ANY READ MO DE ÅDARTED TO RAILWAY CARRIAGES
Year: 1871

page_text: LETTERS PATENT to Alexandre Pécaud, of Narbonne, Department
of Aude, in the French Républic, Merchant, for the Invention of
66 ANY READ MO DE ÅDARTED TO RAILWAY CARRIAGES "
PROVISIONAL SPECIFICATION left by the said Alexandre Pécaud at
the Office of the Commissioners of Patents, with his Petition, on
the 27th September 1871.
I, ALEXANDRE PÉCAUD, of Narbonne, Department of Aude, in the
French Republic, Merchant, do hereby declare the nature of the said
Invention for "A NEW BRAKE TO BE ADAPTED TO RAILWAY CARRIAges,” to be
as follows:-
:-
My Invention relates to an apparatus furnished with brakes simple,
easy, gently, and rapidly set in motion, and suitable for putting on the
brakes of an entire train instantaneously and without shock, of whatever
number of carriages the train may be composed.

page_text: The accompanying Drawing represents part of a guard's van
embodying my Invention.
A, B, frame supporting the body of the van (which is not shown).
C, iron rods or bars having at their upper end a tenon, or cap, or fork D
fixed to the cross pieces B, 1, 3, 4, 6, by means of nut bolts. Each of
these rods C is also pierced at the lower end by another tenon or
fork E, through which passes the iron bar G; the lower end also carries
a friction roller F, which is itself fixed to the rod C by a riveted pin.
These friction rollers support the bar G, facilitating its movements and
obviating the resistance of the friction. G, iron bar or rail, the length
of which is nearly the entire length of the carriages. It is pierced at one
part with four square holes H, which give passage to the bars K
carrying the brake blocks, and at another part with round holes intended
to receive the nut bolts which will secure the bars K and that G.
K, four iron bars, each having brake blocks at their ends. If these
straight bars do not alone offer sufficient resistance they may be
strengthened by doubling the force in the centre, or by means of curved
buttresses. L, elbowed piece at each end of the bar G to leave the
carriages freedom of motion at the curves. It is fixed at one part to this
same bar by a riveted pin, and at another part to the piece M, with
which it communicates by means of a round rod, a sort of axle, at the
end of which is a washer on to which comes the riveting of the said
axle, which secures it to the piece M. This combination permits the
train to incline to the right or left at the curves, in other words, if one
end is elbowed the other is round, in order that it may turn in the
piece M. M, square piece, hollow in the middle and forming a sort of
socket, to which the preceding pieces are fixed, and which receives the
bar of iron acting as coupling hook or link. This piece, independently
of the hole which receives the axle of the piece L, is further pierced
through and through with two round holes, one of which serves to
uphold an upper end of the coupling hook by a riveted pin, the other
to receive the second end of the hook which faces it when coupling.
N, coupling hook or link fixed by its upper end to the hole No. 1 of the
piece M by a riveted pin, and pierced at its lower end by a round hole,
which serves for coupling it by means of a key bolt to the hole No. 2 of
the piece M which faces it; that is to say, to the carriage which follows
or precedes it. This piece forms a knee or ball and socket joint, and
follows the movement of the train whether up or down. I would
here observe that the pieces L, M, N, being at each end of the bar G

page_text: they are invariable, and completely solve the problem of the curves, the
inclination of the way, and of the ascents and descents; the bar G alone
is susceptible of being lengthened or shortened, and is subordinated to
the greater or lesser length of the buffers. O, shifting nut fixed to the
rod P, and in which passes the adjusting screw of the fly wheel. P, iron
rod or bar, which serves to actuate the braking apparatus. It has at its
upper end a socket R, in which is fixed the nut O, and is fixed at its
centre by a riveted pin to the piece S, which forms a socket. It is this
piece S which permits the, rod P to accomplish its pivoting movement
when it sets the braking apparatus in motion. Immediately beneath the
support S, that is to say, facing the coupling hook of the carriages at
the point T, it is curved so as not to interfere with this said coupling,
which could not be hooked on if this piece were straight; and, lastly, it
terminates in a fork U, which embraces the bar G on both sides, and
where it is also secured by a riveted pin. V, fly wheel with screw-
threaded shaft passing into the nut O, and serving to set the entire
apparatus at work. X, iron piece upholding the fly wheel.
This braking apparatus, which might be termed a reversed railway,
offers an infinity of advantages over the brakes hitherto known.
1º. It brakes at the same time instantaneously and without shock
each pair of wheels of all the carriages composing the train.
2º. It is easy, gentle, and promptly set in motion, and of such
simplicity that there is, so to say, no cost of labour, therefore little
expense.
3°. It is applicable without any modification of the existing rolling
stock, and if any were made they would be to the advantage of the
company.
4°. It may equally well be adapted for carriages of railways having
3 rails. In this case, instead of the iron bar supporting and working
the brakes being placed in the middle two would be used, arranged like
a frame.
5º. It permits the train to travel without check of speed until almost
into the station.
6°. The preceding advantage brings about two others which are its
natural consequence, namely, saving of time and of fuel.

page_text: 7°. Instead of a brakesman to every six or eight carriages one will
. suffice however the train may be made up, and he would not be needed
if a mechanism were applied to the tender, which would while setting
in motion its brake communicate the motion to the braking apparatus
behind it. In this case the stoker would set it at work, he being the first
to perceive danger when there is any. It would be more prompt, because
instead of operating only on the tender brake, which he must in any
case put on, whether for danger or on reaching a station, he would
operate instantaneously on all the brakes of the train. This promptitude
evidently cannot be quite the same (if the working is confided to the
guard, who waits the signal of the engine driver before tightening the
brakes; and if he is not ready to obey this signal, and however active
he may be precious moments must elapse, permitting the train to
continue its journey with the same speed, lessening to an equal extent
. the chances of avoiding the danger.
8°. The carriages may be coupled from either end; in other words,
no more precaution need be adopted in making up or adding to a train
of carriages provided with my apparatus than at present.
9°. The mechanism for working the brakes may be placed at the head
of the train or in the middle, preferably however in the front. The train
will in any case preserve full liberty of movement.
10°. This apparatus is made to brake carriages forward in such a
manner than when it is working the train is braked just as it is tra-
velling, the carriages preserving the same relative distances 'apart, and
being completely prevented, even in case of too sudden a check from
uncoupling or rising the one on to the other, as now frequently
occurs.
The apparatus being as it were welded together it is probable that
my system will aid in keeping trains from running off the rails.
If the movement should be deemed a hindrance placed outside of the
van, as shown on the Drawing, it might without difficulty be placed
within it.
There would only be left outside the van the fly wheel, which would
be in the box occupied by the guard.
Besides, any mechanism may be used which may be found more
suitable; my Invention does not lie therein but in the apparatus
furnished with the brakes.

page_text: My apparatus lends itself to a modification which permits the
instantaneous braking of each pair of wheels, both back and front; but
this system is more complicated, gives no better result, and further, it
is bad in the sense that it would then be necessary to indicate the end
of the carriage that should be placed forward, which would prove a
hindrance and exact too much attention; for on railways it is requisite
that everything should be done, so to say, without attention and without
hesitation.
To apply this system it would only be requisite to suppress the brake
block bars or levers 2 and 4, then fix to the bars 1 and 3 a straight
rod or lever, to which would be fitted another carrying the brake block,
and by means of a connecting rod these two levers forming angle would
be fixed to supports placed on the cross pieces 3 and 6, at the end of
which there would be a connecting rod.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Alexandre Pécaud in the Great Seal Patent Office
on the 26th March 1872.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, ALEXANDRE
PÉCAUD, of Narbonne, Department of Aude, in the French Republic,
Merchant, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twenty-seventh day of September, in the
year of our Lord One thousand eight hundred and seventy-one, in the
thirty-fifth year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said Alexandre Pécaud, Her special licence
that I, the said Alexandre Pécaud, my executors, administrators, and
assigns, or such others as I, the said Alexander Pécaud, 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 "A NEW BRAKE TO
BE ADAPTED TO RAILWAY CARRIAGES," upon the condition (amongst others)
that I, the said Alexandre Pécaud, my executors or administrators, by
an instrument in writing under my, or their, or one of their hands and

page_text: 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 Alexandre Pécaud, 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:-
My Invention relates to an apparatus furnished with brakes simple,
easy, gently, and rapidly set in motion, and suitable for putting on the
brakes of an entire train instantaneously and without shock, of whatever
number of carriages the train may be composed.
The accompanying Drawing represents part of a guard's van
embodying my Invention.
A, B, frame supporting the body of the van (which is not shown.)
C, iron rods or bars having at their upper end a tenon, or cap, or fork D
fixed to the cross pieces B, 1, 3, 4, 6, by means of nut bolts. Each of
these rods C is also pierced at the lower end by another tenon or
fork E, through which passes the iron bar G; the lower end also carries
a friction roller F, which is itself fixed to the rod C by a riveted pin.
These friction rollers support the bar G, facilitating its movements and
obviating the resistance of the friction. G, iron bar or rail, the length
of which is nearly the entire length of the carriages. It is pierced at
one part with four square holes H, which give passage to bars K
carrying the brake blocks, and at another part with round holes intended
to receive the nut bolts which will secure the bars K and that G.
K, four iron bars, each having brake blocks at their ends. If these
straight bars do not alone offer sufficient resistance they may be
strengthened by doubling the force in the centre, or by means of curved
buttresses. L, elbowed piece at each end of the bar G to leave the
carriages freedom of motion at the curves. It is fixed at one part to this
same bar by a riveted pin, and at another part to the piece M, with
which it communicates by means of a round rod, a sort of axle, at the
end of which is a washer on to which comes the riveting of the said
axle, which secures it to the piece M. This combination permits the
train to incline to the right or left at the curves; in other words, if one

page_text: end is elbowed the other is round, in order that it may turn in the
piece M. M, square piece, hollow in the middle and forming a sort of
socket, to which the preceding pieces are fixed, and which receives the bar
of iron acting as coupling hook or link. This piece, independently of the
hole which receives the axle of the piece L, is further pierced through
and through with two round holes, one of which serves to uphold an
upper end of the coupling hook by a riveted pin, the other to receive
the second end of the hook which faces it when coupling. N, coupling
hook or link fixed by its upper end to the hole No. 1 of the piece M by
a riveted pin, and pierced at its lower end by a round hole, which serves
for coupling it by means of a key bolt to the hole No. 2 of the piece M
which faces it, that is to say, to the carriage which follows or precedes
it. This piece forms a knee or ball and socket joint, and follows the
movement of the train, whether up or down. I would here observe that
the pieces L, M, N, being at each end of the bar G they are invariable,
and completely solve the problem of the curves, the inclination of the
way, and of the ascents and descents; the bar G alone is susceptible of
being lengthened or shortened, and is subordinated to the greater or
lesser length of the buffers. O, shifting nut fixed to the rod P, and in
which passes the adjusting screw of the fly wheel. P, iron rod or bar,
which serves to actuate the braking apparatus. It has at its upper end
a socket R, in which is fixed the nut O, and is fixed at its centre by a
riveted pin to the piece S, which forms a socket. It is this piece S
which permits the rod P to accomplish its pivoting movement when it
sets the braking apparatus in motion. Immediately beneath the :
support S, that is to say, facing the coupling hook of the carriages at
the point T, it is curved so as not to interfere with this said coupling,
which could not be hooked on if this piece were straight; and, lastly, it
terminates in a fork U, which embraces the bar G on both sides, and
where it is also secured by a riveted pin. V, fly wheel with screw- a
threaded shaft passing into the nut O, and serving to set the entire
apparatus at work. X, iron piece upholding the fly wheel.
This braking apparatus, which might be termed a reversed railway,
offers an infinity of advantages over the brakes hitherto known.
1°. It brakes at the same time instantaneously and without shock 3
each pair of wheels of all the carriages composing the train.

page_text: simplicity that there is, so to say, no cost of labour, therefore little
expense.
3º. It is applicable without any modifications of the existing rolling
stock, and if any were made they would be to the advantage of the
company.
4°. It may equally well be adapted for carriages of railways having
three rails. In this case, instead of the iron bar supporting and working
the brakes being placed in the middle two would be used, arranged like
a frame.
5°. It permits the train to travel without check of speed until almost
into the station.
6°. The preceding advantage brings about two others, which are its
natural consequence, namely, saving of time and of fuel.
1
7°. Instead of a brakesman to every six or eight carriages one will
suffice however the train may be made up, and he would not be needed
if a mechanism were applied to the tender, which would while setting
in motion its brake communicate the motion to the braking appa-
ratus behind it. In this case the stoker would set it at work, he
being the first to perceive danger when there is any. It would be more
prompt, because instead of operating only on the tender brake, which he
must in any case put on whether for danger or on reaching a station, he
would operate instantaneously on all the brakes of the train. This
promptitude evidently cannot be quite the same if the working is
confided to the guard, who waits the signal of the engine driver before
tightening the brakes; and if he is not ready to obey this signal, and
however active he may be precious moments must elapse, permitting
the train to continue its journey with the same speed, lessening to an
equal extent the chances of avoiding the danger.
8°. The carriages may be coupled from either end; in other words,
no more precaution need be adopted in making up or adding to a train
of carriages provided with my apparatus than at present.
9°. The mechanism for working the brakes may be placed at the head
of the train or in the middle, preferably however in the front; the train
will in any case preserve full liberty of movement.
10°. This apparatus is made to brake carriages forward in such a
manner that when it is working the train is braked just as it is tra-

page_text: The ordinary coupling hooks may be used with my apparatus, but in
this case, the coupling being flexible, the movement should be placed in
the rear of the train, and the tender would be fitted with a spring
which would stretch when the brakes were tightened and in unstretching
bring the apparatus back to its normal position, that is to say, to its
point of departure, when the guard takes off the brakes.
My apparatus is fixed only when the brake van has the actuating
mechanism, otherwise it is only suspended and moveable; and in order
that it should be no hindrance, and not interfere with the travelling.
of the carriage when brought from the shed to be coupled to a train, a
pin is applied to one or other of the supporting rods placed at the end
of each carriage. It need scarcely be observed that these rods, the first
and the last, as well as the bar G, are pierced through. This apparatus
by reason of its mobility permits the uncoupling of a train with no
more difficulty than if it were not there.
My apparatus lends itself to a modification which permits the
instantaneous braking of each pair of wheels, both back and front; but
this system is more complicated, gives no better result, and further it
is bad in the sense that it would then be necessary to indicate the end
of the carriage that should be placed forward, which would prove a
hindrance and exact too much attention; for on railways it is requisite
that everything should be done, so to say, without attention and without
hesitation.
To apply this system it would only be requisite to suppress the brake
block bars or levers 2 and 4, then fix to the bars 1 and 3 a straight
rod or lever, to which would be fitted another carrying the brake block,
and by means of a connecting rod these two levers forming angle would
be fixed to supports placed on the cross pieces 3 and 6, at the end of
which there would be a connecting rod.
If the rigidity of the apparatus be an obstacle it is casy to render it
as elastic as the buffers. To effect this it is only necessary to alter into
the shape of a long hole like a button hole the round hole at the lower
end of the piece N, and to make the space in the piece M in accordance
with the greatest elasticity of the buffers, in order that the piece N may
play as in a slide. Elasticity may also be obtained by cutting the
piece N in the middle, so as to form a knee or ball and socket joint. In
either case the apparatus, losing its rigidity, remains simply suspended.

page_text: In order that it may work in both directions two steel plates should be
fitted to the cross pieces Nos. 2 and 5 of each carriage. These two steel
plates, held by their lower ends to the bar G between two pins, will
yield when the guard draws the apparatus towards him; and when he
loosens the brakes will bring the whole apparatus back to its normal 5
position.
ALEXRE. PECAUD. (L.S.)