IMPROVE- MENTS IN APPARATUS FOR ACTUATING RAILWAY BREAKS
Year: 1869

page_text: LETTERS PATENT to Edward Dunning Barker, of Weston-super-
Mare, in the County of Somerset, for the Invention of "IMPROVE-
MENTS IN APPARATUS FOR ACTUATING RAILWAY BREAKS."
Sealed the 13th July 1869, and dated the 25th February 1869.
PROVISIONAL SPECIFICATION left by the said Edward Dunning Barker
at the Office of the Commissioners of Patents, with his Petition, on
the 25th February 1869.
I, EDWARD DUNNING BARKER, of Weston-super-Mare, in the County
of Somerset, do hereby declare the nature of the said Invention for
"IMPROVEMENTS IN APPARATUS FOR ACTUATING RAILWAY BREAKS," to be as "
follows:-
This Invention has for its object to apply breaks to the several
carriages of a railway train by means of hydraulic break gear. For this
purpose a continuous pipe is carried along under the centre of the
several carriages, the junctions between the carriages being made by

page_text: india-rubber tubing and unions, and the pipe being similarly coupled
up with an accumulator or reservoir of water under pressure on the
locomotive whilst the end of the pipe at the rear end of the train is
closed. Break blocks are by preference applied to the wheels on one
side only of each carriage; to this side of the carriage a branch pipe
is led from the main water pipe, and from this branch pipe are led
two other branch pipes which pass through stuffing boxes in the rear.
ends of two small hydraulic cylinders. These hydraulic cylinders are
employed to actuate the break blocks which work against the two
wheels. Two break blocks are applied to each wheel, one on either
side of it, and they are suspended from the frame of the carriage by
links as is usual. One block is by rods connected with the cylinder, and
the other with a ram working in it; by this means when water under
pressure passes from the main water pipe into the small hydraulic
cylinders the pairs of break blocks acting with the several wheels will
be drawn against opposite sides of the wheels so that no strain is placed
on their axles. When the water in the main pipe is relieved from
pressure the break blocks may be held away from the wheels by springs
or otherwise. Spiral springs placed within the small hydraulic cylinders
are by preference used for this purpose; they are placed around the rod
of the piston or plunger which works in the hydraulic cylinder and
press against one cover of the cylinder and against the back of the
piston. The piston rod is made hollow so that the end of the water
supply pipe may pass loosely into it; a sufficient length of the water
supply pipe is thus contained within the hydraulic cylinder to ensure
that the cylinder cannot be forced off the end of its water supply pipe,
but that the break blocks by coming against the wheels shall prevent
this from happening.
Water may be supplied to the main water pipe in various ways,
but I prefer to employ an accumulator consisting of a cylinder to
contain a supply of water for supplying the pipe with water under
pressure. In the cylinder works a piston, on the rod of which is another
piston working in a larger cylinder. Water from the coolest part of
the boiler of the locomotive is led into the end of the large cylinder,
so that the piston of this cylinder is acted on by the full pressure in
the boiler, and the smaller piston connected with it acting against
the water in the accumulator subjects it to a still greater pressure. Water

page_text: may be supplied to the accumulator by a force pump worked by the
engine or otherwise. In order that the several breaks on a train may
be applied with any degree of strength desired the water from the
accumulator is led off into the main water pipe through a valve partially
balanced, so that it shall only be pressed against its scat with the
degree of force required to hold it closed. The stem of the valve is
passed out from the valve case through a stuffing box, and is connected
to one arm of a lever; the other arm of the lever carries a weight which
if it be moved away from the fulcrum of the lever causes the valve
to lift from its seat, and water passes from the accumulator into the
main water pipe and applies the breaks. When the pressure in the
main water pipe is sufficient for applying the breaks with the degree
of force desired the back pressure in the main water pipe is caused to
close the valve and so prevent any more water passing from the
accumulator; this I effect by connecting to the lever arm which carries
the weight a small piston rod carrying a piston working in a small
cylinder which is in communication with the main water pipe, so that
when the pressure in this pipe acting upon this small piston is sufficient to
raise the weighted end of the lever the exit valve from the accumulator
will be closed. If in case of emergency it be desired quickly to apply
the breaks with great force the lever might be held down by hand,
and then the full pressure of water in the accumulator would be at
once applied to the several hydraulic cylinders which work the break
blocks.
3 SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Edward Dunning Barker in the Great Seal Patent
Office on the 25th August 1869.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, EDWARD
DUNNING BARKER, of Weston-super-Mare, in the County of Somerset,
o send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twenty-fifth day of February, in the
year of our Lord One thousand eight hundred and sixty-nine, in the
thirty-second year of Her reign, did, for Herself, Her heirs and successors,

page_text: give and grant unto me, the said Edward Dunning Barker, Her special
licence that I, the said Edward Dunning Barker, my executors, adminis-
trators, and assigns, or such others as I, the said Edward Dunning
Barker, my executors, administrators, and assigns, should at any time
agree with, and no others, from time to time and at all times there-
after 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 Edward Dunning
Barker, 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 Patent Office within six calendar months next and
immediately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said Edward Dunning Barker, 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 objects of this Invention are,-
1st. To be able to transmit a sufficient force to act on the brake
blocks to skid or stop the wheels of an entire train in the shortest
possible time, so as to avoid collisions.
2nd. To have the power of adjusting the force with which the brake
blocks are applied, according to the state of the weather, so as at all
times in ordinary stoppages to be able to avoid skidding the wheels.
3rd. To have an equal pressure on all the brake blocks, and to have
the pressure exerted against the brake blocks unaffected by unequal
wear of the wood blocks,
4th. To do away with all the strains on the axles, axle guides, and
framing incidental to the ordinary methods of applying the brake blocks.
To effect these objects I apply a brake block to each side of each wheel
to which brakes are to be applied. One brake block I connect to a small
hydraulic cylinder, and the other brake block to its piston or ram.
When the brakes are to be applied water under pressure is admitted

page_text: to the hydraulic cylinders of the several brake blocks, as herein-after
explained.
The Drawings hereunto annexed show the manner in which I prefer
to carry out my Invention.
Figure 1 shows a plan view of the body or frame of two railway
carriages with brake apparatus constructed according to my Invention
applied to them. Figure 2 shows a longitudinal elevation and sections
of the same.
Each carriage has a main water pipe (a) running its entire length,
from which are branch pipes a¹ to carry the water to the small
cylinders 6 (there being one such cylinder to each of the wheels on one
side of the carriage, although, if thought desirable, there may be one to
each wheel). The cylinders are each furnished with a piston and ram,
which ram is hung or attached to the brake block hanger on one side of
the wheel, by means of which attachment the cylinder, piston, and ram
are supported. The cylinder is retained in a horizontal position by
means of 2 rods bolted on either side of it; the other ends of these rods '
are hung or attached to the brake block hanger on the other side of the
wheel, thus keeping the cylinder horizontal.
The construction of these parts is seen more clearly in the enlarged
view, Figures 3 and 4. The connection between the cylinders and
branch pipe is made by small india-rubber tubes c, which permits the
requisite movement longitudinal. The water under pressure is admitted
into the cylinder at the end remote from the wheel, and acts against
the piston and ram and against the end of the cylinder, so forcing the
brake blocks in contact with the opposite sides of the wheel. The
pressure on the brake block on either side of the wheel will be the
same, and all the force will be exerted where it is required (viz.), against
the periphery of the wheel without throwing any strains on the axles,
axle guides, or framing. It will be evident that if the water pressure is
the same (which it will be) throughout the whole train each brake block
will be applied with an equal amount of pressure. It will be also evident
that the unequal wear and tear of the wood brake blocks will not be
of the least consequence or effect the sameness of pressure as before
mentioned.
On the inside of each cylinder herein-before described a spiral spring
is inserted, as shown at Figure 3, which on the water being released

page_text: keeps the brake blocks clear of the wheels; the amount of clearance of
each brake block thus allowed to take place is regulated by means of a
rod d to each brake block hanger, one end of these rods being attached
to the axle guide; the other end is attached to the brake block hanger
in such a manner as to prevent the brake block moving beyond a certain
distance from the axle guide, and so arranged as on the brake blocks
wearing away and the clearance becoming too great the distance may be
shortened by means of an ordinary nut. The water at the desired
pressure is supplied from the engine (or it may be from the guard's van
if so desired), and the several main water pipes of the different carriages
are connected to each other by any flexible tube of india-rubber, leather,
or other suitable material with ordinary unions, the ends of the main
water pipes being furnished with stop-cocks to prevent the water in the
pipe flowing out on coupling or uncoupling the carriages, or for the
purpose of closing the main water pipe of the last carriage, or for the
purpose (in the case of a railway with very heavy inclines) of safety in
cases of a train breaking away. Each of the cocks is furnished with a
handle, to which a cord e is attached, by means of which cord the
handles of the cocks of the carriages are connected, and so arranged
that on the couplings breaking and rupture of the flexible tube the cord
coming into tension closes the cocks, thus penetrating the escape of
water, and enabling the engine driver to apply the brake blocks to his
half and the guard to the other half of the train. In most cases,
however, it will be sufficient in case of a train breaking in two to enable
the guard to apply the brake blocks to his van while the engine driver
applies them to his engine and tender; and this I should accomplish by
enabling the guard to cut off the connection between the branch pipes
and main water pipes of his van by means of a cock from the rest of the
train, the engine driver being enabled by means of a cock similarly to
isolate his engine and tender brakes from the rest of the train. In order
to guard against any delay in case of leakage, &c. of any of the hydraulic
cylinders I fit each branch pipe with a cock k, so as readily to dis-
connect or isolate any such disabled brake gear for the rest of the
journey. The cocks before mentioned at the ends of the main water
pipes I arrange in such a manner as to allow on coupling up a new
carriage any air that may be in the pipe to escape; with this object
I construct the cocks in the manner shown at Figures 5, the plug being
formed hollow with an outlet at the bottom and a side opening, which

page_text: can either be brought opposite the passage connected to the end of the
main water pipe a, or. can be brought opposite the small hole f; when it
is opposite this hole any air in the pipes can rise up through the plug
and escape through the hole f; when water commences to flow through
the hole the plug of the cock is turned to bring its side openings opposite
the main water pipe a. To supply water under pressure when required
to the main water pipes a from the engine I fix on the engine a
differential accumulator, such as is shown on Sheet 2 of the Drawings.
Figure 6 is a vertical section, Figures 7 and 7' a side and front view,
Figure 8 a plan, and Figure 9 an under side view of the accumulator.
The accumulator consists of a cylinder g to contain a necessary supply
of water for a train of any reasonable length; in this cylinder
works a piston, on the rod of which is a larger piston working
in a larger cylinder h, on the top of which the smaller cylinder is fixed
or bolted.
Water from the coolest part of the boiler or steam, as
may be found advisable, is led into the bottom of the larger cylinder,
so that the full boiler pressure acts against the larger piston, sub-
jecting the water in the smaller cylinder g to an excess of pressure
according as the area of the larger cylinder exceeds the smaller one.
The boiler pressure in the larger cylinder answering the same end as a
weight in an ordinary accumulator, the water which is supplied to
the hydraulic cylinders from the top of the smaller cylinder will thus
be at a higher pressure than the pressure in the boiler. The small
cylinder g is filled and kept supplied by means of a force pump
worked by the engine. Attached to the upper side of the large piston
is a rod W which passes through the annular space occasioned by the
difference of diameters of the respective cylinders, which as the piston
rises or falls connects or disconnects the feed of water from the pump
to the top of the small cylinder as required. Or the small cylinder
may be kept supplied by a pump worked by hand. In certain cases
when a pump would be inconvenient, the water used in applying the
brakes may be allowed to reflow into the small cylinder, from where
it was forced, by cutting off the communication between the boiler and
bottom cylinder, and allowing the water in the bottom cylinder to
escape, permitting the descent of the pistons by their own weight, or it
might be by a spring or otherwise, and the reflow of the water back
again into the top cylinder. An ordinary stop valve being arranged on

page_text: the top of the small cylinder allowing fresh water to flow in to replace
any that may have escaped through leakage. The weight of the
pistons descending will so soon as the water from the brake blocks
is exhausted draw in water through the stop valve from any tank
or reservoir of supply. It will be evident that when the com-
munication between the main water pipes and the top of the
small cylinder is open, and connection between the boiler and the
bottom of the large cylinder is also open, the larger piston will force up
the smaller one, which will force the water out of the smaller cylinder
to actuate the several brake blocks. In the first case where a pump
is employed, a communication being open between the main water pipe
and top of the small cylinder, the water under pressure will immediately
be forced out and apply the brakes in the shortest possible time. In the
case when a pump is dispensed with the rod for opening or shutting the
feed may be dispensed with or employed to open connection between
the boiler and main water pipes in case of leakage, when the brakes
are kept on for a considerable time. To control the passage of fluid
under pressure from the top of the small cylinder g to the main water
pipes a I combine with the valve by which the passage of fluid
from one to the other is controlled a lever by which the valve can be
opened or closed, and this lever is connected with a piston working
in a cylinder in communication with the main pipe in such
manner that any pressure upon this piston tends to close the valve.
The general construction of the valve and the parts in connection
with it are shown clearly at Figure 6. The valve is so constructed
that it is partly balanced so that it will be only pressed against its
seat with the degree of force desired to hold it closed. The stem of
the valve is passed out from the valve case through a stuffing box, and
is connected to one arm of a lever l'; the other arm of the lever is acted
on by a spring m, or it might be by a weight. The spring m is contained
within a case n capable of turning on a pin at its lower end; the spring
presses against the cover of the case, and its lower end against a disc on
the lower end of a rod o, carrying a roller which rests on the top of the
lever ; on the top of the rod is a lever handle by which the case n can
be turned on the pin at its lower end, and the roller carried by the rod o
can be moved towards or away from the fulcrum of the lever . When
it is moved away from the fulcrum of the lever it causes the valve to lift
from its seat, and water is then admitted into the main water pipes and
a

page_text: the brakes applied. To the arm of the lover which is acted upon by the
spring I connect the small piston rod and piston p working in a small
cylinder r, acted on by the pressure, whatever it may be, in the main
water pipes, so that when the end of the rod o carrying the roller has
only been moved a short distance along the lever, the back pressure in
the main water pipe acting on the small piston is sufficient to cause the
lever to rise, and thus cut off communication with the accumulator. By
this means water from the accumulator may be allowed to pass into the
main pipe a until the pressure in the main pipe has attained any desired
degree, the pressure in the main pipe a varying with the distance that
the roller has been moved away from the fulcrum of the lever A. To
enable the pressure in the pipe a to be diminished after that water under
pressure has been admitted to them, or to release the water altogether
and free the brake blocks, I employ an ordinary conical valve 8, held
down to its seat by a spring contained in a casing t, or it might be by a
weight, which spring is so arranged that when the spring m acting on
the differential valve is moved, the spring contained in the casing t
above mentioned acting on' the conical valve 8 is also moved, so that
when the weight acting on the differential valve permits increased
pressure in the main water pipes, the pressure of the weight or spring
acting on the conical valve is also increased, enabling it to withstand
such increase of pressure; and on the pressure or weight acting on the
differential valve being diminished this valve will close, and the pressure
on the conical valve being also diminished water will escape till there is
established the proper pressure incidental to the particular position of
the weight or spring on the lever. To free the brake blocks from the
wheels it will only be necessary to allow of the free escape of the water
through this valve, which water may be used over and over again.
It will be evident from the above that the pressure of water in the
water pipes might be regulated with the greatest nicety according to the
distance point at which the weights or springs are placed on these levers,
and consequently the pressure with which the brake blocks are applied.
In the case when no pump is used to keep the upper end of the cylinder
supplied with water under pressure I simply employ the valve / and
apparatus connected with it to regulate the pressure of water from the
boiler acting against the larger piston, and the relative pressure acting
against the larger piston will of course vary the pressure of water in the

page_text: main water pipe, and instead of the valve 8 releasing the water from the
main water pipes the valve a will, when the release of the brake blocks
are desired, permit of the escape of the water from the larger cylinder,
permitting the pistons to descend and the water from the main water
pipes to reflow into the small cylinder, as before explained; or, in other
words, instead of this valve being fixed between the top of the small
cylinder and main water pipes, I fix it between the boiler and bottom of
the large cylinder. To remove any possibility of the apparatus becoming
disabled during the winter months through frost brine may be used
instead of water.
When the brake apparatus is to be worked from the guard's van the
van may be fitted up with a force pump of any suitable construction,
which may be set in motion when required either by the guard or from
one of the axles of the carriage. The van may also if desired be fitted
with a small accumulator, the piston of which is forced down by
compressed air, or by a spring or otherwise, so that a free supply of
water under pressure may when required be instantaneously supplied to
the pipe a in a similar manner to that described for supplying this pipe
with water under pressure from the engine.
Having thus described the nature of my Invention, and the manner
of performing the same, I would have it understood that what I claim
as my improvements in apparatus for actuating railway brakes are,-
Firstly. The employment of a hydraulic cylinder attached to a brake
block to act against one side of a running wheel, whilst the ram working
in the cylinder is connected to a brake block to act against the opposite
side of the wheel.
Secondly. Regulating the supply of water under pressure to the
hydraulic cylinders employed for actuating the brake block by means of
apparatus, such as is herein described and shown at Figures 6, 7, and 8,
so that the brake blocks may be pressed either forcibly or lightly as
desired against the periphery of the wheel.
Thirdly. Supplying water to the hydraulic cylinders from the smaller
cylinder of a differential accumulator, such as is herein described, the
larger cylinder being in communication with the boiler of the locomotive,
so that the brakes may be applied instantaneously, and so that the
pressure of fluid in the hydraulic cylinders shall be greater than the
pressure in the boiler.

page_text: Fourth, General arrangement or combination of apparatus herein
described for actuating railway brakes.
In witness whereof, I, the said Edward Dunning Barker, have
hereunto set my hand and seal, this Twenty-fourth day of August,
in the year of our Lord One thousand eight hundred and sixty-
ninc.
EDW. DUNNING BARKER. (L.S.)
EDWP. DUNNING BARKER. (L.s.)