IMPROVEMENTS IN RAILWAY BREAKS, AND IN MEANS FOR OPERATING THE SAME OR OTHER BREAKS
Year: 1874

page_text: LETTERS PATENT to John Clark, of 12, Silchester Road, Parish of
Kensington, County of Middlesex, Engineer, for the Invention
of "IMPROVEMENTS IN RAILWAY BREAKS, AND IN MEANS FOR OPERATING THE
SAME OR OTHER BREAKS.”

page_text: a train an arrangement of pulling rods and struts carried in suspending
links, and connected to the levers of the break blocks in such a manner
that by tightening a chain carried on pullies along the centre line of the
train I bring the blocks to bear with considerable force upon the wheels
of the said carriage, and thereby stop them when required.
Second. To effect an improvement in the means for operating the said
breaks and for breaks generally by substituting for the through chain a
length of tube with flexible couplings to operate the breaks on the whole
or part of a train by hydraulic pressure.
In carrying out the first part of my said Invention in practice, I
suspend in pendents or links carried by brackets or pins at or near the
centre of cach carriage a triangular arrangement of pullies and struts in
such a manner that by passing the said chain below the centre pulley,
when the chain is tightened, the said pulley is raised, and expands the
said pendents or links. I connect the said pendents or links at their
lower or free ends to the levers (which are attached to the break blocks)
by pulling rods, so that when the said pendents are expanded the said
levers are pulled with considerable force, and bind the blocks upon tho
wheels of the said carriage. The arrangement of levers may be fitted to
embrace both sides of the wheel, or on one side only. I propose to fit
the cast bracket which carries the break blocks with a cushion of
vulcanized india-rubber to lessen the vibration of the application of the
break to the carriage framing.
To enable the guard to work the break on the several vans in a train
at the same time I fit up in his compartment a small hand winch. I
attach a rope or line to said winchli, and extend it throughout the train
either by carrying it on pullies on the roof or underneath the framing,
and with coupling hooks where required. I fit up a hand lever in cach
van, and connect it by a spring coupling rod to the bell-crank lever
underneath. I fit a pulley to said hand lever in such a manner that the
pulley can be moved to different distances from the fulcrum. I pass the
said rope or line through the said pulley, so that when the said winch is
turned the said levers are raised and the breaks are applied over the
entire train simultaneously or nearly. so..
In the said Letters Patent referred to I operated the breaks by a
falling weighted lever under, the van. I propose as an improvement
applicable thereto to enable the guard or driver to work several vans in

page_text: the train at one time by passing the ordinary connecting line (or a line
specially fitted for the purpose) under a pulley in such a manner that
when the said line is pulled the catch or trigger is slipped in each vaǹ,
and the breaks over the entire train are applied simultaneously or nearly
So. It also follows that if the train or part of it should by accident
break away on an ascending gradient the said line is pulled auto-
matically, and the triggers are slipped in a similar manner, so that the
breaks are self-acting to avert any disastrous consequences of such an
accident.
In carrying out the second part of my said Invention in practice I fit
upon each carriage and van at or near the centre of the framing a
hydraulic cylinder and ram. I support the said cylinder with brackets,
and connect it by pulling rods to the break levers, I fit up at or near
the longitudinal centre line of the carriage a tube furnished with a
flexible piece at each end and metal coupling, and connected to said
cylinder by a branch pipe. The couplings I prefer to make alike at both
ends, and in such a manner that the several tubes may couple together
on making up a train; I close the coupling by a self-fitting internal
ball; I fit up under the engine or tender the cylinder with a steam-tight
cover, and line the said cylinder internally with wood or other non-
conducting material to prevent the condensation of the steam; I fit a
pipe to fill the said cylinder with water from the tender, and I fit a pipe
to admit steam from the boiler near the top of said cylinder; I also fit a
floating diaphragm of wood in the said cylinder. In using the said
cylinder I first nearly fill it with water; I then admit the steam to the
top space, and by the pressure of the steam I force the water along the
tube fitted throughout the train and into the cylinders in the carriages,
and thus apply the breaks in all the train simultaneously or nearly so;
I also fit the said cylinder with an overflow cock and a cock to discharge
the steam when the train has been stopped; I also fit an inlet tube for
putting in salt or other chemical to prevent the water freezing during
winter; I propose to fit a reducing valve between the boiler and the said
cylinder to regulate the maximum pressure of the steam in the cylinder;
I also propose to fit a condensing spray to the said cylinder, which shall
condense the steam after the train has been stopped, and thus the water
used in the several cylinders on the carriages will be forced back into
the said cylinder by atmospheric pressure to relieve the breaks instead
of by springs; I fit on each guards' van an auxilliary cylinder, which is

page_text: charged with compressed air and also with water from the pipe along
the train; I fit said cylinder with a stop-cock. The purpose of said
cylinder is to enable the guard to apply the break on the carriages if
they are separated from the engine. The said stop-cock may be con-
nected to a line along the train in such a manner that if the train breaks
away by accident on an ascending gradient the line gets pulled and
opens the said cock, and thus the breaks are applied automatically.
The said auxilliary cylinders in the guards' van may also be fitted with
steel springs to effect the necessary return pressure to apply the breaks
on the carriages.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said John Clark in the Great Seal Patent Office on
the 1st December 1874.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
CLARK, of 12, Silchester Road, Parish of Kensington, County of Mid-
dlesex, Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the First day of June, in the year of
our Lord One thousand eight hundred and seventy-four, in the thirty-
eighth year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said John Clark, Her special licence
that I, the said John Clark, my executors, administrators, and
assigns, or such others as I, the said John Clark, my exccutors
administrators, and 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 IN
RAILWAY BREAKS, AND IN MEANS FOR OPERATING THE SAME OR OTHER BREAKS,”
upon the condition (amongst others) that I, the said John Clark, my
executors or administrators, by an instrument in writing under my, 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 cause the same to be filed in the Great Seal

page_text: Patent Office within six calendar months next and immediately after
the date of the said Letters Patent.
NOW KNOW YE, that I, the said John Clark, do hereby declare
the nature of my said Invention, and in what manner the same is to
be performed, to be particularly described and ascertained in and by
the following statement:-
:-
The object of my said Invention is,-
1st. To effect certain improvements upon an Invention secured to me
under Letters Patent dated January 18th 1871, Number 128, and also
dated January 30th 1873, Number 361, by fitting upon each carriage
of a train an arrangement of pulling rods and struts carried in
suspending links and connected to the levers of the break blocks in such
a manner that by tightening a chain carried on pullies along the centre
line of the train I bring the blocks to bear with considerable force upon
the wheels of the said carriage, and thereby stop them when required.
2nd. To effect an improvement in the means of operating the said
breaks, and for breaks generally, by substituting for the through chain
a length of tube with flexible couplings to operate the breaks on the
whole or part of a train by hydraulic pressure.
In carrying out the first part of my said Invention in practice I
suspend in pendents or links carried by brackets or pins at or near the
centre of each carriage a triangular arrangement of pullies and struts
in such a manner that by passing the said chain below the centre
pulley when the chain is tightened the said pulley is raised and expands
the said pendants or links. I connect the said pendants or links at
their lower or free ends to the levers (which are attached to the break
blocks) by pulling rods, so that when the said pendants are expanded the
said levers are pulled with considerable force and bind the blocks upon
the wheels of the said carriage. The arrangement of levers may be
fitted to embrace both sides of the wheel, or on one side only. I propose
to fit the cast bracket which carries the break blocks with a cushion
of vulcanized india-rubber to lessen the vibration of the application of
the break to the carriage framing.
To enable the guard to work the break on the several vans in a train
at the same time I fit up in his compartment a small hand winch.
I attach a rope or line to said winch and extend it throughout the train,

page_text: either by carrying it on pullies on the roof or underneath the framing,
and with coupling hooks where required. I fit up a hand lever in each
van, and connect it by a spring coupling rod to the bell-crank
lever underneath. I fit a pulley to said hand lever in such a manner
that the pulley can be moved to different distances from the fulcrum or
be fixed in position, as shown in the Drawing. I pass the said rope or line
through the said pulley, so that when the said winch is turned the said
levers are raised and the breaks are applied over the entire train simul-
taneously or nearly so.
.
In the said Letters Patent referred to I operated the breaks by a
falling weighted lever under the van. I propose as an improvement
applicable thereto to enable the guard or driver to work several vans in
the train at one time by passing the ordinary communication line (or a
line specially fitted for the purpose) under a pulley in such a manner
that when the said line is pulled the catch or trigger which supports
the hand lever is slipped in each van and the breaks over the entire
train are applied simultaneously or nearly so.
train or part of it should by accident break away on an ascending
gradient the said line is pulled automatically and the triggers are slipped
in a similar manner, so that the breaks are self-acting, to avert any
disastrous consequences of such an accident.
It also follows if the
In carrying out the second part of my said Invention in practice I
fit upon each carriage and van, at or near the centre of the framing, a
hydraulic cylinder & ram. I support the said cylinder with brackets,
and connect it by pulling rods to the break levers, I fit up at or near
the longitudinal centre line of the carriage a tube furnished with a
flexible piece at each end and metal coupling, and connected to said
cylinder by a branch pipe. The couplings I prefer to make alike at
both ends, and in such a manner that the several tubes may couple
together on making up a train; I close the coupling by a self-fitting
internal ball; I fit up under the engine or tender a cylinder with a
steam-tight cover, and line the said cylinder internally with wood or
other non-conducting material to prevent the condensation of the steam;
I fit a pipe to fill the said cylinder with water from the tender, and I
fit a pipe to admit steam from the boiler near the top of said cylinder;
I also fit a floating diaphragm of wood in the said cylinder. In using
the said cylinder I first nearly fill it with water from the tender; I then
admit the steam to the top space, and by the pressure of the steam I

page_text: force the water along the tube fitted throughout the train and into the
cylinders on the carriages, and thus apply the breaks on all the train
simultaneously or nearly so; I also fit the said cylinder with an over-
flow cock and an exhaust cock to discharge the steam when the train
has been stopped; I also fit an inlet tube for putting in salt or other
chemical to prevent the water from freezing during winter; I propose
to fit a reducing valve between the boiler and the said cylinder to regulato
the maximum pressure of the steam in the cylinder; I also propose to
fit a condensing spray to the said cylinder, which shall condense the
steam after the train has been stopped, and thus the water used in the
several cylinders on the carriages will be forced back into the said
cylinder by atmospheric pressure to relieve the breaks instead of by
springs; I fit in each guard's van an auxilliary cylinder, which is
charged with compressed air, and also with water from the pipe along
the train; I fit said cylinder with a stop cock. The purpose of said
cylinder is to enable the guard to apply the breaks on the carriages if
they are separated from the engine. The said stop cock may be connected
by a line along the train in such a manner that if the train breaks away by
accident on an ascending gradient the line gets pulled automatically and
opens the said stop-cock on the auxilliary cylinders in the vans, and the
breaks on the carriages are self-applied. The said auxilliary cylinders
in the guards' vans may also be fitted with steel springs to effect the
necessary return pressure to apply the breaks on the carriages instead
of the compressed air above referred to.
Fig. 1 is an elevation of a railway carriage with my improved break-
work applied thereto. a, a, are the pendants or links carried by pins b, b;
c, the triangular arrangement of pullies and struts; d, d, the through
chain carried on pullies e, e; f, f, pulling rods to connect the said
pendents with the levers g, g, attached to the break blocks. When the
said chain is tightened by the friction gearing on the van (described fully
in the Letters Patent above referred to) the centre pulley c¹ is raised and
expands the pendents, and thus the break blocks are pulled with con-

page_text: of levers to embrace one side only of the wheel I joint the rods h, h,
to the axle guards, and dispense with the 4 inside blocks. The cast
brackets which carry the break blocks are fitted with india-rubber
cushions i, i, to lessen the tremour on the framing when the break is
applied.
Fig. 2 shows my arrangement to enable the guard to work several
vans in a train at the same time. a, a, is a small hand winch or drum,
to which I attach the rope or line b, b. The said rope extends throughout
the train, and is carried on small pullies on the roof of the carriages, or
may be carried under the framing. It may have coupling hooks where
required. c, c, hand lever, to which is fixed the pulley d, d; e, e, spring
connecting rods to join the hand lever with the bell-crank lever of the
friction gearing (referred to in the said Letters Patent). When the
guard turns his winch he raises the hand lever in both vans, and also any
intermediate vans if the through line is passed through their levers in a
similar manner. The pulley d, d, may also be fixed in a shackle; and be
moveable along the arm of the hand lever to regulate the power as may
be required. In the said Letters Patent the application of the break is
described by a falling weighted lever, and the hand levers c, c, are held
up by a catch or trigger till required. It will be understood that the
line & pulley arrangement above described can be used to raise said catch
or trigger, and thus apply the breaks throughout the train.
Fig. 3 is an elevation of the central part of the carriage framing,
and shows my arrangement for operating the foregoing description of
break by hydraulic cylinder instead of by a chain. "a," hydraulic
cylinder and ram supported by brackets on the carriage framing; f, f,
the pulling rods connected to the break levers, as shown in Fig. 1; b, b, a
tube of iron (carried by brackets attached to the framing) for conveying
the water to charge the said cylinder. It is fitted with a branch pipe to
the said cylinder. It is also fitted at each end with flexible couplings of
india-rubber & canvas tube with metal couplings (shown in enlarged
scale in Fig. 4). When the said cylinder is charged with water under
pressure from the forcing cylinder (shown in Fig. 5, and carried on the
engine) the ram in the said cylinder is raised, and thus the pendants are
expanded and applies the break in the same manner as described under
Fig. 1.

page_text: Fig. 4 is an enlarged view of the coupling of the iron tube for con-
veying the water along the train. One side is in section to show the
internal ball. When the tubes on two adjoining carriages are attached
as shown the balls fall into the pocket and allow a free passage for the
water, but when the tube is disconnected and hangs perpendicular, the
ball drops into the mouth of the coupling and closes it.
Fig. 5 is an enlarged view in section of the forcing cylinder which I
fit upon the engine or tender. a, a steam tight cover of iron; b, b,
wood lining to prevent condensation of the steam; c, a diaphragm of
wood to float on the water; d, an inlet pipe to fill the cylinder nearly
full with water from the tender; e, an overflow pipe to regulate the
quantity of water retained; f, a pipe to admit steam from the boiler
when the break is required to be applied; 9, a pipe conveying the
water under compression to the cylinders on the carriages, and is con-
nected to the tube b, b, Fig. 3. The pipe fis fitted with a two-way cock
near the boiler, which acts as an inlet for the steam or an outlet for the
exhaust when the train has been stopped. In using the forcing cylinder
the space wo is filled with water from the tender, and the stop-cock on
the pipe d is then closed. The said two-way cock is then opened to
admit steam slowly to the space s, and the water is thus expelled by
the pipe to apply the breaks. h is a tube or chamber for putting
in salt or other chemical to prevent the water from freezing during
winter. A reducing valve may be fitted on the steam pipe to regulato
the maximum pressure.
Auxilliary cylinders like the above, but wanting the pipes d, e,
& f, may be fitted on each van, and having a quantity of com-
pressed air in the top space S instead of the steam. These auxilliary
cylinders are to enable the guard to apply the break indipendently of
the driver when required. The pipe g is fitted with a self-acting
clack valve to make it self-charging, and also with a stop-cock for the
guard to use.
Having now particularly described and ascertained the nature and
object of my said Invention, and the means I propose to carry the same
into effect in practice, I hereby further declare I do not absolutely
restrict myself to the several details described and illustrated, as from
the nature of the Invention these may be considerably modified in

page_text: practice without departing from the principles thereby illustrated, and
upon which my said Invention is based.
In witness whereof, I, the said John Clark, have hereunto
set my hand and seal, this First day of December, in the
year of our Lord One thousand eight hundred and seventy-t
four.