IMPROVEMENTS IN LOCOMOTIVE ENGINES AND CARRIAGES FOR RAILWAYS, PART OF WHICH IMPROVE- MENTS ARE APPLICABLE TO CARRIAGES AND VEHICLES FOR TRAM AND COMMON MENTS ARE APPLICABLE TO CARRIAGES AND VEHICLES FOR T AND COMMON PROVISIONAL SPECIFICATION
Year: 1862

page_text: LETTERS PATINT to William Haggett, of Sherborne, in the County of
Dorset, Architect and Surveyor, for the Invention of "IMPROVEMENTS IN
LOCOMOTIVE ENGINES AND CARRIAGES FOR RAILWAYS, PART OF WHICH IMPROVE-
MENTS ARE APPLICABLE TO CARRIAGES AND VEHICLES FOR TRAM AND COMMON
MENTS ARE APPLICABLE TO CARRIAGES AND VEHICLES FOR TRAM AND COMMON
PROVISIONAL SPECIFICATION left by the said William Haggett at the
Office of the Commissioners of Patents, with his Petition, on the 24th
April 1862.
"I, WILLIAM HAGGETT, of Sherborne, in the County of Dorset, Architect
and Surveyor, do hereby declare the nature of the said Invention for
"IMPROVEMENTS IN LOCOMOTIVE ENGINES AND CARRIAGES FOR RAILWAYS, PART OF
WHICH IMPROVEMENTS ARE APPLICABLE T. CARRIAGES AND VEHICLES FOR TRAM AND
COMMON ROADS," to be as follows:-
The object of these improvements is to increase the safety of railway trains
travelling at high speeds, principally by providing a ready and effectual
method of retarding their progress or stopping them, as may be required. For
this purpose there are attached to the axle boxes or other fixed points on the
framework of the engine or carriage, flanged friction blocks or brakes, which
can be brought down upon the rails by a lever or other mechanical power,
whereby the wheels will be lifted clear of the rails, and the whole weight thrown
upon the flanged friction blocks or brakes, thus converting the engine or
Price Rd]

page_text: carriage intoa sledge, by which means its progress will be retarded or stopped,
as may be required. The levers or other apparatus employed to give motion
to the friction blocks or brakes are also available as a medium of communi-
tion between the engine and the carriages. In order to prevent the engine and
carriages from running off the rails,guidingwheels are placed in front thereof,
which wheels remain in contact with the rails when the carriage or engine is
lifted, as before described. Similar friction blocks or brakes (but without
flanges) can be applied to carriages and vehicles for tram and common roads.
SPECIFICATION filed in pursuance of the conditions of the Letters Patent
and of an Order of the Lord Chancellor, by the said William Haggett
in the Great Seal Patent Office on the 22nd November 1862..
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
HAGGETT, of Sherborne, in the County of Dorset, Architect and Surveyor,
send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twenty-fourth day of April, in the year of our Lord
One thousand eight hundred and sixty-two, in the twenty-fifth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me, the
said William Haggett, Her special licence that I, the said William
Haggett, my executors, administrators, and assigns, or such others as I,
the said William Haggett, 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
"IMPROVEMENTS IN LOCOMOTIVE ENGINES AND CARRIAGES FOR
RAILWAYS, PART OF WHICH IMPROVEMENTS ARE APPLICABLE TO CARRIAGES AND
VEHICLES FOR TRAM AND COMMON ROADS," upon the condition (amongst others)
that I, the said William Haggett, my executors or administrators, by au
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 manuer the same was to be performed, and cause the same
to be filed in the Great Seal Patent Office within seven calendar months
next and immediately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said William Haggett, do hereby declare
the nature of the said Invention, and in what manner the same is to be per-

page_text: formed, to be particularly described and ascertained in and by the following
statement thereof, that is to say:-
The object of these improvements is to increase the safety of railway trains
travelling at high speeds, principally by providing a ready and effectual
method of retarding their progress, or stopping them, as may be required. For
this purpose there are attached to the axle boxes or other fixed points on. the
framework of the locomotive engine or railway carriage, flanged friction
blocks or brakes, which can be brought down upon the rails by a lever or
other mechanical power, whereby the wheels will be lifted clear of the
rails, and the whole weight thrown upon the flanged friction blocks or
brakes,thus converting the engine or carriage into a sledge, by which means its
progress will be retarded or stopped, as may be required. The levers or other
apparatus employed to give motion to the friction blocks or brakes are also
available as a medium of communication between the engine and the
carriages. In order to prevent the engine and carriages from running off
the rails, guiding wheels are attached thereto, which guiding wheels remain
in contact with the rails when the engine or carriage is lifted, as before
described. Similar friction blocks or brakes (but without flanges) can be
applied to carriages and vehicles for tram or common roads.
And in order that the nature of my said Invention, and the manner of per-
forming the same, may be more fully understood, reference is had to the
Drawings hereunto annexed, and to the following description thereof, that
is to say:-
Figure 1 is a plan view; Figure 2, a side elevation; and Figure 3, a cross
section of so much of the under parts of a six-wheeled railway carriage or
locomotive engine, as is necessary to explain the mode of applying one
modification.of my said improvement. A, A, is part of the under framing
of the carriage; B, B, the buffers; W, W, the wheels; C, C, is a coupling
bar, affixed to the axle boxes, which, in conjunction with brackets b, b, on the
frame A, form the fulcra of levers L, L. An iron-flanged frame a, a, is fitted
with wooden friction blocks or brakes X, X, suspended from the shorter arm
of the levers L, L, in such manner as to be clear of the rails, until purposely
depressed thereon. When the longer ends of the levers L, L, are drawn
upward, as they may be by the application of any mechanical power, the
downward motion of the opposite ends brings the brakes X into contact
with the rails, the force being proportionate to the power applied, multiplied
by the length of the lever.
The method of working the brakes shewn in these Figures is as follows:-
D, D, is a connecting rod with supplemental buffers, moving backward and

page_text: forward upon central pulleys or rollers e; a chain d¹ passes round the pulley,
each of its two ends being made fast to the rod D, so that as it traverses it
gives motion to the roller e, on the shaft of which are other rollers d², from
which chains descend to the outer ends of the levers L, L. By this means, in
addition to any of the ordinary methods of applying the brakes by mauual
power within the carriage or engine, they become, in the event of collision,
self-acting; for after the ordinary buffers B have been forced back to a definite
extent, the supplementary buffers on the rods of communication D, D, come
into contact, and being thus made to traverse by means of the rollers and
chains act upon the levers, as herein-before described, and bring the friction
blocks or brakes into contact with the rails, thus retarding or stopping the train.
Figure 4 is a side elevation of the under part of a four-wheeled railway
carriage or engine, shewing the mode of applying my Invention thereto.
A, A, as before, is the under framing of the engine or carriage; B, B, the
buffers; W, W; the wheels; 62 is a bracket affixed to the carriage to serve as
a fulcrum for the lever L'; a is the flanged brake frame; and X, the friction
block, with upright steins working in guides g,g. It will be evident that when
the outer end of the lever L' is lifted, either by hand or by the traverse of the
rod of communication I), the blocks X are brought down upon the rail.
Figure 5 shews another method of giving motion to the brake levers.
A is part of the carriage frame; B, the buffer; 1), the rod of communication
with supplemental buffer which, in moving backward or forward, gives
motion to a block F, in which there are two inclined slots f, f. The block F
slides in guides e, e, attached to the carriage. On the outer end of the
lever L there is a friction roller h, which, whenever the block F is moved, is
forced upward by the action of the inclined planes, and thus brings the
brakes down upon the rails. In order that the guard may be enabled to
apply the brakes as required, the shaft of a hand-wheel h, w, passes down
through the floor of the carriage having on its lower end a pinion i that
works in a toothed rack on the upper edge of the sliding block F. On
turning the hand-wheel h, w, the block F is moved backward or forward,
and the brakes brought down upon the rails, by the inclined planes, as
aforesaid.
Figure 6 shews another arrangement for the same purpose. A is part of
the carriage; B, the buffer; D, the rod of communication, attached to the
single-slotted block F, which is supported upon a rod P, 1, both rods sliding
in guides, 12. On the end of the lever L there is a friction roller /³.
the block F2 is moved backward, the roller his forced up the inclined slot f
lifting the lever and applying the brakes. K is a spiral spring for returning
When

page_text: the rod, block, lever, and brakes to their normal state as soon as the con-
trolling power is withdrawn. Motion may be given to the block F2, and the
brakes applied at pleasure, by means of the hand-wheel, pinion, and rack, as
herein-before described. M is a bar by which the ordinary buffers B, and
the supplemental buffer D may, if required, be connected; the two being so
adjusted as to bring the latter into action only when it is desired to stop the
train, but not to interfere with the shunting or other necessary movements.
Figure 7 shews another arrangement for working the brakes of a four-
wheeled railway carriage or engine. A, as before, is the carriage framing;
B, the buffers; D, the rod of connection and supplemental buffer with chains
and rollers for acting upon the brakes as herein-after described. Brackets
63, 63, are affixed to the carriage frame A. a, a, is the flanged brake frame;
X, the friction blocks; m, n, are rollers on the lower ends of short levers
jointed to the brackets 6³, and acted upon by a single lever L, which may be
worked by hand in any of the ordinary ways, or as herein-before described.
The brakes are supported clear of the rails by jointed levers at n, but when,
through the instrumentality of the lever L, an outward motion is given to
the rollers m, m, the friction blocks are depressed and brought to bear upon
the rails.
A plan view of the same is shewn at Figure 8.
Figure 9 shews another method of working the brakes, somewhat like the
former, only that two levers are here used, which may be acted upon by the
connecting rod, pulleys and chains, or by any of the before-named or other
suitable methods. In this Figure a chain k¹, k¹, is shewn as passing through
the carriage, by means of which the brakes may be applied by handles pro-
vided for that purpose as at k². L, L, are the levers; a, a, the brake frame;
X, the blocks; m, m, rollers on the lower end of the levers L which press
upon the upper surface of the brake frame when the opposite ends of the
levers are raised by hand or otherwise.. At either end of this carriage there
are shewn guide wheels w³ mounted on vertical sliding stems so as to be kept
by their own weight (or by springs) in contact with the rails, when the
travelling wheels W are lifted by velocity, by the action of the brakes, or
otherwise, and so prevent the engine or carriage from getting off the rails.
In Figure 10 the brakes are shewn as arranged for depression by a screw
as well as by other means. A is the carriage frame; B, the buffers;. a, a,
the friction blocks, the outer ends of which are pivoted in brackets b
descending from a bar affixed to the axle-boxes of the carriage. On the
upper side of this bar there are brackets 65 which form fulcra for levers 1, 11,
jointed to other levers 12,12,acted upon by a screw, the handle of which is within

page_text: the carriage. When the screw is turned so as to raise the levers 12, 12, the
brakes are brought down upon the rails, and on reversing the screw they are
taken off. Guide wheels w³ are shewn jointed to the frame bar, or other fixed
part of the carriage, and kept in contact with the rails by their own weight,or
by springs, so as to keep the carriage on the rails under all circumstances.
Figure 11 is a side elevation, and Figure 12, a plan view of a six-wheeled
engine or railway carriage, with a modification of the foregoing arrangement
for working the brakes. A, the carriage; B, the buffers; W, the wheels;
D,rod of communication with chains and rollers as before. a,a,are the friction
brakes; X, the blocks. A hand wheel h, w, gives motion to a screw, which,
according to the direction in which it is turned, raises or depresses the upper
end of levers 14, 14. The lower ends of these levers are jointed to short
levers, having their fulcra on the bar connecting the wheels, or on the
cross bars, as shewn. The free ends of the levers are attached to and
move the brakes X, as required. The centre wheel of the carriage is not
fixed, but is free to rise and fall in the slot w, so as to remain in contact
with the rails, when the carriage is by any means lifted, and thereby prevent
it from running off the rails.
Figure 18 shews part of a six-wheeled railway carriage or engine, fitted
with the rod of connection, rollers, chains, &c., as before described. a, a, are
the friction brakes with blocks X, which may be depressed by chains,
levers, screws, or any of the appliances at present in use for that purpose
by causing them to draw together the upper ends of the levers 16 and 17,
which turn on fulcra at 13. The lower ends of these levers carry friction
rollers, which traverse in guides on the top of the brakes and force them
down upon the rails.
In Figure 11 there is shewn a wheel and bell B2, which it is proposed to
connect by a chain with the rods of communication in each guard's van, and
at the tender, by which means full communication can be kept up, as also
between the carriages, if thought necessary.
Figures 14 to 19 show the application of my improvements to carriages and
vehicles on tram and common roads. Figure 14 shows the brake or shoe
applied vertically under the axle of a two-wheeled vehicle. A is part of the
shaft or lower rail of the carriage; W, the wheel; a, the drag or shoe on the
lower end of an upright stem working in a slotted frame f, enclosing the axle-.
tree, and depressed by the action of a lever L, having its fulcrum at g in a
bracket affixed to the under part of the carriage. The further end of the
lever L is connected at 13 with a moveable footboard h, the pressing down of
which brings the drag or shoe down upon the ground and retards or stops

page_text: the vehicle. A springs under the footboard brings the lever back to its
original position when the drag is to be withdrawn. The application of
the drag or shoe may also be effected by means of a rack and pinion, screw,
or inclined planes, as herein-before described for railway carriages, as may
be most suitable for the vehicle to which the same is to be applied.
Figure 15 is a side elevation, and Figure 16, a hind view of a two-
wheeled carriage, with the drag or shoe affixed before the wheel. a is the
brake or shoe at the lower end of an arm or lever, the upper end of which
is jointed upon the axle at f, and held in a horizontal position by a chain
or strap s2, which passes over a roller r, and under the roller r² up to a
ring 3 within reach of the driver.
On relcasing the chain or strap s2 the drag or shoe falls by its own weight,
retarding the carriage. By regulating the length of the chain, the amount
of resistance may be increased or diminished at pleasure. When the drag
is not in action, the footboard will lay flat, but on releasing the chain it will
be raised to h, when the foot may be used in assisting to remove the drag.
In Figure 17 the friction brake or drag is shown as applied behind the
wheels. a is the drag or shoe, on the end of an arm b, turning on the axle
of the vehicle, but kept up out of action by a spring s, on the end of which
is a friction roller *, working in a groove on the under side of the carriage;
L is a lever attached to the brake arm a, b, from the lower end of which a
chain or strap s8 passes up over the roller t, to a ring v, the pulling of which
brings down the drag with any required amount of resistance, and lifts the
foot board from its horizontal position ready to be used for assisting in
releasing the drag.
Figure 18 shews the application of my improved brakes to waggons, or
other heavy vehicles; L1, L2, is a bent lever working on the axle of the
wheel W; a is the drag or shoe on the end of the lever L2, raised or lowered
when required, by a hand wheel working on the screwed end of the lever L¹,
the force being regulated by the exigencies of the occasion.
Figure 19 shows a modification of my said improvement suitable for
omnibusses or othe four-wheeled carriages where the working of the brake
devolves upon the conductor or footman; W is the wheel, L3, L4, a bent
lever turning on the wheel axle; a, the brake or shoe; c a chain or strap
passing from the longer end of the lever L4, over friction rollers r3, 74,
and then made fast at the end of the carriage; T is a vertical screw shaft
capable of being raised and lowered by the hand wheel h, w. On the
lower end of the shaft T there is a grooved roller 9, which being forced
downward tightens the chain c, and lifts the end of the lever L, which

page_text: brings the drag or shoe into contact with the ground, and retards or stops
the vehicle.
Having now described and particularly ascertained the nature of my said
Invention, and several ways in which the same may be advantageously used
or carried into effect, I desire it to be understood that I do not restrict or
confine myself to any of the details or arrangements which I have described
as examples, as the same may be varied and modified without prejudice to
the nature of my Invention, what I claim as constituting my Invention of
improvements in locomotive engines, and carriages for railways or common
roads is, the methods of applying friction blocks to the rail or roads, sub-
stantially as herein-before described, and shewn in the Drawings hereunto
annexed.
In witness whereof, I, the said William Haggett, have hereunto set
my hand and seal, this Twenty-second day of November, in the
year of our Lord One thousand eight hundred and sixty-two.
Witness,
W. BADDELEY,
Patent Agent,
Islington.
WILLIAM HAGGETT. (L.S.)