IMPROVEMENTS IN APPARATUS FOR ACTUATING BAWAT BRAKES.
Year: 1873

page_text: LETTERS PATENT to Frederic Eliot Duckham, of Millwall, in the
County of Middlesex, Engineer, for the Invention of "IMPROVEMENTS
IN APPARATUS FOR ACTUATING BAWAT BRAKES.
Sealed the 12th August 1873, and dated the 10th April 1873.
PROVISIONAL SPECIFICATION left by the said Frederic Eliot Duckham
at the Office of the Commissioners of Patents, with his Petition, on
the 10th April 1873.
I, FREDERIO ELIOT DUCKHAM, of Millwall, in the County of Middlesex,
Engineer, do hereby declare the nature of the said Invention for "IMPROVE-
MENTS IN APPARATUS FOR ACTUATING RAILWAY BRAKES," to be as follows:-
My Invention relates to improvements in brakes for railway carriages
and locomotives worked by steam, hydraulic, or atmospheric power.
The acknowleged requisites of an efficient railway brake and those
my Invention are,-
which are provided for in the improved apparatus of
1st. That the engine driver who has charge of the motive power of
the train may also control the retarding power.

page_text: 2ndly. That the brakes may be operated also from the tail of the
train or from any carriage thereof and act automatically throughout the
train in the event of any portion breaking away.
3rdly. That the brakes fitted to the whole or any of the carriages
may be effectually applied to each with equal force at the same moment.
4thly. That the amount of brake power may be adapted to the weight
of the vehicle.
5thly. That the application of the brakes may require the least
amount of skill or exertion.
6thly. That the failure of one or more brakes may not affect any
others in the train.
7thly. That the force applied to the brakes may be indicated to and
be regulated by the operator.
8thly. That if necessary the same brakes and connections of any
carriage may be worked at will by the ordinary hand gear.
9thly. That the coupling of the carriages indiscriminately may not
affect the working of the brakes.
10thly. That the apparatus may be devoid of complicated parts and be
equal to ordinary rough usage.
11thly. That the pressure on both sides of any wheel may be the same
and unequal wear avoided.
12thly. That the vibration of the carriage ordinarily occasioned when
applying the brakes may be reduced.
According to my Invention I mount a cylinder or cylinders on the
engine and on any number of carriages of a train, each being fitted with
a piston of an area proportional to the weight of the engine or carriage
on which it is fixed. Each piston rod is connected to the lever of the
ordinary brake gear on the said engine or carriage, the connections being
slotted or made by chains to admit of the brakes being worked by
manual power in the ordinary manner if desired. The said cylinders are
connected with the locomotive boiler or with a force pump, an accumu-
lator or other store of power by means of two pipes which are continued
throughout the train 'by suitable couplings between the carriages. The
one pipe is kept generally under pressure and is connected at one end
directly or indirectly with the source of power and the other pipe has

page_text: branches to the several cylinders and is under pressure only when
operating the brakes.
An important feature of this Invention and one which more par-
ticularly distinguishes it from other brake apparatus in which two pipes
are employed is the use of a single cock or valve to control both pipes
and put them in communication with one another when the brakes are
to be applied. One such valve is fitted at both ends of every carriage
and in the normal position of the valves each line of pipe is open
throughout (the ends at the tail of the train being of course closed) but
the pipes do not communicate. Each valve is connected to that of the
adjacent carriage so that should a part of the train break away the said
valves will be so operated as to close the disconnected ends of the pipes
and place the two pipes in communication, thereby conveying the
pressure from the one pipe to the other and to the brake cylinders and
automatically applying the brakes in both parts of the train, an accu-
mulator in the guard's van furnishing the necessary power for the rear
section.
A four-way cock or rotary valve may be employed, connected by a
cord to the cock or valve on the adjoining carriage. Or slide valves
may be employed, the valve rods being either connected by a cord or so
adjusted that the pressure in the pipes tends to move the valves and
apply the brakes, but is prevented by a trigger or pin, which when
necessary would be released by a cord attached thereto or other con-
trivance. The last-mentioned arrangement affords a useful check, for
the brakes will be automatically applied in the event of neglect or
derangement in the coupling. The pipes are connected by tubular
couplings between the carriages and by making the slide valve rod
tubular and attaching the couplings thereto the cord may be dispensed
with.
The couplings may be flexible or telescopic, and provided with a
tubular plug at each end of taper form fitted in a corresponding socket
on the carriage. This socket is preferably formed with a tapered stem
at one side fitting into another socket attached to the pipe on the car-
riage, thus forming a sort of swivel or elbow joint, suitable passages
being provided in the sockets and plugs by which the pipe and coupling
communicate. The joints may be made tight by a leather or rubber
packing if necessary, and the pressure of fluid in the pipes tends to keep
the plugs tight. The coupling may thus be readily connected or dis-

page_text: connected (a spring or clip being provided to prevent the plug becoming
disconnected when there is no pressure in the pipes), and in the event
of a carriage breaking away the plug will be drawn out without injury
to the connections. This contrivance may be applied in connection with
the valve above referred to as controlling the pipes in such manner that
on the withdrawal of the plug the valve will be released. The valve
being then acted on by the pressure will be moved and place the two
pipes in communication, as above described.
By acting on a cock or valve at any part of the train the brakes may
be applied by hand from any one of the carriages. Stop-cocks or valves
are provided to shut off any defective portion of the apparatus, and a
gong connected with the brake piston, or a special piston and cylinder,
gives notice to the guard or driver (as the case may be) of the appli-
cation of the brakes. Pressure guages indicate the power applied, which
is regulated by the cock or valve. The pressure may, moreover, be
governed by a mechanical regulator, and may be rendered more easy
control by the intervention of an air chamber.
of
To lessen the vibration of the carriage I provide a spring or elastic
cushion to intervene between the carriage frame and the brake block,
with or without a spring or cushion in connection with the piston by
which the brake block is operated; and to prevent unequal wear I would
apply brake blocks to each side of the wheels.
When it is desired to apply the brake to the locomotive only I would
connect the brake cylinder with the boiler by a single pipe, and by
means of a single three-way cock or valve apply or exhaust the pressure
at will, the amount of pressure applied being indicated by a pressure
guage, and modified by an air chamber to render the application of the
power to the brakes gradual, and avoid unnecessary strains without
preventing the instant application when necessary.
SPECIFICATION in pursuance of the conditions of the Letters Patent, 3
filed by the said Frederic Eliot Duckham in the Great Seal Patent
Office on the 10th October 1873.

page_text: WHEREAS Her most Excellent Majesty Queen Victoria by Her
Letters Patent bearing date the Tenth day of April, in the year of our
Lord One thousand eight hundred and seventy-three, in the thirty-sixth
year of Her reign, did, for Herself, her heirs and successors, give and
grant unto me, the said Frederic Eliot Duckham, Her special licence
that I, the said Frederic Eliot Duckham, my executors, administrators,
and assigns, or such others as I, the said Frederic Eliot Duckham, my
executors, 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
APPARATUS FOR ACTUATING RAILWAY BRAKES," upon the condition (amongst
others) that I, the said Frederic Eliot Duckham, my executors or admi-
nistrators, 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 Patent
Office within six calendar months next and immediately after the date
of the said Letters Patent.
NOW KNOW YE, that I, the said Frederic Eliot Duckham, 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, reference being had to the two Sheets of
Drawings hereunto annexed, and to the letters and figures marked
thereon (that is to say) :-
:-
My Invention relates to improvements in brakes worked by the
agency of steam, water, or air, on railway carriages and locomotives.
The requisites of an efficient continuous railway brake are acknow-
ledged to be:-
1st. That the engine driver who has charge of the motive power of
the train may also control the retarding power.
2nd. That the brakes may also be operated from the tail of the train
or from any carriage thereof, and act automatically throughout the
train in the event of any portion breaking away, and that the act of
breaking away may not damage any portion of the apparatus.

page_text: 3rd. That the brakes fitted to the whole or any of the carriages may
be efficiently applied to each with equal force at the same moment.
4th. That the amount of brake power may be adapted to the weight
of the vehicle.
5th. That the application of the brakes may require the least amount
of skill or exertion.
6th. That the failure of one or more brakes may not affect any others
in the train.
7th. That the force applied to the brakes may be indicated to and be
regulated by the operator.
8th. That if necessary the same brakes and connections of any
carriage may be worked at will by the ordinary hand gear.
9th. That the coupling of the carriages indiscriminately may not
affect the working of the brakes.
10th. That the apparatus may be devoid of complicated parts and be
equal to ordinary rough usage.
11th. That the pressure on both sides of any wheel may be the same
and unequal wear avoided.
12th. That the vibration of the carriage ordinarily occasioned when
applying the brakes may be reduced.
To provide for the above conditions is the object of my Invention.
According to my Invention I mount a cylinder or cylinders on the
engine and on every carriage of a train, each cylinder being fitted with
a piston of an area proportioned to the weight of the engine or carriage
on which it is fixed. Each piston rod is connected to the lever of the
ordinary brake gear on the said engine or carriage, the connection being
slotted or made by chains to admit of the brakes being worked by
manual power in the ordinary manner if desired. The power to work
the brakes may be derived from the water or the steam space of the
locomotive boiler, or from a force pump worked either by connection
with the locomotive boiler or by gearing with the wheels of the carriage
on which the force pump is placed, an air vessel or accumulator being
employed to store the power thus obtained. To work the brakes, two
pipes are provided on each carriage and made continuous throughout
the train by suitable couplings between the carriages. The one pipe,
which I term the pressure pipe, is kept under pressure, and is connected

page_text: at one end directly or indirectly, as the case may be, with the source of
power, and the other pipe which I term the brake pipe has branches to
the several brake cylinders, and is under pressure only when operating
the brakes.
An important feature of this Invention and one which more par-
ticularly distinguishes it from other brake apparatus in which two pipes
are employed, is that the movement of a single cock or valve only is
required to control both pipes, and put them in communication with
one another when the brakes are to be applied. One such valve is fitted
at both ends of every carriage and in the normal position of the valve,
each line of pipe is open throughout (the ends at the tail of the train
being of course closed) but the pipes do not communicate. Each valve
is connected to that of the adjacent carriage so that should a part of
the train break away, the said valves will be so operated as to close the
disconnected ends of the pipes and place the two pipes in communication,
thereby conveying the pressure from the one pipe to the other and to the
brake cylinders, and automatically applying the brakes in both parts
of the train, an air chamber or an accumulator fitted on the pressure
pipe in the guard's van furnishing the necessary power for the rear
section.
-1
A four-way cock or rotary disc valve may be employed connected by
a cord to the cock or valve on the adjoining carriage. Or slide valves
may be employed, the valve rods being either connected by a cord or
so adjusted that the pressure in the pipes tends to move the valves and
apply the brakes, but is prevented by a trigger or pin, which when
necessary would be released by a cord attached thereto or other con-
trivance. The last mentioned arrangement affords a useful check, for
the brakes will be automatically applied in the event of neglect or
derangement in the coupling. The pipes are connected by tubular
couplings between the carriages, and by making the slide valve rod
tubular and attaching the couplings thereto the cord may be dis-
pensed with.
The couplings may be flexible or telescopic and provided with a
tubular plug at each end of taper form fitted in a corresponding socket
on the carriage. This socket is formed with a tapered stem at one side
fitting into another socket attached to the pipe on the carriage, thus
forming a sort of swivel or elbow joint, suitable passages being provided
in the sockets and plugs by which the pipe and coupling communicate.

page_text: The joints may be made tight by a leather or rubber packing if necessary
and the pressure of fluid in the pipes tends to keep the plugs tight.
The coupling may thus be readily connected or disconnected, and in the
event of a carriage breaking away the plug will be drawn out without
injury to the connections. This contrivance may be applied in connection
with the valve above referred to as controlling the pipes in such manner
that on the withdrawal of the plug the valve will be released. The valve
being then acted on by the pressure will be moved and place the two
pipes in communication as above described.
By acting on a cock or valve at any part of the train the brakes may
be applied by hand from any one of the carriages. Stop cocks or valves
ar provided to shut off any defective part of the brake pipes or branches,
and a gong connected with the brake piston, or a special piston and
cylinder gives notice to the guard or driver (as the case may be) of the
application of the brakes. Pressure guages indicate the power applied 1
which is regulated by the cock or valve.
To lessen the vibration of the carriage I provide a spring or elastic
cushion to intervene between the carriage frame and the brake block,
with or without a spring or cushion; in the connection with the piston
by which the brake block is operated and to prevent unequal wear of 2
the bearings I would apply brake blocks to each side of the wheels.
When it is desired to apply the brake to the locomotive only, I would
connect the brake cylinder with the boiler by a single pipe and by means
of a single three-way cock or valve, apply or exhaust the pressure at
will, the amount of pressure applied being indicated by a pressure guage 2
and modified by an air chamber to render the application of the power
to the brakes gradual and avoid unnecessary strains without preventing
the instant application when necessary.
DESCRIPTION OF DRAWINGS.
Figure 1 shows a vertical section, and Figure 2, a horizontal section
of the four-way cock arrangement. a is the shell and 6 the plug of the
cock. P is the pressure pipe and B the brake pipe running side by side
beneath the carriage and connected to shell a, passages corresponding
thereto being provided in said shell, as shown. 6', 6', are ways formed
in the side of plug b, by which the pipes P and B respectively com- 3
municate with the couplings which connect them to the corresponding
pipes of the adjoining carriage as hereafter described. c is a lever fixed

page_text: on the squared end of plug 6 and connected by a cord or chain to the
lever of the next valve. The red lines show the position the plug would
be placed in should the couplings be ruptured by the carriage breaking
away, in which event the pipes P and B in both parts of the train would
be made to communicate through the passage b¹.
Figure 3 is a face view (with the cover removed), and Figure 3a is an
edge view of a rotary valve; e is a D-shaped valve working against a
suitable seat f, and enclosing two of the four ports therein. Port P¹
leading to the pressure pipe beneath the carriage is permanently open,
and so long as the couplings are not severed port Ps leading to the
coupling, and thence to the pressure pipe of the next carriage is also
uncovered, and the communication of the pressure pipes, as well as of
the brake pipes throughout the train is continuous. Valve e is fixed on
a spindle g, passing through a gland, and cupped leather packing in the
cover h, which encloses the valve, and is provided with a lever c con-
nected to that of the adjoining valve, as before. The red lines show
the position in which the valve would be placed by the rupture of its
couplings, thus uncovering port B' leading to the break pipe, and so
establishing communication between pipes P and B at same time that
the ports leading to the couplings are closed to prevent the escape of
the fluid.
Figure 4 shows a central longitudinal section of one of the slide valve
arrangements. h is an ordinary slide valve enclosed in a chest and
working against a seat i, in which are the ports P', B', communicating
with the pressure and brake pipes, and P², B³, leading to the couplings.
h¹ is the valve rod working through packings in the valve chest, and to
which a cord or chain is attached to connect it to the stem of the
corresponding valve on the next carriage. The valve is represented in
its normal position, the ports P', P³, being uncovered and in communi-
cation through the valve chest, whilst ports B¹, B', also communicate
through the valve. The red lines show the position into which the
valve will be pulled on the breaking away of the carriage, thus un-
covering port B¹ and throwing it into communication with port P¹,
at same time covering ports P³, B³.
and
Figure 5 shows a plan, and Figure 6 a central vertical section of
another arrangement of valve, which is moved by the pressure in pipe P
and its own gravity, instead of being moved by the pull of the cord or
chain which connects it to the valve on the adjoining carriage. h is the

page_text: valve enclosed in a chest, as before, but placed vertically, and its rod
passing through the chest in one direction only, so that there will be an
excess of pressure in one direction tending to move it to the red line
position. P¹, B', are the ports leading to pressure and brake pipes and
P*, B', to the couplings as before. The valve is maintained in its
position by a pin k passing through the valve rod and attached to the
corresponding pin of the adjoining valve on the next carriage. The
continuous communication of pipes P and B is thus ensured until pin k
is withdrawn, upon which the valve will be moved to the red line
position, placing ports P¹, B', in communication and cutting off the
other two, as before.
Figure 7 shows the same arrangement of valve controlled by a
trigger or catch instead of the pin k. This trigger is hung from
the valve chest by a joint, and its point is brought under the
end of the valve rod h¹, which is slightly recessed to receive it and
prevent it being accidentally released. d is the attachment connecting
trigger to that of the next valve on the adjoining carriage, as before.
In all these arrangements ordinary flexible coupling hose may be used
to connect the pipes of adjoining carriages attached by coupling nuts
in the ordinary manner, but to avoid the rupture of the coupling pipes
I prefer to employ the arrangement illustrated in Figures 1 and 8, in
which m is a shell or socket attached to the shell a or to the valve chest,
as in Figure 5. In this socket is fitted a tapered stem n formed on one
side of another socket o placed at right angles to socket m and in the
direction of the coupling. In this socket o is fitted a tapered plug p, to
which the coupling pipe is attached, a similar plug being provided at
each end of the coupling pipe, which may either be telescopic, as shown,
or flexible. The plug p is closed at its extremity and is made tight
by leather or rubber packings at p', and has a hole through its side
corresponding to the passage formed through plug n and socket m, as
shown, by which communication is established between the coupling
tube and the pipe to which it is applied. Plug n is secured in socket
m by a nut n¹, but instead of an elbow or swivel joint, as above
described, said socket may be dispensed with, as shown in red lines in
Figure 8, if preferred. q is a spring clip attached to o and engaging
with a shoulder on plug p, as shown, to prevent said plug becoming
disconnected when there is no pressure in the pipes, and if the coupling
be made telescopic, as in Figure 8, a spiral spring is provided to
facilitate the insertion of the plug p in its socket and to assist in main-

page_text: taining it therein. In the case of a telescopic coupling the plug p
forms the termination of a tube sliding in an exterior tube, as shown, a
suitable packing being provided to maintain a tight joint.
Figure 9 shows another arrangement of slide valve, in which the
coupling pipes are attached to and operate the valve rod, which is made
tubular. In this case a double valve 8, s¹, is employed. Each part
consists of a cylindrical rod fitted to slide in a socket, and provided
with passages, as shown. In this case it is necessary to use a flexible
coupling tube attached to the valve by a screw coupling, as shown.
P¹ is the passage leading from the pressure pipe, and P2 is a passage in
the valve 8, which coincides with and forms a continuation of passage P1
when the valve is in its normal position. B', B³, are similar passages in
valve 8¹, and t, t, are thoroughfares which when the valve is drawn
outwards by tension on the coupling tube coincide with passages P¹, B²,
and with an intermediate passage u, and thus communication is esta-
blised between pipes P and B with the result before stated, at same
time that the passage to the couplings is cut off. As the parts 8, 8¹, move
together they form in effect but one valve, and may or may not be
connected by a cross bar, as shown, or made in one, as in Fig. 9.
Figure 10 shows a sectional elevation in outline of the adjoining ends
of two railway carriages with the brake apparatus applied, the valve
employed (which is of course the same for all the carriages) being of the
description shown in Figure 1.
Fig. 11 is a plan of the framing. P is the pressure pipe and B the
brake pipe, as before disposed beneath the carriage framing; A is the
cylinder by which the brakes are operated, open at one end, and suspended
freely midway between the wheel axles, and connected by a rod attached
at its open end with one set of brake gear, whilst its piston A¹ is connected
with the other set, the piston rod passing through a gland in the bottom
of the cylinder, as shown. A branch tube connects the cylinder with
the pipe B, and when the pressure is applied the cylinder and its piston
will be forced in opposite directions, and cause both sets of brakes to be
applied simultaneously. Brake blocks are provided on both sides of the
wheels, operated by suitable gear, as is well understood, such forming no
part of
my Invention.
The right-hand side of Figure 10 represents the guard's van. D is the
air vessel or accumulator communicating with pipe P; o is a three-way
cock operated by a handle E, and placed between pipes P and B, which

page_text: communicate with the shell of the cock, and with one another when the
cock is placed in the position shown on an enlarged scale, Figure 11°,
in order to apply the brakes; w is the waste pipe to relieve the brake
cylinders when the pressure of the brakes is to be removed. A similar
cock may be provided on each carriage of the train if desired.
If preferred a separate brake cylinder may be provided for cach set of
brake gear, in which case the cylinder would be suspended above or
beneath the wheel axle, and connected, the cylinder with a frame
carrying the brakes on one side of the wheels, and the piston with that
on the other side. G are springs attached to the carriage frame from
which the brake blocks are hung. Each spring consists of a bar of steel
of the form shown, or of a spiral form, as shown in Figure 12. Helical
metal springs or india-rubber cushions enclosed in boxes may be used,
as hereafter described in reference to Figure 14.
In cold weather it is desirable to employ a fluid not easily congealable,
such as brine or oil, in the brake cylinders, and to prevent the dilution
of the liquid by the water from the boiler (supposing the power to work
the brakes to be derived directly therefrom) I employ the arrangement of
air vessel shown in Figure 13. H is a closed air vessel placed on the
engine or tender communicating at bottom with boiler by pipe H³. K is
a vessel rising in chamber H, open at top and communicating with
pressure pipe P at bottom. Said vessel K is nearly filled with the uncon-
gealable liquid. Water from the boiler is forced by the boiler pressure
through pipe H¹, and rising in vessel H compresses the air therein, and
so maintains the pressure in the pipes P throughout the train without
contact of the water with the liquid. K¹ guage to indicate level of
liquid, which is supplied to vessel K when necessary through a pipe pro-
vided with a stop-cock from a tank. The brake pipe B is continued in
proximinity to pipe P, and and a cock similar to cock before described
is provided to enable the engine driver to apply the brakes.
0
Figure 14 shows in outline an elevation of a locomotive provided
with brake apparatus as it would be arranged when it is intended to
apply it to the locomotive only. A is the brake cylinder fixed to the
framing, and B is its piston, whose rod is attached by slotted connections
at L to the brake gear as shown. is a pipe leading to cylinder A from
the water space of boiler. At y is a three-way cock operated by handle
y by which the pipe x is made to communicate either with the boiler
or with an exhaust pipe x¹ by which the water is returned to the water

page_text: tank M when the brakes are relieved. z is an air vessel placed above
pipe communicating therewith by a pipe z. is a pressure guage
surmounting said air vessel. The brake blocks are hung by rods N from
spring boxes O, said rods each terminating in a piston head working
within the box or cylinder O with a helical metal spring, or a rubber
cushion R above and below it to prevent vibration as before mentioned.
Having described the nature of my Invention, and the manner in which
the same is to be performed, I would observe that I lay no claim to the
employment of hydraulic, atmospheric, or steam cylinders to work the
brakes, neither do I claim the employment of two pipes to convey the
fluid to the cylinders, but what I do claim as my Invention to be protected
by the herein-before in part recited Letters Patent is,―
1st. The combination with pipes P, B, (arranged and connected the one
with the source of power and the other with the brake cylinders as
described) of cocks or valves constructed, arranged, and operated as
herein shown and described and so applied that both pipes are controlled
at once by the same cocks or valves and pressure is conveyed to the
whole of the brake cylinders, substantially as set forth.
2ndly. The telescopic or flexible couplings when provided with the
self-scaling conical plugs fitting in sockets and constructed substantially
as shown and described.
3rdly. The application of springs or clastic cushions between the
brake blocks and the carriage frame, substantially as shown and described
for preventing vibration.
4thly. The arrangement for working the brakes upon the locomotive
only by means of a single three-way cock or valve applied on a pipe
leading from the boiler to the hydraulic brake cylinder, substantially as
shown and described.
In witness whereof, I, the said Frederic Eliot Duckham, have
hereunto set my hand and seal, this Seventh day of October,
in the year of our Lord One thousand eight hundred and seventy-