IMPROVEMENTS IN RAIL- WAY AND OTHER BRAKES
Year: 1867

page_text: LETTERS PATENT to Alexander Melville Clark, of 58, Chancery Lane, in
the County of Middlesex, for the Invention of "IMPROVEMENTS IN RAIL-
WAY AND OTHER BRAKES."-A communication from abroad by Martin
Henri Rumpf, Merchant, of 29, Boulevart St. Martin, Paris.
Sealed the 21st April 1868, and dated the 26th October 1867.
PROVISIONAL SPECIFICATION left by the said Alexander Melville Clark
at the Office of the Commissioners of Patents, with his Petition, on
the 26th October 1867.
I, ALEXANDER MELVILLE CLARK, of 53, Chancery Lane, in the County of
Middlesex, do hereby declare the nature of the said Invention for "IMPROVE-
MENTS IN RAILWAY AND OTHER BRAKES," to be as follows:-
This Invention, which is illustrated in the accompanying Drawings, relates
to an improved brake consisting of a lever and skid and accessory parts.
The lever a is attached at one end at a point above and behind the axis of
rotation at 6, for example, for the purpose of locking the wheel by means of
the block c, which is attached at the other end of the lever and acts on
the periphery of the wheel at point d, for example. The point of attachment
of the lever may either be inside the wheel e, f, or outside e, g. The locking
of the wheel is produced by the fall of the lever, as seen at h, so as to prevent
its rotation. In order to take off the brake the lever requires to be raised,
for which purpose I use a bar of round iron i placed longitudinally under the

page_text: carriage, and supported by hinged bearings k on which it may turn freely. A
chain or cord or strap m is attached at one end to the brake or to the end
of the brake lever, and passes to a roller n above the brake, its other end being
attached to the bar o before mentioned, so that by turning this bar. the chain,
strap, or cord becomes wound thereon and removes the brake from the wheels.
In order that the driver may apply or remove the brakes instantaneously
throughout a train I connect the bars of the several carriages together, which
may be effected in various ways, but preferably as follows:-1st, at one end
of the bar which serves for transmitting the motion is fixed a socket having
two grooves p, while the other end is provided with parallel forked arms q. A
socket and fork are provided on the shaft of each carriage, the forks fitting
freely into their corresponding sockets, as seen at r, but as all the wheels may
not be of the same height, and the shafts are required to meet end to end,
care should be taken in fitting the bars to place them all at the same height
from the, rails; 2ndly, instead of the fork and socket above described the
-transmission shaft may terminate at each end in a jointed link s connected to
the adjoining carriage by a bolt and nut t, pin screw, or otherwise; or I may
if desired increase the number of joints and connect them together in different
ways so as to be adapted to curves and twists. This apparatus is regulated
by the aid of crank gearing on the tender within reach of the driver. The
brakes after being taken off by the gearing on the tender are held in position
by a pawl, by removing which all the brakes immediately fall on to the wheels
throughout the train by their own weight and prevent their rotation; thus it is
only necessary to give a few turns to the crank on the tender for removing
the brakes, and to remove the holding pawl for again applying them. I
further apply a ratchet wheel u at the end of each shaft by means of which
the brakes may be suspended when the carriage is detached from a train, and
when the carriage is joined on the catches are all reversed, when the brakes
will again be at the disposition of the driver. In order to ascertain whether
all the catches are raised the driver before starting should lift the pawl on the
tender; when if the gearing is acted on by the weight of the brakes it is at
once known that the catches are raised, but if the contrary is the fact the
driver takes the necessary measures for putting the brakes in gear, and if it is
found that the catches are all raised the driver raises the brakes by a few
turns of the wheel, when they will be ready for application when required.
If the weight of all the suspended brakes should be too great for the trans-
mitting shafts and the gearing on the tender, which could only be ascertained
by:experiment, I, obviate it by retaining the catches in the ratchet wheels of
the carriages, and providing a second transmission shaft v placed parallel to

page_text: the first, but requiring much less power to operate it, which shaft is employed
for raising the catches by any suitable means, as, for example, by the aid of
a chain, or the apparatus y, or otherwise, which is operated by the same
gearing as the transmitting shafts.
This Invention is illustrated in the accompanying Drawings as applied to a
railway carriage, Figure 1 being a plan, Figure 2 an end view, Figure 3 a
longitudinal elevation, and Figure 4 a longitudinal section of the apparatus,
while Figures 5 and 6 show details herein-after described. The same
letters and figures of reference indicate like parts in all the Figures.
a, brake lever; b, joint of same; c, brake block; d, point at which the
brake may act on the wheel e; f, point of attachment inside the wheel e;
9, point of attachment outside the wheel; h, lever in contact with the wheel;
i, suspending and transmitting shaft; k, bearings of transmitting shaft;
1, chain for taking off the brakes; m, strap for lifting brakes; n, roller over
which the chain or strap passes; o, point of attachment of said chain or strap
on shaft; p, grooved socket of transmitting shaft; q, forked arms on opposite
end of said shaft; r shows the parts p, q, connected; s, jointed parts of
transmission shaft; t, bolt of same; u, ratchet wheel for suspending shaft ;
v, small shaft for raising the catches; x, chain used for this purpose; y shows
another arrangement for releasing catches.
In the detached views 1 shows the brake surface with point of attachment
for the lever; this brake may be of wood or other suitable material, having an
iron plate or band on the exterior for connecting the lever thereto and disposed
so as to permit of the necessary freedom of motion; 2, lever; 3, side view of
lever and brake surface; 4, joint of lever passing through the brake surface,
the lever and joint being made sufficiently strong to resist the strain in locking
the wheels; 5, front view of socket having two grooves in which are received
the forked arins seen at 6; 7, inside brake surface shown in section in
Figure 1, and having a space made in it to prevent its acting on the flange of
the wheel; 8, extension of attaching plate bearing on the axle with or without
the addition of a friction roller; 9, extension of lever for counterbalancing the
brake if desired. The point of attachment may further be placed excentrically
to the axis of rotation at any suitable point. If desired the brake may be in
the form of a cone with a flange at bottom while the form of the lever may be
adapted thereto; in order that the brake may be introduced between the rail
and the wheel in front of the latter for locking it, but so as not to cause it to
leave the rail at its point of contact, at least to a dangerous extent. In this
manner the strain on the lever and point of attachment would be greatly
diminished, and the wheel driving the wedge before it (but prevented from

page_text: rising from the lever) would be prevented from rotating, while the sliding of
the brake on the rail and also of the wheel would increase the resistance to
velocity acquired and accelerate the stoppage.
The Invention thus consists,―
1st. In a brake composed of a lever jointed above and behind the centre
of the wheel provided with a brake surface for acting either on the wheel
or on the wheel and rail combined.
2ndly. In the arrangements described for applying all the brakes of a train.
3rdly. In the arrangements described for returning the brakes to position
or taking off the brakes.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Alexander Melville Clark in the Great Seal Patent Office on
the 24th April 1868.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, ALEXANDER
MELVILLE CLARK, of 53, Chancery Lane, in the County of Middlesex, send
greeting..
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twenty-sixth day of October, in the year of our Lord
One thousand eight hundred and sixty-seven, in the thirty-first year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me, the
said Alexander Melville Clark, Her special licence that I, the said Alexander
Melville Clark, my executors, administrators, and assigns, or such others
as I, the said Alexander Melville Clark, my executors, administrators, and
assigns, should at any time agree with, and no others, from time to time
and at all times thereafter during the term therein expressed, should and
lawfully might make, use, exercise, and vend, within the United Kingdom
of Great Britain and Ireland, the Channel Islands, and Isle of Man, an
Invention for "IMPROVEMENTS IN RAILWAY AND OTHER BRAKES," a communi-
cation to me from abroad by Martin Henri Rumpf, Merchant, of 29,
Boulevart St. Martin, Paris, upon the condition (amongst others) that I,
the said Alexander Melville Clark, my executors or administrators, by an
instrument in writing under my, or their, or one of their hands and seals,
should particularly describe and ascertain the nature of the said Invention,
and in what manner the same was to be performed, and cause the 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.

page_text: NOW KNOW YE, that I, the said Alexander Melville Clark, do hereby
declare the nature of the said Invention, and in what manner the same is to
be performed, to be particularly described and ascertained in and by the.
following statement, reference being had to the four Sheets of Drawings.
hereunto annexed, and to the letters and figures marked thereon. (that.is to.
say) -
:-
This Invention relates to improvements in brake apparatus applicable for
railway and other wheeled vehicles.
This improved apparatus may be variously arranged,, as is illustrated by the
examples in the Drawings.
Figure 1 shows a plan and Figure 2 an end view of one arrangement;.
Figure 3 a longitudinal elevation, and Figure 4 a longitudinal section of the
same; while Figures 5, 6, 7, 8, 9, 10, and 11 show details herein-after
described.
.
The apparatus consists of a lever and skid and accessory parts. The
lever a is attached at one end at a point behind the axis of rotation (at b, for
example,) for the purpose of locking the wheel by means of a skid c, which is.
attached at the other end of the lever and acts on the periphery of the wheel.
at point.d, for example. The point of attachment. of the lever may either be
inside the wheel e, f, or outside e, g. The locking of the wheel is produced
by the fall of the lever, as seen at h, so as to prevent its rotation. In order.
to take off the brake the lever requires to be raised, for which purpose I use a
bar of round iron i placed longitudinally under the carriage, and supported by:
hinged bearings in which it may turn freely. A chain or cord or strap m
is attached at one end to the skid or to the end of the skid lever, and passes
to a roller n above the skid, its other end being attached to the bar o before
mentioned, so that by turning this bar the chain, strap, or cord becomes
wound thereon, and removes the brake from the wheel. In order that the
driver may apply or remove the brakes instantaneously throughout a train I
connect the bars.of the several carriages together, which may be effected in
various ways, but preferably as follows:-1st, at one end of the bar which
serves for transmitting the motion is fixed a socket having two grooves p, while
the other end is provided with parallel forked arms q, Figures 10 and 11. A
socket.and fork are provided on the shaft of each carriage, the forks fitting
freely into their corresponding sockets, as seen at r; but as all the wheels
may not be of the same height, and the shafts are required to meet end
to end, care should be taken in fitting the bars to place them all at the
same height from the rails. 2ndly, instead of the fork and socket above
described the transmission shaft may terminate at each end by a jointed

page_text: link s, Figure 1, connected to the adjoining carriage by a bolt and nut t, pin,
screw, or otherwise; or 1 may, if desired, increase the number of joints, and
connect them together in different ways so as to be adapted to curves and
twists. This apparatus is regulated by the aid of crank gearing on the
tender within the reach of the driver.. The brakes after being taken off by
the gearing on the tender are held in position by a pawl, by removing which
all the brakes immediately fall on to the wheels throughout the train by their
own weight and prevent their rotation. Thus it is only necessary to give a few
turns to the crank on the tender for removing the brakes and to remove the
holding pawl for again applying them. I further apply a ratchet wheel,
Figures 5 and 6, at the end of each shaft, by means of which the brakes
may be suspended when the carriage is detached from a train, and when the
carriage is joined on the ratchets are all reversed, when the brakes will
again be at the disposition of the driver. In order to ascertain whether all
the catches are raised the driver, before starting, should lift the pawl ou the
tender, when, if the gearing is acted on by the weight of the brakes, it is at
once known that the catches are raised, but if the contrary is the fact
the driver takes the necessary measures for putting the brakes in gear,
and if it is found that the catches are all raised the driver raises the brakes
by a few turns of the wheel, when they will be ready for application when
required. If the weight of all the suspended brakes should be too great for
the transmitting shaft and the gearing on the tender, which could only be
ascertained by experiment, I obviate it by retaining the catches in the ratchet
wheels of the carriages, and providing a second transmission shaft v, Figure 1,
placed parallel to the first, but requiring much less power to operate it,
which shaft is employed for raising the catches by any suitable means, as for
example, by the aid of a chain or the apparatus g, or otherwise, which is
operated by the same gearing as the transmitting shaft.
a, brake lever; b, joint of same; c, skid; d, point at which the brake may
act on the wheel e; f, point of attachment inside the wheel e; g, point of
attachment outside the wheel; h, lever in contact with the wheel; i, sus-
pending and transmitting shaft; k, bearings of transinitting shaft; l, chain
for taking off the brakes; m, strap for lifting brakes; n, roller over which
the chain or strap passes; o, point of attachment of said chain or strap on
shaft; p, grooved socket of transmission shaft; q, forked arms on opposite
ends of said shaft; r, shows the parts p, q, connected; s, jointed parts of
transmission sbaft; t, bolt of same; u, ratchet wheel for suspending shaft;
v, small shaft for raising the catches; a, chain used for this purpose; y, shows
another arrangement for releasing catches.

page_text: In the detached views 1 show the brake surface with point of attachment
for the lever; this brake may be of wood or other suitable material having an
iron plate or band on the exterior for connecting the lever thereto, and
disposed so as to permit of the necessary freedom of motion; 2, lever;
8, side view of lever and brake surface; 4, joint of lever passing through
the brake surface, the lever and joint being made sufficiently strong to
resist the strain in locking the wheels; 5, front view of socket, having two
grooves, in which are received the forked arms seen at 6; 7, inside brake
surface, shown in section in Figure 1, aud having a space made in it to
prevent its acting on the flange of the wheel; 8, extension of attaching plate,
bearing on the axle, with or without the addition of a friction roller; 9,
extension of lever for counterbalancing the brake if desired. The point of
attachment may further be placed excentrically to the axis of rotation at any
suitable point. If desired, the brake may be in form of a cone with a
flange at bottom, while the form of the lever may be adapted thereto in
order that the brake may be introduced between the rail and the wheels in
front of the latter for locking, but so as not to cause it to leave the rail at its
point of contact at least to a dangerous extent.
In this manner the strain ou
the lever and point of attachment would be greatly diminished, and the wheel
driving the wedge before it, but prevent it from rising by the lever, would be
prevented from rotating, while the sliding of the biake on the rail and also of
the wheel would increase the resistance to velocity acquired and accelerate the
stoppage.
The point of attachment may be varied so long as it be eccentric to the
axis of rotation. The levers may also vary in form as well as the wheels,
which may be modified in shape to assist the action of the brake, as shown in
Figures 12 and 13, being respectively longitudinal and end views of the
modified arrangement.
1st, each wheel is provided with two brakes, one in front and the other
bebind, and acting in opposite directions; 2ndly, the brake lever has two
arms, one on the inside and the other on the outside of the wheel, so as to
embrace the same; 3rdly, the brakes are operated by the act of bringing
the carriages together for stopping the forward motion and by separating
them for arresting the backward motion; 4thly, an apparatus may be applied
if desired on the axle of each brake wheel to prevent the frictional contact of
the brake with the wheel while travelling.
Figures 14, 15, 16, 17, 18, 19, 20, and 21 represent the brake wheels
as formed in two parts, the central portion being fixed to the axle, and
the annular part turning freely thercou as a means of preventing friction.

page_text: on the rails. The four brakes in front of the wheels serve to stop the
forward motion of the train, while those in rear of the same wheels arrest
its backward motion. On reversing the motion of the train the brakes will
also act in a similar manner. The two parallel arms of lever a simply serve
to give increased strength to the brake apparatus.
The brakes being disposed as represented in Figures 12 and 18, it will be
seen that in order to move in the direction desired it is simply necessary to
attach the forward chain d to the coupling chains. of the carriages, leaving the
rear chain in position. The coupling chain on being drawn out will thus
raise all the brakes at the fronts of the wheels, they being connected by
a rod e. On stopping the engine the coupling chains immediately slacken, by
which means the brakes are allowed to fall on the wheels to produce the
locking action desired. In backing the train the buffers are pushed inwards,
which has the effect of raising the brakes at the rear of the wheels, which
brakes are suspended from the buffer rods by a chain, the backing of the train
can then be freely effected. This backward motion of the train is arrested when
desired by bringing the engine to a standstill, which is always the prime agent
employed, the buffers will then return to their original position, so as to let
fall the brakes in rear, when the further backward motion of the train is
prevented, and as the same motion raises the brakes on the opposite sides of
the wheels the train is free to move forward. In order to move in the
opposite direction, that is, with the engine at the opposite end of the train, it
is simply necessary to adopt a reverse arrangement of brakes exactly similar
to the foregoing.
To prevent excessive friction of the wheels on the rails by the sudden
stoppage of their rotation in applying the brakes I propose to make the
wheels in two parts, see Figures 14, 15, 16, 17, 18, 19, 20, 21, and 22. The
centre portion d is fixed to the axle and provided with a deep flange 6 of
some thickneess; the other or annular part a of said wheel turns freely on the
part d, and is held in position on the one side by the flange b, and on the
other by means of iron plates or a flat ring c, one or other being fixed to the
ceutral disc by means of screw bolts or keys. The flange should be
sufficiently wide to receive the brake, and when the latter falls on its
periphery the motion of the central disc d will be arrested, while the
surrounding ring continues to turn. In this manner the central disc of the
wheel forms the fixed axle, so to speak, and the ring a, the wheel turning
thereon, but with sufficient friction to arrest its motion for the purpose of
stopping the train as quickly as desired.
Lastly, in order to prevent the contact of the rear brakes with the wheels,

page_text: which brakes are lowered during the forward motion of the train, I mount a
screw f, Figure 13, on the axle, provided with a sliding collar 9 carrying a
movable ring h, to which is attached a small chain i branching in opposite
directions, and passing over pullies at k or otherwise, and thence extending,
as shown at l, to the brakes on either side in such manner that the rotation
of the axle and screw will cause the collar g to travel the length of the said
screw, thereby putting the chain i fixed to the brakes in sufficient tension to
keep them off the wheels to prevent friction. A similar chain fixed at
an opposite point of the circumference of the movable ring is employed
for acting on the two opposite brakes when travelling in a contrary direction,
which produces a like effect by the traverse of the collar along the screw.
Figures 23, 24, 25, and 26, of the Drawings represent a modified
arrangement of brake apparatus on this improved principle, the modifications
consist, 1st, in reducing the number of brakes to four, one for each wheel
2ndly, in reducing the number of levers to two, one for every two brakes;
3rdly, in an improved arrangement for applying and removing the brakes,
consisting of a single light longitudinal bar of iron, which serves to render the
brake action dependent on the position of the carriages with regard to each
other, as before, in order to effect the locking at the desired times.
i
Figure 23 represents. the one side of a railway carriage framing when
moving from left to right with the buffers projected; Figure 24 shows the
same carriage with the buffers pressed inwards; Figure 25 shows a plan
of the carriage with the buffers projected in moving from left to right;
and Figure 26 a similar plan with the buffers pressed in while moving in the
same direction. The same letters of reference apply to these four Figures.
The brakes are reduced to four in number with but two levers for each
carriage, each lever consists of two parts, one of which a is attached at one
end to the carriage framing at a point between the two wheels on the same
side, the other part 6 consisting of a lever mounted so as to oscillate at the
lower end of the part a. The lever 6 is provided with brake surfaces c, one
at each end, for bearing against the peripheries of their respective wheels at
the desired time. The longer arm of this oscillating lever bis further
suspended from the rod employed for transmitting motion to the brakes by
means of a chain d in such manner as to communicate the to-and-fro motion
of the buffers for the purpose of raising or lowering the brakes off or on the
peripheries of the wheels. The locking is effected in the following manner :-
The brake, Figure 24, for example, intended to arrest the motion of the
carriage when travelling in the direction of the arrow being lowered by the
act of compressing the buffers, the wheel at the forward end in rotating has a

page_text: tendency to raise the brake in contact therewith, while the rear wheel by the
same rotary motion draws its brake downwards in such manner that the
lever b between the two brakes will exert a double pressure and sufficient to
immediately lock the wheels and arrest the forward motion, although not
entirely preventing the rotation of the wheels, which continue to turn until
they are completely stopped without any great friction being produced on
the rails. The lever b is made of sufficient length to prevent its assuming a
horizontal position by the action of the wheels, but as the brake surfaces are
subject to such wear that ultimately they might fall too low, and in order to
obtain the whole available wear therefrom while preserving the position
desired, I may make the lever in two parts united end to end by means of a
screw or extending rack; in this manner the length of the lever may be
readily adapted to the wear of the brake surface.
The apparatus being thus arranged on the one side of the carriage for
acting in the one direction, a similar apparatus is disposed in an inverse
manner on the opposite side of the carriage to act when travelling in the
other direction. The transmission rod e placed longitudinally under the
carriage framing and passing through orifices in the cross bars of same, or
supported below them by means of guides f, is capable of sliding in the same
manner as the buffer rods with which it is connected. This rod is drawn to
on or other end of the carriage according to the direction in which it travels,
and is there fixed by means of a pin, spring, or otherwise to a transverse
bar g for connecting it with the two buffers or buffer rods. Thus when the
train is to run in the desired direction the transmission rod is pulled forwards
or towards the engine and fixed at h, as before mentioned, all the time
the train is travelling in such direction. In this position the brakes for
stopping the wheels are raised, while the others are lowered, although not
exerting any action on the wheels on account of the direction of rotation of
the latter. In order to bring the train to a standstill it is simply necessary to
stop the locomotive, when the compression of the buffers will cause the brakes
connected therewith to fall, at same time raising the others, the locking being
complete and instantaneous. On again starting the locomotive the buffers
reassume their former position, so raising the brakes off the wheels and
allowing the others to fall as before. The action of the buffers in backing is
sufficient to raise the brakes opposing such movement, and on stopping the
locomotive to arrest the backward motion, the extension of the carriages
resulting therefrom causes the buffers to assume their former position, so as
to let fall the brakes and stop the train.
In order to change the direction of motion of the train by placing the engine

page_text: at the opposite end, the transmission rod is disconnected at the point where it
has been hitherto fixed, and slid towards the other end of the carriage, which
has now become the front, and there fixed in the manner before described,
the action of the parts being the same as previously described.
Having described the nature of this Invention, and the manner of per-
forming the same, I declare that what I claim as the Invention to be protected
by the herein-before in part recited Letters Patent is,―
First. Locking railway and other wheels by means of levers and brakes
arranged and operating in a self-acting manner, as herein-before described
and represented in the Drawings.
Secondly. I claim the several means employed for applying and removing
the brakes, all as herein-before described.
In witness whereof, I, the said Alexander Melville Clark, have hereunto
set my band and seal, this Twenty-fourth day of April, in the year
of our Lord One thousand eight hundred and sixty-eight.
יזמוזA
A. M. CLARK. (L.D.)