage
progressively one after the other, thereby accomplishing by the time the last
plate has been run up a gradual stoppage of the revolution of the carriage
wheels from back to front. Or when the clutch box seen in Figs. 1 and 2
Sheet 2 is employed, the loose pinion on the axles become positive drivers
and actuate the racks d, so as to apply the breaks in the following
manner Immediately the longitudinal rack under the guard's van is forced
forward in the manner described, it comes into contact and impells the
longitudinal rack of the next carriage, the forward motion of which raises the
bowl 3 secured to one end of the bell crank lever 4 out of the recess or
hollow in the plate 5, secured on the upper surface of the rack or friction
plate d, the effect of which is to cause the opposite end of the bell crank lever 4
attached to the sliding key clutch 6 to become forced into positive contact
with the clutch on the loose pinion, thereby temperally making the loose
pinion a positive driver that actuate the longitudinal racks or friction plates
in the manner and for the purpose described. When the handle o in the
guard's van is let back to its original position so as to raise the pressure
bowl q from the upper surface of the plate d, the lever o' connected to the

page_text: fulcrum of the bell crank lever p is caused slightly to lift or ease the plate d
from frictional contact with the wheel k¹, so that when the train is brought
finally to a stand the combined action of the compressed springs m, m, and
also the "buffer" or draw bar springs give to each carriage from the guard's
van to the engine a slight retrograde or backward movement, thus freeing the
racks from the pinions where the clutch is not employed, but in case where
the clutch is employed the return of the rack withdraws the clutch, in either
of which cases the racks or friction plates assume their normal position which
leaves the carriage wheels free to revolve.
The foregoing lettered description of the principle of the Invention has
described more particularly the employment and use of the rack and pinion as
a medium for preventing the revolution of the wheels through the axle for
retarding and stopping the train, but in order to carry out the system of
improvements so as to adapt them to the ordinary break block, we have
shown the arrangement and adaptation for the same in Figs. 4, 5, and 6,
Sheet 1. In these Figures are also shewn the employment of friction for
actuating the plates d, d, in lieu of positive gearing described in Figs. 1
and 2. In these Figs. the longitudinal plates are actuated from the guard's
van, and are successively run up against each other and compress their springs
in a manner similar to those described in Figs. 1 and 2, each plate being
separately connected by means of the lever r with the "toggle" or knee
jointed levers S, s¹ ; the lever s is connected to the carriage frame and the
lower end of the lever s below the toggle joint is connected by the rod t with
the cross bar and levers u which form the ordinary apparatus in connection
with the "break blocks" v, thus when the guard in the manner before
described puts the rack or friction plates d, d, in motion, the "toggle" or
knee joint of the levers s, s¹, of each carriage as the plates are run up are
successively forced forward, which has the effect of raising the lower end of
the lever s thereby communicating motion through the medium of the cross
bar and levers u to the break blocks so as gradually but forcibly to press
them against tho periphery of the wheels, whereby the train through the
combined action of the plates compressing the springs and retarding the
revolution of the friction driving wheels on the axletrees, together with the
auxilliary pressure of the blocks against the periphery of the wheels, the
train is soon and effectually brought to a stand. In order to obtain the
requisite amount of friction between the plates and the axle friction
wheels e', see Figs. 6, 7, and 8, Sheet 2, we employ strong bowls or plates a³
which are caused to exert a pressure by means of springs 6 on the upper
surfaces of the longitudinal plutes over the friction wheels, the under surfaces

page_text: of such plates above the friction wheels when in their normal position being
recessed or hollowed so as to allow the surfaces of the friction wheels freely
to revolve, but so soon as the slightest forward motion is given to the plates
the frictional surfaces between the axle wheel and plate immediately came
into contact so as to become forcibly impelled forward for the purpose
of applying the breaks in the manner and for the purpose before described.
In Fig. 7, Sheet 1, is shewn an arrangement of lever and coupling that will
apply the breaks by self-acting means in the event of the ordinary carriage
couplings becoming broken or disconnected. The levers w, w, having their
fulcra under the headstock of the carriages, are provided on one side of their
fulera with bowls y, y, their opposite ends being connected by means of the
slip hooks and chains a, x, with the headstock of the opposite carriages; by
this arrangement of lever and chain any portion of the train becoming
disconnected is caused to pull by means of the chains x, x, the levers w, w, so
as to force the bowls y, y, into contact with the projection z, z, on the rack,
thereby forcing each rack on the receding carriages into gear with the
revolving pinions on the carriage axles, the effect of which is the immediate
applying of the breaks in the manner before described.
In Sheet 3 the clutch arrangement that enables the loose pinion or friction
wheels to become positive drives are actuated for the purpose of applying the
"breaks "by means of a continuous connection in the manner following:-The
longitudinal and continuous shaft 8, provided with worms or screws 9 at intervals
of space corresponding with the axles of the carriages, upon these screws nuts 10
are placed, which are connected by the arrangement of levers 11 with the
sliding key clutch 6, thus when a revolving motion is given to the continuous
worm shaft a forward or backward motion is imparted to the nuts through
and by which the levers 11 force the clutch into contact with the clutch on
the loose pinion thereby forming a positive connexion between the two that
applys the breaks. In Fig. 4 a similar arrangement of continuous shaft is
shewn which is employed for the purpose of bringing into frictional contact the
fixed pinions of the axles and the longitudinal frictional plates d, d, by which
a former motion is imparted to the frictional plates for applying the breaks;
the continuous screw shaft 8 when caused to revolve in either direction actuates
the sliding nuts 10 backwards or forwards, the effect of which is forcibly to
bring the frictional pressure bowls 12, through the medium of the levers 13,
into contact with the top of the friction plates, thereby forcing them into
frictional contact, thereby causing the revolving friction wheels on the axles
to impell the rack plates succesively into contact with each other as herein-
before described for the purpose of applying the breaks.

page_text: In Sheet 3 an arrangement of coupling is shewn that will allow the con-
tinuous screw shafts of each carriage to be connected together without
reference as to which end of the carriages come together. a' is a bar sliding
in the recessed end of the screw shaft in order to allow for the varying
distances between the carriages; these bars are provided with sliding boxes b
that allow the bars a' to be withdrawn so as to form a socket in the box b¹ or
to be forced out so as to protrude therefrom, by this arrangement each
bar and its sliding box is capable of being made either the socket to receive
or the projection to be inserted in the socket so formed for the purpose of
"coupling up."
We would remark that although the various arrangements shewn upon the
Drawings and also the foregoing description describe the longitudinal racks
or friction plates as being actuated when put in motion by pinions or friction
wheels upon both axles of a carriage, we would desire it to be understood that
the same motion of the rack or plate can be transmitted for the purposes of
applying the "breaks" by the application or use of a pinion or friction
wheel to one axle alone on each or any one of the carriages composing a
railway train.
Having now described the nature of our said Invention together with the
best arrangements of mechanism we could devise for carrying the same into
practical effect, we wish it to be distinctly understood in conclusion that we
claim the novel construction, arrangement, and adaptation to railway carriages
composing a train of the longitudinal racks or friction plates to be actuated
when set in motion by the speed and power of the train through the medium
of pinions or friction wheels driven by the revolving axletrees of the carriages
for the purpose of retarding or stopping the train, as herein-before described
and fully set forth in the accompanying Drawings.
In witness whereof, we, the said Joseph Cockshoot, junior, and Henry
Weatherill, have hereunto set our bands and seals, this Twenty-fifth
day of June, in the year of our Lord One thousand eight hundred and
sixty-eight.
Witnessed by
WILLIAM P. NORRIS.
JOSEPH COCKSHOOT, JUN. (L.S.)
HENRY WEATHERILL.
(L.S.)