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J-.' ''■■/ 
 
 Vy-^" 
 
 I 
 
 iiiUMniinnmiiHiiiiinian^ 
 
 r-. 
 
 WIDDIFIEtD& BOWMAN 
 
 ELECTRIC AND AUTOMATIC . 
 
 1 RAILWAY GAR HRAkE i 
 
 SYSTBM 
 
 ifc-Sfe: 
 
 PIWEfflill 
 
 ■ J 
 
 .3 A Ne^ and Invaluable Railway laTcntion, perfect aad simple, which k ^ 
 
 Is. nieeta alLthe requirements of Riilway Experts ~ iS 
 
 p ID 
 
 I ' ■ ''" — ■' . 10 
 
 I Rights to this System of Railway Car Brakes I 
 
 ARK PROTECTED BY 8I)C UNITED. STATES PATENTS , 
 
 ' « y - , . • - 
 
 Further Patents fer the latest impre?ements are applied for. in the 
 United States, Canada aad all Foreign Countries 
 
 TORONTO : > 
 
 . Press of The Budget. 64 Bay SI^reet 
 
 V 1888 
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TO THE 
 
 Railroad lxTi:KHSTs of America ' 
 
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 Stfil 
 
 IS \uim\\u'A you j.laiis .n.-r sp..rili.ati.,ns iiM.l workTuK details ot the 
 Wm.I.IKIKI.!. A-iVrtVMAN Km-.CIIM. ANl. Al'TOMATIC RAILWAY CaK 
 
 ISiiAKK SvsTKM, vv(. wonl.l say that the invj-ntors had in view the ^. 
 r<.q«i.0M;.-..ts s..t ,t...tl. i.y the Mastn-Car Hnild.Ts' Association of America, 
 aft,.r tin- t.ials ..( l.rak.-s at I'.n. liu-t..,,. in ISS.; and 1S87 ; and we hetieve ; 
 th."yhav.-in.tl,isM..«ly.on.pl.:M-i iMv.i.Mou a syst.ni that perfectly fulfils 
 in i'NVry respect t:.,' p..ints of rir.ri..a.y r...piired l.y pron.i(ient railway ex- 
 perts, especially for frciii'''^ '"i'' ^'■''^''■'"- ' ■ 
 
 Kitty freijrht cars.' e.piippe'1 witli tii." •ineciiinical parts of this system, 
 upon Nvhich (i.oy obtained their lirst pat-nts. have Weeu in constant service on 
 •the Lehi-h Valley KaiKvay sin-e rh ■ P.nrlin-ton trials in 1886, and the 
 partii have proved ellicietit and eiidural.l.'. No repairs have had to lie made, 
 and there iloes n/>t appear t.. Im- 1 he least wear or tear f.T any parts of the 
 device since plact'd in use. . 
 
 The Kiectri.al parts ..f tliis invention l»av«! recently heen completed and 
 its application to the fri.tional neMl.ai.isin (wl.ich has undergone changes in 
 some important particuliirs), Ua< uwU' up a system of l.rakeA, siluple, perfect 
 in operation and fully adapted to all the nM,uirement.s of practical railroadin}(. 
 IJri.'tly, with (his hiake system, w.- apply the brakes on each and every 
 ear on the lon-r.-st train si.nultane.»usly. release the brakes on each and every 
 car simultaneously, cut out .us in shunting without setting the brakes. 
 The locomotive can be detached leavi.i- the train under pu-fect control at 
 ' the caboos." or^rear .-ar. In case of a Invak loose, tiie brakes apply at once 
 all along on both se.-tions of tin- train and release at will from either end. 
 
 This new power brake can Ik'i appli<'d to any of the brake gears at present 
 * " '■ . 
 
 in use, at a remarkably small cost. 
 
 i*4»*'.Jj4£i*tJK 
 
-^^'^'~ 'in ''-'*- "*• v-^'* ^1 ' "" "^ 
 
 "l^''^^'?' 
 
 ■ !.-*»? 'fc™ii^'jpffflb3"(.i.- 
 
 -.i'li 
 
 DESCRIPTION OF MECHAMCAL AND ELECTmCAL PARTS 
 
 'I nil. 
 
 WIDDIFIELD fe BOWMAN 
 
 Automatic ElcctnV HrakI, 
 
 # 
 
 AS PLACED UNDER EACH CAR. 
 
 /•' 
 
 
 /- 
 
 ' -Ciir AxJ.-,su{.|.ortiiix »-.ir wIhcIs //. 
 
 • /-Collar c-fist oil nxh' A. 
 
 f -Lfirt;.! friotioM wlu-.-l, witii sliatt /! 
 
 Small frictioM « I,,.,.), «ii|, .sl„i„ '., I 
 
 -tulcru.noth.vcr/.. o . Pivot t..r Lv., , 
 
 -Support for sliaft/ r -Brak.. Irv.-,- / 
 
 -I^M^t k,ver WW .inns .......ct r..s,.....,in.Iy .nl, 1,..,. ,. ,,„, ,,„^, .j 
 
 ~Umm conn.>ct..d to shaft ./■and l.rak.. I.x .,• / ^ 
 
 -Chain connected with shaft ,, and l,.v,i- „• 
 -Pivoted levnr whose one end is attached to chain ,• unl ,1... ,1 i , 
 ^er . Wi. operated Uy rotation .. s,n,f. , i, i: / I;:,!, ^ 
 
 When the l.rake is on full th- tWI,.., ..,.1 „f l....,- »• s,nl .• .1 1 
 
 . ..shaft . ,.eventin, too ,re.t s.es. or ..r....,.,. on U^^^^^ '"^"''' 
 
 -Solenoid used in applyinj; hrakes. 
 -Solenoid nscd in releaMn;,' l.rakes 
 -(^o in solenoid F .ith .^lek / aMa.-in-d. VVh,:,. , l„. s.,|...oid i' is ....li.-d 
 
 the core Xms attracted upuurds and n.unt ,i .-a ,..,, ,,' ,-;"•' 
 
 ratchet ni Until released. '^'" ''•'' 
 
 -Core in Holenoid /,, used in r,.|ea.in. l.,ak..s and ad.,H,.d t. i.,. a, tr.... I 
 upwards when solenoid /, is n.a^n.eti/., ,1. ' ' " •^' ^'-i. td 
 
 -Hatchet whose free end is over cnv . or s..l,.n-,..| ,, I , I ■ n 
 
 .«u^-,u.i,„p„,.„ of „„„„„,,.„. ,,,,, I:;;.,; ;'■;:•;:;",;;: 
 
 ooiTHasc™(liMgVel«i»™tli<,P,ral,-s ; ■ -> M,,,l ip„. 
 
<■ 
 
 
 DESCRIPTION OF THE PLANT ON LOCOIV^OTIVE AND 
 REAR CAR AND ELECTRICAL SYSTEM APPLIED 
 . TO A RAILWAY TRAIN (Fig. 4.) 
 
 yl-Gem-nitor oil locomotive. yl ■-Generator on rear car. 
 
 J/-(iener.itor in circuit with conductors T <k Ji tlirougl. solenoids (^ ic Q\ 
 
 /-•-Solenoid (under cars) for applyinj; brakes. 
 
 ;< — Solenoid (under cars) for releasing brakes. ,_^ 
 
 U & 0'--Autoniatic "solenoids on locomotive an<l rekr car respectively in- 
 closed circuit with generator M and ctonductors f .t li. W hen magne- 
 tized they hold cores, X k X\ suspended overj^itact points A ^ A . 
 
 C— Positive conductors to solenoid ^'. /'^"""^^ 
 
 J) Positive conductors to solenoid p: J 
 
 y-'Positive conductor of autoiivatic Qif^uit in connection with solenoids Q 
 
 &.QK ^V^ 
 
 Ji Negative conductor, coniniwn to all circuits. 
 
 E& ff'-Switch lever on 'locomotive- aiid rear car respectively for making 
 
 • contact with the terminals k\ /c\ ^•^ k\ k: . 
 
 ^» — Terminal for conductor C. 
 ;t''-Termit.al for connection with conductor D and solenoid p for releasing , 
 
 brakes. , 
 
 k^y, k\ l« -Terminals of an ordinary rheostat for graduating the cur.-ent. 
 ^Ji_Te^minal in connection with switch levers E & A''. 
 X ik «'— Cores of solenoids Q & QK ' ' 
 
 V JJ y-Plug used for holding cores x & .v' out of contact with t & F us.d 
 
 when shunting, cutting out cars, ety. 
 F, kf\ A*— Resistance coils adapted to graduate the current to 807„, 60% or 
 
 40% of the total electrical energy. 
 
 1 
 I 
 
 THE ELECTRICAL COUPLING (Fig. 3) 
 The Electrical Ooupung, as seen in Fig. 3, consists of the combina- 
 tion of a metal frame. U, hollow, and containing the terminals \, V, r 
 irs^ctivey belonging to the conductgrs B, C & D, and mounted ui>on msu- 
 leZ Tin the inirfor of the frame or casing, U, provided with a ternunal 
 ^'conductor, /, secured to the outside of said^as.ng, -f , t^"--!^^*^;? 
 elastic and adapted to press upon its mate in the other half If fo any 
 reason one of tlie brake mechanisms is to be cut off or out of circuit, tne 
 cotTZg may be operated by hind ; or. in case of a " break loose," it separates 
 automatically with the train without damage to the coupler. 
 
., ^■.#' 
 
 <y-<r 
 
 1 
 I 
 
 •( 
 
 ikiiiu j^' 
 
 THE GENERATORS. 
 
 TI„.f'yvKHATOit.i serves for all ordinary purposes, while the generator 
 
 •last from six to eight months, when they are again charged. 
 
 > 
 
 THE ELECTRICAL SYSTEM. 
 
 Tl.-, V. KCTRicu Systkm euiploykl is an open* lircuit system, so tliat any 
 system. .' , n w 
 
 The lidclifleld & Bowman Electric and Automatic Railway Car Brake 
 
 to produce the necessary l.rake power. 
 
 - By this n.ea„s an in.puls^of the electric current is first used to^ move 
 
 coUirr, e (on the car «xlc, .1), ami to retail'. 
 
 Th. power thus <l»velop«l l.y tl.n roVolving of.tho -'""" .P° "'^ « .J! 
 
 rt£r:;;u:rTi.r:5srou£» 
 
 power by means of the compound .pulleys and levers p.oduce tne j 
 
 brake power. . , » 1/ / * 
 
 The brakes when set^^re held in position by means of the ratchet .V (.* 
 shown in Fig. 1), untir released. 
 
 ^}^ 
 
 INCOMING THE TRAIN THE FOLLOWING 
 METHODS ARE USED. 
 
 4 
 
 / GRADUATING THE SPEED. 
 
 Assumini/that the electrical brakes are in their normal condition, the 
 train be' ng in' motion, and that it is desired U> stop or slacken the «peed. the 
 engimw moves the switch lever, E (shown in Fig. 4), successively .nto contact 
 
:*;: • 
 
 l«^^er,/,,o,K..atoso.. its f 1 i^ ' "' n ^ T*''*'' ^'."P^^^'^ so that the spring 
 «lectriccu.r«Mt K , u ^ . li 'M"-e.ssu.o dependent upon the an.ount of 
 and causes the hn" ^ ' ",^oL;fl'^?" '""r '?*"'' ''' "'"^'' "P«^''»"'. '% 
 
 pulley. ./. is p..e.ssed 'ilil^^ZZ^^f T;otlt n'SV 7'" *'"„ ''^^«f 
 now Occurs and itn aU^ft *• i •• . rotation of the larL'e pu4 ev. iL 
 
 ••-.:;,ieve.., tz ?lii^i.^\h;: tsri;;!;.:^ ^"^^"' ^ '^"^"^ ^''^'-^ 
 throuj:Ksix'ul;d^:i/r^f'''^^^''^ '^-^'^^ -'-*'">' -^ --'y 
 
 noise, shock or jar to any portion "'' ''"'^l'"'' ^•*''**"^ I-nceptil.l,. 
 
 /EMERGENCY STOPS. 
 
 RELEASING THE BRAKES. 
 
 . tact ^tfei^I;;; '•?';j;^;"^'''"''^'- the switch haer, a; into con. 
 cores, ,^, .H>wa,i L'k, ;.j ,; ? J "^''''''"/"''V'''^^ ''' ^^''•^•'' ''"ract their 
 
 ^^<- released ^ns^ant,, a Jl.^^Ll^iL/rt ":;^;::t:;:^"'^ '^^ "" ^ 
 
 i 
 
 "BREAK LOOSE." 
 
 ^^th'^r;.::!:;::' VliJ 'iJ£Z^ ^i^^^ »>«j»^ —any m cosed circuit 
 
 suspended by ^J^J.^^^, \^^i^:T^ ^ ^ '^^ ^'^. "«'•' 
 that when the conductors 7' (• n ... .,'"*'^».* * '^■' in such positions 
 
 cores, JrA^T^ fa,, upo?Ltet^ '^'7 ""^ ^T^^^^' "•'' 
 
 conductors, Ji .fc (7. «nd aDoiv t 1 l! V ' J''*""''''^ '''"""" '''^ circuitof 
 
 trail-.. As soon as brouX^ to'a Ln .h' 1°"'.*'"' '"P*''*^^'' ''♦'*^^'«'« ^^ the 
 tiiat in the front section hv H»>—P' r""^" "*" ''*' release^Jkt will- 
 
 cond«etor,_as inCnden^t ellt;!f "'"'' "f *''" '" *''« ''«'"• «-timi by the 
 through gi^nerat^t^ri^if :!:;«" tirel?"*^ "™"" "' '''''''' -<='" Tt-"- 
 
 ^res wi:;;'L!:z^:i':^ri;:r:,:^ ^^^^^ ^•- ^"'«': •^-^^-^ -»>-'' -te. 
 
 «ections of train AUhori H . t "n ""tomatically applied to both 
 accident, the trl nVei, do^L ose'''n T Y\ T^^ *«to'»aticaIly in case of 
 stop. As if und "r 0^1*,?. err. ^°'*',^°"t~ <>? them and need not necessarily 
 the^ngineer":a1rreZrt,r X:r^^^^^^ -coi.idered desirable to do so! 
 men in the rear end to release theirs - ''^'^ '''"'^" '^"'^ signal the 
 
 :( 
 
 r" 
 
„»<" 
 
 veiily ^ 
 n nil ; ( 
 
 THE WIDDIFIELD AND BOWMAN ELECtRIC AND 
 
 automatic! brake system/ 
 
 1.— 1 
 
 /" 
 
 CLAIMS. 
 THAT it gives iimnediate und instantaneous application of iho l,rak|s 
 o.vall cars of the .longest train, and consequently » stops up with.n 
 lh\ shortest possible time and distance, without shock or rebound. 
 " -THAT it gives immediate and instantaneous release to brakes on all 
 '■ cars. The brakes never "stick," and iH-nce they do not re.,u.re 
 
 " bleeding " to release. . i i i 
 
 •V -THAT it gives immediate and instantaneous application ot the l.rak.-s 
 ■- to separated sections of the train in ease of a "break loose. 
 l-THAT it gives immediate and easy release (wlienrequiml) to brakes 
 to forward and rear sections of a separated train in *;ase ot a - -reak 
 loose." - ..'..■ 
 
 '^ -THAT the locomotive may te "cut loos." and "runaway, leaving 
 
 the brake power of the train under perfect control at the rear c>nr. 
 r, -THAT the train inay be "cut" anywhere a.ul at all times to "Hy out 
 
 cars," etc., without the brakes applying automatically. 
 7 ^-THAT it perfectly and smoothly graduates the sp.c.l of the train by 
 means of^esistanJe coils regulating the proper amount ot «l««tnc^ , 
 
 energy. , i i i i 
 
 S.-THAT the tension of the brakes, l«>ing perfectly adjusted aiyl chexrk.d 
 
 when "on full," will- not "skid" wheels, which muses the flatten- - 
 
 ing of car wheels. 
 9. -THAT the link and pin coupling may stilt be us.d, and with less wear 
 
 and tear to the rolling stock than at present. 
 THAT this sjLstem of electvical and Automatic brakes is cheap, endurable 
 
 and applicable to all cars using the present hand brak.s- -it can be 
 
 maintained at an estimated iniiiimum cost and easily understood b> 
 
 all'train men. , . * - .' 
 
 -THAT the mechanical parts are simple, endurable and do not ivquire 
 
 oilinw, as there are no loose valves, springs, etc. ' 
 
 l-> THAT 'the electric plant on t^ie Ipcomotive is light and portable and 
 •"■ can lM> e.isily transferred from, one locomotive to another, and all 
 
 connections made in a few minuses. 
 i:i-THAT the electrical coupling is very simple in construction and 
 ■ operation, and is easily pushed together, and that it uncouples itself 
 
 without attention whim shunting or cutting out cars, etc. 
 1 4 —THAT no parts can be effected by frosts Tir climate. . 
 15.-THAT the/t.rakes are noiseless in their application and release, a great 
 advantage wh^n used for passenger cars. 
 
 16 -THAT there is no loss of steam power in operating this brake system, 
 
 the brake power being received from the momentum of the tram, 
 hence a large saving tomotive power and running expenses. 
 
 17 -THAT a train fully equipped with this brake is at all tiiAes under the 
 
 • control of men at either end of train and. can be applied or released 
 by either engineer or conductor whether the train is whole or m 
 sections. 
 
 10. 
 
 11. 
 
'■m^jfs^- ' 
 
 .\ 
 
 '. '?''x. 
 
 WIDDI FIELD & BOVVMAN 
 
 ^kLEdTRIC CAF^'bF^AKE. 
 
 THE LATEST INVENTION. 
 
 t?' 
 
 
 .nnlv n- . ^" T ""*•■•'''" '' '^^-■d'*"tly broken in tho n.id 11^^ e , ak s 
 wvch section of tl « tram can Ih; releasfvl instantaneo.islv, aitliou^h the triin 
 
 fully dmnonstratcd. Anotlier advantige oVer the present Lrakeo i.lu.^ T 
 Wo t,.e longest train is in.lepende.ftly and inZu "a ed ^Pon tullh! 
 whole train «mdually slows up to a stop without any vibration or l.unina 
 fhe essential features of this new l.rake consist of .v con.po te sleev'St mi 
 to the car axle, upon which two friction pulleys, properly ..eared are thrown 
 
 Sirlnnh -^r' r^"''^' "' ^'^'^"^ '^"••••^"'' ''>' ^^^''^1^ a cirai^ Sar is wound 
 vh ch applies the brakes to the car wheels. The electricity is stored in cells' 
 which are placed on the enj^ine and rear car, and carri.^d l./r insulted 
 wire cable along the train, and suitably coupled between each !.„r T. 
 
 winch may be used also to liffht the train The annhVnHn.. ^t \T- ,*' , ' 
 cos^ less than one-third and Hie expense of rJZ.^^^^ l^^eS 
 that of the air brake, In-cause an impulse onlv of electricity iral that ^« 
 
 tZ dL°th'^^^^*''\"r'"^ ' Wetion "obtained -from the mlent;". oftl e 
 train does the rest A large train is now being «tted up at the shoos of t e 
 Lehigh Valley Railroad, under the supervision of the ^inven ors torun to 
 New York, and a strong syndicate of capitalists is being orgaS To contr^ 
 the American patents. Patent, are also applied for%nTanada S S . 
 fomgn countries. When it is considered Zt there 1 o^^ ^oSS^^ 
 freight cars in America alone upon which the hand brake is sJil'in use 'T 
 importance of this invention can be partly realized.- r/Ji^^LXclnt: - 
 

 
 ■^ ^ ' ■ 
 
 
 
 1 
 
I 
 
 ^, 
 
 \: 
 
M^ 
 
 TO THE 
 
 RaII,R().\1) INTI-RIISTS Ol' AMERICA 
 
 'li^ 
 
 i 
 
 I 
 
 N l.an.Un,^' you i.lai.s ,ii,.l*,po.ili<ati..ns lui.l wo.kii.K details of the 
 
 WlI.I.IKIKM. .V l'..rtVMAS*i:i,K(IIM. AM. Al'TOMATlC HaIMVAY CaU 
 
 IliiAKK SVsiKM, w.' W..V.1.I say (liat tlic iinrntois had in view the ^ 
 
 K '"W^ 
 
 #: 
 
 'Br. 
 
 requiiei.i.'nts srt tunl, l.y the Mas*.-.- Car Hi.ild.Ts' Associat'iou of America, 
 aftor tlw trials of l.nik.-^it Uiulin-ton. iu 1 SSC, and IS87 ; and we believe 
 thoy hav.-in this n.-wly .■oii.|>l.;....i ii,v<..ition a syst.ni that perfectly fulfils 
 ini-v^^y resj.ectt:..' points ot' .Hi; i.si.y r.Minired l.y pronu.nent railway ex- 
 perts, especially for frcixlit car s.-rv ice ■ 
 
 Fiftyllfretjiht cars. .'qilipiMHl with tli.> MniH-lmncal parts of this system, 
 upon which they ,.l.tain.'<l their lirst pat-Mts. have l..-eu in constant service on 
 the Lehi-h Vall.-y IfaiKvay sinct> th • liin:!in-toi, trials in 1886, and the 
 parts have proved ellicicit and'endurahle. Xo r.' pairs have had to Ije made, 
 and there (hH-s not anj.ear to l.e th«' ^^'^^^ ^v"'^*'; ok tear f.T any parts of the 
 device sinci' |)la(fd in use. , 
 
 "The KUrt'i'"il l^rts of rliis invcMtion have recently heen completed and 
 
 its appiicaJ,iou to th.> frictioiial mchanism (which has undergone c)»anj,res in- 
 
 ;8on.e inmortant particulkrs), h;.^ n.a-lr np a system of l.ra^eA, si>ple, perfect 
 
 in Operation and fully adapted to all the r.M,uirement^s of practical railroading. 
 
 ; :. : lirielly, with (his l.rak.' syst-.n, we apply the brakes on each and every 
 
 iar on the longest tr.iin siniuitaiM-ou^ly. release the brakes on each and every 
 
 car siinultaneously, cut out. c.r. in shunting without setting the brakes. 
 
 *the I'.womotive can b.- detached' leavin- the train under perfect control at 
 
 the caboose or^reaf car. 'in cas<( of^ a break loose, tin* brakes apply at once 
 
 .ill alonj; on both sections, of the train and release at will from either end. 
 
 This new p(.\ver brake can be applied to any of the brake gears at present 
 ill us«% nt. a nMiiarkalily small cost. ' 
 
 :\ 
 
:a 
 
 the 
 CaK 
 
 V the 
 erica, 
 •lieve 
 Fulfils 
 y ex- 
 
 stoni, 
 ipe on 
 cl the 
 made, 
 jf the 
 
 id and 
 jijes in- 
 >erfect 
 adin^. 
 every 
 1 every 
 irakes. 
 trol at 
 it once 
 end. 
 present 
 
 Jfii 
 
 .r 
 
 DESCRIPTION 6f mechanical and ELa'TmCAL PARTS^ 
 
 "I nil. 
 
 WIDDIFIELD fe BOWMAN 
 
 ; Automatic Electrir HrakI 
 
 AS PLACED UNDER EAGH CAR. 
 
 a 
 r 
 d 
 
 4' - 
 
 ;/■- 
 
 -Car Axlr. support iii^r .•.•,i- uIh.Is // ' 
 
 i <„ii V 
 
 / 
 
 f 
 
 4' 
 
 1..! 
 
 uul 
 
 t 
 
 It 
 r 
 n 
 r 
 ' ir 
 
 P 
 k 
 
 II 
 
 III 
 
 Collar cast on .ixfc A 
 -Larifo friction wh«M-l, witli .sl,i,ti y. 
 Small friction «l„.cl, will, slmtt ',. 
 
 -Shaft/.f largo friction. \v1,,..hI ,/. oil w!ii. -I, , •I,., -MS ui.'i , - • M 
 
 -swe „. .„.„.;„., „. „■, , ,.,..„„.,:':::„;:: :;;;i;' ■ :;i k:. 
 
 I«v,.r,r, cau.Mo^ the latt.-r to .,,„.,•;,(,.. • "' •^"'"I'M'I «<• 
 
 -Klastic lever *%iug stool for applvin^ lMuk..s ,.^,.„^. ,,. , ./",,, 
 
 .p.ectodw^hw,u.cl..nc.rodj^..:,,.;,,::;:;^^ 
 -tulcrun. of lover /<. o -Pivot for lov.,-,- 
 
 -Support for shaft/ r -Drake Lv.-,- / , 
 
 -Ho,u lover whose .irn.s connect r-specively .nl, l,...,- .: ,,„, ;,.,^, 
 -Chain connected to sl.aft yand I.rak,. lex .r /. 
 -Chain connected with shaft ,/ ii„d l.-v.-r- „■ 
 -Pivoted lover whose one end is attached to chain ,• unl tl... ,1 • i 
 
 \yhen the iM-ake ,.s „n f„Ii the f,.,M,.., „„., „f ,..^,.,. ,,. "^ T' ' '• 
 
 . .> shaft . Keventin, too ,re.t stre. or pr.s.,,.,... ::X:^' ''''"'' 
 -Solenoid Hsed ni applying hrakes. , " 
 -Solenoid used in releasing l.rakes ( 
 
 -C^>re in solenoid /' with r.^-k / atta.-i...,,, NV,,,:,. , ,.. ,.,,.,.,,, ,.. ^^ ,.,^^,, 
 the core X- .s .atracted n^.wurds and n.Hintain,.,i ac n.axin.nn. 1. ' :; 
 ratchet m Until released. ^ ^ 
 
 -Core in solenoid ;>, used in rei.M.sin- l.i-ikes .i.,,! . i . . 
 
 upwards when Glenoid, is ...ag,:;*:;; '^ ' ' ■"''""*' ^ ^^'•-^•-' 
 
 -Itatchot whose free end is over .-ore » or s.-l.-n-ri '/i | r i ■ , | 
 
 -k / hy an in.pu.se of current closed th. ghs:..!; ;::.:".;: 
 
 core « ascending releases tJ,e hrakes /-m, tlutthe 
 
 T«als of core k in solenoid /attached t<. the outer .nd of ti.e am. of _ 
 
 
DESCRIPTION OF THE PLANT ON LOCO»^OTIVE AND 
 
 REAR CAR AND ELECTRICAL SYSTEM APPLIED 
 ^ . TO A RAILWAY TRAIN (Fig. 4.) 
 
 ^-Gonumtor on locomotive. yl '-Generator on rear car. 
 
 jr_(ienerator in circuit with conductors 7' A ^J througli solenoids Q&<A 
 
 /-'—Solenoid (under cars) for applying brakes. 
 
 ;< — Solenoid (under cars) for releasing limkes. 
 
 (J &, O'-Autoniatic 'solenoids on locomotive and rear car respectively in 
 closed circuit with generator M and cbuductor-s T & H. W hen magne- 
 tized they hold cores, X k X\ suspended over contact points A ^ A . 
 
 C —Positive conductors to solenoid /'• 
 
 i)_Positive conductors to solenoid ;>. - 
 
 '/•—Positive conductorptautomatic circuit in connection with solenoids Q 
 
 H Negativt/conductor, commwh t6 all circuits. 
 
 E& A''-fwitch lever on locomotive and rear car resi>ectiv«ly for nicking 
 • contaH with the terminals ¥, Ir, ^•^ k\ k'. / 
 
 A"_Terminal for conductor C:,: _:,i^ / 
 
 Ar'-Terminal for connection with conductor D and solenoid ,> for releasing / 
 
 brakes. . '\^ 
 
 A-', k\ yl«— Terminals of an ordinary rheostat for graduating the cur.-ent. 
 ^.•i—Tenninal in connection with switch levers £■ it A''. 
 
 x&x* — Cores of solenoids (^ & Q'. 
 
 ,, & y'_Plug used for holding cores x & x' out of contact with k' & A" used 
 
 when shpiting, cutting out cars, etjp. 
 F, k\ /fc«— Resistance coils adapted to graduate the current to 80"/„, 60% or 
 
 40% of the total electrical energy. 
 
 THE ELECTRICAL COUPLING (Fig. 3) 
 The Electrical Coupling, as seen in Fig. 3, c^r.sists of the combina- ' 
 tio.i of a metal frame, U, hollow, and contaming the terminals », V, V 
 r^s^ctive^^^^^ to the conductors B, C & D, and mounted ujMjn msu- 
 
 Sw% the interior of the frame or casing, U, provided with a temvAal 
 n 'conductor, /. secured to the outside of vid^as.ng,c.cl.ternuna^^^^^ 
 elastic and adapted to press upon its mate m the other half If for any 
 reMon one of the brake mechanisms is to be cut off or out of circuit, the 
 ZpLg may be operated by hind ; or, in .ase of a " break loose," it separates 
 automatically with the train without damage to the coupler. 
 
 1 
 I 
 
 A 
 in 
 el 
 la 
 
 y 
 
'^;" 
 
 ND 
 
 y >" 
 
 ignc 
 
 ds (^ 
 
 ^kin 
 
 1 
 I 
 
 n ! 
 
 KlsiMJ,' / 
 
 THE GENERATORS. 
 
 " ust'cl 
 
 Th,. GB-iEB«TOK J serves f"' •" ordh»ry purposes, «Kile the t^-ner»tor 
 
 .. r..ircro, » ..u. .«-se •- '--t-; 7.:'.:°mi;?. "s 
 
 liX™ ,« to eigl,t montta, who., they .re .g.\.. charged. 
 THE ELECTRICAL SYSTEM. 
 
 Tho Fi ECTRIC^L Systkm e.i.ployVd is an open circuit system, so t^^^ jiny 
 system. ^ ti V 
 
 The liMifleld & Bowman Electric and Antomatic Mway Car BraKe 
 
 -^:r^:t:^v^^Ss:l/rsttS;-r::S^ 
 
 to produce the necessary l.rake power. 
 
 By this means an in.pulse of the electric current is iirst used to^ move 
 
 - coUar, c (on the car axle, «). and to rotate. 
 
 br%ke power. « 1/ / * 
 
 . The brakes when set'^re held in position l.y means of the ratchet .V (a% 
 shown in Fig. 1), until released. 
 
 0% or 
 
 inbina- 
 V\ P 
 11 insu- 
 ■mihal, 
 being 
 or any 
 it, the 
 parates 
 
 / 
 
 ,.■ ■ ■ /^ ■■"■ ^" ' ^\^ ■ ■■ ^- i 
 
 • ■ ■- ■ ■ 
 
 IN WORKING THE TRAIN THE FOLLOWINa 
 / METHODS ARE USED. 
 
 / GRADUATING THE SPEED. 
 Assumin^that th^t^^al h^^^^^^^^^^^^ 
 :::^:'i:TS:::Me^^^^^^^^^ Fig. ^.successively into contact 
 
 .,/, 
 
 4: ...^v.;a« 
 
'«ver,/,,o,M>,alo.s;,. its fin. ."'k V"""' ^•' »P«"»'-^'« ^a that the spring 
 
 c, ».rin«i, . them i a?..n t .e wS' "'"' "'" '"."*" »'""''y'''' ^"*""'« "'« <-'o"«'t 
 •'leotriccuTrent^ T.':!- .Satire"'" fu^'l^'^f * "P**" *'"' **"'""»' ^^ 
 and causes the \ov-rTtn'ivl\TJ"'lT"'^^^^^^^ '•- 
 
 PuiIey/./Js pressed ii^treolt^" 1-er ., u..til the la;^^ 
 
 now occurs and its nutft V J i • ■ ." /^ rotation of the lar«« pulley, ,/ 
 
 ••«... „ve,.. ru:? .t*i,:;',rS5 ri;!.?" -""■ y ""^•■■■'^ "■ '"^ 
 
 »r», ,i„, ,,„„, „t „,„ i^^r li' , ihr,r" '''-' •■"•"^--^i.v »„ .ri 
 
 ..oi«c., .hock „r j,.i- to ,u,.v°|irtl'« '"■ !''"*' """'°"' I»-™P«|'>1'- 
 
 EMERGENCY STOPS. / 
 
 all cars siu.ultaner^jv bv It s o^'lZ' l^'r ''^''f '^^ ^^•■"' f"" ^"''-'t on 
 descriLed.. The brJh 1.,?^ ti '"' '"" ''^/'. an.l mechanic.,, as previously 
 
 gradual .A.t ^^t; ^^Z:.^^'!!^::' '""'^^ ""' ""'«-V|-'" *" •' 
 ^ RBLEASING THE BRAKES. 
 
 . tact 5tfei^l;;i '?';;;;e:tu "f ''"^ *''^ ^'-^^'^ '•*^''•^x -to —. 
 
 ' vores, «, upwail ami m e t ?^f^^^^^^ ^'' ^^•'"■^•'' ""ract their 
 
 : i» solenoids, /'. Ire t !am irjll '.?* ratchets, J/, so .that the cores, k, 
 
 -• -'--H"--.y a;:fl.;;;i.!^L.;rt ■;::^:^^ -^ ^" -- 
 
 "BREAK LOOSE/' 
 
 suspended by the s^^n,7soZoiH^ nvlV L t ^' >'"' ''^'^^ ^ "" '^'' *»•« »'«"'« 
 thai wK^a die c^^^frt ^^. terminals, *' * /^> i„ such positions 
 
 cores. XS: X\ fall upon tL ';'i;r ^T^" H^ '."'''." ^'' ^^P*^--***^' ''- 
 conductors, /f A C and -mnrv IhL i V ■ ' J''*""*'**^ closing the circuitof 
 
 train. As'soon as' Srou "hf tVa Ln'\w' ."".*''" '"P*"**"'' ^''^•^■«"« "^ *''« 
 that in th. front section blftl—^' ^^^^ "*" ''« '•«'«««-<» «t wili- 
 
 con.Iuctor,-ari„de^3e^^, e . •"""^"'' *"^ '''" '" *'"' ''«*'• «^'«ti«n by the 
 through ^nZ^T^X^^ST^ """^''^ •" ^«^«« "' -«'• -tion. 
 
 feres wirhulrSJl'tcii^rthe bS'"^"^ ^^ °^''^^. *«"'^«"* -»''«»' -'- 
 sections of train A^tS H . t n ""tomatically applied to both 
 
 accident, the Sn me dott tet^^^^^^^ ^'^ automatic'ally iu case of 
 stop. As if under certain circumstan ^^t 1 them and need not necessarily 
 the engineer can release l^bSrt.e forwL"^.•^''•^^•^'^ ^° «"' 
 men in the rear end to release theirs ' **^ '^*"'" ^"'^ ''»»*' the 
 
 / 
 
 ( 
 
Yhe widdifield and bowman electric and 
 
 AUTOMATIC BRAKE SYSTEM. 
 CLAIMS. 
 I -THAT it gives immediate and insiantaneous application of il.o l.rakf-s 
 ■ on all ca?8 of the .longest train, and qonse.iuently " stops up w.th.n 
 
 the shoHest possible ttn^e and distaJi*. without shock or rolM)und. 
 •> -THAT it gives immediate and instantaneous release to brakes on all 
 "■ cars. The,brake8 never "stick," and honor they do not re.,M.re 
 
 ♦' Ideeding "' to release. . i i i 
 
 •J -THAT it gives immediate and instantaneous application ot the l.rakes 
 
 to separated sections of the train in case of a " break loose. 
 4 -THAT itgiv,.s imniediate and easy release (when required) to l.i. ikes 
 ' to forward and rear sections of a separated train n. case ot a break 
 
 loose." ■ - • .. ', . 
 
 r, -THAT the locomotive may lie "cutlmis. ' and "run away, leaving; 
 
 ■ the brake power of the train under perfect control at the rear car. 
 f, -TH AT the tPain 4nay bo " cut" anywhere an.l at all times to " Hy out 
 
 cars," etc., without the brakes applying automatically. 
 7 ^-THAT it perfectly and smoothly-graduates the spred of the tram by 
 
 means of resi.staiice coils regulating the proper ai.rr«.nt ot electrical ^ 
 
 energy. ,1111 
 
 8.-THAT the tension of the brakes, l.eing perfei^tly adjusted aii^l chexrked 
 when "on full," will. not "skid" wheels, which causes the flatten- 
 ing of car wheels. 
 
 9. -THAT the link and pin coupling may sliH be us.d, and with less wear 
 and tear to the rolling stock than at present. 
 
 10 -THAT this system of electrical and automatic brakes is clieap, endurable 
 andapplicabl^toall cars using the present hind brak.s-^-.t can be 
 maintained at an estimated minimum cost and easily understood b> 
 all trAin men. • . * 
 
 11.— THAT the mechanical parts are simple, endurable and do not ivquire 
 oilin'r, as there are no loose valves, springs, etc. . ' _ 
 
 l-> THAT Uie electric plant on t^ie Ipcomotive is light and portable and 
 
 •"■ can »M> easily transferred from, one locomotive to another, and all 
 connections made in a few minutes. 
 
 la-THAT the electrical coupling is very simple in construction and 
 
 ■ operation, and is easily pushed togethrt-, and that it uncouples itself 
 without, attention wh.^n shunting or cutting out cars, etc. 
 
 14 —THAT no parts can be effected by frosts or climate. 
 
 1.').— THAT the/t)rakes are noiseless in their application and release, a great 
 advantage whi^n used for passenger cars. 
 
 16 -THAt there is no loss of steam power in operating this brake systeiu, 
 
 ■ the brake power being received from the momentum of the tram, 
 hence a large saving to motive power and running expenses. 
 
 17 -THAT a train fully equipped with this brake is at all tiy.es under the 
 
 control of men at either end of train and can be applied or released 
 by either engineer Or conductor whether the train is whole or in 
 sections. 
 
 ''■ 1 
 
rw^. 
 
 . : '"' WIDDIFIEH-D c& B(DvyMAN : . 
 
 iLEiTRIC CAR; BRAKE. 
 
 ' ' ' THE LATEST INVENTION. ) 
 
 .r . ■ . 
 
 ype^d. .n otl.e.. ear b..k,.s i„ .^l hSh.f tL/^l^;,^*;^;, Kr^I: 
 Tuesdariast a miml.or of. railway ..vperts and otlu-rs frcm diflTrernarts o 
 the S ate« «^.d Ca..ada .net ut nethlehen. Pa., to Vn-w a to. o tl7 .wTak?. 
 - A fully equipped train was run up and down the Lehill \l'llev Rai k^^^^^^ 
 .put through every known tKst, and all were an.aml a he i m,| d/v ^^^^^^ ' 
 
 forty to hfty nnles an hour, within as short a time and distance Is t is noR 
 Ml^e to s op u train without l.reaking it upl.y^he fo.ve o t X ZlntSn " 
 Unl ke the air or any other hrake, this one is controlled from X" ^" ^f 
 tnU-Z .^''^'r '•'«*••"'" isaccidently broken in the niZirt e . ak s 
 
 pen section of the train can Ik.- released instantaneously, although the trnn, 
 .s separated the independent electric circuits remain in^^di ^rion eavh " 
 ahsoluM^ control of the. forward section ut the en-ine and of thrr. r rn" ** 
 
 up withl;:::'^^:^^ t . ?"^*^ ^'^ •- -^^^^^ -^ 1^ ."1^ s:5 
 
 up with the 1 rake m^y he taken into the middle of the train and switche 
 out at will without interfering with the operation of the Srfror ekher 
 
 ?i1en o'ns^nued VT'^''^ '"'^ '"^''^ *'"'^ i-portant advaZ«et 
 niiy clenionstrated. Another advantage over t he present brakes is that each ' 
 car on^the longest train is independently and instantly acted uDonfl^!j?b 
 whole train-gradually slows up to a stop without any vi.^" tio7or 'bj pin' 
 
 lXchTallev^?!ilrn W ^'. "".K '' "°'' '^'"''' *^'''"'' "P '^^ *''« «hops of the 
 i^nign Valley Railroad, under the supervision of the inventors to n... f^ 
 
 Xew York,and a strong syndicate of capitalists is being organS t eontr!j 
 
 the American patents. Patents are also applied for Tn^Sa 3 lu « 
 
 foreign countries. When it is considered that there Tre over i 000 000 
 
 freight.ciirs in America alone upon which the hand brake's stiU in ;«?'T 
 
 ^m^po^rtance of this invention ean^ be partly rea.i..S.-t;^,::iXlt 
 
-.i^ 
 
 ■■\ 
 

'V