Improvements in Arrangements to be used in connection with Vacuum Brakes, by which Signals can be given on Railway Trains by the Passengers which will be Observed by the Driver and Guard.
Year: 1889

page_text: Date of Application, 27th Aug., 1889
Complete Specification Left, 24th May, 1890-Accepted, 2nd Aug., 1890
PROVISIONAL SPECIFICATION.
Improvements in Arrangements to be used in connection with
Vacuum Brakes, by which Signals can be given on Railway
Trains by the Passengers which will be Observed by the Driver
and Guard.
I, JAMES GRESHAM, of the firm of Gresham & Craven Limited, of Craven Iron
Works, Salford, Manchester, in the County of Lancaster, Engineer, and Director
of the said Company, do hereby declare the nature of the said invention to be as
follows:-
.:
Letters Patent have been granted to me numbered 4642 A.D. 1881, for arrange-
ments showing when simple vacuum brake apparatus were "right" or in order, ready
to operate, or wrong"
"when not in order ready to operate, and one or more junction
pipes were made with the train pipe under each carriage, which junction pipes were
brought into a convenient position between the partitions forming the compartments
of the vehicles, and the upper end of each junction pipe had a head with an air tight
glass face looking to each of two adjoining compartiments of a vehicle, the breaking of
one of which glass faces by the passengers would admit air into the train pipe and so
give a signal to the driver or guard.
In Letters Patent No. 6171 A.D. 1882 the above described arrangements where
modified and applied to and combined with automatic vacuum brakes, and the
breaking of the glass face, in this case would not only give a signal by the reduction
of pressure in the train pipe to the driver and guard, but by admitting air into the
train pipe would apply the brakes and stop the train.
By this means the passenger could stop the train and apply the brakes so suddenly
as to be likely to cause damage or inconvenience.
The object of my present invention has reference to arrangements by which in case
of emergency the passenger can admit a certain quantity of air into the train pipe
which would apply the brakes but not with force, to make a sudden stoppage of the
train, but with such force as would immediately call the attention of the river and
guard, when the driver would decide whether it would be best and safest to stop the train
quickly, or allow it to stop slowly, or if the driver should see danger would arise by
stopping the train in that position, he could bring in action the large emergency
ejector, by which he would be able to exhaust the air from the train pipe more
rapidly, than it was admitted by the passengers and thus keep the brakes from
acting until the train could be safely stopped.
The further object of my invention is to combine with arrangements for admitting
air into the train pipe, means for showing a signal or producing a sound, or in both
producing a visible and audible signal outside the vehicle, and on both sides of it, if
desired, which can be seen or heard, or both seen and heard by the driver or guard,
to call attention to that vehicle and to the compartment, if desired, from which the
signal originates, such signals or the mechanism through which it, or they, are
given or transmitted being so arranged as to indicate from what compartment the
signal originated.
My combined invention may be carried out by a variety of arrangements of
mechanism.
The air is admitted through a direct lifting or hinged flap valve faced with india-
rubber by preference; this valve will be drawn to its seating by the partial vacuum
within the train pipe.
The opening when the valve is lifted is arranged to be only of such area as to
admit air faster than the small continuously acting ejector can withdraw it, from the
train pipe, and hence the brakes would be gradually applied and the train stopped

page_text: when the valve was opened, but the driver by the large emergency ejector would be
able to withdraw air from the train pipe more rapidly than it was admitted through
this valve and would prevent the brakes from being applied, and this would give the
driver the option of stopping immediately or not, according to circumstances.
The signalling apparatus of each vehicle is separate and complete in itself, and one
vehicle only communicates with another, through the train pipe, which as is well
understood is coupled between the vehicles.
The handle or part through which the passengers can actuate the signal is
or may be in any convenient position; by preference it may be placed in
the partitions between compartments so as to be operated from either of two
adjoining compartments.
The movement producing the signal may be one pulling down, up turning a handle
or crank up, down, right or left or pulling out or pushing in, or in any other
convenient direction producing the movement desired.
The movement given by the passengers may be transmitted by wires chains,
pulleys, rods, bell cranks, or other levers or rotary or partly rotary or sliding rods or
shafts.
The visible signals may be a semaphore arms. moving from the vertical to the
horizontal or turning on a vertical axis, from a position with the length of the
semaphore blade parallel to the side of the vehicle to one at a right angle thereto, or
the semaphore may be moved out and in, horizontally or vertically.
The audible signals are by preference caused by the air or part of the air which
enters the train pipe when the valve is opened which air is caused in going to the
trein pipe to pass through some sound producing instrument or instruments such as
the TT French born."
In order to show where the signal originates, the handle or part making the signal
when moved is held by a ratchet or catch when a movement has been made so that it
can only be brought back to its normal position when the officials of the train liberate
it by a special key or instrument.
Ür the apparatus may be so arranged that a small semaphore is acted upon on the
exterior of the vehicle when the signal is made, which small semaphore can only be
put in its normal position by the officials of the train by a special key or instrument.
As an example of the modes of carrying out my invention I will describe
one arrangement which as far as my present experience goes I prefer to use.
There is a box disc, fixed on the partition of a compartment of a vehicle which has
an axis for a partial pulley and ratchet, which is acted upon by a pawl jointed in the
box disc, which pawl is pressed towards the teeth of the ratchet by a spring, the
pulley and ratchet is connected with a crank handle, by turning which part of a
revolution the signal is given; to the partial pulley one end of a chain is secured
which is connected by wires and short lengths of chain and pulleys for the chain with
a pulley on a shaft passing from end to end of the vehicle which shaft I prefer to
place in bearings on one side of the vehicle under the eaves of its roof, but
the shaft may be placed above the roof or in any other convenient and desired
position.
This shaft has the semaphore arm upon it, and when rotated a quarter turn it brings
the semaphore arm to the horizontal position.
By means of wires or rods, and chains and pulleys or bell crank or other levers and
connections the movement given to the shaft is transmitted to a heavy or weighted
semaphore arm on the other side of the vehicle, and the movement of the wire or
connection transmitting the signal, at the same time acts in passing upon an arm from
a flap valve which opens it and admits air into the train pipe.
When the handle or part giving the signal is released the semaphore arms assume
mainly by gravity of the heavy semaphore arm or by a spring, the normal position, at
the same time closing the valve admitting air to the train pipe.
The mode of carrying out my invention by audible signals which as far as iny
present experience goes I prefer to use, is formed by a cylindrical box fixed in the

page_text: partition between adjoining compartments of a vehicle, and having a button or "push
facing each compartment which "pushes" can slide in and out, there being a helical
spring between them, but when one is pushed, it prevents the other being pushed in,
and it is held by a ratchet lover, acted upon by a spring which has to be moved
by a special instrument or key before the "push can be brought to its normal
position.
""
The inner end of each " 'push" has an incline formed upon it so that when
pushed in, will act upon the loop in a valve lifting vertically in guides formed
in the cylindrical box, and admitting air from the cavity in the cylindrical box
into a passage in it with which a branch pipe from the train pipe forms a
junction.
One end of a pipe is connected with the cavity in the box, and this pipe branches
to each side of the vehicle upon each end of which a French horn is screwed, through
which the air passes to the train pipe when admitted by the valve, and in passing
causes the thin plates of the horn to vibrate rapidly and produce the sound, which
continues until the " push" is released and the valve admitting air to the train pipe is
allowed to close.
If desire! there need only be one or two horns upon each vehicle which may be
used in combination with the valve admitting air to the train pipe worked through
the shaft and semaphore arrangement hereinbefore described, thus combining both
visible and audible signals for each vehicle.
In cases where signals are to be made visible in the absence of daylight, lamps are
or may be used, covered by the semaphore arm (which may be double) when no signal
is given and exposed when a signal is given, and in the case of trains lighted by gas,
the lamp may be lighted by gas and the tap or valve regulating it may be arranged to
open when a signal is given and shut when the apparatus is brought to its normal
inoperative position, a small gas flame being lighted and left burning, when signals
are not given when darkness comes on in order that the full flame of gas may be
turned up when a signal is given.
In trains lighted by electricity the signal is or may be arranged to make contact
and allow a current to pass when the signal is given, and break contact when the
signal mechanism is brought back to its normal inoperative position.
Dotad thin Twenty sixth day of August 1889.
PETER J. LIVSEY,
Agent.
COMPLETE SPECIFICATION.
Improvements in Arrangements to be used in connection with
Vacuum Brakes, by which Signals can be given on Railway
Trains by the Passengers which will be Observed by the Driver
and Guard.
1, JAMES GRESHAM, of the firm of Gresham and Craven Limited, of Craven Iron
Works, Salford, Manchester, in the County of Lancaster, Engineer, and Director of
the said Company, 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 :--
Letters Patent have been granted to me numbered 4642 A.D. 1881, for arrange-
'right' or in order,
ments showing when simple vacuum brake apparatus were
ready to operate, or wrong "when not in order ready to operate, and one or
more junction pipes were made with the train pipe under each carriage, which
junction pipes were brought into a convenient position between the partitions forming
the compartments of the vehicles, and the upper end of each junction pipe had a head
with an air tight glass face looking to each of two adjoining compartments of a
vehicle the breaking of one of which glass faces by the passengers would admit air
into the train pipe and so give a signal to the driver or guard.
In Letters Patent No. 6171 A.D. 1882 the above described arrangements where

page_text: modified and applied to and combined with automatic vacuum brakes, and the breaking
of the glass face in this case would not only give a signal by the reduction of pressure
in the train pipe to the driver and guard, but by admitting air into the train pipe
would apply the brakes and stop the train.
By this means the passenger could stop the train and apply the brakes so suddenly
as to be likely to cause damage or inconvenience.
The object of my present invention has reference to arrangements by which in case
of emergency the passenger can admit a certain quantity of air into the train pipe
which would apply the brakes but not with force to make a sudden stoppage of the
train, but with such force as would immediately call the attention of the driver and
guard, when the driver would decide whether it would be best and safest to stop the
train quickly, or allow it to stop slowly, or if the driver should see danger would
arise by stopping the train in that position, he could bring in action the large ejector,
by which he would be able to exhaust the air from the train pipe more rapidly than
it was admitted by the passengers and thus keep the brakes from acting until the
train could be safely stopped.
The further object of iny invention is to combine with arrangements for admitting
air into the train pipe. means for showing a signal or producing a sound, or in both
producing a visible and audible signal outside the vehicle, and on both sides of it, if
desired, which can be seen or heard or both seen and heard by the driver or guard,
to call attention to that vehicle and to the compartment, if desired, from which the
signal originates, such signals or the mechanism through which it, or they are given
or transmitted being so arranged as to indicate from what compartiment the signal
originated.
My combined invention may be carried out by a variety of arrangements of
mechanism.
The air is admitted through a direct lifting or hinged flap valve faced with india-
rubber by preference, this valve will be drawn to its seating by gravity or a spring
and the partial vacuum within the train pipe.
The opening when the valve is lifted is arranged to be only of such area as to
admit air faster than the small continuously acting ejector can withdraw it, from the
train pipe and hence the brakes would be gradually applied and the train stopped
when the valve was opened, but the driver by the large ejector would be able to
withdraw air from the train pipe more rapidly than it was admitted through this
valve and would prevent the brakes from being applied, and this would give the
driver the option of stopping immediately or not, according to circumstances.
The signalling apparatus of each vehicle is separate and complete in itself, and one
vehicle only courmmunicates with another, through the train pipe, which as is well
understood is coupled between the vehicles.
The handle or part through which the passengers can actuate the signals is or may
be in any convenient position; by preference it may be placed in the partitions
between compartments so as to be operated from either of two adjoining com-
partments.
The movement producing the signal may be one pulling down, up, turning a
handle or crank up, down, right or left, or pulling out or pushing in, or in any
other convenient direction producing the movement desired.
The movement given by the passengers may be transmitted by wires, chains,
pulleys, rods, bell cranks, or other levers or rotary or partly rotary or sliding rods or
shafts.
The visible signals may be semaphore arms, moving from the vertical to the
horizontal, or turning on a vertical axis from a position with the length of the
semaphore blade parallel to the side of the vehicle to one at a right angle
thereto, or the semaphore may be moved out and in, horizontally or vertically.
The audible signals are by preference caused by the air or part of the air which
enters the train pipe when the valve is opened which air is caused in going to the
train pipe to pass through some sound producing instrument or instruments such as
the "French horn."

page_text: In order to show where the signal originates the handle or part making the signal
when moved is held by a ratchet or catch when a movement has been made so that it
can only be brought back to its normal position when the officials of the train liberate
it by a special key or instrument.
Or the apparatus may be so arranged that a small semaphore is acted upon on the
exterior of the vehicle when the signal is made, which small semaphore can only
be put in its normal position by the officials of the train by a special key or
instrument.
As an example of the modes of carrying out my invention I will describe
one arrangement which as far as my present experience goes I prefer to use.
There is a box disc, fixed on the partition of a compartiment of a vehicle which has
an axis for a partial pulley and ratchet which is acted upon by a pawl jointed in the
box disc, which pawl is pressed towards the teeth of the ratchet by a spring, the
pulley and ratchet is connected with a crank handle, by turning which part of a
revolution the signal is given; to the partial pulley one end of a chain is secured,
which is connected by wires and short lengths of chain and pulleys for the chain with
the pulley on a shaft passing from end to end of the vehicle, which shaft I prefer to
place in bearings on one side of the vehicle under the eaves of its roof, but the shaft
may be placed above the roof or in any other convenient and desired position.
This shaft has the semaphore arm upon it, and when rotated about a quarter turn it
brings the semaphore arm to the horizontal position.
By means of wires or rods, and chains and pulleys, or bell crank or other levers
and connections, the movement given to the shaft is transmitted to a heavy or
weighted semaphore arm on the other side of the vehicle, and the movement of the
wire or connection transmitting the signal, at the same time acts in passing upon an
arm from a flap valve which opens it and admits air into the train pipe.
When the handle or part giving the signal is released the semaphore arms assume
mainly by the gravity of the heavy semaphore arm or by a spring the normal
position, at the same time closing the valve admitting air to the train pipe.
The mode of carrying out my invention by audible signals which as far as my
present experience goes I prefer to use, is formed by a cylindrical box fixed in the
a button or
partition between adjoining compartments of a vehicle, and having
$6
push" facing each compartment which "pushes" can slide in and out, there being
a helical spring between them, but when ore is pushed, it prevents the other being
pushed in, and it is held by a ratchet lever, acted upon by a spring which has to be
moved by a special instrument or key before the "push can be brought to its
normal position.
"
The inner end of each "push" has an incline formed upon it so that when pushed
in, will act upon the loop in a valve lifting vertically in guides formed in the
cylindrical box and admitting air from the cavity in the cylindrical box into a
passage in it with which a branch pipe from the train pipe forms a junction.
One end of a pipe is connected with the cavity in the box, and this pipe branches
to each side of the vehicle upon each end of which a "French horn" is screwed,
through which the air passes to the train pipe when admitted by the valve, and in
passing causes the thin plate of the horn to vibrate rapidly and produce the sound,
which continues until the "push " is released and the valve admitting air to the
train pipe is allowed to close.
If desired there need only be one or two horns upon each vehicle which may be
used in combination with the valve admitting air to the train pipe worked through
the shaft and semaphore arrangement hereinbefore described, thus combining both
visible and audible signals for each vehicle.
In cases where signals are to be made visible in the absence of daylight, lamps are
or may be used covered by the semaphore arm (which may be double) when no signal
is given, and exposed when a signal is given, and in the case of trains lighted by
gas, the lamp may be lighted by gas, and the tap or valve regulating it, may be
arranged to open when a signal is given and shut when the apparatus is brought to

page_text: its normal inoperative position, a small gas flame being lighted and left burning when
signals are not given, when darkness comes on, in order that the full flame of gas
may be turned up when a signal is given.
In trains lighted by electricity the signal is or may be arranged to make contact
and allow a current to pass when the signal is given, and break contact when the
signal mechanism is brought back to its normal inoperative position.
Figs. 1 to 11 illustrate one mode of operating and showing visible signals, or both
operating and showing visible and making audible signals.
Fig. 1 is an elevation of the actnating handle and mechanism between it and a
signal and semaphore operating shaft-parts being shown in section.
Fig. 2 is a section in a vertical line parallel to the axis of the actuating handle,
through it and its connected mechanism.
Fig. 3 is a section in a plane vertical to the axis of the actuating handle through
the metal disc box.
Fig. 4 is a section through one of the brackets for carrying and forming the
bearings of the seraphore shaft.
Fig. 5 is a side view and
Fig. 6 an edge view of the key for releasing the actuating handle after it has been
moved to give a signal.
Fig. 7 is a sectional elevation showing the connections between the semaphore
shaft on one side of the vehicle and the semaphore arm on its other side.
This fig. 7 also shows the hinged flap valve for admitting air to the train pipe and
its connection with the rod or chain transmitting motion from the semaphore shaft on
one side of the vehicle to the semaphore arm on the other side.
Fig. 8 is a sectional elevation of the valve shown in fig. 7, taken in a plane at a
right angle to the plane of the section shown in fig. 7 and also showing in section the
French horn for giving the audible signal.
and
Fig. 9 is a longitudinal elevation in section of part of a railway vehicle.
Fig. 10 is a cross sectional elevation through a compartment of the vehicle,
Fig. 11 is an outside end elevation of the vehicle.
According to that modification of my invention illustrated by the above figures
there is a disc a, of wood or other suitable material, in which a recess is formed
for a metal disc box a', (see figs. 2 and 3) which is secured by screws to the wood
disc a.
One side of this metal disc box has a stud a², projecting from it upon which fits a
hole in the axis of the boss part of the handle a³, which boss has a projection that fits
into a notch a* (see fig. 3) in a projecting boss from a pulley a8, and the bandle a³, is
prevented from coming off the stud by the head of a screw a', screwed into a hole in
the end of the stud a².
Upon the front of the disc of wood a, a metal ring a³, is secured which ring has or
may have the words "Passenger communication" upon it, and a curved arrow a, to
point in the direction in which the handle a³, should be moved-This ring a³, has also
two stops upon it against one of which the side of the handle a³, comes when in the
normal position, as shown in fig. 1, and against the other stop a', when the handle a³,
has been moved to give a signal-these stops thus limit the movements of the
handle a³.
The wood disc a, is secured by screws to the partition b, at one or the other
end of the compartment of a vebicle; see fig. 10 where a, represents the wood disc
and handle.
The partial pulley a³, is also a ratchet having two teeth (see fig. 3) and to the
pulley as, one end of a link c, of a jointed chain c, is secured, the other end passing
freely through a slot or hole a, in the edge of the metal disc box, and then over one
or more pulleys hereinafter mentioned.
On a pin d, between the sides of the disc metal box a¹, a pawl d, has its fulcrum,
and it has a hook at one end that is pressed against the edge of the pulley a³,

page_text: having the ratchet teeth, by a curved flat spring d², one end of which is secured
to the edge of the metal disc box a¹, its free end acting upon a projection from
the pawl d.
When the handle a³, is turne i far enough, the hook of the pawl d, catches upon the
ratchet tooth and can only be released from it by a bent ended key (figs. 5 and 6)
which is inserted through a hole a", in the wood disc a, so as to press upon and move
the tail end ³, of the pawl d, to release its hook from the tooth of the ratchet part of
the pulley a³.
As shown in fig. 1 the jointed chain e, from the partial pulley or segment a³, passes
over three guide pulleys cach of which consists of a pulley e, on a stud e', in a plate e²,
which can be secured by screws to the partition or end of the vehicle.
Each pulley plate e, las a projection e³, that acts as a shield or guard to prevent
the join ed chain c, fro n coming out of the groove of the pulley e.
It will be seen from fig. 1 that a part of the connection is a role, as only a length
of jointed chain sufficient to work over the pulleys e, need be used.
The end of the chain c, after passing over the guide pulley e, is secured to a
pulley, upon a shift, which may be a tube to pass on one side and from end
to end of the vehicle.
The pulley, is or may be ma le in two halves to be secured upon the shaft f
by two screws that will cause the V's in its boss to grip the shaft firmly.
The shaft, by preference, is placed under the eave of the roof of the vehicle partly
represented in dotted lines in fig. 1.
The shaft, is carried and has its bearings in brackets, as shown best by fig. 4.
13, being a cover plate.
On the shaft, at the end of the vehicle there is a semaphore arm³, and there is
another arm at the other side of the vehicle.
These semaphore arms are in metal boxes or cases f³, and f", secured to the outside
end of the vehicle by screws.
The semaphore arm 4, also acts as a weight lever to bring the mechanism to its
normal position, when released, after a signal has been given.
On the boss of the semaphore arm, there is a partial pulley or segment, to
which one end of a jointed chain, is attached, the other end being jointed with one
screw of a right and left handed screw coupling link f, the other screw of which is
or may be jointed to or connected with a rod, which at its other end is jointed with
one end of a jointed chain ", the other end of which is connected with a partial
pulley on the boss of the weighted lever semaphore arm f*, carried upon a fulcrum
stud or pin 2, in the casing, secured to the carriage.
This weight lever semaphore, when lifted from the position in which it is shown
in fig. 7 to near the horizontal position where it will be visible, will pull back when
released, and on its descent the shaft J, and semaphore arm 3, into the position in
which they are shown in fig. 7.
The rod f, forming part of the connection between the two semaphore arins passes
freely through a hole or fork in the end of a vertical arm h', from a flap valve h,
having its fulcrum on a pin 2, in a metal casing ³. connected with the valve
seating.
The flap valve h, is faced with india rubber h*, or other suitable material secured
by a screw h*.
There is a collar 1. on the rod, which can be secured thereto by a set screw in
the collar when adjusted, and this collar i, comes against the arm and lifts and
holds open the flap h, when the signal is actuated-When the arm ', is released its
weight and that of the flap valve causes it to close by gravity in addition to the
partial vacuum when existing in the train pipe.
The lower end of the casting . is screwed for a screw coupling which connects it
with a pipe, leading to the ordinary train pipe x of the automatic vacuum brake
(see figs. 9 and 11).
This pipe, is of such area, or it is contracted at some part of it, or the passage of
the valve is of such extent that the area for air will only allow it to pass at a little

page_text: greater velocity than it can be removed by the small ordinary constantly acting
ejector used with ordinary automatic vacuum brakes.
Air can enter freely through perforations 8, in the casing ³, and pass through
the flap valve h, when open, and into the branch train pipe, and ordinary train
piper.
23, fig. 9 is the ordinary flexible coupling pipe between the vehicles. In full line it
is shown upon the dummy stopper, in dotted line as when coupled to another
vehicle.
In fig. 8 another view of the flap valve h, is shown, and a branch is shown
from the cover ³, of the casing h³, in which there is a screw tapped hole for a
screw plug upon which there is a large tube i, open at one end and within which
there is a small tube i, open on one side over which a thin elastic blade of
metal, is secured at the inner end (forming a French horn) which elastic blade 2,
vibrates rapidly and produces sound when air enters between it and the edges of the
tube i¹.
All the air entering to the train pipe when the flap valve h, is open, is not allowed
to pass the vibrating blade 12, as too great a rush of air would cause the elastic blade
to act as a valve, the blade being held down firmly against the edges of its tube i,
and it would thus cease to vibrate and produce sound. For this reason a part of the
air passing to the flap valve h, is allowed to enter through the passage, the
area of which is so proportioned as to allow sufficient air to pass through the horn.
It will be understood that there is at least one arrangement of mechanism same as
that illustrated by fig. 1 for each compartment of a railway carriage, the chain c,
connected with each handle a³, being attached to a pulley f', on the shaft, the latter
- being thus netuated whichever handle a³, in the sanie vehicle is moved the chains c,
of these handles a³, not actuated becoming slack.
Figs. 12, 1, 14 and 15, are viewed illustrating the mode of producing audible
signals according to another modification of my invention.
Fig. 12 is an end sectional elevation with the front cover plate removed
Fig. 13 is a longitudinal elevation, the plane of the section being in the axes of the
pushes.
Fig. 14 is a sectional elevation in a plane parallel to that of fig. 12, the section
being through the passage for air from the valve.
There is a metal casing a, formed in two parts one fitting upon the other as shown
in fig. 13, which fits in a hole in the partition b, between two compartiments of a
vehicle and the casing is socured by screws passing through ears to the partition (see
figs. 12 and 14).
At the upper part of the casing a, on one side there is a junction for a pipe 3,
which ascends and forms a junction with a pipe, extending across the vehicle, one
end of the pipe *, coming on one side and the other on the other side of the vehicle
(see fig. 15).
The outer ends of this pipe, have each a French horn i, screwed upon them,
through which air will enter and pass to the train pipe as hereinafter explained, and
when air is passing the horns produce sound.
On the other side of the casing a, there is a junction for a pipe ¹, coupled up with
the ordinary train pipe.
There is a passage a', in the casing a, that leads to the inlet of a valve a², which is
faced with india rubber or other suitable material secured by a screw a³, having
projections or wings to act as a guide for the lower end of the valve, the wings fitting
the hole or passage from the seating for the valve.
That part of the stem of the valve nearest to it, is double or slotted, and above the
slotted part there is a projecting stem a', which by passing through a hole in a
part a, (which is secured to the casing a,) acts as a guide for the upper end of the
stem of the valve.
Thus arranged the valve a², can slide vertically to and from its seating,
In the centre on each side of the casing there is a sliding push one push b, slides in
a guide formed in a boss in the casing a, the other 6', also slides in a boss in the other

page_text: part of the casing, and has a small spindle 2, in its inner end that passes into a
helical spring 63, which spring enters a hole in the hollow of one push b, and abuts
against the end of the hole in it, the other end of the spring 63, abuts against the end
of the other push b¹.
One push has an incline 4, upon it, and it passes freely between two inclines b³,
upon the other push b.
The inclines, and 6, upon both pushes come against corresponding inclines in the
upper part of the slot of the stem a, of the valve a², and thus whichever push (b,
or 6) is forced in, lifts the valve and thus allows air to enter the train pipe a¹. There
are ratchet notches &, on the upper side of each push against which notelies the catch
in the pawl b, can enter, this pawl being centred upon a screw 68, in the casing and
is acted upon to force it towards the ratchet teeth by a flat spring 69, abutting
against a pin *, in the casing (see figs. 12 and 13) there being a similar pawl for
each push.
It will thus be seen that when a push (b, or b) is forced in, the spring pawl b',
prevents it from coming out again until the pawl is lifted by a bent ended key
similar to that shown by figs. 5 and 6, which key is inserted through the hole 11,
in the front cover plate, the end of the key coming under a projection 12, from the
pawl b
When there are more than one set of apparatus as shown by figs. 12 to 14 in the
same vehicle the pipe 3, from each, are arranged by preference to communicate
with one pipe 4, passing to the horn common to all the pushes, and the pipe ¹,
in like manner communicates with one branch pipe in communication with the
ordinary train pipe.
Fig. 16 is an elevation partly in section, fig. 17 is a plan view partly in section,
fig. 18 is a section through the valve and spring box attached, in the line A-B fig. 17
and fig. 19 is a side elevation of part of a railway vehicle.
These figures 16 to 19 illustrate an arrangement for giving signals, in which each
compartment of a vehicle has a separate pair of semaphore arms, which turn upon a
vertical axis, and are connected together by a rod passing lengthway, and upon one
side of the vehicle, the rod also actuating a valve and French horn or similar sound
producing instrument if desired, when a signal is given, in any one compartment of a
vehicle, but those semaphore arms are only exhibited which belong to the compart-
ment where the signal originates.
j, is a bracket secured to the side of the vehicle to carry the vertical joint pin j
upon which the semaphore arm k, is hinged. Each semaphore arm has a short arm k¹,
from it to which the end of a rod k², is jointed, this rod extending across the vehicle
and connecting the two semaphore arms k.
The connecting rod k², is formed in two parts, attached together by a right and left
handed screw coupling k³.
This screw coupling has an arm k, to which one arm l, of a bent bell crank lever 1,
is jointed. The fulcrum 12, of the bell crank lever is carried in holes in the sides of a
box or casing 13, and its lid 1, which casing is attached by screws or other suitable
means to the partition between the compartments of the vehicle or it may be secured
in any other suitable position.
There is also a bent catch or pawl 15, which is made heavy to form a weight at
one end.
The boss of this pawl or catch 1, has bearings formed upon it, which fit in a hole
in the side of the box 13, and its lid . Its boss has also a square hole 1º, to fit a key
by which the catch 15, can be released after a signal has been given, as the projection
upon the pawl, engages with a notch on the boss ', of the bell crank lever 1, when
it is moved far enough, which notch will also prevent the bell crank lever 1, from
being moved too far.
The bell crank lever has the upper end of a rod 18, jointed to it the lower end of
which has a handle 1º, secured to it. This rod 1, passes or may pass through a tube /*,
the upper end of which screws into a boss upon the box 1³, the lower end of the
C

page_text: tube being held by a bracket ", secured by screws to the partition or end of the
carriage.
When the handle 1, is pulled far enough down, the semaphore arms k, upon the
opposite sides of the vehicle for that compartment are simultaneously moved outwards
to about a right angle to that in which they are shown in fig. 17.
On the axis of one semaphore arm k, on the right of fig. 17, a crank arm m, is
mounted to oscillate freely, and opposite this crank arm, there is a cranked
coupling m¹, for rods m², (or tubes for lightness and strength) which screw into each
end of the cranked coupling m³.
In each cranked coupling there is a bolt m³, screwed with an eye in it for the crank
pin m, which is a screw with a head, the point of which screws into the arm or
crank m, and thus the cranked coupling m¹, is held in secure connection with the
arm . The cranked couplings are employed for each compartment and are used to
bring the rods m², as close as possible to the outside of the vehicle.
When the semaphore arms k, are actuated, a part 45, upon that semaphore arm k,
connected with the arm m, comes against the crank arm m, and moves it and thus
moves the rod m², end ways, but by this arrangement all the crank arms m, are moved,
but the semaphore arms k, are only moved which belong to that compartment in which
the signal originates.
The end of the rod m², enters and slides in a tube m³, forming a part from the
casing 3, for a valve h, which casing is secured at the outside end of the vehicle.
It will be seen that one part of the rod m, is enlarged to form a collar m³, against
which one end of a helical spring m' which is upon the rod m², abuts, the other
end of the spring coming against an internal shoulder at the end of the tube m³,
through a hole, in which the end of the rod m², passes.
There is a slot in the lengthway of the enlarged part m, of the rod m², for a pin
or screw m³, to pass through, which also passes through holes in the sides of the
tube m³. This slot and pin or screw m³, limits the end movements of the rod m², the
spring m³, acting to push back the rod m², and semaphore arms k, to their normal
position, when released, after a signal has been made. The end of the rod m³.
when a signal is given, acts upon a projection ', from a hinged flap valve h, faced
with india rubber *, as will be understood from previous explanation in reference to
figs. 7 and 8.
This valve h, when opened, admits air to pass to the branch pipe a², the air may if
desired, pass through a French horn, as hereinbefore described in reference to figs. 7
and 8, but as illustrated in figs. 17 and 18 the valve and casing is only arranged to
allow air to pass to the train pipe x.
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 apparatus with automatic vacuum brakes
whereby signals may be made visible by the passengers in the vehicles of a train,
and communications made with the driver and guard of a train, by admitting a
limited amount of air into the train pipe substantially as and for the purpose herein-
before described.
2. The combination and arrangement of apparatus, with automatic vacuum brakes
whereby signals may be made visible and audible by the passengers in the vehicles of
a train, and communication made with the driver and guard of the train by admitting
a limited amount of air into the train pipe substantially as and for the purpose herein-
before described.
3. The combination and arrangement of apparatus with automatic vacuum brakes
whereby audible signals may be made by the passengers in the vehicles of a train
and communication made with the driver and guard of the train by admitting
a limited amount of air into the train pipe substantially as and for the purpose
described.

page_text: 4. The combination and arrangement of mechanism, substantially as and for the
purpose, hereinbefore described and illustrated by figs. 1 to 11 inclusive of the
drawings.
5. The combination and arrangement of mechanism, substantially as and for
the purpose hereinbefore described and illustrated by figs. 12 to 15 inclusive of
the drawings.
6. The combination and arrangement of mechanism substantially as and for the
purpose herein before described and illustrated by figs. 16 to 19 inclusive of the
drawings.
T
1000
PETER J. LIVSEY,
Agent.