Improvements in Signalling or Communicating Apparatus between Passengers and Train Officials.
Year: 1899

page_text: Date of Application, 2nd Mar., 1899.
Complete Specification Left, 28th Nov., 1899-Accepted, 3rd Feb., 1900
9
d.
2
.
PROVISIONAL SPECIFICATION.
Improvements in Signalling or Communicating Apparatus between
Passengers and Train Officials..
n
We, JOHN HAWORTH WYKE, of 159, Rochdale Road, Bacup, in the County
of Lancaster, Locomotive Engine Driver, WILLIAM BARKER, of 30, Brougham
Street, Burnley, in the said County, Engineer, and FRANK RICHMOND,, of, 12,
Standish Street, Burnley. aforesaid, Engineer and Patent Agent, do hereby de-
clare the nature of this invention to be as follows:-
This invention relates to that class of signalling and communicating apparatus
between passengers and train officials, in which the communication is effected
through the medium of the vacuum brake or compressed air brake, with the
object of slackening the speed of or stopping the engine: The invention con-
sists also of new and improved mechanism for indicating` the particular com
partment, to which attention is required.
F.
In pneumatic contrivances for this purpose hitherto devised, valves or cocks
have invariably been employed to admit air into the train pipe of the vacuum
brake, or permit of its escape in a compressed air brake. In practice, it would
be 'next to impossible to keep such arrangements in order, liable as they would
be to stick when they were required to work, or slacken through vibration, when
they were not wanted to be used, and seriously interfere with the working of
the brakes.
nds to
This invention is designed to supply suitable apparatus from which valves or
taps shall be entirely absent, and which shall be positively reliable to apply the
brakes when required, and yet there shall be a permanent seal against the ad-
mission of air or otherwise for years, until the appliance shall be called into
action. It is also of such construction that a passenger will have to do deliberate
damage to set it in action.
In carrying out our invention, we fix a pipe communicating with the train
pipe of either the vacuum brake or the compressed air brake, and carry the
same to a suitable distance between two adjacent compartments of a carriage.
The branch pipe fixed to it communicates in both compartments with a small
round, open casing provided with an internal flange, and screw threaded on its
outer-circumference. On this internal flange we place a rubber washer. Upon
this washer, we place a round glass plate to rest upon the rubber washer, and
over it place another rubber washer, and now screw over them a brass cap, screw
threaded to fit the casing; and having a large opening to expose the glass. The
communication with the train pipe is thus permanently sealed. The glass is,
sufficiently thick to well, withstand the suction of the vacuum or pressure of:
the compressed air as the case may be. At the top of the casing, we joint a kind
of clapper. This is preferably round, but of rather smaller diameter than the
diameter of the glass face, and with a point in the centre facing the glass. The
clapper at its lower end is formed with a bent arm, which projects through the
timber of the compartment, and carries at its extremity a small pivotted catch.
This catch is capable of passing over the flange of a small reel or bobbin with
the forward' movement of the bent arm, but cannot return being prevented by'

page_text: a nose on the bent arm.
The point on the clapper now comes against the face
of the glass. The reel is fixed to a loose shaft mounted in a frame, the case here-
tofore described preferably forming part of the frame. This shaft is formed
with a square end or a square socket, on which, or into which, may fit a clock
key or railway key.
On the reel is wound a chain, one end of which is secured to the reel, while
the other is connected to a semaphore arm, pivotted in a slot in the interior of
the carriage casing, and so arranged that when the reel is relieved, the sema-
phore will fall, and be exposed to view outside the carriage. One or two lugs
are formed on the inside of the flange of the reel, so that when the reel has been
wound up, the catch on the bent arm of the clapper will prevent the unwinding
of the reel, one of the lugs coming against it. The clapper is thus locked, and
cannot be tampered with in any way.
To attract the attention of the train officials, the passenger has deliberately
to strike the clapper, and break the glass, which admits air to, and immediately
applies the brakes. At the same time, the clapper being relieved from the glass
by its own weight brings the catch pivotted to the bent arm at its extremity be-
yond the lug on the reel, the semaphore arm immediately falling. To set the
instrument in working order again, the train official turns the reel by a handle
or key, winds up the semaphore arm, and at the same time brings a slot in the
flange of the reel to such a position as to permit of the liberation of the bent arm
of the clapper and the catch at its extremity. He can now take off the brass cap
from the case, and replace the broken glass with another, the rubber washers
being already in position, and then allows the clapper to fall, which immediately
comes into its original position, the catch at the extremity of the bent arm pass-
ing over the flange of the reel, and between the lugs, thereby locking the bent
arm.
For handiness, the guard may also be provided with taper rubber or metal
plugs, so that after raising the clapper, he may plug up the hole of the pipe
instead of unscrewing the brass cap and replacing the glass, this temporary de-
vice being sufficient until the train reaches an important station. The cap may
be formed with a lug, or hole or slot, by which it may be unscrewed by a key
or tool, if it should stick.
Dated this 1st day of March 1899.
Improvements in Signalling or Communicating Apparatus between
Passengers and Train Officials.
We, JOHN HAWORTII WYKE, of 159, Rochdale Road, Bacup, in the County
of Lancaster, Locomotive Engine Driver, WILLIAM BARKER, of 30, Brougham
Street, Burnley in the County of Lancaster, Engineer, and FRANK RICHMOND,
of 12, Standish Street, Burnley aforesaid, Engineer and Patent Agent, do here-
by 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 or communi-
cating from passengers to the train officials in which the signalling apparatus

page_text: postuivery Tenable to act when required but maintains a permanen
star agai
the passage of air and further in which it will be necessary for the passenger
to do deliberate damage to set it in action.
It consists essentially of apparatus connected to the train pipe constructed
with an efficient seal which can be readily broken an appliance connected there-
to for breaking the seal when desired and mechanism for indicating the par-
ticular compartment from which the signal has emanated.
It will be fully described with reference to the accompanying drawings.
Fig. 1. Section of compartment of railway carriage showing the apparatus
in position.
.
Fig. 2. Front elevation of the apparatus enlarged.
Fig. 3: Transverse section.
Fig. 4. Section of parts in different position.
Fig. 5. Sectional plan.
The invention may be aplied to either a vacuum or compressed air brake.
A branch pipe A is carried from the train pipe of the brake preferably to the
partition between two adjacent compartments of the carriage so that one branch
pipe may serve for two of the signalling instruments or apparatus but each in-
strument or apparatus B may be fitted to a separate pipe.
The end of the branch pipe A is by an air-tight joint fitted into a casing C
and opens into a chamber open at the outer side and sealed or closed with a
glass or other fragile seal I). The casing C is made with an internal flange or
seating c¹ and an external screw thread near which a screw cap or coupling
ring E is screwed. Upon the flange or seating c is placed a packing ring d of
rubber or other material against which the fragile seal or disc D rests and be-
tween the seal D) and the coupling ring E a screw packing ring d¹ is placed
which when the ring E is tightly screwed up ensures a perfectly air tight and
permanent cover or seal to the chamber c and to the branch pipe A leading to
the train pipe. The end of the pipe A is preferably fitted with a perforated
nozzle a with small perforations all around the periphery or other position.
The nozzle a may be conical or pointed to assist in breaking the glass or seal D
when forced inwards.
The fragile seal D of glass or other material is sufficiently strong to withstand
the pressure either external or internal necessary to work the brake and suffi-
ciently fragile to be broken by a sharp knock or blow. We at present prefer
to make it of glass but it may be made of porcelain china or other similar
material.
Above the chamber c or in other convenient position we hinge or pivot to the
casing C or otherwise a lever or clapper F which extends across the fragile seal D
and is provided with one or more preferably two projections or joints G facing
the seal for the purpose of breaking or shattering when forced inwards.
The exterior shape of the lever or clapper F is preferably circular so that it
may be easily forced inwards from a blow from the hand but it may be of any
other convenient shape or with a handle or the like by which it can be forced
inwards against the fragile seal to break it..
We connect with the fragile seal and the lever for breaking it a couple of
semaphore arms dises or the like H which when the lever F is operated to break
the seal are released or caused to fall or move outwards at the sides of the car-
riage to indicate the compartment in which the apparatus has been operated.
In the example shown in the drawing two semaphore arms H are connected
by connecting rods h with levers K by which they can be raised but which when
released permit of the semaphore arms falling of their own weight. The
levers K are attached to a barrel or sleeve L or its equivalent capable of rota-

page_text: ting and provided with pins or stops by which it can be held or prevented rota-
ting also with a flange and a notch therein 12.
The lever or clapper F is provided with an inwardly projecting arm M carry-
ing at its extremity a small pivoted catch or dog m which can be pressed inwards
over the flange 1 and engages the pins on the barrel or sleeve Ĺ and thus pre-
vents rotation of the latter. The dog or catch m being pivoted and forced down
by the spring m¹ when moved inwards beyond the flange on the barrel can only
be withdrawn through the notch and thus when the lever F has been forced
inwards it cannot be withdrawn again by an unauthorized person. The end of
the spindle which carries the lever K and the barrel or sleeve K is made either i
with a square socket or end to fit à railway key or clock key.
Instead of the levers. K and connecting rods the semaphore arm H may be
held and released by a chain or band passing round the barrel L.:
One end of such chain would be secured to the barrel and the other connected
to the pivoted semaphore arms H. Or the levers K may be connected with the
semaphore arms H by chains or bands instead of by the rods or the semaphore
arms may be released or operated in any other way on the lever E being, moved
a sufficient distance to break the glass such as by the spindle on which the the
lever F is pivoted being caused to rotate and thereby release or move or force
the semaphores into an exposed position. In opération the chamber e of the
instrument communicating with the branch pipe A and with the train pipe of
-the brake is securely sealed by the glass or fragile seal D and the lever F is lock
in the position shown holding the semaphore arms out of sight. To signal,r
call attention of the train officials the lever F is pressed or forced inwards by
a blow or otherwise the projections G on which break the seal and admit air to
and immediately applies the brakes. The inward movement of the lever F at
the same time releases the semaphore arms H which then fall to an exposed
position at the side of the compartment. To reset the instrument the official by
turning the barrel L back with a key brings the slot 2 opposite the catch or
dog on the end of the lever F and the lever can then be lifted free of the instru-
ment the cap E can then be unscrewed from the casing C and the broken seal D
replaced by another and the cap E again screwed into position. The seal is
thus complete and on the lever F being brought down again to its normal posi-
tion it holds the semaphore arms out of sight as before.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed we declare that what
we claim is;-
1. Apparatus for signalling or communicating from passengers to train officials
connected to the train pipe of the brake constructed with an air chamber or
aperture closed by a fragile seal a lever or device pivoted or otherwise connected
thereto to break the seal when required and semaphore arms or other signals so
connected or attached, thereto that a sufficient movement of the lever to break
the seal, releases or forces the signal into a conspicuous position to indicate the
compartment from which the signal has emanated substantially as described.
2. Apparatus for signalling or communicating from passengers to train officials
connected to the train pipe of the brake constructed substantially as and for the
purpose described.
T₁
. Dated. this 18th day. of November 1899.
.I
On behalf of ourselves and Co-applicant,
JOHN HAWORTH WYKE,
WILLIAM BARKER.
Wm. P. Thompson'& Co.,
Patent Agents, 6, Bank Street, Manchester.