IMPROVEMENTS IN COMMUNICATING SIGNALS FROM ONE PART OF A RAILWAY TRAIN TO ANOTHER
Year: 1858

page_text: LETTERS PATENT to Ralph Pickering, of Lockerbie, in the County of
Dumfries, Railway Inspector, for the Invention of "IMPROVEMENTS IN
COMMUNICATING SIGNALS FROM ONE PART OF A RAILWAY TRAIN TO ANOTHER."
Sealed the 1st February 1859, and dated the 4th December 1858.
PROVISIONAL SPECIFICATION left by the said Ralph Pickering at the
Office of the Commissioners of Patents, with his Petition, on the 4th
December 1858.
I, RALPH PICKERING, of Lockerbie, in the County of Dumfries, North
Britain, Railway Inspector, do hereby declare the nature of the said Inven-
tion for "IMPROVEMENTS IN COMMUNICATING SIGNALS FROM ONE PART OF A RAILWAY
TRAIN TO ANOTHER," to be as follows, that is to say:-
This Invention relates to certain mechanical arrangements, whereby the
passengers and attendants of a railway train are enabled to communicate
with any part of the train with great facility and certainty. In these arrange-
ments a flexible tube is carried along beneath the bottoms of all the carriages
in the train, this tube being made to terminate in a whistle at the part where
the engine driver stands. This tube is in separate lengths for each carriage,
provision being made for coupling the ends when the train is made up. The
lengths of tube are loosely held in staples or hooks. Each carriage has
extended into it a branch tube from the main line of tubing, with a mouth-
piece for blowing into. For the use of passengers each branch tube is brought

page_text: up at one end of the carriage, and then turned into the carriage beneath the
roof, along which it passes, being fitted with a sub-branch with a mouth-
piece and tap or valve for each compartment. Either a mouthpiece and a
tap or valve may be fitted at the end of each branch and sub-branch tube, or
a pair of bellows fitted with a tap or valve may be used. The office of the
taps is to keep the lines of tubing closed, except at the instant when a signal
is to be given, and at that time the signaller must open the tap of the mouth-
piece which he uses, the rest being all closed. . Instead of a tap, a self-acting
valve opening into the tube may be used, so that whilst the inmate of a
carriage can communicate with the tube, no blast can escape from the tube
into the carriage. Wherever there is a branch tube led out of the main tube
two taps are fitted upon the main tube, one on each side of the part where
the branch emerges, so that any carriage with a branch tube may be set in
the train with either end first, closing the tap which is behind the last branch
tube in the train. All the taps in the main tube are of course kept con-
tinually open, except that one behind the last branch in the train. The main
tubes on the carriages are coupled by screw junctions. A short piece of
inflexible tube is attached to the end of the main elastic tube at each end on
each carriage, by drawing the end of the. latter over it, or in any other.
convenient way, and the projecting end of this inflexible tube is screwed
exteriorly for a short distance. These screwed ends are fitted with an
enveloping nut or screwed thimble to effect the junctions of the tube ends
at each carriage, this nut being fitted with a pendant weighted lever to turn
it by, and to prevent it from turning by the action of the carriages. The
tube beneath the engine and tender is made of such materials as will stand
the heat well, and the engine portion is brought beneath the footboard, and
up through it to a suitable height for a whistle; or this tube may be taken
to the outside of the engine frame, and then brought up the outside of the
engine, ending near to and in front of where the driver stands; in this way
various signals may be given by parties in the train, as may be agreed on.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Ralph Pickering in the Great Seal Patent Office on the
3rd June 1859.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, RALPH
PICKERING, of Lockerbie, in the County of Dumfries, Railway Inspector 3.
send greeting.

page_text: WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Fourth day of December, in the year of our Lord
One thousand eight hundred and fifty-eight, in the twenty-second year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me,
the said Ralph Pickering, Her special license that I, the said Ralph
Pickering, my executors, administrators, and assigns, or such others as I, the
said Ralph Pickering, my executors, administrators, or assigns, should at any
time ȧgree with, and no others, from time to time and at all times there-
after during the term therein expressed, should and lawfully might make,
use, exercise, and vend, within the United Kingdom of Great Britain and
Ireland, the Channel Islands, and Isle of Man, an Invention for "IMPROVE-
MENTS IN COMMUNICATING SIGNALS FROM ONE PART OF A RAILWAY TRAIN TO
ANOTHER, upon the condition (amongst others) that I, the said Ralph
Pickering, by an instrument in writing under my hand and seal, should
particularly describe and ascertain the nature of the said Invention, and in
what manner the same was to be performed, and cause the same to be filed
in the Great Seal Patent Office within six calendar months next and imme-
diately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said Ralph Pickering, do hereby declare
the nature of my said Invention, and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement, reference being had to the accompanying Drawings, and to the
letters and figures marked thereon, that is to say:
The
My said Invention relates to certain mechanical arrangements whereby the
passengers and attendants of a railway train are enabled to communicate with
any part of the train with great facility and certainty. In these arrangements
a flexible tube is carried along beneath the bottoms of all the carriages in the
train this tube being made to terminate in a whistle at the part where the
engine driver stands. This tube is in separate lengths for each carriage,
provision being made for coupling the ends when the train is made up.
lengths of tube are loosely held in staples or hooks. Each carriage has
extended into it a branch tube from the main line of tubing with a mouth-
piece for blowing into. For the use of passengers each branch tube is
brought up at one end of the carriage, and then turned into the carriage,
beneath the roof, along which it passes, being fitted with a sub-branch with a
mouthpiece and tap or valve for each compartment. Either a mouthpiece
and a tap or valve may be fitted at the end of each branch and sub-branch
tube, or a pair of bellows fitted with a tap or valve may be used. The office'
of the taps is to keep the lines of tubing closed except at the instant when a

page_text: signal is to be given, and at that time the signaller must open the tap of the
mouthpiece which he uses, the rest being all closed. Instead of a tap a self-
acting valve opening into the tube may be used, so that whilst the inmate of a
carriage can communicate with the tube, no blast can escape from the tube
into the carriage. Wherever there is a branch tube led out of the main tube
two taps are fitted upon the main tube, one on each side of the part where the
branch emerges, so that any carriage with a branch tube may be set in the
train with either end first, closing the tap which is behind the last branch
tube in the train. All the taps in the main tube are of course kept con-
tinually open except the one behind the last branch in the train. The main
tubes on the carriages are coupled by screw junctions. A short piece of
inflexible tube is attached to the end of the main elastic tube at each end on
each carriage by drawing the end of the latter over it, or in any other con-
venient way; and the projecting end of this inflexible tube is screwed
exteriorly for a short distance. These screwed ends are fitted with an
enveloping nut or screwed thimble to effect the junctions of the tube ends at
each carriage, this nut being fitted with a pendant weighted lever to turn it
by, and to prevent it from turning by the action of the carriages. The tube
beneath the engine and tender is made of such materials as will stand the heat
well, and the engine portion is brought beneath the footboard and up through
it to a suitable height for a whistle; or this tube may be taken to the outside
of the engine frame and then brought up the outside of the engine, ending
near to and in front of where the driver stands. In this way various signals
may be given by parties in the train, as may be agreed on.
And in order that my said Invention may be properly understood, I shall
now proceed to describe the several Figures upon the explanatory. Sheet of
Drawings which I have hereunto appended for the purpose of showing certain
modifications under which my improvements may be judiciously carried out
in practice.
Figure 1 on my Sheet of Drawings is a partially sectional elevation of a
railway passenger carriage having my improvements in communicating signals
applied thereto; Figure 2 is an elevation partially in section of my improved.
coupling for connecting the signal apparatus of contiguous carriages;.
Figures 3 to 6 represent the different parts of the arrangement in detail;
Figures 7, 8, and 9 represent an end view, transverse section, and elevation of
another modification of my improvements.
According to one modification of my Invention the apparatus consists of an
air whistle placed on the engine near to and in front of the engine driver.
this whistle is connected to the end of an air-tight tube composed of material.

page_text: unaffected by heat; this tube is secured to the end or side of the engine, and
is continued under the footboard, the tube having a coupling joint between the
engine and the tender. A similar tube extends under the bottom of the tender
to the rear end of its buffers; this tube is secured to the bottom of the tender,
either with staples driven into the under side of the frame, or the tube is put
through the cross bars of the vehicle above the coupling rods. The end of this
tule is arranged for coupling to the tube that is on the adjoining vehicle in
the manner as herein-before described. An elastic tube composed of india-
rubber or other suitable material (with or without wire in its inside) is secured
to the under side of each carriage or other vehicle forming a part of the train;
this tube is of sufficient length to extend to the ends of the buffers, and is
secured along the centre of the under side of each vehicle either with staples
driven into the framework. I prefer having a brass or other metal tube A
put through the cross bars of each vehicle under the flooring and above the
coupling rods; this metal tube terminates at each end of the body of the
vehicle, and serves to contain as well as protect the elastic tube B from injury.
The tube couplings are composed of three short pieces of metal tube; two of
these tubes C and D are about three inches long each, the central portion E
being about one and a half inches long. About a quarter of an inch from one
end of each of the tubes C and D there are two projections placed opposite to
each other. These projections extend about one-quarter around the tube in a
slightly angular direction, similar to the thread of a screw. Each of these
projections is about one-twelfth of an inch high, by one-eighth of an inch
broad at one end, and somewhat narrowed towards the other end. The inside
diameter of the short piece of tube E is about the same as the outside diameter
of the tubes C and D, except about one-eighth of an inch length at its centre;
and this one-eighth of an inch must be the same diameter in the inside as the
inside diameter of the tubes C and D. This contraction in the tube E forms
a projection F in the interior of the tube, against each side of which there is
fitted an elastic ring G of india-rubber near to each end of the coupling tube E.
There are two projections H on the inside of the tube; these are arranged.
opposite to each other, as shown in the end view, Figure 6. Inside these
projections there is a groove made in the tube about one-twelfth of an inch
deep by about one-eighth of an inch broad, which extends about one-third
of the circumference around the inside of the tube in a slightly slanting.
direction; the end of each of the tubes C and D is put into the end of this
short tube E, the spaces between its projections admitting the projections.
on the longer tube. The tube C or D is then to be twisted to the right
hand to cause the projections that are on it to go so far into the grooves

page_text: that are in the inside as to cause the end of the tube C or D to press tight
- against the elastic ring that is in the inside of the short tube, and so make
the joint air-tight. The other end of each of the tubes C and D is to be
permanently secured to the end of the elastic tube B that is on the vehicles.
At each end of the tube E there are ratchet teeth I, which extend either
wholly or partially around the outside of the ends of the tube, as shown in
Figure 6. The tubes C and D have a spring catch J jointed to them in such
a position, that when the joint is made air-tight, the end of the catch J
extends on to the end of the tube E, and rests in the teeth I, so as to prevent
the joint from getting slack or loose with the oscilation of the vehicles."
.:
In the second modification of my improvements, the central coupling piece
E is shown with the ratchet teeth K cut in the end rims of the coupling E,
the tubes C and D being held firmly in their places by the spring catches L,
the arrangement of which is clearly shown in Figure 9 on my Drawings.
Each end of every vehicle has an arm M secured to it above the tube A, the
arm may be either of wood or metal, and one of its ends is secured to the end
of the vehicle with a round joint, so that the arm will turn horizontally to
either side against the end of the vehicle. When the arm is at right angles
to the carriage, it should extend about as far as the buffers do, and from the
free end of the arm the tube is to be suspended either by a chain, cord, or
wire N, thus the tube will be kept from coming in contact with the couplings
of the vehicle. An air-tight chest O with a force pump attached to it is
arranged in every brake van, and, if required, in each passenger carriage, or in
some of them only these air-tight vessels are to be charged with air or other
suitable gaseous fluid. All the air chests that have no force pump attacheil
to them may have a tube and valve connected to them, so that an air-pump
can be easily connected therewith to charge the chest; each of the air chests
may be provided with a pressure gauge if necessary. Out of the main tube A,
that is under the vehicles there is a branch tube P taken into the air-chest
that is in the vehicle, and there is a tap Q in this branch tube near to the. chest,
and when the signal is required to be used, the tap if open allows the com-
pressed air to escape through the tube, and sounds the whistle on the engine.
The tube P is fitted with a vertical tube R, which extends above the roof of
the vehicle, and terminates with an air whistle. This tube R has a tap S in
it, conveniently situated for the guard or breaksman to open when required.
The branch tube P has a tap Q in it near its junction with the main tube A,
and this tap may be closed to prevent the passengers from having the oppor-
tunity of using the whistle that is on the engine. The branch tube Pis
connected to the air chest O, and has another tap T in it near to the chest,

page_text: this tap has a handle on one side to open it with, the end of this handle is
connected to the end of a metal rod U, which extends to near the roof of the
carriage, where its extremity is connected to the end of an arm V. The
other end of this arm V is firmly secured to the metal rod W, that extends
the whole length of the carriage, and in each compartment of the carriage
there is an arm X secured to this rod, these arms ✗ are to be on the opposite
side of the rod from the arm V that is connected to the perpendicular rod U.
There is a handle Y attached to the end of each of the arms X that are in.
the compartments of the carriage, so that when any of the handles are pulled
it will turn that side of the rod W down, and so raise the end of the arm V,
that is connected to the perpendicular rod U, which will open the tap and
allow the compressed air to escape into the tubé R, and sound the whistle.
The lever of the tap T has a spring attached to it in such a position that it
will close the tap as soon as the passenger ceases from pulling the handles Y.
Out of the branch tube that is connected with the air-chest that is in each of
the passenger carriages there must be another branch tube which will extend
through the roof of the carriage, and to terminate with an air whistle. By
means of the tap S in the branch tube R, the railway officials may shut the
tube if they think proper to prevent the use of the whistle that is above the
top of the carriage. In all cases the passengers should not have power to use
more than one whistle, which can be accomplished by keeping the tap shut
that is in either of the branch tubes. There is a tap Z in the main tube near
each end of every branch tube, so as to shut off the last branch tube that is
in the train also to admit of any of these vehicles running either end
first, and the tap that is behind the last branch tube that is in the train
must always be kept shut, and all the others that are in the main tube
are kept open.
The branch tubes that connect the air chests to the
main tube are composed of elastic material similar to that which the main
tube is made of. In arranging my improved signal apparatus in the brake
vans or carriages, the tap. Q is fitted inside the van or carriage, so that the
guard has ready access thereto, the tube R is also carried direct from the
air-tight chest up through the roof of the van or carriage, this tube being
furnished with a tap within convenient reach of the guard. With these
several arrangements, a signal or alarum can be given instantly from any part
of a train, either by the officials in charge of the train, or by the passengers,
thus tending to avoid to a great extent the accidents that occur from the
absence of means of communicating from one part of the train to another.
Having now described and particularly ascertained the nature of my said
Invention, and the manner in which the same is or may be used or carried

page_text: into effect, I may observe in conclusion that I do not confine or restrict
myself to the precise details or arrangements which I have had occasion to
describe or refer to, as many variations may be made therefrom without
deviating from the principles or main features of my Invention; but what I
consider to be novel and original, and therefore claim as the Invention secured
to me by the herein-before in part recited Letters Patent, is,-
First, the general arrangement and construction of apparatus for communi-
cating signals from one part of a railway train to another, as herein-before
described.
Second, the system or mode of communicating audible signals from one
part of a railway train to another by means of a current of air or other
gaseous fluid conveyed by the agency of the apparatus herein-before described
and shown in the accompanying Drawing, or any mere modification thereof.
In witness whereof, I, the said Ralph Pickering, have hereunto set my
hand and seal, this Second day of June, One thousand eight hundred
and fifty-nine.
RALPH PICKERING (L.S.)