Improvements in and connected with Means for Communicating between Railway Passengers, Guards, and Engine Drivers.
Year: 1897

page_text: Improvements in and connected with Means for Communicating
between Railway Passengers, Guards, and Engine Drivers.
JAMES PATERSON, Draughtsman, 13, Reidvale Street, Dennestown, Glasgow, do
hereby declare the nature of this invention to be as follows:
To supply means of communication between passenger's guards & engine
drivers from every compartment by means of a lever or handle in each, also to
throw out a signal to show the guard the compartment and to lock the doors.
A hollow or tube shaft to be fitted the length of each carriage inside or outside.
Furnished with buffers faced with india rubber and actuated with springs to
join next carriage and thus join the whole train and also allow shunting and other
motions to take place incidental to train work. The lover or handle to be loose
on the shaft until gripped to turn the shaft, which disengages itself when let loose
after throwing out signals and locking the doors, all the other levers or handles
remaining at rest thus not alarming the passenger's, each carriage is entire in
itself, requires no attention (such as coupling up) so the train can be made up
in the usual way and to be connected to engine platform and to strike a gong to
call the attention of the engine driver and also strike a gong in the guards van
at the same time.
Sheet No. 1. Fig. 1 and 2, section of a compartment and end view of carriage.
(1.) Fig. 1, and Fig. 3, shows buffers faced with india rubber slightly corrugated
to assist the friction in turning the shaft, and covered with a sheet iron case for
protection, see No. 2 Sheet Fig. 3, to larger scale, showing spring and buffer in
section.
(2) Fig. 1 and Fig. 3, hollow or tube shaft with end screwed on and secured with
set pin and made to fit square shaft which fills the hollow shaft and shown in
section at Fig. 6 (3) and admits of the compression of the springs and also turns
the shaft by the friction of the rubber faced buffers.
Square shaft to be twice the length of the springs into hollow shaft to secure a
good guide.
(4) Fig. 1 and Fig. 7, handle or lever in each compartment with cod piece to
grip the shaft when handle is used.
(5.) Fig. 1 and Fig. 4, shows handle connections to show out signals and to lock
the doors, motion taken from handles by flat bars which encircle handles as
shown and extends to either side of carriage and pushes out the signals and at the
same time actuates a similar bar at right angles, by a double incline_plane
arrangement to lock the doors, as shown in dotted lines on Sheet No. 1 Fig. 2,
and partially on Sheet No. 2 Fig. 4 (5.) thus showing the compartment that wants
attention.

page_text: (6) Fig. 5, shows the way in which the flat bars may be fitted up in the
carriage's, encased in sheet iron and fixed with screw's.
(4) Fig. 7, handle or lever to be covered half way down with wood and made to
act as a stopper to handle and also instructions to passenger's may be written
thereon.
Fig. 6. (3) Sheet 2, shows in section the hollow shaft with square shaft in
place which is free to move forwards & backwards as the spring is compressed or
extended thus allowing the shaft to be turned at any time.
The round faced buffer's allow for going round curves.
Signal in
Fig. 4, (5) Sheet 2, show's end & side of compartment in section.
position when not showing and protected by frame. Lock and bars also in
section.
(7.). Fig. 4, double acting incline plane or wedge arrangement which moves the
bar (8) Fig. 4, forward to lock the door and a reverse motion opens the door.
Cross bars Fig. 4, (9) and Fig. 4 (10) moved by handle has square end's near
to signal on the sides of the carriages and-placed so that it will move the signal
thro 45°, as shown in dotted lines when signal is out showing, on Sheet No. 1,
Fig. 2..
(11) Fig. 3, spring to be made equal to the compression required and where the
carriages are close to each other a coach spring outside and a spring inside of
the tube or hollow shaft may be the only possible arrangement.
24th November 1907
Improvements in and connected with Means for Communicating
between Railway Passengers," Guards, and Engine Drivers.
JAMES PATERSON, Draughtsman, 13, Reidvale Street, Dennestown, Glasgow, 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:-
Drawings accompanying the Complete Specification.
To supply means of communication between passenger's, guards and engine
drivers from every compartment by means of a lever or handle in each, also to
throw out signals to show the guard the compartment and to lock the doors.
A hollow or tube shaft to be fitted the length of each carriage inside, furnished
with buffers faced with india rubber and actuated with springs to join the next
carriage, and thus join the whole train, and also admit of shunting and other
motions to take place incidental to train work. The lever or handle to be loose
on the shaft untill gripped when used to turn the shaft, which disengages itself
when let loose after throwing out signals and locking the doors, all the other
handles or lever's remaining at rest. Each carriage is complete in itself and has
only to be couplied as at present which brings the convex rubber faced buffer
in contact with the next carriage similarly fitted and so on throughout the whole
train extending from guards van to the engine driver, and arranged to strike a
gong at the same time at.engine and the guards van.
Sheet No. 1, Fig. 1, section of compartment and outside view next. carriage,
showing convex rubber faced buffer (1.) in position.

page_text: Sheet No. 1, Fig. 2, cross section of carriage showing position of hollow or tube
shaft (2.)
Sheet No. 1, Fig. 1, (1.) and Sheet No. 2, Fig. 3 (1.) convex rubber faced
buffer (15.) is a metallic disc or round plate, recessed on face to receive the rubber
and flanged to receive the end of spring. The other end of spring is supported by
a similar metallic disc or round plate (16.) near to the end of carriage and bears
on washer or plate (17.) incerted into the wood on the end of the carriage to
resist the compression of the spring. This disc or round plate (16.) to be screwed
on to the end of hollow or tube shaft (2) and secured with set pin to prevent
any slackness to take place. The square shaft is fitted thro this plate (16.) and
is free to move longitudinally and extending in to hollow shaft, bears on the
inside of hollow shaft (2.) at the corner's Fig. 6, (3) and serves as a guide and
support to front disc or round plate (15.) which is riveted to end of square
shaft.
Motion given to hollow shaft (2.) by handle Fig. 7 (4), conveys the motion to
square shaft Fig. 6 (3.) and thence to buffer by fitting the square hole (16,) in
disc or round plate next to the carriage.
The convex rubber faced buffer's being held in contact with the springs to the
next carriage similarly fitted the friction of the buffer's convey's the motion from
one to the other and so on thro the whole train.
Sheet No. 1, Fig. 2 (4) and Sheet No. 2 Fig. 7, (4.) handle or lever in each com-
partment, hangs loosely on shaft untill gripped firmly at the bottom end, when
wedge or cod piece (14.) is forced against the shaft and thereby enables the shaft (2.)
to be put in motion to make a signal to stop the train.
Cross bars (9.) and (10.) extend to each side of the carriage the inner ends are in
contact but not attached to the handle (4.) so when the handle is moved it pushes
the bars (9.) and (10.) outwards only, and pushes out the signal (13.) and keeps it
in position to show the compartment that wants attention.
On bars (9.) and (10.) near to the side of the carriage a wedge or incline plane
Fig. 4, (18.) is formed which pass thro the bar (8.) which is pushed at right angles
to bars (9.) and (10.) or along towards the carriage doors, which in turn moves the
bolts (19.) to lock the door's, and the square ends (20.) of bars (9.) and (10.)
which is in touch with the signal when at rest.
The motion of bars (9.) and (10.) pushes out signal thro 90° and remains out.
The doors being locked at the same time. The guard pushes the signal back into
position opens the door's and brings bais (9.) and (10.) in touch with handle
Fig. 7, (4) ready for further use.
Sheet No. 2, Fig. 5, (6,) section of bars (9.) & (10.) and (8.) to be encased in
sheet iron and fixed on with screw nails.
Sheet No. 2, Fig. 6, (3.) section of hollow and square shaft. The square shaft
is free to move inside of hollow shaft the corner's of square shaft bearing on the
inside of hallow shaft serves as a guide.
Sheet No. 2, Fig. 7 (4.) handle to be covered in for protection and serve as a
stopper to handle. Instructions to passengers may be written thereon.
Sheet No. 2, Fig. 4, cross section of carriage. Signal in position of rest (13.)
shielded by frame and dotted lines show's signal when out, also on Sheet No. 1,
Fig. 2 (12.).
Sheet No. 2, Fig. 3 (11.) section of spiral spring for keeping convex rubber
faced buffers in contact to join next carriage and by friction conveying the
turning motion of the shaft throughout the train.
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:
1st. The fitting of a shaft from end to end of the carriage; and to have at each
end a convex rubber faced buffer to come in contact with the next carriage to
do away with fixing or coupling up when making up a train.
2nd. Arrangement of handle in each compartment to signal to engine driver

page_text: and guard and at the same time striking a gong and locking the door's of the
compartment that wants attention.
3rd. Arrangement of convex rubber faced buffer.
4th. Arrangement of hollow or tube shaft with square shaft inside to act as a
guide and support to buffer and to hold the same level and in position.
Dated the 27th August 1898.
JAMES PATERSON.