Year: 1887

page_text: Date of Application, 13th Jan., 1887
Complete Left, 11th Nov., 1887
Complete Accepted, 13th Dec., 1887
1 JOSEPH GREENUP of 706 Rochdale Road, Manchester, in the County of Lancaster,
Builder, do hereby declare the nature of the said invention, to be as follows:-
My invention consists in the means and combination and arrangement of mechanism
for signalling upon Railway trains-A tube is arranged in any convenient position
in the lengthway of each vehicle forming the train, and the tube at each end of the
vehicle is provided with a suitable length of flexible tubing provided with one half or
part of any suitable coupling for uniting the flexible tubes between the vehicles, so that
there will be a continuous tube communication the entire length of the train from
the Engine or Tender to the Guards Van, or Vans, if more than one is used in the
same train.
In each Van, and at the Engine or Tender, a Whistle is arranged in communication
with the said tube, which whistle will be sounded when a pressure and current of air
is produced in the tubes, and if desired at the same time as the whistle or whistles
are sounded the pressure of air is or may be arranged to enter a vessel and act by
its pressure upon a piston or diaphragm connected with an arm or semaphore or
other signal and lamp, and place it in a position to show danger.
This Semaphore and danger signal lamp is or may be used in cach vehicle, and
actuated when the whistle or whistles are sounded to indicate in which vehicle the
signal originates.
A pressure and current of air is produced in the pipes by bellows or other air
blowing, pumping or propelling apparatus, one in the Van or Vans, and one on the
Engine or Tender, and one in each vehicle forming the train, and these are placed in
any convenient position, and are or may be actuated one way by a cord or rope or
other connection arranged in any desired manner and provided with handles, and
moved the other way by a weight or spring.
There is or may be a handle to actuate the bellows in each compartment of each
vehicle all connected with the same bellows or air propellor.
Dated this Thalfth day of January 1887
PETER J. LIVSEY.
Agent.

page_text: Passengers, Guard, and Driver.
I, JOSEPH GREENUP, late of 706 Rochdale Road, now of 426 Johnson's Square,
Oldham Road, Manchester in the County of Lancaster, Builder, do hereby declare the
nature of this invention and in what manner the same is to be performed, to he
particularly described and ascertained in and by the following statement :-
My invention consists in the means and combination and arrangement of mechanism
for signalling upon Railway trains. A tube is arranged in any convenient position in
the lengthway of each vehicle forming the train, and the tube at each end of the vehicle
is provided with a suitable length of flexible tubing having attached thereto one half or
part of any suitable coupling for uniting the flexible tubes between the vehicles, so
that there will be a continuous tube communication the entire length of the train from
the Engine or Tender to the Guards Van, or Vans, if more than one is used in the
same train.
In each Van, and at the Engine or Tender a Whistle is arranged in communication
with the said tube, or a branch from it, which whistle will be sounded when a pressure
and current of air is produced in the tubes, and, if desired, at the same time as the
whistle or whistles are sounded, the bellows or apparatus for producing the current of
air or a part connected with it will cause an arm or semaphore or other signal and
lamp to move and will.thus place it or them in a position to show danger.
This semaphore and danger signal lamp, is or may be used in each vehicle and
actuated when the whistle or whistles are sounded to indicate in which vehicle the
signal originates.
A pressure and current of air is produced in the pipes by bellows or other air
blowing, pumping or propelling apparatus, one in the Van or Vans and one on the
Engine or Tender, and one in each vehicle forming the train, and these are placed
in any convenient position, and are or may be actuated one way by a cord or rope
or other connection arranged in any desired manner and provided with handles, and
moved the other way by a weight or spring.
There is or may be a handle to actuate the bellows in each compartment of each
vehicle all connected with the same bellows or air propellor.
Fig. 1 is a longitudinal section of the body of a railway vehicle having four
compartments, fig. 2 is a cross section at about A-A fig. 1, and fig. 3 is a plan or
top view of the top of the carriage.
In applying my invention I prefer to fix all the apparatus connected with it to the
roofs of the vehicles, except that the bellows and whistle for the Engine Driver which

page_text: other convenient position.
In figs. 1, 2 and 3, the scale being small, the position of the parts is only indicated,
the parts themselves are shown detached, upon an enlarged scale, represented by
figures to be hereinafter described.
Fig. 1 shows, as before said, a vehicle having four compartments, a, a³, aª and a³,
but there may be more or less.
There is supposed to be the ordinary lamp b, in the roof of the vehicle for lighting
each compartment.
In or about the middle of the lengthway of the vehicle, by preference, a bellows is
secured to the roof e, the casing d of the bellows has screw junctions for an iron pipe e
on each side, which passes the lengthway of the vehicle above the roof and is secured
thereto.
This iron pipe (e) descends at each end of the vehicle and has a piece of india
rubber or other suitable flexible tubing e'; attached to it of such length, when
connected with a similar length from the adjoining vehicle of a train, as will be
sufficient to extend between the two vehicles and allow surplus tubing for buffer and
draw-bar action.
The coupling between the flexible tubing e¹ will be hereinafter described.
In the example shown by figs. 1, 2 and 3, the bellows are supposed to be actuated
by a cord or chain or other flexible connection, but may be actuated partly by cords,
chains or other flexible connections and rods, but I prefer a chain, one end of which
is or may be attached to the roof c, at or near one end of the vehicle, and the other
end of the chain, at or near the other end of the vehicle, or the chain (which I shall
hereinafter term the main chain) at the two end compartments a and as of the
vehicle, is attached in each end compartment to the handle 7, for actuating the
main chain or connection, hereinafter more particularly described.
The main chain is supposed to be just above and clear of the roof c (but may be
below it inside the vehicle) and this main chain is supported by pulleys which are
or may be placed in brackets.let into, and secured in the roof, which brackets are
for the handles g for actuating the main chain in each compartment.
The main chain is covered or enclosed by a thin metal box or cover, partly shown
in figures to be hereinafter described, having side flanges, by which it is secured to
the roof by screws or otherwise.
This main chain passes over one pulley in a bracket connected with the bellows
under a pulley carried by a stem from the moving part of the bellows and then over
another pulley in the bracket, as will be more clearly understood by reference to the
figures to be hereinafter described.
As before said there is a handle (g) in each compartment which is connected with
one end of a short length of chain, the other end of which is attached to the main
chain, so that when the handle g, is pulled, the main chain is moved in a direction
from the bellows and towards the handle g, which pulls it, consequently the
stem of the bellows will be lifted and will rise and fall as often as the handle is
pulled.
The short lengths of chain attached to the handles g pass from them in the direction
in which the main chain passes to the bellows, consequently the directions of the short
chains for the compartments on each side of the bellows will be reversed one to
the other.
When the ends of the main chain in each end compartment, a and a³, are directly
attached to the handles g, the short length of chain between the handles and main
chain in the end compartiments is dipensed with.
The whistles are or may be of any ordinary construction, the mouth piece of each
whistle being inserted air tight in the air tube (e) or in a branch from it, so that the
tube will encircle the mouth piece of the whistle as the lips do when an ordinary
whistle is blown by the mouth.
When air is blown into the train pipe e, by any one or more bellows or blowing

page_text: apparatus all the whistles communicating with the air tube e are simultaneously
sounded.
When a handle g is pulled in any compartment it liberates a lever which shows
which handle has been pulled, and when the main chain is actuated to lift the stem of
the bellows, it is or may be arranged to release a catch and thus allow a spring or
weight to partly rotate a lamp or semaphore or disc signal to show in which carriage
the signal has originated.
I shall next describe the details of the parts hereinbefore referred to.
Fig. 4 is a sectional elevation of the bellows and connected parts, fig. 5, is a
section below the line B-B fig. 4,-fig. 6 is a sectional elevation of the bracket and
parts below the bellows and at a right angle to the same parts shown in fig. 4, and
fig. 7 is a top or plan view of the bellows case d showing parts below in dotted line,
but omitting the plan of the signal lamp shown in fig. 4.
c represents the roof of the vehicle; a metal bracket or casting which is inserted
through a hole cut in the roof and secured thereto by screws as shown in fig. 6.
This bracket or casting carries two pulleys and d³, for the main chain h, partly
shown in fig. 6, and partly indicated by peculiar dotted line h.
The main chain h from one end of the vehicle passes over one pulley d², under a
pulley d carried on the lower end of the stem d³, from the bellows, then up over the
other pulley d to pass to the other end of the vehicle.
The lower end of the stem d from the bellows is forked to receive the pin forming
the pivot for the pulley d, and the stem has projections on each side of it, that will
work freely up. and down in rib guides de formed in the bracket d¹.
The stem is attached to or forms part of a plate or disc to which the lower end d'
of the bellows is attached, and this disc has holes de in it for air to enter the bellows
and pass through the clack valve dº.
The lower end of the bellows (d'), stem d³ and its disc are made sufficiently heavy
to descend by their own gravity after having been lifted and pull the main chain tight,
and draw up the handle g in each compartiment, to their proper position when all is
right.
The sides dx of the bellows are formed of leather or other suitable flexible material,
air proof, and are united by nails or are otherwise secured to the top d" and bottom
parts of the bellows, the top d" of which is secured by screws to the top of a metal
casting d, having flanges to secure it by screws to fit water proof to the top of the
roof of the vehicle, (see fig. 7).
This casing d has an outlet for the air from the bellows which passes along a
passage d formed in the casing d, (see figs. 4 and 7) this casing having junctions
for the train pipe e.
If desired there is or may be a india rubber ball or other valve epening from the
bellows to prevent the return of the air from the passage d" to the bellows.
There are projections and from the disc which enter vertical grooves and³
forined in the interior of the casing d, so that these projections are guided in the
grooves when working up and down. The disc when down rests upon pieces of india
rubber () secured to the roof, (see fig. 4).
On the side of the casing d, there is or may be a projection j to form the bearing
for the vertical pivot of a lamp j, the upper end of the pivot having a dovetail
plate in which the dovetail formed at the lower end of a lamp is slided, and when
pushed into the dovetail against a stop formed at the back of the dovetail plate, the
bevel end of a spring catch which lowers when the lamp is inserted, lifts and
prevents the lamp from becoming detached by the vibrations of the vehicle.
The lamp is formed with two "bulls eye" red glasses on opposite sides, and when
in the position shown in fig. 4, these "bulls eyes" show in a direction across the
vehicle but when rotated a quarter revolution they show in the lengthway of the vehicle
and can then be seen by the driver from one end and by the guard from the other end
of the train.
The upper part of the lamp is formed with discs je seen in edge view in fig. 4,

page_text: and the circular form of these discs will show in daylight when turned as above
explained.
The lower end of the pivot j' for the lamp has a partial disc attached, to the boss
of which, one end of a spiral spring ja is secured, the other end being attached to a
pin in the upper plate of the casting.
The tension of this spiral spring is to cause the pivot and lamp to rotate in the
direction pointed by the curved arrow in fig. 5, and it is held from rotating by a catch
formed by the end of a lever which enters a notch in the edge of the disc (sec figs. 4
and 5) when this catch is released the spiral spring jo pulls the disc a quarter turn
that is, until the projection (1) upon the partial disc comes against the projection (2)
on the casting j.
The catch lever jx is in a recess formed within the groove in the casing d, and the
fulcrum of the lever j* is at j".
The upper end of the lever is pushed inwards by the free end of the flat spring 12
secured to the casing as shown.
When the lower end d' of the bellows is lifted the projection from the disc comes
against and pushes the upper end of the catch lever * outwards, this releases its
lower end from the notch in the partial disc j. and allows it to be rotated.
When the partial disc has been released the end of the catch lever /* rests against
the projecting edge of the partial disc and keeps the upper end of the catch lever j*
outwards, and the bellows can then be freely worked up and down.
The lamp is set at the "all right" position by turning it, and then it can only be
released from that position by the first upward stroke of the bellows.
Fig. 8 is a sectional elevation, fig. 9 an outside elevation of the handle and part of
the bracket connected with it, fig. 10 a plan section on the line C-C fig. 8 and fig. 11
a side view of a key.
These views represent the handle g, and connected mechanism used in each
compartment.
c represents part of the roof of the vehicle in the lengthway thereof; ¹ part of
the metal casing secured water tight to the roof by flanges on each edge to cover the
main chain g', part of which is shown.
Fig. 8 illustrates the mechanism connected with the handle y in one extreme com-
partment of the vehicle, where the end of the main chain h is attached to the casing
or cover, but as before said the end of the main chain may be attached to the
handle g instead.
There is a short branch chain 2 from the main chain h, shown in fig. 8, which
passes over a pulley g¹ and is then attached to the stem of the handle g which can
slide freely up and down in the socket of the bracket or casting 2 which is inserted
through a hole in the roof and secured by screws as shown in fig. 8.
There is a collar or shoulder on the handle g which prevents it from being pulled
too high.
On one side of the socket or casting g² there is a hole in the metal for the axis g³
of an arm, which axis has one end of a helical spring 95 connected to it, the other
or upper end being connected with a hole in the metal of the bracket. This spring go
is intended to act to rotate or partly rotate the axis g³ of the arm g*, which axis passes
through a hole in the metal at its upper end, and has a thin plate g secured to it by
a screw nut g so that the plate and axis g³ will move together.
g
The arm or lever g' has a hole in its end through which the enlarged part of the
stem of the handle passes, and a gap is formed in the metal of the arm g¹ on one
side of the hole, so that when the handle g is pulled downwards until the small part
of the stem comes opposite the gap in the arm, the latter is liberated and the spring
on its axis can then turn the arm ginto the position shown in dotted line in fig. 10.
The projection 98 on the plate 9 at the upper end of the axis g³ comes against the
side of the socket or bracket g² and arrests the arm g' in the position shown in dotted
line in fig. 10, in which position it shows that the handle g has been pulled down.
There is a small sliding bolt in another hole in the casting the point of which is

page_text: shot into into a hole g* in the underside of the thin plate g and thus prevents the
arm g from being moved back to its all right position.
The sliding bolt g' is forced upwards by an helical spring g¹ one end of which
acts against the underside of the sliding bolt and the other end against the end of a
plug screwed into the lower end of the hole for the spring On one side of
the casting a hole is bored and is closed by a thin plate g¹ screwed or otherwise
secured therein.
In this plate 13 a key hole is formed for the end of the key fig. 11, which can be
inserted through the hole, the point end of the key fitting a small hole in the casting
and the key is turned to draw down the sliding bolt into the position in which it
is shown in fig. 8 when the arm g' can then be turned back and secured by the stem
of the handle g in the all right position.
If desired the stems of the handles g for those compartments of the vehicle between
the end compartments and the bellows may be forked to receive a pulley, then the
main chain his passed over a pulley, under the pulley on the stem of the handle g,
and then over another pulley on the other side, these pulleys having their bearings on
the brackets g².
This last described arrangement will dispense with the branch chains
the main chain h tight at all times.
and keep
Fig. 12 is a longitudinal section, fig. 13 an outside view and fig. 14 and end view
of the couplings for the train pipe e, when together, and fig. 15 slows the inside face
view of one half coupling.
In fig. 12 part of the flexible tube e, is shown attached to the tubular part of one
half of the coupling.
Each half coupling is the same, formed by a tube f having a flange f¹. The inner
face of the flange has a recess for an india rubber ring which may be of any
suitable form and secured to the coupling as shown, or in any other convenient
manner.
The flange of each coupling has two or more projecting hooks f³, two are shown,
but three are used by preference, and the projecting hooks f³ on one flange "¹ will
come opposite corresponding notches cut out of the other flange when the two
half couplings are brought together, then the half couplings are turned in opposite
directions until the hook projections f3 come against each other or nearly so as
shown in figs. 13 and 14.
The backs of the flanges f¹ between the notches and where the projecting
hooks come together are formed with a screw incline, so that by the partial rotation
of the half couplings in opposite directions they are drawn by the said screw
⚫ inclines towards each other to bring the india rubber rings in firm contact.
The pressure of air required in the train pipe to blow the whistles is not great and
it will act upon the elastic facings or rings f² to make them close more tightly the
greater the internal pressure.
Before the couplings are brought together the tubes el are twisted to some extent
in the reverse direction to that in which they are turned when screwed together, so
that the twist put on the tubes el will tend to keep them from unscrewing.
As before stated I prefer to arrange the apparatus for carrying out my invention,
as illustrated by the drawings, but the bellows may be placed in any other convenient
position, say on the floor of the vehicle, under the seats, the train pipe and main
chain passing under the floor, branch chains from the main chain coming from the
main chain over suitably arranged pulleys to a handle in each compartment either at
the roof of the vehicle or on the partition between the compartments.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is,
1. The combination and arrangement of bellows or other blowing apparatus, in
each vehicle of a train, with a train nine extending the length of the vehicles forming :

page_text: the train, and between them, with whistles, sounded when a signal is to be given, by
working the bellows or air propeller, substantially as hereinbefore described and
illustrated by the drawings.
2. The combination and arrangement of mechanism for giving signals on railway
trains by sounding whistles, moving a lamp or other signal on the vehicle, and
releasing an arm in the compartment of the vehicle where the signal originates,
substantially as hereinbefore described and illustrated by the drawings.
3. The combination and arrangement of mechanism or apparatus for giving
signals on railway trains between Driver, Guard and Passenger, substantially as
herein before described and illustrated by the drawings.
Dated this Tenth day of November 1887
PETER J. LIVSEY,
Agent.