IMPROVED APPA- RATUS FOR SIGNALLING ON RAILWAY TRAINS AND RAILWAYS, PARTLY A com- APPLICABLE FOR LIGHTING AND WARMING RAILWAY CARRIAGES
Year: 1878

page_text: LETTERS PATENT to Alexander Melville Clark, of 53, Chancery Lane, in the
County of Middlesex, Patent Agent, for the Invention of "IMPROVED APPA-
RATUS FOR SIGNALLING ON RAILWAY TRAINS AND RAILWAYS, PARTLY
A com-
APPLICABLE FOR LIGHTING AND WARMING RAILWAY CARRIAGES."
munication from abroad by Augusto Guattari, of Paris, France.
Sealed the 17th September 1878, and dated the 21st March 1878.
PROVISIONAL SPECIFICATION left by the said Alexander Melville Clark at
the Office of the Commissioners of Patents on the 21st March 1878.
ALEXANDER MELVILLE CLARK, of 53, Chancery Lane, in the County of Middle-
sex, Patent Agent. "IMPROVED APPARATUS FOR SIGNALLING ON RAILWAY TRAINS
AND RAILWAYS, PARTLY APPLICABLE FOR LIGHTING AND WARMING RAILWAY
CARRIAGES." [A communication from abroad by Augusto Guattari, of Paris,
France.]
This Invention relates to improved means or apparatus for communicating between
the passengers, guards, and drivers of railway traius, and for lighting and warming
railway carriages, applicable also for signalling along the line.
The want of an efficient means of communication in railway trains has long been
felt, and many trials have been inade of automatic and electrical apparatus for the
purpose, but none have been found to work satisfactorily. It has been found by
experience that the chief cause of failure has been due to the want of a means of
readily and quickly coupling up the apparatus on the different carriages, in order to
establish communication throughout the train, possessing the requisite strength, and
not liable to get out of order.
'
The apparatus of this Invention is made principally of metal, excluding as much
as possible iron or steel on account of their liability to rust.
According to this Invention as applied for signalling on trains, each carriage is
fitted with a metal tube, which extends centrally throughout its length, and projects
at the ends at a suitable height for attaching a length of flexible tubing, which is
to serve as the connection between the tubes on the different carriages, made of two

page_text: plies of canvas, strengthened by a spiral copper wire.
Communication is auto-
matically established when the coupling tube is attached, and cut off when the
coupling is disconnected.
The ends of the fixed or main tube are furnished with sockets to receive cylindri-
cal spigots on the ends of the coupling tube, each spigot being secured in its socket
by a bayonet joint. The coupling connections also act, so as to give a signal in case
the carriage should become accidentally disconnected from the train.
Each guard's and brakesman's van and passenger compartment is provided with
a knob or pull handle, india-rubber ball, or other means of compressing the air in
the tube on the carriage, and cause it to act directly with full force upon the alarm
gong or bell signal apparatus placed near the guard or driver.
Besides sounding the gongs at the front and rear of the train a signal is caused
to be displayed, to indicate the carriage or compartment whence the alarm proceeded,
said signal being operated either by the action of air upon a metallic diaphragm or
by mechanical means connected with the pull handle. This signal may be of any
form, and may be lighted up at night.
The transmitting apparatus would in most cases be provided with valves, the
principle being based on the impulsion of air jets.
The apparatus by which the audible signal is given is so arranged as to work
continuously, the attendant alone having the power of arresting its movement,
in order that the fact of an alarm having been given may be verified.
The driver and brakesman have also transmitting apparatus for signalling to one
another.
In order that the Invention may be more readily understood, I have illustrated it
by way of example in the accompanying Drawings, in which,
Figure 1 is an end elevation of a railway carriage, showing the end of the air-
conducting tube a, to which the coupling tube is connected.
Figure 2 is a side elevation of two carriages coupled.
Figure 3 is a section on a larger scale, showing the coupling connection, or
the means for giving an alarm automatically, in case of the train breaking
in two.
The flexible coupling tube b is provided at each end with a cylindrical spigot c,
fitting in a corresponding socket d on the tube a; e are bellows or collapsible
air chambers for giving an automatic alarm in case of the train breaking
in two.
The push or pull knob or handle for operating the signalling apparatus is placed
at the upper part of the carriage.
f, Figure 2, is the signal to be displayed from the compartment whence the alarmn
proceeds, consisting of a hinged flap or shutter which lies close against the side of
the carriage until projected outwards, either automatically by the passage of the
air, or mechanically on the pull handle being operated.
g, ball valve of lead, which prevents the air in tube a returning to the chamber 6,
or for this may be substituted, if preferred, a valve jointed to a lever i, pivoted
at j, and attached to a rod screwing into the end of the bellows chamber at one
end, and at the other to the socket d, which is fixed to the end of the carriage and
front end of the bellows by screws l, m. By this mode of fixing, all the strain in
case of the couplings being broken will come upon the fastenings l, m, which will
give way, and allow the socket to be pulled off, and with it the rod k, thus
collapsing the bellows e, and causing the air it contains to be compressed and
passed through the valves g and h into pipe a, and automatically signal to the
guard.
Figure 4 shows in longitudinal section the socket and-spigot apart; and Figures
5 and 6, an external view and section of the samne in the locked position. Tho
socket & communicates at p with the air-conducting pipe a; u is a plug or valve
acted on by a spring o for closing orifice p; c, spigot, having a corrugated stem 8,
to which the coupling tube 6 is attached. This spigot is secured in its socket d by
a bayonet fastening as shown.

page_text: In order to couple two carriages, it is simply necessary to insert the spigot c
in socket d, press back the spring plug valve n, so as to uncover orifice p, as in
Figure 3, and then turn the handles t, so as to make the lateral orifice of the bore x
of the spigot coincide with orifice p, and bring pin u into the bayonet slot v. The
parts are then firmly locked together.
To prevent the passage becoming obstructed by dirt, if dragged alone the ground
for instance, it is provided with a sheath y (see Figure 7), which is received in a
circular groove z, and pressed outwards by a spring 1. When the spigot c is
inserted in the socket d, the sheath y abuts against the end of the latter, and is
forced back into the recess, thus uncovering orifice x.
Figures 8 and 9 show interior and exterior views of the alarm apparatus for
warning the guard and driver. It consists of a clock train 2, which is released by
the action of a valve 3 on the union +, to which pipe a is connected. When thus
unlatched or released, the alarm apparatus continues to sound until it is arrested by
the guard or driver pressing a button 5.
The alarm apparatus is arranged to register the number of beats of the gong to
serve for future reference, if necessary. 6, handle for winding the spring barrel of
the clock train.
The valves 3 may be of any suitable construction, several forins being shown by
way of example in Figures 10, 11, 12, and 13. In the latter a series of slits or
openings at different heights are uncovered successively and gradually.
The herein-before described system of pneumatic signalling is also applicable for
the use of gatekeepers and others on railways for signalling passing trains as a
substitute for the electric telegraph, which is not only expensive but also fails to
work properly under certain conditions of the atmosphere. The same signal appa-
ratus is used as that above described, which is placed in the gatekeeper's or
signalinan's cabin, but it may be arranged to sound for a certain time only, instead
of continuously as before. It is actuated by the apparatus represented in vertical
section in Figure 14, which is placed in the next cabin along the line, the two
apparatus being connected by an air tube. This apparatus, by which the air is
made to exert a momentary action upon the signal apparatus, consists of a cylinder 7,
in which works a piston 8, whose rod slides in a guide 9, and is pressed in the
direction of the arrow 10 by a spiral spring 11. Upon the piston rod is a rack 12,
with which gears a toothed sector 13 keyed on a shaft 14 turning in bearings 15,
and carrying a hand wheel 16; 17 is the air pipe; 18, air inlet valve; and 19, lever
for actuating the same, pivoted at 20 and jointed to the end of a rod 21, which is
split longitudinally in order to slide stiffly in the piston rod.
On turning hand wheel 10 in the direction of the arrow 22, the toothed sector 13
gears with rack 12 and draws back the piston rod, so as to open valve 18, and admit
air to the cylinder 7. The movement of said valve being limited by a stop, the
piston rod ceases to act on it during the remainder of its course, but immediately
the teeth of the segment 13 are out of gear with the rack 12, the spring 11
forcibly drives back the piston, closing the valve 18, and forcing the air contained
in the cylinder 7 through pipe 17, so as by its sudden impact to lift the valve at
the receiving end or signalling apparatus.
Separate apparatus of this kind may be placed at each side of the line for the up
and down trains, or the two apparatus may be combined in one, so that by turning
the hand wheel to the right or left, signals will be transmitted in the one or other
direction.
The apparatus above described may be applied for supplying gas for lighting
railway carriages, or for circulating hot air, steam, or other fluid or liquid for
warming, it being understood that the tubing will be differently arranged, according
to the purpose desired; or similar apparatus may be so combined and arranged as
to serve for the threefold purpose of signalling, lighting, and warming, either simul-
taneously or otherwise.

page_text: 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 18th September 1878.
ALEXANDER MELVILLE CLARK, of 53, Chancery Lane, in the County of Middle-
sex, Patent Agent. "IMPROVED APPARATUS FOR SIGNALLING ON RAILWAY TRAINS
AND RAILWAYS, PARTLY APPLICABLE FOR LIGHTING AND WARMING RAILWAY
CARRIAGES." A communication from abroad by Augusto Guattari, of Paris,
France.
This Invention relates to improved means or apparatus for communicating
between the passengers, guards, and drivers of railway trains, and for lighting and
warming railway carriages, applicable also for signalling along the line.
The want of sufficient means of communication in railway trains has long been
felt, and many trials have been made of automatic and electrical apparatus for the
purpose, but none have been found to work satisfactorily. It has been found by
experience that the chief cause of failure has been due to the want of a means of
readily and quickly coupling the apparatus on the different carriages, in order to
establish communication throughout the train, and which shall possess the requisite
strength and not be liable to get out of order.
The apparatus of this Invention is made principally of metal, excluding as much
as possible iron or steel on account of their liability to rust, and entirely avoiding
the use of india-rubber which is affected by heat and cold.
According to this Invention as applied for signalling on trains, each carriage is
fitted with a metal tube, which extends centrally throughout its length, and termi-
nates at the end of the carriage at a suitable height for attaching a flexible coupling
tube to connect the tubes on the different carriages made of two plies of canvas
strengthened by a spiral copper wire. Communication is automatically established
when the coupling tube is attached, and cut off when it is disconnected.
The ends of the fixed tube are furnished with sockets to receive cylindrical spigots
on the ends of the coupling tube, each spigot being secured in its socket by a
bayonet joint. The coupling connections also act, so as to give a signal in case a
portion of the train should become accidentally disconnected.
Each guard's and brakesman's van and passenger compartment is provided with
a knob or pull handle, india-rubber ball, or other means of displacing or com-
pressing the air in the tube on the carriage, and cause it to act directly with
full force upon the alarm gong or bell signal apparatus placed near the guard or
driver.
Besides sounding the gongs at the front and rear of the train a signal is caused to
be displayed to indicate the carriage or compartiment whence the alarm proceeded,
said signal being operated either by the action of the air upon a metallic diaphragm
or by mechanical means connected with the pull handle. The signal may be of any
form and may be illuminated at night.
The transmitting apparatus would in most cases be provided with check valves,
the principle being based on the impulsion of air jets.
The apparatus by which the audible signal is given is so arranged as to work
continuously, the railway official alone having the power of arresting its movement,
in order that the fact of an alarm having been given may be verified.
The carriages of the 1st and 2nd classes would be fitted with communicators in
each compartment, while those of the 3rd class might have one pull handle only,
and all the carriages, whether covered or uncovered, would have a single longitudinal
air-conducting tube as well as the apparatus for signalling automatically when two
adjoining carriages become disconnected.
The driver and brakesman have also transmitting apparatus for signalling to one

page_text: In order that the Invention may be more readily understood, I have illustrated
it by way of example in the accompanying Drawings, in which,
Figure 1 is an end elevation of a railway carriage, showing the end of the air-
conducting tube a to which the coupling tube is connected.
Figure 2 is a side elevation of two carriages coupled.
Figure 3 is a section on a larger scale, showing the coupling connection
and the means for giving an alarm automatically in case of the train breaking
in two.
The flexible coupling tube b is provided at each end with a cylindrical spigot c,
fitting in a corresponding socket & on the tube a; e are collapsible or bellows-like
air chambers of canvas, leather, or other material for giving an automatic alarm in
case of the train breaking in two.
The push or pull knob or handle for operating the signalling apparatus is placed
at the upper part of the carriage.
f, Figure 2, is the semaphore signal to be displayed from the compartment
whence the alarm proceeded, consisting of a hinged flap or arm which lies close
against the side of the carriage until projected outwards, either automatically by
the passage of the air, or mechanically on the pull handle being operated.
g, ball valve of lead which prevents the air in tube a entering the chamber e; or
for this may be substituted, if preferred, a valve h jointed to a lever i, pivoted at j,
and attached to a rod k, screwing into the end of the bellows chamber at one end,
and at the other to the socket d. The latter is fixed to the end of the carriage and
front end of the bellows by screws l, m. By this mode of fixing all the strain, in
case of the couplings being broken, will come upon the fastenings l, m, which will
give way and allow the socket to be pulled off and with it the rod k, thus collapsing
the bellows e and causing the air it contains to be compressed and passed through
the valves or h into pipe a, and automatically sound the signal to warn the
guard.
Figure 4 shows in longitudinal section the socket and spigot apart, and Figures
5 and 6 an external view and longitudinal section of the same in the locked position.
The socket communicates at 2 with the air-conducting pipe a; n is a brass plug
or valve, acted on by a spring o for closing orifice p; c, spigot, having a corrugated
stem 8, to which the coupling tube b is attached. This spigot is secured in its
socket g by a bayonet fastening, as shown.
In order to couple two carriages, it is simply necessary to insert the spigot c in
socket d, press back the spring plug valve n, so as to uncover orifice p, as in
Figure 3, and then turn the handles t, so as to make the lateral orifice of the bore
n, x, of the spigot coincide with the orifice p, and bring pin u into the bayonet
The parts are then firmly locked together.
slot v.
To prevent the passage becoming obstructed by dirt, if dragged along the
ground, for instance, it is provided with a sheath y (see Figure 7) which is received
in a circular groove z, and pressed outwards by a spring 1. When the spigot c is
inserted in the socket d, the sheath y abuts against the end of the latter, and is
forced back into the recess 2, thus uncovering orifice x.
Figures 8 and 9 show interior and exterior views of the alarm apparatus for
warning the guard and driver. It consists of a clock train 2, which is released by
the action of a valve 3 on the union 4, to which pipe a is connected. When thus
unlatched or released, the alarm apparatus continues to sound until it is arrested by
the guard or driver pressing a button 5.
The aların apparatus is arranged to register the number of beats of the gong to
serve for future reference, if necessary; 6, handle for winding the spring barrel of
the clock train.
The valves 3 may be of any suitable construction, several forms being shown, by
way of example, in Figures 10, 11, 12, and 13, Figure 10 being a conical plug
valve; Figure 11, a conical cap valve; Figure 12, a cylindrical plug; and Figure 13,
a similar valve, arranged to uncover a series of slits or openings at different heights
successively and gradually.

page_text: •
The herein-before described system of pneumatic signalling is also applicable for
the use of gatekeepers and others on railways for signalling passing trains, as a
substitute for the electric telegraph, which is not only expensive to maintain in
working order, but fails also to work properly under certain conditions of the
atmosphere. The same signal apparatus is used as that above described, which is placed
in the gatekeeper's or signalman's cabin; but it may be arranged to sound for a certain
time only, instead of continuously as before. It is actuated by the apparatus
represented in vertical section in Figure 14, which is placed in the next cabin along
the line, the two apparatus being connected by an air tube. This apparatus by
which the air is made to exert a momentary action upon the signal apparatus
consists of a cylinder 7, in which works a piston 8, whose rod slides in a guide 9,
and is pressed in the direction of the arrow 10 by a spiral spring 11. Upon the
piston rod is a rack 12, with which gears a toothed sector 13, keyed on a shaft 14,
turning in bearings 15, and carrying a hand wheel 16; 17 is the air pipe;
18, air inlet valve; and 19, lever for actuating the same, pivoted at 20, and jointed
to the end of a rod 21, which is split longitudinally, in order to slide stiffly in the
piston rod.
On turning hand wheel 16 in the direction of the arrow 22, the toothed sector
13 gears with rack 12, and draws back the piston rod, so as to open valve 18, and
admit air to the cylinder 7. The movement of said valve being limited by a
stop, the piston rod ceases to act on it during the remainder of its course, but
immediately the teeth of the segment 13 are out of gear with the rack 12, the
spring 11 forcibly drives back the piston, closing the valve 18, and forcing the air
contained in the cylinder 7 through pipe 17, so as by its sudden impact to lift the
valve at the signalling apparatus at the receiving end.
Separate apparatus of this kind may be placed at each side of the line for the up
and down trains, or the two apparatus may be combined in one, so that by
turning the hand wheel to the right or left signals will be transmitted in the one or
other direction.
The system of tubes and coupling above described may be applied for supplying
gas for lighting railway carriages, or for circulating hot air, steam, or other fluid or
liquid for warming, it being understood that the tubing will be differently arranged
according to the purpose desired, or may be so combined and arranged as to serve
for the threefold purpose of signalling, lighting, and warming, either simultaneously
or otherwise.
Having described the nature of the Invention and the manner of performing the
same, I declare that what I claim as the Invention to be protected by the herein-
before in part recited Letters Patent is,―
1st. The general arrangement of the apparatus herein shown and described.
2nd. The tube, extending the entire length of the carriage, with a knob or pull
handle and air valve in each compartment for compressing or displacing the air in
the tube, said tube passing down at each end of the carriage to a convenient height
for attaching a coupling tube, and provided with sockets furnished with spring plug
valves, all as herein-before shown and described.
3rd. The combination of the air tubes and flexible coupling tubes, having plugs
fitting in the sockets of said air tubes, and secured by a bayonet fastening, as shown
and described.
4th. The combination with the air and coupling tubes of any suitable signal or
alarum apparatus, placed near the guard or driver, and set in action by the com-
pression of the air in the said tubes running throughout the train, as described.
5th. The combination with the air and coupling tubes and alarm apparatus
of a signal arm on each carriage or compartment, simultaneously operated
or displayed by the action of the air in the tube, as and for the purpose
specified.
Gth. The combination with the socket on each end of the air tube of a bellows,
provided with suitable valves, and so arranged as to compress the air contained

page_text: therein, and inject it into the air tube, should one of the couplings be severed, thus
operating the alarm or signalling apparatus, as described.
7th. The application of the system of tubing and couplings described for supplying
gas for lighting railway carriages, or for the circulation of hot air, steam, or other fluid
or liquid for warming the same.
8th. Arranging the spigots and sockets of the couplings in such manner as to
serve the threefold purpose of pneumatic signalling, gas-lighting, and warming,
either simultaneously or otherwise, as described.
9th. The pneumatic signalling apparatus, substantially as described, and shown
in Figure 14, for the purpose specified.
In witness whereof, I, the said Alexander Melville Clark, have hereunto set
my hand and seal, this Eighteenth day of September, in the year of our Lord
One thousand eight hundred and seventy-eight.