Improved Means of Communicating Between Passenger and Guard and or Driver of Railway Trains.
Year: 1898

page_text: Improved Means of Communicating Between Passenger and
Guard
and
or
Driver of Railway Trains.
We, EDWIN EDWARDS, of York Street, Leicester, Manufacturing Confectioner,
and THOMAS KITSON, of Cranmer Street, Leicester, Engineer, do hereby declare
the nature of this invention to be as follows:-
This invention relates to improved means whereby communication may be
made between a passenger in any compartment of a railway train and the driver
or guard (or both). The communication is effected through the medium of the
vacuum in the brake tubes and upon a passenger turning a handle in any of the
compartments an alarm is sounded on the engine or in the guard's van or both
and a signal arm or semaphore is projected from the side of the compartment
whence the alarm proceeds.
To carry out this invention there is placed in each compartment a handle con-
nected to a tap or valve on a pipe communicating with the usual vacuum tubes of
the train.
and
or
In the guard's van on the engine there may be a cylinder also communicat-
ing with the vacuum tubes and having at one side an air opening furnished with a
reed or whistle. Inside the said cylinder there may be a spring governed piston
which is maintained normally in a position below or beyond the said air opening
by means of the vacuum.
Upon a passenger turning the handle in a compartment it opens the valve and
admits air into the pipe and destroys the vacuum in the brake tubes.
The piston in the cylinder located in the guard's van or on the engine (or both)
then moves under the action of a spring and is withdrawn past the air opening in
the said cylinder whereupon air enters the said opening and sounds the whistle
or the reed.
Upon each side of the axis or shank of the handle in the compartment is a
hooked arm engaging and maintaining drawn towards it, a spring governed rod
on the end of which is a signal arm or disc adapted to pass through an opening
in the side of the compartment.
Upon the handle being turned the hooked arms release the rods and the springs
around the latter traverse the rods and also project the signal arm or disc on the
exterior of each compartment from which the alarm was given and thereby
ndicates the same to the guard.
A projection on the side of the rod moves within a slot in the casing thereof
and thus determines the length of movement of the signal arm. A rack and
letent are combined with the handle so that after the alarm has once been given

page_text: the handle cannot be again turned back so as to withdraw the signal arm or
stop the alarm until the guard arrives.
The signal arm rods may be provided with openings to receive the end of a
railway key so that the guard by means of his key can withdraw the signal arms
and again engage them with the hooked arms connected to the handle. A similar
provision may also be made for unlocking the detent on the rack which prevents
the return of the handle.
.
A reed or whistle may also be attached to the end of the air pipe in each com-
partment so that it also will give an alarm when the handle is turned so as to
admit air to the said pipe.
1011
2
1000
BOULT & WADE,
Agents for the Applicants.
Improved Means of Communicating Between Passenger and
and
or
Guard Driver of Railway Trains.
We, EDWIN EDWARDS, of York Street, Leicester, Manufacturing Confectioner,
and THOMAS KITSON, of Cranmer Street, Leicester, Engineer, do hereby declare
the nature of this invention and in what manner the same is to be performed to
be particularly described and ascertained in and by the following statement:-
This invention has for its object to provide means whereby communication
may be made between a passenger in any of the carriages or compartments of a
carriage, of a railway train and the driver or guard (or both) thereof.
The communication is effected through the medium of the brake pipes or tubes
of the train and the invention will be fully understood from the following further
description in reference to the accompanying drawings in which,
Figure 1 is an elevation of so much of the mechanism as is contained in each
carriage or compartment for the purpose named and constructed in accordance
with this invention.
Figure 2 is a central vertical section of the same on the line A A of Fig. 1.
Figure 3 is a view partly in plan and partly in transverse section on the line B B
of Figure 1.
Figure 4 is a vertical section on the line C C of Figs. 2 and 3.
Figure 4 is a detail of the hooked arm and slide rods.
Figure 5 is a detail section on the line E E of Figure 1.
Figures 6 and 7 are end elevation and cross section respectively of the signal
arm which projects from the carriage when an alarm is given.
Figure 8 is a detail section of the slide rod and its casing showing the recessed
projection of the former for the reception of the guard's key.
Figure 9 is a vertical section of that part of the alarm mechanism located in
the guard's van or on the engine.
Figure 9 is a detail view of the nozzle fitted with a ball valve to prevent
escape of air therefrom.
Figure 10 is a view partly in elevation and partly in section and Figure 11
a view partly in plan and horizontal section of a modification.
According to this invention there is located in each compartment of a railway

page_text: carriage a pipe A* Figs. 2 and 4 leading down to and communicating with the
usual brake pipe of the train.
As shown in Fig. 2 this pipe is placed close to and parallel with the partition B
which divides the compartments of a railway carriage and passes downwards
behind the usual back cushions C and where it rises above the latter it is preferably
covered by a casing D connected by screws D¹ Figs. 1 and 4 to the said par-
tition B*.
The upper end of the pipe has fitted thereon a cock or valve E which is opened
or closed to the atmosphere by the turning of a handle F connected thereto and
located on the upper part of the partition B*.
The valve shown is the same as an ordinary gas cock and the thumbpiece by
which the latter is opened or closed is embraced by a bifurcation in the shank of
the handle.
A casing plate M covers the upper end of the pipe A* and the valve E and is
indented on its face to receive the handle F whose shank passes through it.'
The said casing plate is connected to the partition by screws G passing through
lugs G¹ and is provided with a number of perforations or air passages H.
On the casing plate may be contained the instructions as to how and what
direction the handle is to be turned to call the attention of the guard or driver.
Fitted upon the shank or axis of the handle F is a boss J having two hooked
arms JJ2 taking into openings in slide rods K and thereby engaging the
latter.
On the opposite end of each slide rod there is a signal arm N arranged to pass
through an opening in the side of the carriage O. Normally i.e. in its withdrawn
position, the said signal arm is flush or nearly so with the side of the carriage
but when an alarm has been given it is projected a short distance beyond the
compartment from whence the alarm proceeds and thereby indicates the same to
the driver or guard.
A spiral spring L Figs. 1, and 7 surrounds the slide rod K and is compressed
between the shoulder N¹ of the signal arm (when the latter is withdrawn) and
the shoulder N2 of the casing B¹ the latter being fixed to the partition by screws B³
as indicated in Figs. 1, 4 and 7.
When as after an alarm has been raised, it is desired to withdraw each of the
signal arms to its normal position, the guard inserts his key in a hole A¹,,adapted
to receive it, in the slide rod K and by means of his key slides along the rod and
engages the hook J¹ or Ja therein. The key hole is formed in a projection screwed
or otherwise attached to the slide rod and extending through a slot B3 in the
casing.
It will be observed that one of the hooks, J¹, is longer than the other, this
allows each of the two hooks to engage its respective rod at different times.
For instance, the guard would first withdraw the right hand rod as described
and then partially turn the handle F so that the hook J' just enters the opening
in the said rod sufficiently to hold the latter in position as indicated in Fig. 4^.
He then withdraws his key and inserts it in the hole in the other rod, returns
the latter to its original position and by a further partial turn of the handle in
the direction of the arrow the other and shorter hook J2 will engage its rod as
shown in Fig. 4.
A slot B³ Figs. 1 and 8 equivalent in length to the extent of the movement of
the slide rod and signal arm, is made in the casing B so that the hole is always
accessible to the guard's key whether the slide rod is in its projected or withdrawn
position.
In order that the handle F may not be returned to its original position by a
passenger when once an alarm has been given, a circular rack P may be firmly
fitted on the boss J and have a detent P¹ maintained in engagement therewith
by a spring. The detent PI is movably carried on a pin or spindle P² fixed in
the casing M and encircled by a spring P³ Figs. 2, 3 and 11 which exercises its
power to keep the detent pressing against the teeth of the rack P.

page_text: · A short tube or boss R recessed to receive a railway key and having on its side
a projection R¹ Fig. 4 is fixed in the casing M. Prior to the slide rods and signal
arms being withdrawn the guard, by means of his key, turns the projection R
so that it presses the detent away from the rack and holds it out of contact
therewith.
Immediately the signal arms are restored to their normal positions the projec
tion R¹ is returned to the position shown in Fig. 4 to allow the detent to again
engage the rack.
Referring to Fig. 9, S represents a pipe located in the guard's van or on the
engine or a similar pipe may be fixed on each, and lead to and communicate
with the brake pipe of the train..
: '
This pipe by a union S is connected to a cylinder S₁ containing therein a
piston Sthe rod S3 of which passes through the detachable upper end T thereof
and is encircled by a spring T₁ compressible between the top of the cylinder and
a grooved disc T2 on the screwed end of the piston rod thereof and retained
against movement by a lock nut T3.
A nozzle U open to the atmosphere and furnished with a reed U¹ or equivalent
is fitted on to a branch of the said cylinder S₁ so as to be sounded by air which
passes through the said nozzle.
The piston Sa is normally drawn down below this nozzle and against the action
of the spring, by the power of the vacuum in the usual brake pipes of the train.
Immediately the vacuum on the underside of the piston S3 is destroyed, by
turning the handle F, the spring T¹ draws the piston upwards beyond the nozzle,
whereupon air enters the cylinder through the latter and in doing so causes the
reed to speak and thereby sound the alarm.
The action of the hereinbefore described apparatus is as follows:-
To communicate with the guard or driver the passenger turns the handle F (in
the direction indicated by the arrow) thereupon opening the valve or cock E and
admitting air through the open upper end of the latter into the pipe A* com-
municating with the brake tube and destroying the vacuum in the latter.
The piston S thereupon rises in the cylinder under the influence of the spring T
and air entering the nozzle U acts on the reed and thus draws the attention of
the guard or driver.
Simultaneously with the turning of the handle F the hooks J J2 are withdrawn
from the openings in the slide rods K and the signal arms N under the influence
of their springs L are projected from the side of the compartment and thereby
indicate the carriage or the compartment of a carriage from which the alarm
proceeds.
When the brake pipes are charged with air under pressure the latter will force
the piston S2 upwards above the nozzle U and the air in attempting to escape
through the latter will press the ball V into its seating X and thereby prevent the
escape of air so that the pressure can be maintained."
Immediately however that the handle F is turned, air will escape through the
open upper end of the valve E and upon the pressure being reduced the brakes
will be applied and the projection of the signal arms which ensues upon the
opening of the valve, indicates the carriage from whence the alarm proceeds.
When used in connection with a vacuum brake the power of the vacuum will
draw the ball V away from its seating and when a reduction of the vacuum takes
place consequent upon the opening of the valve E as hereinbefore described,
atmospheric air enters the nozzle and passing over the upper part of the ball and
between the adjacent surface of the nozzle sounds the reed and gives warning to
the driver or guard.
If desired instead of signal arms projecting from the side of the carriage a
whistle or reed may be sounded.
In this case the slide rods, and signal arms would be dispensed with, the air
passage in the upper end of the valve E closed, and a horizontal pipe or tube Y

page_text: communicating with and through each side of the latter, would lead to and through
the side of the carriage or compartment and have a reed or whistle Y fitted
thereover and on the exterior of the latter by screws Y3 passing through a flange
or lugs into the wall of the carriage.
Upon the handle F being turned, the passing of air through the nozzle Y³ would
sound the whistle or reed in the latter and thereby destroy the vacuum and give
the alarm on the engine or in the guard's van as hereinbefore described.
The herein before described apparatus is also applicable for use in connection
with trains upon which the brakes are applied by air above the atmospheric
pressure.
In order to render the apparatus applicable for use with either the vacuum or
compressed air brakes, a preferably ball valve Fig. 9* is employed in the nozzle
on the engine or in the guard's van.
When the brake pipes are charged with air under pressure the latter will force
the ball into us seating and thereby prevent the escape of air into the atmosphere,
while on the other hand if a vacuum is present in the brake pipes the power of
the vacuum will draw the ball away from its seating so that air can enter the
cylinder when the power of the vacuum is reduced as herein before stated.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed we declare that what
claim is:
1. The employment of means whereby, upon the opening of a valve in a carriage
or compartment of a carriage of a railway train, the vacuum or pressure in the
brake pipe or tube is reduced and an alarm given on the engine or guard's van
(or each) or the brakes applied substantially as described.
2. The combination with the brake pipe of a train, of a pipe communicating
therewith and leading into a carriage or compartment of a carriage, a cock or
valve for opening or closing the said pipe, a cylinder on the engine or guard's
van (or each) also communicating with the brake pipe, a nozzle on the said
cylinder opening to the atmosphere and a spring governed piston within the said
cylinder operating in the manner and for the purpose described.
3. The combination with the brake pipe of a train, of a pipe communicating
therewith located in a carriage or compartment of a carriage and provided with
a valve the opening of which reduces the vacuum or pressure in the brake pipes,
a cylinder on the engine or guard's van furnished with a spring controlled piston,
a nozzle on the said cylinder opening into the atmosphere and provided with a
ball or other valve which will allow air to enter the cylinder, but prevent its
escape therefrom substantially as described.
4. The combination with mechanism which can be actuated by the reduction
of the pressure or vacuum in the brake pipes of a train caused by the opening of
a valve on a pipe located in carriage or compartment of a carriage and com-
municating with the brake pipes to apply the brakes to to raise and alarm on the
engine or guard's van, of signal arms or semaphores adapted to be projected from
the side of the carriage or compartment in which the valve is opened substantially
as described.
5. The combination with a vertical pipe located in a railway carriage or com-
partment and communicating with the brake pipes of the train, of a horizontal
pipe leading therefrom to the exterior of the side of the carriage where it ter-
minates in a reed or whistle, a valve on the vertical pipe, which upon being opened
will reduce the pressure or vacuum in the brake pipes and cause the reed or
whistle on the end of the horizontal pipe to sound by the escape or ingress of air
substantially as described.
6. The combination with alarm mechanism operated by the reduction of the
pressure or vacuum in the brake pipes of a railway train as described, of a handle
such as F. hooked arms such as JJ slide rods K, and signal arms N operating
substantially as described.

page_text: 7. The apparatus consisting of the parts constructed, arranged and operating
substantially in the manner and for the purpose described and illustrated in the
accompanying drawings.
1111 1
30
1
1000
BOULT & WADE.
Agents for the Applicants.