Improved Method of Communication between Passengers and the Guard or Driver on Railway Trains.
Year: 1897

page_text: Date of Application, 8th Jan., 1897
Complete Specification Left, 2nd Oct., 1897-Accepted, 4th Dec., 1897
Improved Method of Communication between Passengers and the
Guard or Driver on Railway Trains.
GEORGE RENNIE POWELL 1 Rosebank Ashley Down Bristol do hereby declare
the nature of this invention to be as follows:-
The communication is effected by means of an appliance fitted within the
carriage, and which by the action of pulling, or pushing, effects a pull upon a
cord outside, communicating with the engine or guard's break, or both; and
where electricity is available, establishes an electric current communicating wi
the like points. A semaphore, or disc is also released and springs outward,
indicating the point at which the alarm is given.
Improved Method of Communication between Passengers and the
Guard or Driver on Railway Trains.
I, GEORGE RENNIE POWELL Rosebank Ashley Down Bristol Author and
Journalist 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:-
The communication is effected by means of an appliance fitted within the
carriage, and which by the action of pulling, or pushing, effects a pull upon a
cord outside communicating with the engine, or guard's break, or both; and
where electricity is available; establishing an electric current communicating with
the like points. A semaphore, or disc is also released, and springs outward,
indicating the point at which the alarm is given.
That the construction of my appliance may be the more readily understood, I
will describe the same by reference to the accompanying drawings, of which
Fig. 1 shows the general combination of the parts connected with the rod, or
tube A.
Fig 2. is the cam.
Fig 3 is the signal-retainer, and arm for pulling the outside cord.
Fig. 4 is the signal retainer where the communicating cord is not employed,
and an electric current is utilized for establishing the communication.
Fig. 5 is the signal, and signal-retainer in normal position upon the exterior
of the carriage.

page_text: Within the woodwork, or attached to the surface of a partition dividing two
compartments, or otherwise forming either end of a compartment in a railway
carriage, I fix a rod, or tube of iron, or other suitable material A in such a manner
as to allow of its turning when so required for the purpose of giving an alarm.
This rod, or tube extends from a point sufficiently near to the opposite side of
the compartment to that upon which the signal is fixed, to permit of a
pull" B
being within reach of passengers occupying that end of the compartment, a similar
pull C, stationed immediately beside it being passed through the woodwork, of
the partition for the use of the occupants of the adjoining compartment. At
such position, or positions, upon the rod, or tube A as is thought desirable to
provide these pulis, (I suggest three to each compartment) the rod, or tube,
is of increased diameter, in order to multiply the power of the pull in turning it,
and upon these larger portions, the pulls, made from webbing, or some other
strong, flexible material, are fastened and wrapped, whilst at a point dependant
from the rod, or tube, not calculated to affect the turning of the appliance, a
steel ribbon D, is employed, it being safely rivetted to the webbing, or other
flexible material; and to the end of the steel ribbon is attached the handle E.
The red, or tube, is continued along the partition, and through the carriage side F,
and upon the exterior is furnished with a cam-wheel G, and beyond that again
with the signal-retainer H, to which it acts as a pivot. Both the cam-wheel and
signal-retainer, together with their uses, are presently described.
Slightly in front of the cam, when in its normal position, and so situated that
the cam in turning, raises its lower surface, I provide a pivotted spring-catch I,
with a projecting head K, which, until withdrawn by the action of a pull upon
the handle E, from the interior of the carriage, prevents the apparatus from
working; whilst below .this catch, and, underneath the surface of the cam, I
provide a spring button L, or other appliance which upon being pressed by the
cam-rim, as hereinafter described; establishes an electrical contact.
The Cam-wheel, Fig. 2, whose greater diameter is vertical, has just within its
periphery a curved slot, or groove M, and upon the inside edge of that portion of
the cam which travels over the electrical, contact-maker, is a smooth ridge N, of
increasing prominence, to provide the pressure necessary for establishing the
contact.
Outside of the cam-wheel, is the signal-retainer, Fig 3 or 4, a plate of sufficient
circumference to permit the cam to turn within the rim O, with which it is
provided, and which acts as a weather guard to the cam. Fixed to this plate
is a projecting arm P which stands out horizontally towards the rear of the
coach, and which retains the signal Q until an alarm is given; upon the inner
surface of the plate, is a stud R, which travels in the cam slot, or groove, M.
When the cord system of communication is employed, a long arm S is also rivetted
to, or forms a portion of the plate, at an angle of about 97 deg. from the arm P,
and extending upwards. A pivotted ring T is provided at the point of this, and
through this ring the cord is passed. A small length of the plate rim O is cut
away, as at U, to allow the spring catch head K protruding between the two
ends, and so prevent the turning of the signal-retainer, and working of the
apparatus until an alarm is to be given, when the catch is withdrawn in the
manner hereinafter described.
At such a distance from the cam to the rearward of the carriage as will permit
the end of the signal Q being held against the carriage side by the arm P, whilst
in its horizontal position, I fix a metal plate, to which is attached a semaphore,
or disc Q, furnished beneath the top hinge-ring with a powerful spring V, and
which spring is designed to throw the disc-signal when released, at right angles
from the carriage side.
The socket W of the signal staff has in front, a cut down which a rib upon the
staff is pressed, by the top spring after the signal has been released in order to
hold the signal in position against the air-current.
6
Upon the engine, and in the guard's van, in convenient positions, I fix gong

page_text: bells, and with the striking mechanism of these, I connect the electric wires, or the
communicating cord, which are also in connection with the appliance fitted upon
the passenger carriage, and already described above.
The apparatus operates in the following manner :-
Upon either one of the handles E, within the carriage being pulled, the rod A
is turned forward, the cam G turning with it. The upper portion of the cam lifts
the elbow of the spring-catch I, thereby withdrawing the catch-head K, against
which the rim of the signal-retainer has been resting. The projecting cam-rim N
also presses upon the button L, or other appliance provided for the purpose when
electricity is employed, and establishes the electrical contact.
When the catch-head is sufficiently thrust back to allow of the signal-retainer
rim passing, the slot, or groove M, in the cam, has travelled its full length upon
the stud R; the signal-retainer is therefore, by the continued movement of the
rod, or tube, pulled forward with the cam; the retaining arm being thus raised
above the horizontal the semaphore, or disc-signal Q escapes, and by the pressure
of the spring V is thrown outwards, and downwards. The long arm S also, when
provided for use in connection with the cord system, is thrown forward, and
downward, dragging with it the cord, the tension upon which causes the ringing
of the bell upon the engine, and in the guard's van, with which it is connected.
The apparatus must be re-adjusted from the exterior of the carriage in the
following manner. The signal-disc must be pressed back into its lateral position,
against the carriage-side. The retaining arm must then be drawn downwards,
and this action will turn the bar, or tube, in the reserve direction to that which
it took when the alarm was given, and will have re-coiled the pulls upon it. It
will also have, drawn the cam back to its original position. The catch being thus
relieved of the upward pressure by the cam, is thrust forward by the
spring, and the catch-head again; protruding, prevents the signal-retainer
turning too far, as it bars the progress, in that direction, of the retainer's rim,
by coming in contact with the edge further from the disc. When thus stopped,
the signal-retainer must be turned forward, until again stopped by the contact
of the catch-head with the edge of the rim nearer to the arm-retainer. The latter
will now be horizontal, and the apparatus perfectly. re-set, until a pull upon either
of the handles, again sets it in motion.
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 general combination of the parts as described, and shown in the accom-
panying drawings.
2. The improved means, hereinbefore described, for establishing communication
between passengers and the guard, or driver on railway trains.
Dated this first day of Ontahan 1907.
GEO. RENNIE POWELL.