IMPROVEMENTS IN RAILWAY BREAKS
Year: 1874

page_text: LETTERS PATENT to William Clark, of Dunfermline, in the County of
Fife, North Britain, Engineer, for the Invention of "IMPROVEMENTS
IN RAILWAY BREAKS."
Sealed the 6th November 1874, and dated the 2nd July 1874,
PROVISIONAL SPECIFICATION left by the said William Clark at the
Office of the Commissioners of Patents, with his Petition, on the
2nd July 1874. .
I, WILLIAM CLARK, of Dunfermline, in the County of Fife, North
Britain, Engineer, do hereby declare the nature of my said Invention
for "IMPROVEMENTS IN RAILWAY BREAKS," to be as follows:
.
The object of my said Invention is to fit upon each vehicle composing
a railway train an arrangement of break blocks and pulling rods attached
to levers to be operated by hydraulic pressure transmitted through.
suitable tubes laid along the train. The said tubes are provided with
flexible ends and metal coupling at each vehicle, and the source of
power for charging them is a closed chamber on the engine, which is
charged with steam by the driver when the breaks are required.

page_text: In carrying out my said Invention in practice I fit upon each vehicle
composing a railway train or any less number a cast metal break block
upon one or both sides of each wheel. I suspend the said blocks in
links or slings hung in cast brackets attached to the carriage framing.
I fit the said brackets with a cushion of vulcanized india-rubber in such
a manner that the concussions to the framing from the application of
the said break blocks is reduced. I fit cach block with a jointed lever
on the inside, and I connect the said levers in pairs by jointed pulling
rods at or near their centres. I fit at or near the centre of each vehicle a
small hydraulic cylinder fitted with ram and cup leather. I carry the
said cylinder upon turned iron rods supported by brackets attached to
the framing. I fit the said cylinder and ram with short compensating
levers to balance the unequal tension of the break rods. I connect the
inside lever of each pair of blocks to the said compensating levers by
pulling rods, and I connect the outside lever of each pair of blocks by
pulling rods to the carriage framing. I fit each vehicle at or near its
longitudinal centre and underneath the framing with a tube for con-
veying the water. for charging the said hydraulic cylinders, and connect
it thereto with a branch from the main tube.
I intend also to fit one or more tubes alongside the first tube having
corresponding couplings at the ends to be used in the event of rupturo
or temporary failure of the main tube. Ifit spiral or other springs upon
the said pulling rods to cause the said blocks to recede from the wheels
when the break is released.
In a modification of my said Invention I intend to fit the said
hydraulic cylinder near one end of the framing instead of the centre, as.
described above. I fit the said conducting tubes with a self-closing
valve at each end, preferably of a spherical form and encased in india-
rubber to secure à good fit.
The closed chamber for charging the said hydraulic cylinders I prefer
to place upon the engine, but it may be placed on the tender or other
part of the train. It consists of a flanged vessel of any convenient.
form, but by preference I adopt a cylindrical shape. I fit it with a
cover of wrought iron securely fixed to the said flange to make it steam-
tight. I line the said chamber internally with any non-conducting.
material, such as wood, cork, leather, or felt, to prevent the rapid
condensation of the steam; and for. the. same object I fit a moveable
.
.

page_text: diaphragm or cover of the same material; or it may be made hollow
and of metal to float on the water inside the said chamber, and thus
interpose a layer of non-conducting material between the water and the
steam. The said chamber I partly fill with water from the tender, and
I provide it with inlet and overflow cocks for this purpose. I also fit a
pipe near the bottom and connect it with the tubes for charging the
said hydraulic rams. I also fit a pipe near the top and connect it with
the steam space in the boiler in such a manner that when the driver
admits steam to the space at the top of the said chamber the water is
expelled by the internal pressure of the steam, and is conveyed along
the said tubes to operate the respective breaks on the carriages or
vehicles forming the train. I also fit the said chamber with an exhaust
pipe to release the breaks when required. I fit also a corresponding
chamber on cach van, but inverted, and having no internal lining or
diaphragm nor steam cock. The said chamber is intended to be used
only occasionally when any temporary hitch arises to the train unknown
to the driver, such as the train accidentally breaking away on an inclinc,
or one of the wheels or axles breaking, when the guard in the rear van
would probably discover it before the driver, and the said chamber is to
enable the guard to apply the breaks on such emergencies. The top of
the said chamber is charged with air and the bottom with water from
the said tubes.
It will be understood that the water will compress the air in the top
of the chamber with a force per square inch nearly equal to that of the
boiler. A stop-cock fitted to the inlet pipe is then closed and in this
state the said chamber remains ready for usc. When the guard opens
the stop-cock the expansive pressure of the enclosed air forces the
water out, and thus applies the breaks by the return pressure of the
enclosed air. Any number of such auxilliary chambers can be fitted
and used in a similar manner. The said stop-cock may also be made to
open automatically on the accidental breaking away of part of the train
by connecting it with a through line along the train.
I have described my break arrangement more particularly in reference
to the carriages, but I propose also to fit a modified arrangement to
adapt it to the framing of the tender and engine, but all connected to
the one charging chamber. I also fit an equalizing balance link in
connection with the tender and engine break to adjust the pressure of
the blocks to the load the wheel carries. I fit the said charging

page_text: chamber with a pressure gauge and reducing valve to limit the pressure,
as may be required. I also fit it with a condensing spray to condense
the steam rapidly when the breaks require to be released; and the
counter-atmospheric pressure on the said hydraulic hydraulic rams will
assist in releasing the breaks along the train.
To prevent the water freezing during winter I intend to fit up a small
pipe alongside the main pipe and enclose them both in a suitable casing
of wood or other non-conducting material. The said small pipe is fitted
with telescopic couplings at each carriage, and is intended to convey
steam, either from the exhaust pipe of the engine or from the boiler, to
heat the charging tube and water to prevent it freezing.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said William Clark in the Great Seal Patent Office on
the 2nd January 1875.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
CLARK, of Dunfermline, in the County of Fife, North Britain, Engineer,
send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Second day of July, 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 William Clark, Her special license
that I, the said William Clark, my executors, administrators, and
assigns, or such others as I, the said William Clark, 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
RAILWAY BREAKS," upon the condition (amongst others) that I, the said
William 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

page_text: 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 William Clark, do hereby declare
the nature of the said Invention, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the
following statement thereof, that is to say :-
The object of my said Invention is to fit upon cach vehicle composing
a railway train an arrangement of break blocks and pulling rods attached
to levers to be operated by hydraulic pressure transmitted through
suitable tubes laid along the train. The said tubes are provided with
flexible ends and metal couplings at each vehicle, and the source of
power for charging them is a closed chamber on the engine, which is
charged with steam by the driver when the breaks are required.
In carrying out my said Invention in practice I fit upon each vehicle
composing a railway train or any lesser number a cast metal break block
upon one or both sides of each wheel. I suspend the said blocks in links
or slings hung in cast brackets attached to the carriage framing. I fit
the said brackets with a cushion of vulcanized india-rubber in such a
manner that the concussions to the framing from the application of the
said break blocks is reduced. I fit cach block with a jointed lever on the
inside, and I connect the said levers in pairs by jointed pulling rods at
or near their centre. I fit at or near the centre of cach vehicle a small
hydraulic cylinder fitted with ram and cup leather. I carry the said
cylinder upon turned iron rods supported by brackets attached to the
framing. I fit the said cylinder and ram with short compensating levers
to balance the unequal tension of the break rods. I connect the inside.
lever of each pair of blocks to the said compensating lovers by pulling rods,
and I connect the outside lever of cach pair of blocks by pulling rods to
the carriage framing. I fit each vehicle at or near its longitudinal centre,
and underneath the framing, with one or more tubes for conveying the
water for charging the said hydraulic cylinders, and connect it thereto
with a branch from the main tube.
I intend also to fit one or more tubes alongside the first tubes, having
corresponding couplings at the ends, to be used in the event of rupture
or temporary failure of the main tubes. I fit spiral or other springs
upon the said pulling rods to cause the said blocks to recede from the
wheels when the break is released.

page_text: пуагацце супает пеагоне спа от не пашта
described above.
at each end.
fit the said conducting tubes with a self-closing valve
The closed chamber for charging the said hydraulic cylinders I prefer
to place upon the engine, but it may be placed upon the tender or other
part of the train. It consists of a flanged vessel of any convenient form,
but, by preference I adopt a cylindrical shape. I fit it with a cover of
wrought iron securely fixed to the said flange to make it steam tight.
I line the said cylinder internally or cover it externally with any non-
conducting material, such as wood, cork, leather, or felt, to prevent the
rapid condensation of the steam. For the same object I fit a moveable
diaphragm or piston of the same material, or it may be made hollow and
of metal, or it may be of the same material with a thin metal lining on
top side to float between the water and the steam inside the said
chamber, and thus interpose a layer of non-conducting material between
the water and steam to prevent rapid condensation of the latter. The
said chamber may also be fitted with a steam-tight piston, and have the
steam applied below the piston to raise it and expel the water from the
top space of the said chamber. The said piston is fitted with packing
rings, and the said chamber is bored out. By this arrangement the weight
of the said piston will cause it to fall to its normal position at the bottom
of the said cylinder, and thus release the breaks. The said chamber I
fill with water from the tender, and I provide it with an inlet cock for
this purpose. I also fit a pipe near the top and connect it with the
tubes along the train for charging the said hydraulic rams. I also fit
a pipe at the bottom, in the centre, and connect it with the steam space
in the boiler in such a manner that when the driver admits steam to the
said chamber the water is expelled by the internal pressure of the steam
and is conveyed along the said tubes to operate the respective breaks on
the carriages or vehicles forming the train. I also fit it with an exhaust
pipe to release the breaks after the train has been stopped. The said
exhaust pipe may discharge into the air or into the tender tank, or into
the pipe leading to the pump of the engine. I fit also a corresponding
chamber on each van, and having no internal lining or diaphragm.
The said chamber is intended to be used only occasionally when any
temporary hitch arises to the train unknown to the driver, such as the
train accidently breaking away on an incline, or one of the wheels or

page_text: axles breaking when the train is running. The guard in the rear van
would probably discover the accident before the driver, and the said
chamber is to enable the guard to apply the breaks in such emergencies.
The top of the said chamber is charged with air and the bottom with
water from the said tubes.
It will be understood that the water will compress the air in the top
of the chamber with a force per square inch nearly equal to that of
the boiler. A stop-cock fitted to the inlet pipe is then closed, and in
this state the said chamber remains ready for use; or the said stop-cock
may be a self-acting check valve to receive and retain its pressure
automatically. When the guard opens the said stop-cock the expansive
pressure of the enclosed air forces the water into the main tube, and
thus applies the breaks by the return pressure of the enclosed air. Any
number of such auxiliary chambers can be fitted and used in a similar
The said stop-cock may also be made to open automatically
on the accidental breaking away of part of the train by connecting it
with a through line along the train.
manner.
I have described my break arrangement more particularly in reference
to the carriages, but I propose also to fit a modified arrangement to
adapt the break to the framing of the tender and engine, but all con-
nected with the one charging chamber above described. I also fit an
equalizing balance link or lever in connection with the pulling rods of the
break on the tender and engine to adjust the pressure of the blocks to
the load the wheel carrics. I fit the said charging chamber with a
pressure guage and reducing valve to limit the pressure as may be
required.
To prevent the water from freezing during winter I fit a vessel on the
tender under the tank, and connect it thereto by a pipe and stop-cock.
I connect the said vessel with the main tube by a pipe and check valve
to allow the water to flow freely into the said tube, but will prevent it
from returning when the pressure is applied. I also fit an upright pipe
level with the top of the tank, and readily accessible to the driver. I
put into the said vessel by the said upright tube salt or other material
which has a strong affinity for water, and thus prevent it from freezing
during winter. Any known material which has this property may be.
used. The connection of the tubes with the said vessel causes all the
water as it passes through it to get charged with the said material.
:

page_text: I now proceed to describe more particularly my said Invention,
reference being made to the accompanying two Sheets of Drawings.
Sheet I. is to a scale of half an inch to a foot, and shews the general
arrangement of my Invention on carriages of four and eight wheels,
and the application of it as fitted to the engine and tender.
Dheet II. Is to a scale of three menes to a root, anu snows in detan the
leading parts of the apparatus.
DESCRIPTION OF THE DRAWINGS.
Sheet I., Fig. 1, is an elevation, and Fig. 2 is a plan of a four-wheeled
carriage with my improved break fitted thereto. a, a, links carried by
any suitable brackets attached to the carriage framing, but the bracket I
use by preference is shewn in Fig. 10; b, b, cast break blocks, which
embrace each side of the carriage wheel. . The said blocks may also be
formed to clip the wheel on the face of the flange only, and thus avoid
wearing the wheels on the tread by the action of the blocks. The
attachment of the block to the said links is shewn in Figures 11, 12,
and 13. c, c, connecting rod for joining the levers; one end of the said
rod may be screwed, and the joint made a shackle for correcting the
wear of the blocks; d, d, an hydraulic cylinder and ram, shewn in
Figure 8, but by preference I use the hydraulic sleeve shewn in Fig. 9.
This is charged with water from the main tube e, e, by short branches,
which may have a stop-cock if necessary. One or more spiral springs
may be fitted to force the ram back into its normal position when the
breaks are released. f, f, short swing beam to equalize the pressure on
both sides, and to avoid any cross twist on the ram if the blocks are not
adjusted properly.
A modification of this arrangement may be made by joining the inside
ends of the levers 1, 1, to the ram or sleeve, and connecting the ends of
the levers 2, 2, and 3, 3, by a pulling rod, thereby dispensing with the
second cylinder at the other end.
Another modification may be made by omitting the blocks and fittings
upon one side of the carriage, and fitting the ram or sleeve to work the
break upon the other side of the carriage only. g, g, the main tube for
conveying the water from the charging chamber on the engine to the
train. One or more tubes may be used, but when a single one is used
I prefer to fix it diagonally across the carriage, so that both ends of the

page_text: carriage shall be alike for convenience in coupling. I also encase the
pipe in felt or other non-conducting material to protect the water from
freezing.
Fig. 3 is an elevation, and Fig. 4 a plan of a carriage, with a modifi-
cation of my break fitted thereto. The reference letters correspond to
those in Figs. 1 and 2. The hydraulic cylinder and ram are in detail in
Fig. 8, and are fully described under it.
Fig. 5 is a plan of an eight-wheeled carriage, with an arrangement of
my break apparatus to suit especially for carriages having the leading and
trailing wheels to radiate to the curves of the line. The reference
letters a tof correspond to those in Figs. 1 and 2. The swing beams f,f,
are to permit the wheels to radiate freely when the break is applied
without straining any of the work. As a modification of this, and for
the same object, I also use a chain carried round a pulley or roller. The
said pulley or roller is carried in a bracket attached to the framing; or
the pulley may be fitted to the ram or cylinder, and have the chain
passed round it in a similar manner, to permit the radiation of the leading
and trailing wheels as above.
may
Fig. 6 is an elevation, and Fig. 7 a plan of my break apparatus fitted
to an engine and tender. The break on the tender is the ordinary hand
and screw break, but has an improved balancing link or lever applied to
the pulling rods to make strain on the blocks equal or nearly so.
The lever a is divided in one-third and two-thirds, and the lever in the
centre, which corresponds with the strain required. The middle joint is
made stiff by using a bolt and lock nuts to throw the six blocks off the
wheels an equal distance when the breaks are released. c is an hydraulic
cylinder and ram hung by a bracket from the buffer box, or it bo
fitted on the other side of the rocking shaft and be drawn up by spiral
springs or back weight to its normal position when the brake is released.
In the arrangement shewn the weight of the ram releases the blocks
when the break is off. d, d, two levers keyed on the rocking shaft, and
connected by a cross head to the said ram; e, a branch pipe leading from
the main to charge the said cylinder; f, the lever of hand break; g, a
chamber or vessel into which I put salt or other material by the tube g'
to prevent the water from freezing; it is shewn in detail in Fig. 18. h, a
branch pipe, fitted with a self-acting check valve to prevent the water
returning from the main tube when pressure is applied. This check

page_text: space between the outer and inner skins is charged with water, and forces
the internal casting d outwards; e, a guide pin cast in base a¹;f, a piece
of iron tube closed at one end and cast or otherwise fixed in the casting d
to slide upon the pin e.
The casting itself may be formed to dispense
with the separate piece of tube f. g, the pin hole to attach the pulling
rods to for operating the breaks.
Fig. 10 is an elevation of the bracket and strap bolt for carrying the
links of the break blocks. The centre part a is loosely fitted with a
block of vulcanized india-rubber; b, b, top and bottom plates of 1½ inch
wrought iron with a hole in the centre to pass the bolt; c, a cast
cylinder which rests on the said top plate. The shoulder of the bolt
presses on the bottom plate. The bolt is thus cushioned on rubber, and
one block serves to take the top and bottom thrust to reduce the vibration
to the framing when the break is applied.
Figs. 11, 12, and 13 show three arrangements for attaching the cast
break blocks to the pendents or hangers which carry them. It is necessary
to make this joint stiff, so that the blocks shall not oscillate and touch
the carriage wheels when the train is running. Fig. 11 binds the two
links fast upon the cast lug. Fig. 12 is sprung in and presses upon the
insides of the cast lugs. Fig. 12 may be modified by having a single
link, and have a strong flat spring to press on the inside of the cast lug
instead of the double spring joint shown. Fig. 13, the head or shoulder
of the bolt presses the link hard upon the left-hand lug, and the right-
hand lug is drilled to turn on the thick part of the bolt, or the head of
the bolt may project beyond the lug and be hexagon as usual.
Fig. 14 shows an improved attachment of the top plate of the bearing
spring to the scroll iron to reduce the vibration more effectually than by
Fig. 10 alone. a is the ordinary scroll iron with a new bottom and
welded on. This end may be added to any kind of existing scroll iron
or carriage plate; b, b, a pendent shackle fixed to top plate of spring;
c, a link joining scroll iron and top plate shackle; this has perfect
freedom to swing in its bearings; d, d, vulcanized rubber pad or cushion,
which may be of any suitable form or kind of clastic material; e, e, top
plate which carries the link in a groove in the centre and fits into the
shackle b, but is free to slide in it; f, a bottom plate to carry the rubber
block or cushion. I am aware that vulcanized india-rubber has been
proposed to be used in connection with the scroll iron in various ways,

page_text: Fig. 17 is the two-way cock for admitting steam to the said cylinder.
When the handle is moved to the right the steam passes down tho tube
a, and raises the said piston; when it is moved to the middle (as shown),
the steam returns and passes over into the tube b, which is joined to the
feed pipe of the pump of the boiler; when it is moved to the left the
steam is passed down the pipe b for warming the water in the tender
tank in the usual way; c is the steam space entered from the back of
the casing.
Fig. 18 is a sectional elevation of the vessel I use for impregnating
the water to prevent it from freezing. It is bolted under the tender
framing. a, an upright pipe and level with the top of the tender tank.
By this pipe I put in any material, such as salt, which has a tendency to
prevent the water from freezing; is the inlet pipe connected to the
bottom of the tender tank, and fitted with a stop-cock; c, the outlet
pipe connected by a branch to the main tube along the train, and fitted
with a self-acting check valve; d, the flange for bolting the vessel to the
framing of the tender.
As a modification on my general arrangement of the tubes and hydraulic
cylinders shown in Sheet I., I propose to fit up my apparatus of break
levers, pulling rods, and hydraulic cylinders, upon one side of the carriage,
distinct and complete from the set of apparatus of a similar kind on the
other side of the same carriage. In this arrangment I fit cach carriage
with two main tubes, one to supply each set of break apparatus upon
cach side. I also propose to couple the set on one side of the train to
the charging chamber upon the engine, and to couple the set upon the
other side of the train to the before-mentioned auxilliary chambers on
the guards' vans. In ordinary traffic the first named set can be usually
worked, and when extra break power is required to avert a collision or
other accident to the train, the other and independent set can be worked
in unison with the first for obtaining the greatest possible power for such
emergencies. The set worked by the auxilliary chambers can be
connected throughout on one side, or be connected to form several
independent sections in combination with the several vans in the train.
Having fully described the nature of my said Invention and the
means by which it is or may be carried into effect in practice, I also
further declare I do not restrict myself to the precise details and
arrangements described and delineated, as from the nature of my said

page_text: Invention these may both be considerably modified in practice, without
departing from the principle thereby illustrated, and upon which my
said Invention is based.
In witness whereof, I, the said William Clark, have hereunto
set my hand and seal, this thirty-first day of December, in the
year of our Lord One thousand eight hundred and seventy-
four.