Improvements in and relating to Communication Apparatus between Passengers and Train Officials:
Year: 1899

page_text: Date of Application, 19th Oct., 1899
Complete Specification Left, 12th July, 1900-Accepted, 13th Oct., 190C
PROVISIONAL SPECIFICATION.
Improvements in and relating to Communication Apparatus between
Passengers and Train Officials:
$
1.
We; WILLIAM BARKER, of 30, Brougham Street, Burnley, in the County of
Lancaster, Engineer, and JOHN HAWORTH WYKE, of 159, Rochdale Road, Bacup,
in the said County, Locomotive Engine Driver, do hereby declare the nature of
this invention to be as follows:-
According to our invention we fix a valve which may be encased in wood
or other suitable material to the partition in the compartment by screws or the
like. This valve communicates with the train pipe of the vacuum brake. Across
the compartment we fix a shaft which shall penetrate through each side of the
carriage to the extent of about two inches and it shall be worked in bushes fixed.
into the side of the carriage.
. On this shaft we fix a catch or curved finger. A handle is fixed on the shaft
in a suitable position and in such a manner that when the handle is pulled down
it causes this curved finger or catch to come into contact with the aforesaid valve.
Inside this valve we fix a spring or the like to hold the apparatus in position when.
not required.
'
On one end of the shaft and outside the compartment we fix a ratchet wheel
and a metal arm or semaphore and on the other side we fix a metal arm or sema-
phore only.
To bring the apparatus into action you pull down the handle on the shaft which
causes the catch or curved finger to come into contact with the valve which it
opens thus allowing the air to get into the train pipe or in a compressed air brake
to escape, thus applying the brakes. At the same time the ratchet wheel keeps
the valve open and the metal arms or semaphores which in running order are
in a parallel position with the roof of the carriage fall in a perpendicular position
thus indicating the particular compartment from which the apparatus has been
brought into action.
To bring the apparatus into its original running order, the train official releases
the ratchet when the arms or semaphores return to their original position and the
spring inside the valve closes the same.
We may state that the apparatus may be fixed for the handle to be pushed up
instead of being pulled down.
་
Dated, this 18th day of October 1899
WILLIAM BARKER,
JOHN HAWORTH WYKE.

page_text: Improvements in and relating to Communication Apparatus between
Passengers and Train Officials.
We, WILLIAM BARKER, of 30, Brougham Street, Burnley, in the County of
Lancaster, Engineer, and JOIN HAWORTH WYKE, of 159, Rochdale Road, Bacup,
in the said County, Locomotive Engine Driver, 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 relates to that class of apparatus for signalling and indicating
between passengers and driver or guard on trains, which is used in connection
with the continuous brake.
The apparatus consists of a specially formed valve, operated by means of a
handle, mounted on a transverse shaft, running from side to side of the coach.
The said handle carries a small cam or finger, or heel-piece, which when the
handle is turned opens the valve, and compresses a spiral spring so as to apply
the brakes by admitting air into a vacuum brake or permitting of its escape in a
Westinghouse brake. The turn of the rock shaft at the same time indicates the
particular compartment by means of signals or indicators on the exterior of the
coach.
The cam or heel-piece may be constructed separately, and in substitution of
the handle, a chain or cord passing over a pulley mounted on the transverse shaft
may be employed to turn the shaft. The rock shaft crosses the sides of the com-
partment, and is passed through bushed holes therein.
The valve casing takes the form of a small cylindrical casing, having a detach-
able tubular outlet, which screws into the casing. When fixed to the back of a
compartment, the small casing is fitted into a hole therein, preferably in the centre
below the hat-rack, but may occupy any other suitable position, or may be fitted
at the end of a carriage, as hereinafter explained. An elbow is screwed on the
tubular outlet, and a branch pipe of suitable bore communicates with another
pipe, which enters the train pipe of the brake near the hose coupling.
With the small casing, we cast a flange, which abuts against the compartment,
and is secured thereto by screws. We also cast integral with the casing two lugs,
having a cross bore for the reception of the transverse rock shaft, and in the
vertical slot between the two lugs is fitted the said handle, mounted on the shaft,
for operating the valve.
Within the interior of the valve casing is a strong spiral spring, which presses
the valve against its seating. The pressure of the spring is regulated by a per-
forated plate engaging with an internal thread in the valve casing. The valve
consists of a circular disc mounted on a small spindle, which on the inlet side is
formed V shaped as usual, and protrudes through the end of the valve casing
between the lugs.
As before described, the said handle for operating the valve is formed with a
heel-piece, cam, finger or projection, which when the handle is turned, forces
the valve spindle inwards, removing the valve from its seat, and allowing the ad-
mittance of air not only through the space between the lugs but also through holes
formeu in the valve casing. At the same time the movement of the handle turns
the rock shaft, and brings the indicators outside the coach to a conspicuous
position. A catch on the exterior of the carriage engaging in the teeth of a small
ratchet wheel mounted on the transverse shaft, prevents the return of the handle
when operated.
This catch is raised by the driver or guard to re-set the apparatus.

page_text: Our invention will be fully understood by reference to the accompanying draw-
ings, in which
Fig. 1 is a section of the compartment of a railway carriage with our improved
communicating apparatus applied.
Fig. 2 is a sectional plan view thereof with our apparatus in position.
Fig. 3 is an elevation of the valve and operating handle or lever.
Fig. 4, a sectional elevation of the valve.
Figs. 5 and 6 represent the side and edge views of the handle
A is the transverse shaft preferably fitted at the back of the compartment of a
carriage, below the hat-rack. It is passed through the two lugs B cast to the
valve casing C, for the reception of the handle Q. On each end of the rod is
fitted flat plates or indicators 1), which when the apparatus is inoperative occupy
a horizontal position, but when the transverse shaft receives a partial turn, are
raised to a vertical position, as shewn in dotted lines in Fig. 2. A small ratchet
wheel E is mounted on the transverse shaft, into the teeth of which engages small
catch F, which prevents the return of the handle, inside the carriage. Catch H
is raised by the driver or guard to re-set.
One of the indicator plates I) is cut with a projection D₁ to shew on which side
of the carriage the ratchet is situated. Catch is carried by a pin or stud fixed
or cast to a plate firmly attached by screws to the coach. This plate may form
part of the bush for the shaft to pass through.
The construction of the valve, and the means whereby it is operated, will be
quite clear from the following description, and by reference to Figs. 3, 4, 5 and 6.
C is the valve casing provided with a flange G¹ for fixing. The part C of the
valve casing fits into a hole in the back of the compartment to bring the flange
flush, see Fig. 1. The valve H is formed at J with a V shaped spindle to provide
passages for the admittance or escape of air as the case may be, between its in-
clined sides, and the sides of the valve casing. The spring forces the valve H
against its seating H. The pressure of this spring is regulated by means of a
perforated plate K engaging with an internal screw thread formed in the valve
casing. The tubular extension L is screw threaded externally to enable the
elbow M of air-inlet pipe N leading to the train pipe of the continuous brake to.
be fitted, (see Fig. 7).
The valve casing is cast with lugs B and B. Into the slot or space between
the lugs protrudes the V shaped valve spindle J. Into such space between the
lugs is admitted the handle or lever Q, which operates the valve. Transverso
or cross shaft A passes through holes in the sides of the compartment; through
cross bores S and Sin lugs B and B of valve casing, and through hole T in
handle Q', which is pinned to it, or fastened by a set screw.
carriage sides (through which the shaft passes) are protected by flanged bushes an
The holes in the
(see Fig. 1).
Handle Qis formed with a heel-piece, cam or finger b, and when operated by
a passenger to raise an alarm, the heel-piece b bears against, and forces back the
protruding end of V shaped valve spindle J, forcing valve H from its seat, thereby
admitting air to the brake pipes of a vacuum brake, or permitting of its escape in
a pressure brake. Air passes through the spaces between the sides of the V shaped
spindle H and also through holes C.
It will be seen that our invention is applicable to either a vacuum brake or a
compressed air brake. In the former case, the spring J is sufficiently strong to
resist atmospheric pressure, and in the latter case, it is assisted by the pressure
of the compressed air in retaining valve H against its seat, the slight extra effort
o overcome the force of the compressed air when operating lever Q¹ being
nappreciable.
The exposed portion of transverse shaft A may be covered by a metal casing
I grooved wood moulding fixed by screws.
quare indicators D. Fig. 7 represents a modified form of our apparatus. In
Discs may be employed instead of
his arrangement, transverse shaft A is fitted with a pulley T, to which is secured

page_text: one end of a chain or cord T extending from one end of the carriage to the other,
where its other end is rigidly connected. This chain or cord may be guided by
suitable tubes, such as U.
When the chain or cord is pulled down in any of the compartments, the ap-
paratus is operated exactly as previously described.
The apparatus may be provided with chains or cords at both sides of the carriage.
In this arrangement, a cam or finger similar to b, but without the handle may
be used, and turned by the transverse shaft A to operate the valve.
The shaft and valve may be fixed at the end of and outside the carriage, the
pulley or pulleys for the chain or chains being covered by a suitable casing.
One branch pipe N may be made to serve for two adjacent compartments of a
carriage, and to communicate with two of the signalling instruments. In this
case, a double valve is used, the extension piece L being dispensed with, and an
exactly similar counterpart to the valve casing C being added to screw thereupon,
the plate K being also dispensed with in both instruments, and the spring J
extending from one valve H to the other, forcing both valves against their seats.
Either of the valve casings is bored, or cast with a tubular piece to enable pipe N
to be fitted. Each valve is fitted with a handle iransverse shaft, and indicators,
and in all other respects operate as heretofore described.
Having now particularly described and ascertained the nature of our said in-
vention, and in what manner the same is to be performed, we declare that what
we claim is: -
1. In communication apparatus used in connection with the continuous brake,
the employment of valve H, fitting into valve casing C, forced against its seat-
ing H by spring J, whose pressure is regulated by plate K, the valve casing
being provided with lugs B and B, and the valve having a V shaped spindle J
to protrude between the lugs, for the purpose of being operated by a cam or lever
fitted therein, substantially as described and illustrated.
2. In passenger communication apparatus, the specially constructed valve
claimed in the preceding claim in combination with handle Q, mounted on trans-
verse shaft A having indicators such as D, the said handle being formed with a
heel-piece for operating the valve, and all parts being arranged and operated
cubstantially as shewn, and described with reference to Figs. 1, 2, 3, 4, 5 and 6
of the accompanying drawings.
5. In passenger communication apparatus, the specially constructed valve
claimed in Claim 1, operated by cam or heel piece b, in combination with trans-
verse shaft A having indicators such as D, and a pulley mounted on such shaft
turned by a chain or cord, substantially as described, and shewn-in Fig. 7.
Doted this 12th dex of Tul 1900
RICHMOND & Co.,
Chartered Patent Agents, 12, Standish Street, Burnley.