IMPROVEMENTS IN BRAKES FOR RAILWAY WAGONS AND OTHER RAILWAY VEHICLES."
Year: 1880

page_text: LETTERS PATENT to Charles Thomas Hulett, of Ty-derwen, Maesteg, in the
County of Glamorgan, for an Invention of "IMPROVEMENTS IN BRAKES FOR
RAILWAY WAGONS AND OTHER RAILWAY VEHICLES."
PROVISIONAL SPECIFICATION left by the said Charles Thomas Hulett
at the Office of the Commissioners of Patents on the 19th April 1880.
CHARLES THOMAS HULETT, of Ty-derwen, Maesteg, in the County of Glamorgan
"IMPROVEMENTS IN BRAKES FOR RAILWAY WAGONS AND OTHER RAILWAY
VEHICLES."
This Invention relates to an improved method of working the brakes of wagons
or other railway vehicles, and to improved brake mechanism to be employed in
conjunction therewith, and the Invention consists in applying such mechanism
through or by means of the spring buffers of the vehicles to which it may be applied,
the action being however controlled or thrown into or out of gear and worked if
required by hand mechanism, so that the brake blocks may be either worked
automatically by the buffers or thrown out of acting gear therewith, and be worked
by hand power.
It will of course be understood that there are many ways of carrying this
improved method into effect, but I will here describe the arrangement which I have
found to be of most advantage.
For facility of comprehension I will describe the application of my improved
brake mechanism to an ordinary four-wheeled railway wagon.
About centrally of the length and at the outer side of each side frame of the
wagon is bolted a plate, the mechanism or details of the brake being mostly
supported by the two plates.
The plates carry a cross-shaft on the one end of which is keyed a handle, and on
the other an auxiliary lever. The handle and lever are slotted longitudinally near
their common axis, and the side plates are slotted in a corresponding position, but
transversely of the slots in the handle and lever. Through all these slots passes an
axle which is supported with freedom of turning movements at the intersections of the
slots, and carries at each end between the platos a double acting crank, the upper arm
of which is prolonged and is connected or jointed to a rod, each of the two rods

page_text: being jointed to the end of the buffer-rod (at its side of the wagon) at a part
projecting beyond a guiding socket, each arm of the crank being connected by a
short rod directly connected to a steel plate carrying a cast iron brake block.
Each end of the axle also carries between the double acting cranks and the plates,
and adjacent to the latter, a single crank, the two of which, in a certain position of
the handle, come in contact with stops affixed to the plates with the effect hereinafter
described.
The handle works in connection with a rack or quadrant notched or provided
with catches at or near each end and at a part between, and when the handle is
placed in connection with the latter catch the parts of the brake are in such
relative positions that they can be worked by the spring buffers, being applied
when the wagon comes into contact with any other vehicle, or when a sufficiency of
inward pressure is otherwise exerted thereon, the effect of this being to cause the
axle carrying the double acting cranks to turn and cause the brake blocks to be
applied to the wheels; but in order to avoid any breakage from the violent meeting
and bumping of vehicles and the sudden application of the brake blocks the steel
plates to which the latter are fastened by screws overlap the blocks and allow
a little spring thereto, which allows of the buffers being forced as fur as the sills of
the wagon without damage to the mechanism of the brake.
When the handle is placed in connection with the upper catch of the rack the
intersections of the said slots are such as to cause the axle carrying the double
ncting cranks to assume a position which will render the action of the buffers
unable to apply the brake blocks to the wheels.
When the handle is placed in connection with the lower catch of the rack the
other cranks bereinbefore referred to come in contact with the said stops and cause
the double acting cranks to be turned and to apply the blocks to the wheels in
proportion to the pressure applied, the brakes being, in this position of the handle,
applied by hand. The blocks are kept free from the wheels when the handle is in
connection with either the upper or the middle catches of the rack at all times,
except when in the latter position the buffers are pressed inwards by small
weights.
Among the advantages attendant upon the adoption of this improved method of
actuating brake apparatus, and the application and use of apparatus of the nature
herein before described, may be mentioned the following:―
The whole train (goods, mineral, or even passenger) may be placed completely
under the control of the engine driver, and thus the danger of a heavy train
overcoming the resistance of an engine either on steep gradients or level roads will
be avoided, and collisions and loss of life will be theroby prevented.
The very dangerous practice of brakesmen jumping from wagon to wagon of a
goods or mineral train to put down the brakes while the train is going at great
speed is rendered unnecessary.
Damage to the rolling stock is avoided by rendering unnecessary the immediate
application of the engine to its full resisting power, which, causing a violent
concussion of the following wagons, frequently results in damage to the sills, buffer-
blocks, and other parts of the wagons or vehicles, it being only necessary at first to
apply just sufficient resisting power to bring the wagons together so as to cause the
nction of their brakes, when by applying all the resisting power the engine may
be capable of the train would be almost immediately stopped without any further
concussion of the wagons, but merely a continued pressure, such damage being
further avoided by preventing the frequent breaking of coupling chains and draw
bars caused by tho present method of fastening down the brakes of a mineral or
goods train on steep gradients to keep the train under control, thereby rendering
necessary the application of steam power on occasional flat gradients which causes
a great snatching" of the couplings and frequent breakage thereof with a heavy
Joad behind.
By preventing "wild runs," resulting at times in collisions or other accidents, and
often in the entire wreck of several wagons, these collisions often occur by the

page_text: breaking of coupling chains when the train is ascending heavy gradients, and in
which cases the brake-van is frequently not sufficiently powerful to stop the wagons
thus detached and otherwise beyond control.
Economizing the steam by rendering unnecessary (as above stated) the application
of steam power on gradients, since the moment the engine ceases to press the buffers
the brakes are released; nevertheless, if it is necessary to take the engine away
temporarily the whole train would remain immovable upon the brakes of two or
three of the leading wagons, being applied by hand.
Dispensing with tanking engines which on many railways with steep gradients
are kept at a great cost for the sole purpose of assisting to control heavy trains
down steep gradients.
As each wagon can be controlled by the engineman without connection with any
other wagon, excepting by contact, it is not necessary that every wagon in the
train should be fitted with this brake before it is available for use, thus overcoming
the great difficulty of bringing into use on wagons the continuous brakes in use at
present on some passenger train. If any brake in the train becomes by accident
impaired it does not in the least prevent the working of the other brakes, which is
an advantage not attainable by the continuous brakes now in use.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Charles Thomas Hulett in the Great Soal Patent Office on
the 19th October 1880.
CHARLES THOMAS HULETT, of Ty-derwen, Maesteg, in the County of Glamorgan.
" IMPROVEMENTS IN BRAKES FOR RAILWAY WAGONS AND OTHER RAILWAY
VEHICLES."
This Invention relates to an improved method of working the brakes of wagons
or other railway vehicles, and to improved mechanism to be employed in conjunc-
tion therewith, and the Invention consists in applying such mechanism through or
by means of the spring buffers, the action being however controlled or thrown into
or out of gear and worked, if required, by hand mechanisın, so that the brake blocks
may be either worked automatically by the buffers, or thrown out of acting gear
therewith, and be worked by hand power, these operations being controlled by the
raising or lowering of one lever placed at the side or end of the wagon in a position
similar to that of the hand brakes now in use.
My Invention comprises various modifications of carrying this improved method
into effect, and I will hereinafter describe those which I have found to be of great
advantage.
For facility of comprehension and as an example I will describe the application
of my improved brake mechanism to an ordinary four wheeled wagon.
One modification of my Invention is illustrated on the accompanying Drawings
in Figures 1 and 2, which respectively represent a side elevation and longitudinal
section of an 8 ton coal wagon as adapted with my improved brake.
About centrally of the length and at the outer side of each side frame 1 of the
wagon is bolted a plate 2 (shown only in Figure 1), and the mechanism or details of
the brake are mostly supported by the two plates.
The plates 2 carry a cross shaft 3, on one end of which is keyed a handle 4, and
on the other an auxiliary lever 5. The handle and lever are slotted longitudinally
at 6 near their common axis, and the side plates are slotted at 7 in a corresponding
position, but transversely of the slots 6 in the handle and lever. Through all the
slots 6, 7, passes an axle 8, which is supported with freedom of turning movements
at the intersections of the slots, and carries at each end between the plates 2 a
double acting crank 9, the upper arm 9* of which is prolonged and is connected or
jointed to a rod 10, each of the two rods being jointed as nearly in a straight line
as is possible to the inner end of the buffer rod 11 (at its side of the wagon) at a
part projecting beyond a guiding socket or sill 12, each arni of the crank being
connected by a short rod 13 directly to a steel plate 14, carrying a cast iron brake
block 15. The axle 8 also carries a single crank 16, which in a certain position of
the handle comes in contact with a stop 24 suspended from the sill or frame of the
wagon with the effect hereinafter described.
The handle works in connection with a rack or quadrant 41 which is notched or
provided with catches at or near each end and at a part between, as indicated by
the corresponding positions of the handle shown in Figure 1. When the handle is
placed in connection with the middle catch the parts of the brake assume such
relative positions that they can be worked by the spring buffers 17, being applied
when the wagon comes into contact with any other vehicle, or when a sufficiency of
inward pressure is otherwise exerted thereon, the effect of this being to cause the
axle 8 to turn, and by the means described cause the brake blocks to be applied to
the wheels 18 (the elongated slots in the rods 10 enabling the cranks to be turned
by one buffer without necessitating the pulling in of the other); but in order to
avoid any breakage from the violent bumping of the vehicles and the sudden appli-
cation of the brake blocks the steel plates 14, to which the latter are fastened by

page_text: screws, overlap the blocks 15, and allow a little spring thereto, which allows of the
buffers being forced as far as the sills of the wagon without damage to the mechanism
of the brake.
The blocks 15 are provided with two cars and flanges 19 on each side, by which
they are suspended from the wagon by the ordinary hangers 20. The spring steel
plate 14 is bolted to the block 15 and terminates about the middle thereof, and
under the steel plate, near its free end to which the push rods 13 are connected, is
secured a piece of india rubber at 21. If the elongated arms 9* of the double
acting cranks 9 are twice as long as the shorter arms thereof the steel plates 14
should be able to bend in towards the blocks 15 one half as much as the action of
the buffer spring 22 to prevent the blocks receiving any sudden shocks, but they
should be strong enough to supply sufficient pressure to lock the wheels before
reaching the backs of the blocks. In lieu of using the india rubber the spring
plate 14 may be made of two or more pieces of steel. The rods 13 are supplied
with a box screw 23 in the centre of each to adjust the blocks to the wheels; but in
such a position as not to come into contact with the shaft 3.
When the handle is placed in connection with the upper catch of the rack the
intersections of the said slots are such as to cause the axle 8 and its cranks 9 to rise
in the slots 7 and assume positions which render the action of the buffers unable to
apply the brake blocks to the wheels.
When the handle is placed in connection with the lower catch of the rack the
axle 8 and its cranks are lowered in the slots 7, and in this motion the crank 16
comes in contact with the stop 24 and is turned over, causing the cranks 9 also to .
turn as though pushed by the buffers, and to apply the blocks to the wheels in pro-
portion to the pressure applied, the brakes being, in this position of the handle,
applied by hand.
The blocks are kept free from the wheels when the handle is in connection with
either the upper or the middle catches of the rack at all times, except when in the
latter position the buffers are pressed inwards by small weights or by springs, or by
being hung so as to assume such a position by means of their gravity; thus, for
example, to prevent the top of each block 15 resting on its wheel a piece of spring
steel 25 may be fastened to the hanger 20 so as to press on the lower part of the
block on which it can slide, the upper part of the spring being fitted with an oblong
hole for this purpose. Or the hanger 20 may be attached to the top of the block 15
and inclined, as indicated in dotted lines in Figure 9, so that the block would tend to
fall away from the wheel, the push rods 13 being applied centrally, as illustrated
in the same Figure.
In another and in some respects a preferable modification illustrated in longi-
tudinal section in Figure 3, and in plan view in Figure 4, the blocks are shown as fitted
to one side of the wagon only. In this and in the other modifications herein
described the brake blocks are shown as applied to one side only of the wheels,
but they may be applied on both sides thereof by connecting the corresponding
blocks by rods 26, as dotted in Figure 3. In this modification the shaft 8 is carried
across the wagon by under brackets 27, and it carries three cranks 9* (equivalent
to the elongated arm of the cranks 9 herein before mentioned) and 16. The buffer
rods 11 are carried on and bolted to the cranks 9*, but have a slot equivalent to
that in the rod 10, hereinbefore mentioned, at the inner end of each to permit
either buffer to act without pulling the other, a connecting rod 28 is bolted to tho
crank 16 and a bell crank 9, the lower arm of which is provided with an oblong
hole equivalent to the intersections of the slots 6, 7, hereinbefore mentioned, and
into which the push rods 13 are bolted, the forin, of the hole permitting the
connection of the rods to have a vertical action centrally between the wheels
notwithstanding the turning movement of the crank 9. The blocks 15 are shown
as suspended in the usual manner with merely one spring 25 to keep the upper
end of the block from the wheel. Upon the buffers being, pressed the cranks 9
are turned and the blocks 15 pressed to the wheels.

page_text: The shaft 3 is only carried through the sill far enough to permit one double or
two single cranks 5 to be keyed on it, tho fulcrum of the cranks 9 being a pin 8
passing through the end of the cranks 5, so that upon raising the handle 4 to the
upper catch in the rack the cranks 9 are raised, and the blocks removed so far
from the wheels that the stroke of the buffer spring cannot cause them to touch
the wheels, and upon lowering the handle the blocks are forced or pressed to the
wheels, but a slight turn 24 at the end of the crank 5 prevents the cranks 9 from
turning back by the pressure, and thus the brake is applied by hand.
In the buffer case is a small spring 28 round the buffer rod 11 and resting
against a plato or cup 29 fastened to the end thereof; this spring yields, say, 2
inches to a pressure of about 1 cwts. which must be compressed before the blocks
are applied. The buffer plunger 30 is separated from the rod 11, and a plate 31
is fastened to it by a nut 32 within and centrally supporting a spring 33 in the
buffer case 34, the other end of the spring 33 being in the cup 29 at the end of the
rod 11; this spring being comparatively strong passes bodily onwards until the
blocks reach the wheels and then by its pressure the wheels are locked, the rods 13
being "toggle"-shaped, and having a leverage preferably of about 3 to 1. Instead
of joining both rods 13 to the crank 9 and thereby necessitating a box screw on
each rod for adjusting purposes, a single screw and box nut 35 with a jaw at either
end could be used, as shown in Figure 5, illustrative of the modification which will
bo next described, and also in Figures 7 and 9, this one screw adjusting the two
blocks 15 to the wheels.
In the modification illustrated in longitudinal section in Figure 5, and in partial
plan in Figure 6, my improved brake is shown as applied to wagons having one or
two long laminated springs 36 fixed under the body of the truck or carriage; in
this case the centre or unbending portion of the spring, instead of resting as in
ordinary cases against a cross sill or block of wood, must be able to move onwards,
Bay about three inches, then if there is no room between the spring and the centre
sill 12 a cast iron cylinder 34* containing two springs 33, 28, similar to those in
the modification illustrated in Figures 3 and 4 is placed underneath it. A small rod
10* connected to the draw bar 11 by means of a curved rod or arm 37 is secured to
a plate 31 in the cylinder 34* and is allowed to slide in the arm 37 at its point of
connection therewith so as to enable the drawbar to be pulled outwards without
moving the rod 10%. A rod 10 passes through the other end of the cylinder and
the spring 28 and is secured to the cup 20 in which the spring 33 rests, and is
bolted in an elongated hole in a lever 38 which has its fulcrum in a casting 39,
and the other end of which is turned up so as to be level with the top of the bell
crank 9, when the handle 4' is in the centre catch of the rack 41 in the position
dotted in Figure 5 and is connected to the crank 9 by the rod 28", so that when tho
buffers are pressed the spring 36 passes onwards with the arm 37 pressing the spring
28 which yields to a pressure of about 1 cwt. and turns the lever 38 by means of
the rod 10, and thus forces the crank 9 until the blocks are pressed on the wheels
by the rods 13, the action being the same as in the preceding modification, as it is
also as regards the applying of the brake by hand and the prevention of the buffers
from applying the brake by raising or lowering the handle, and consequently the
levers 5, the ends of which form the fulcrum of the crank 9, to keep which latter
solid when the brake is applied by hand a small projection 24 from the lever 5 is
turned behind it. The blocks shown are the same as in the next preceding
modification.
It is not absolutely necessary to have the cylinder 34* under the middle of the
wagon, or the two springs 28, 33, in it, as by placing the small spring 28 between
the spring 36 and the centre sill, or as shown in the longitudinal section Figure 7,
and in the plan view Figure 8, the latter spring after compressing the former
sufficiently to apply the blocks to the wheels would itself press directly upon the
lever 38, or if necessary by means of the arm 37 and the rod 10, and consequently
upon the blocks; the object of the spring 33, if used, being merely to limit tho

page_text: pressure upon the blocks. The pressure can however be limited by curtailing the
stroke of the buffer plunger. The rod 10 and lever 38 may be placed at discretion
to suit the wagons to which the brake may be applied.
In the modification illustrated in longitudinal section in Figure 9, and in partial plan
view in Figure 10, and which to a certain extent corresponds with the modification
lastly to be described, the improved brake is shown as applied to a wagon having
springs 36 in the buffer case 34 at the end of the wagon in the usual manner.
The small spring 28 in this modification is fitted in behind the buffer case round
the rod 10, which presses, as in the modification illustrated in Figures 3 and +, against
the cup 29 in which the ordinary spring 36* rests, but the spring 28 has a resistance
when open (as far as it is allowed to go) of about 13 cwt. An axle 8 passes across
the wagon, resting in two brackets 27 fixed under the side sills, and is provided with
three cranks 9* and 16, the rods 10 being connected to the cranks 9* and provided
with-slots to enable them to be compressed independently. The crank 16 acts
upon the lever 38 by a rod or bar 10*, which is provided with an oblong hole to
admit of the circular motion of the lever 38, which has its fulcrum in a casting 39
bolted to the inside of one of the side sills of the truck, and works in another
oblong hole or slot in the pole 10**, which passes through the cylinder 34* containing
the spring 33, and is continued through the cross sill 12, and connected to the bell
crank 9 by the link 28. The small spring 28 is enabled to compress the spring 33,
which requires about 30 cwt. to compress it sufficiently by means of the leverage
(about 3 to 1) afforded by the positions of the rods 10* and 10** in relation to
the fulcrum of the lever 38; the spring 33 is controlled by the truncated or cupped
piston 29, which forms part of the rod 10**. Upon the buffers being pressed the
small spring 28 is compressed, and consequently the spring 33 is released, resulting
in the bell crank 9 being turned and the blocks applied; and conversely, when
the buffers are released the spring 28 also is released, and the spring 33
compressed, resulting in the blocks being drawn from the wheels. The mode of
releasing the blocks from the action of the buffers and of applying the brake
manually are the same as in the modifications herein before described.
In the modification illustrated in the longitudinal section, Figure 11, and in the
partial plan view, Figure 12, the improved brake is shown as applied to a wagon,
having the long laminated springs 36 centrally thereof, as in the modification
illustrated in Figures 5 to S, by releasing the spring 33, the action of which is
controlled by the smaller spring 28, assisted by a leverage of about 3 to i;
established by the position of the fulcrum of the lever 3S. The spring 28 is placed
behind the laminated spring 36, or as in the modification illustrated in Figures 5
to 8, under the sill, and is pressed inwards with the buffers, thus releasing the long
arm of the lever 38, and consequently the spring 33 which is compressed by the
short arm of the lever 38 which works in a slot in a connecting link 28. The
spring 33 being released forces the cranks 9, as previously described, and com-
presses the blocks to the wheels, the rods 13 being connected as shown to the
cranks 9, or, as in the modification illustrated in Figures 5 to 8, to the box and
screw 35. The spring 28 has a stroke of about three inches, registering about
15 cwt. when tightly compressed, and about 13 cwt. when open far enough to
totally confine the spring 33, the latter spring registering when thus confined
about 30 cwt. and about 1 ton when released about an inch, when it is resisted by
the wheels, therefore the cranks 9 having a leverage of about 3 to 1 on the blocks
by means of the angle formed by the rods 13 and cranks 9, the pressure would
necessarily be about 3 tons and amply sufficient to lock the wheels, the action of
the handle and levers 5 being the same as in the modifications illustrated in
Figures 1 to 8. An axle or shaft 8 passes across the wagon connecting both buffer
plungers by two cranks 9*, so that the pressure may be equal upon the ends of the
spring 36.
Where a series of carriages constantly run connected together, as in passenger
trains, in lieu of using a handle at the side of cach carriage, as hereinbefore
described, I connect to a crank depending from the shaft 8 or its equivalent a rod,

page_text: which passes to a bell crank at the end of the carriage, the other arm of the bell
crank carrying a vertical rod carried at the end of the carriage, and which engages
with and can actuate a hand lever carried transversely of and at the end of the
carriage, the lower end of the rod carrying a pulley which rises and falls with the
rod; the under part of the frame or sills of the carriage also carries other fixed
guide pulleys, and resting on these but paissng under the movable pulley passes a
continuous chain, which can be tightened from the end of the train, and so act upon
all the hand levers for the purposes hereinbefore specified. This position of the
hand lever is also very favorable for actuating the brake mechanism by hand.
Among the advantages attendant upon the adoption of the above described
improved method of actuating brake apparatus, and the application and use of
apparatus of the nature herein before described may be mentioned the following:
The whole train (goods, mineral, or even passenger) may be placed completely
under the control of the engine-driver, and thus the danger of a heavy train over-
coming the resistance of an engine either on steep gradients or level roads will bo
avoided, and collisions and loss of life will be thereby prevented. The very
dangerous practice of brakemen jumping from wagon to wagon of a goods or
mineral train to put down the brakes while the train is going at great speed is
rendered unnecessary. Damage to the rolling stock is avoided by rendering
unnecessary the immediate application of the engine to its full resisting power,
which causing a violent concussion of the following wagons frequently results in
damage to the sills, buffer-blocks, and other parts of the wagons or vehicles, it being
only necessary at first to apply just sufficient resisting power to bring wagons
together so as to cause the action of their brakes; when, by applying all the resisting
power the engine may be capable of the train would be almost immediately stopped
without any further concussion of the wagons but merely a continued self-exhausting
pressure, such danger being further avoided by preventing the frequent breaking
of coupling chains and draw bars caused by the present method of fastening down
the brakes of a mineral or goods train on steep gradients to keep the train undor
control, thereby rendering necessary the application of steam power on occasional
flat gradients, which causes a great snatching or jerking of the couplings and
frequent breakage thereof with a heavy load behind. By preventing wild runs
when descending steep gradients, resulting at times in collisions, loss of life, and
often the entire destruction of the rolling stock employed, whether from the insuffi-
ciency of brake power, the load driving the engine or engines before it, or from the
breaking of coupling chains when asconding steep gradients when the brake van is
insufficient to stop the detached and receding portion of the train, to the great and
imminent danger of any trains following, which are thus frequently brought into
collision; and in either of which cases the application of my improved brake-
mechanism will be found invaluable, and to at once remove two of the greatest
dangers incidental to railway-travelling, especially where the traffic worked is
heavy and the gradients steep. Economizing the steam by rendering unnecessary
(as above stated) the application of steam power on gradients, since the moment
the engine ceases to press the buffers the brakes are released; should it be necessary
to take the engine away temporarily the whole train would remain immovable
upon the brakes of two or three of the leading wagons being applied by hand.
Dispensing with banking engines, which on many railways with steep gradients
are kept at great cost for the sole purpose of assisting to control heavy trains down
steep gradients. As each wagon can be controlled by the engineman in advancing,
or by the brakesman in receding without connection with any other wagon except
by contact, it is not necessary that every wagon in the train should be fitted with
this brake before it is available for use, thus overcoming the great difficulty of
bringing into use on wagons the continuous brakes in use at present on some
passenger trains. If the brake mechanism of any carriage in the train becomes by
accident impaired it does not in the least prevent the working of the other brakes,
which is an advantage not attainable by the continuous brakes now in use; while
collectively the whole train of whatever length it may be, may thus, and by the

page_text: other means hereinbefore referred to, be brought under the control of the engineman
or brakesman; still each wagon will retain its hand-lever by which the brake can
be effectually worked for siding and shunting purposes.
Having now described the nature and object of my said Invention, together with
the manner in which the same is to be or may be performed or carried into practical
effect, I would remark in conclusion that what I claim as my Invention is,—
The hereinbefore described improved method and means of working the brakes
of wagons and other railway vehicles, and the employment of the improved
brake mechanism as hereinbefore described, or any mere variations or modifications
thereof in conjunction therewith; the principle of this improved method and means
and upon which the improved brake mechanism (and modifications thereof) is
constructed, being that the brakes shall ordinarily be applied through or by means,
of the buffers upon any concussion or running together of the wagons, and that
the action of the buffers shall be controlled and the brakes thrown into or out of
gear, & worked, if required, by hand mechanism; the object being to allow of
the brakes being automatically applied by the buffers, or of their being (by means,
of the hand mechanism) thrown out of actuating gear therewith and be worked by
means of the hand mechanism, their operation being controlled by simply shifting
the position of a hand lever, each part of such combination acting separately and
the whole conjointly, substantially as herein before described, and as illustrated on
the accompanying Sheets of explanatory Drawings; and I especially claim tho
particular combinations of mechanism for carrying the principle of the Invention
into effect, as herein before severally described, and as illustrated respectively on
Sheets 1 to 5 of the accompanying Drawings, or any mere variation or modifications
thereof.
In witness whereof, I, the said Charles Thomas Hulett, have hereunto set
my hand and anal thin Thin Ontahan in the A
TA