IMPROVEMENTS IN MACHINERY OR APPARATUS FOR COMMUNICATING BETWEEN PASSENGERS IN RAILWAY CARRIAGES AND THE GUARD AND DRIVER OF RAILWAY TRAINS, AND IMPROVED SELF-ACTING BREAKS APPLICABLE ALSO TO OTHER CARRIAGES OR VEHICLES
Year: 1867

page_text: LETTERS PATENT to Ratcliffe Andrew, of the California Works, Derby,
in the County of Derby, Engineer, for the Invention of "IMPROVEMENTS
IN MACHINERY OR APPARATUS FOR COMMUNICATING BETWEEN PASSENGERS IN
RAILWAY CARRIAGES AND THE GUARD AND DRIVER OF RAILWAY TRAINS, AND
IMPROVED SELF-ACTING BREAKS APPLICABLE ALSO TO OTHER CARRIAGES OR
VEHICLES."
Sealed the 8th November 1867, and dated the 9th May 1867.
PROVISIONAL SPECIFICATION left by the said Ratcliffe Andrew at the
Office of the Commissioners of Patents, with his Petition, on the
9th May 1867.
I, RATCLIFFE ANDREW, of the California Works, Derby, in the County of
Derby, Engineer, do hereby declare the nature of the said Invention for.
"IMPROVEMENTS IN MACHINERY OR APPARATUS FOR COMMUNICATING BETWEEN
PASSENGERS IN RAILWAY CARRIAGES AND THE GUARD AND DRIVER OF RAILWAY
TRAINS, AND IMPROVED SELF-ACTING BREAKS APPLICABLE ALSO TO OTHER CARRIAGES
OR VEHICLES," to be as follows:-
My improvements in communicating between passengers and the guard and
driver in railway trains consist of three modifications.

page_text: The first modification, which I usually apply to a first-class carriage, consists
of the following apparatus:-This apparatus consists of a sliding bar somewhat
longer than the length of the side of the carriage on which it is employed.
This bar slides in bearings secured to the outside of the framing of the
carriage; each bearing may be provided with a friction roller for the bar to
lie and slide upon.
The end of each bar is perforated and carries a chain
which terminates with a hook, by which means each bar is connected with a
corresponding bar on the next adjoining carriage. With either end of each of
these sliding bars is connected the lower end of a vertical rocking lever by a piu
or axle; this rocking lever works upon a pin in a short arm, stud, or bracket
attached to the end of the carriage in such manner that the upper end of the
rocking lever may be readily connected with a bar of the required shape and
substance which slides in a bearing or bearings inside each compartment of
the carriage under the top or roof of the same, and in each such compartment
of the carriage is a handle attached to the sliding bar, so that a passenger
desirous of communicating with the guard or driver may do so by slightly
sliding the handle placed in such compartment. For example, the sliding
bar may be attached to a gong or bell in the guard's carriage, or on the
engine or tender, or to apparatus for ringing such gong or bell, or for
working telegraphic apparatus, and thus call the attention of the guard or
driver.
My second modification consists of a similar apparatus, which I usually
apply to a second-class carriage, but instead of the upper sliding bar being in
the inside of the carriage it is on the outside thereof; it slides in bearings and
is placed above the top of the doors therein, and is provided with a handle over
the centre of each door above which it is placed, and it is operated in the same
manner as in my first-described modification, but it is on the outside of the
carriage and is actuated, by the opening of the window.
My third modification consists in the employment of apparatus which I
usually apply to a third-class carriage, and which is a similar apparatus to
that mentioned in my second modification. It is operated by opening either
of the windows placed in the centre compartments of the carriage and on the
side thereof upon which carriage the lower sliding bar is placed; this bar is
-furnished-with-a-vertical-rocking-lever, the-upper-end-of-which-terminates in
a handle, and, consequently does not require an upper sliding bar. The lower
sliding bar in the aforesaid three modifications may communicate with the
guard or driver by the aid of a bell, or by other equivalent means.
Self-acting breaks consist according to one modification as heretofore applied
in applying to either side of a railway carriage the breaks to each pair of

page_text: wheels by means of levers or bars attached to the breaks and also to either end
of a rocking lever which is placed midway between each pair of wheels, the
rocking lever working upon an axle in or on a bar attached to the axle box
bearings; whereas in my Invention I employ a rocking lever having its
upper end somewhat longer than heretofore used, such upper end terminating
in a fork or clip which is secured to a slide bar having its other end lying on
the end of the buffer rod, and being so kept by a balance weighted lever; such
slidė rod forces the breaks on to the wheels when the buffer rods press each
other inwards. One pair (or more) of the buffer rods are (each) provided
with a block, which as the rod moves inwards takes into a box or recess on
the inside of the bottom framing of the carriage, in which case the rods act
upon the breaks, but when it is desirable to prevent the breaks from being
acted upon when the buffer rods move inwards as the train is backed the
driver, by moving the handle upon the engine or tender, will cause a bar to
slide on each carriage, each of which bars is connected with one end of a
bell-crank lever having its other end attached to a vertical sliding fork
which will embrace the buffer rod and prevent its entrance into the box or
recess.
My second modification of self-acting breaks consists in providing each of
the buffer rods with a block (square by preference). Each block receives
one end of a rod on its upper side, which rod lies in the forked ends of two
rocking levers working on an axle lying in bearings and secured to the
framing of the carriage. The lower ends of the levers have the friction
blocks of the breaks attached to them, so that these blocks press upon the
wheels below the axle of the rocking levers, which axle is placed above the
w beels.
My third modification consists in apparatus operating in a similar manner
to the last-described, except that in this modification the axles of the rocking
levers are placed in bearings so as to lie lower than the axle of the wheels of
the carriage, the friction blocks being above the axle of the rocking levers, and
the upper ends of the levers are forked and embrace a bracket or arm projecting
from the lower side of the blocks above named.
In my second and third modifications the breaks operate upon the wheels when
the buffer rods press upon each other, and are prevented from operating upon
the wheels by the movement of the handle placed on the engine or tender,
which operates on a slide bar lying in bearings secured to the framing of the
carriage, to which slide bar is attached a lever on one end of a rod or axle
lying in bearings secured to the carriage framing. This axle has secured
upon it two double-ended levers, the ends of which lie between the ends of the

page_text: buffer rods in such position as to block the rods when the handle is moved
(when the train is to be backed), and when the handle is not so moved the
double-ended lever lies in an inclined position and allows the buffer rods to act
upon the breaks.
In my fourth modification the breaks operate in like manner to that
described in my first modification of break, except instead of employing a short
sliding bar to move the breaks by butting against the ends of the buffer rods
the upper ends of the rocking levers are made somewhat longer and abut
direct on to the ends of the buffer rods.
In my fifth modification I suspend the breaks from the framing of the
carriage and connect them by a rod or bar with the rocking lever described in
my previous modification, such lever being pressed upon at its upper end
direct by the ends of the buffer rods, except when the buffer rods are blocked
by a double-ended lever placed in position by the means described in the third
modification.
My sixth modification consists in employing the usual buffer spring or
springs in bearings made to slide in the centre of the framing. The under
side of such bearings is connected by a link or lever with the ordinary break
bar
My Invention is also applicable to carriages or vehicles other than those
used on railways.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Ratcliffe Andrew in the Great Seal Patent Office on the
8th November 1867.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, RATCLIFFE
ANDREW, of the California Works, Derby, in the County of Derby, Engineer,
send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Ninth day of May, in the year of our Lord
One thousand eight hundred and sixty-seven, in the thirtieth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto
me, the said Ratcliffe Andrew, Her special licence that I, the said Ratcliffe
Andrew, my executors, administrators, and assigns, or such others as I; the
said Ratcliffe Andrew, my executors, administrators, and assigns, should
at any time agree with, and no others, from time to time and at all times
thereafter during the term therein expressed, should and lawfully might make,

page_text: 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 MACHINERY OR APPARATUS FOR COMMUNICATING BETWEEN PASSENGERS IN
RAILWAY CARRIAGES AND THE GUARD AND DRIVER OF RAILWAY TRAINS, AND
IMPROVED SELF-ACTING BREAKS APPLICABLE ALSO TO OTHER CARRIAGES OR VEHICLES,"
upon the condition (amongst others) that I, the said Ratcliffe Andrew, my
executors or adininistrators, by an instrument in writing under my, or their;
or one of their hands and seals, should particularly describe and ascertain the
nature of the said Invention, and in what manner the same was to be per-
formed, and cause the same to be filed in the Great Seal Patent Office withir
six calendar months next and immediately after the date of the said Letters
Patent.
NOW KNOW YE, that I, the said Rateliffe Andrew, do hereby declare
the nature of the said Invention, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement thereof; reference being had to the accompanying Drawings, and
to the letters and figures marked thereon, that is to say:
My improvements in communicating between passengers and the guard
and driver in railway trains, consist of three arrangements or modifications.
The first arrangement or modification which I prefer to apply to a first-
class carriage consists of the following apparatus:-This apparatus consists
of a sliding bar somewhat longer than the length of the side of the carriage
on which it is employed; this bar slides in bearings secured to the outside
of the framing of the carriage; each bearing may be provided with a friction
roller for the bar to lie and slide upon. The end of each bar is perforated
and carries a chain which terminates with a hook, by which means each bar
is connected with a corresponding bar on the next adjoining carriage. With.
either end of each of the sliding bars is connected the lower end of a vertical_
rocking lever by means of a pin or axle; this rocking lever works upon a
pin in an arm, stud, or bracket attached to the end of the carriage in such
manner that the upper end of this rocking lever may be readily connected
with a bar which slides in a bearing or bearings inside each compartment of
the carriage under the top or roof of the same, and in each such compartment
of the carriage is a handle attached to the sliding bar, so that a passenger
desirous of communicating with the guard or driver may do so by slightly
sliding the handle placed in such compartment. For example, the sliding
bar may be attached to a gong or bell, or it may be attached to an apparatus:
to ring such bell, or it may communicate motion to a telegraphic apparatus,
and thereby call the attention of the guard or driver.

page_text: "
My second arrangement or modification consists of a similar apparatus
which I prefer to apply to a second-class carriage, but instead of the upper
sliding bar being in the inside of the carriage it is on the outside thereof;
it slides in bearings, and is placed above the top of the doors therein, and is
provided with a handle over the centre of each door, above which it is placed,
and it is operated in the same manner as in my arrangement or modification
first described, except that in this case it is on the outside of the carriage and
is actuated by the opening of the window.
My third arrangement or modification consists in the employment of an
apparatus which I preferably apply to a third-class carriage, and which is a
similar apparatus to the one mentioned as constituting my second arrangement
or modification; it is operated by opening either of the windows placed in
the centre compartments of the carriage, and on the side thereof upon which
carriage the lower sliding bar. is placed; this bar is furnished with a vertical
rocking lever, the upper end of which terminates in a handle and consequently
does not require an upper sliding bar. The lower sliding bar in the aforesaid
three arrangements or modifications may communicate with the guard or
driver by the aid of a bell or by other equivalent means.
my
Self-acting breaks as heretofore applied consist, according to one modification
or arrangement, in applying to either side of a railway carriage breaks which
act upon each pair of wheels by means of levers or bars attached to the
breaks, and also attached to either end of a rocking lever, which lever is
placed midway between each pair of wheels, and works upon an axle in or
on a bar attached to the axle box bearings; whereas in Invention according
to one arrangement or modification I employ a rocking lever having its
upper end somewhat longer than heretofore used, such upper end terminating
in a fork or clip which is secured to a slide bar having its other end lying on
the end of the buffer rod, and being so kept by a balance weighted.lever-or
by a spring, such slide rod forces the breaks on to the wheels when the buffer
rods press each other inwards. One or more pairs of the buffer rods are
each provided with a block which as.the rod moves inwards takes into a box or
recess on the inside of the bottom framing of the carriage, in which case the
rods act upon the breaks, but when it is desirable to prevent the breaks from
being acted upon when the buffer rods move inward as the train is backed,
the driver by moving a-handle-upon-the-engine_or_tender will cause a bar to
slide on each carriage, each of which bars is connected with one-end-of a
bell-crank lever, having its other end attached to a vertical sliding fork,
which will embrace the buffer rod and prevent its entrance into the box or
ess

page_text: My second arrangement or modification of self-acting breaks consists in
providing each of the buffer rods with a block made of square form bý
preference. Each of these blocks receives one end of a rod on its upper
side, which rod lies in the forked or slotted ends of two rocking levers working
on an axle lying in bearings and secured to the framing of the carriage, the
lower ends of the levers have the friction blocks of the breaks attached to
them, so that these blocks press upon the wheels below the axle of the rocking
levers, which axle is placed above the wheels.
My third arrangement or modification of breaks consists in apparatus
operating in a similar manner to the last described, except that in this
arrangement or modification the axle of the rocking levers is placed in bearings
so as to lie lower than the axle of the wheels of the carriage, the friction
blocks being above the axle of the rocking levers, and the upper ends of the
levers are forked and embrace a bracket or arm projecting from the lower.
side of the blocks above named.
In my second and third arrangements or modifications of breaks the breaks
operate upon the wheels when the buffer rods press upon each other, and are
prevented from operating upon the wheels by the movement of a handle placed
on the engine or tender, which operates upon a slide bar lying in bearings
secured to the framing of the carriage, to which slide bar is attached a lever
on one end of a rod or axle lying in bearings secured to the carriage framing.
To this axle are secured two double-ended levers, the ends of which lie.
between the ends of the buffer rods in such position as to block the rods when
the handle is moved when the train is required to be backed, and when the
handle is not so moved the double-ended lever lies in an inclined position, and
allows the buffer rods to act upon the breaks.
In my fourth arrangement or modification of breaks the breaks operate in:
like manner to that described in my first arrangement or modification of
breaks, except that instead of employing a short sliding bar to move the breaks
by butting against the ends of the buffer rods the upper ends of the rocking
levers are made somewhat longer, and they abut direct on the ends of the.
buffer rods.
In my fifth arrangement or modification of breaks I suspend the breaks
from the framing of the carriage, and connect them by a rod or bar with the
rocking lever described in my last previously described arrangement or
molification, such lever being pressed upon at its upper end direct by the ends
of the buffer rods, except when the buffer rods are blocked by a double-ended
lever placed in position by the means described in my third arrangement or
modification.

page_text: My sixth arrangement or modification of break consists in; employing the
usual buffer rod spring or springs in bearings made to slide in the centre of
the framing; the under side of such bearings is connected by a link or lever
with the ordinary break bar.
My Invention is also applicable to carriages or vehicles other than those
used on railways.
.
DESCRIPTION OF THE DRAWINGS.
Figures 1 to 21 inclusively exhibit the several arrangements or modi-.
fications of my improvements in communicating between passengers in railway
carriages and the guard and driver of railway trains; and Figures 22 to 29
inclusively shew my improved self-acting breaks.
My first arrangement or modification of apparatus for communicating and
signalling between the passengers and the guard and driver is shewn as
applied to a first-class carriage.
Figure 1 is an end view and Figure 2.a side view of this apparatus.
A is a sliding bar somewhat longer than the length of the side of the carriage
on which it is employed; this bar slides in bearings secured to the outside of
the framing of the carriage. Each bearing is provided with a friction roller B
for the bar to lie and slide upon; the end of each bar is perforated, and
carries a chain which terminates in a hook C, by which each bar is connected
with a corresponding bar on the next adjoining carriage.. With either end
of each sliding bar is connected the lower end of.a vertical rocking lever D
by means of a pin or axle; this rocking, lever works upon a pin in an arm,
stud, or bracket' attached to the end of. the carriage, in such manner that the
upper end of the rocking lever may be readily connected with a bar E sliding
in a bearing or bearings inside each compartment of the carriage under the
top or roof of the same; in cach such compartment is a handle attached to
the sliding bar, so that a passenger desirous of communicating with the guard
or driver may do so by sliding the bar E, which action will cause the bar A
of each carriage in the train also to slide, such bar or bars A being attached at
either end to an apparatus which will ring a bell,.or sound a gong, or work
a telegraphic apparatus, and thus call the attention of the guard or driver.
Above the bar E is another bar which slides in a bearing or bearings inside
each compartment of the carriage, and also under the top or roof of the same;
upon one end of this bar is-secured-a-signal board F, shewn-in-a-vertical
position in Figure ; this board assumes a horizontal position just previous
to a passenger signalling the guard or driver. A passenger will be unable to
move or slide the bar E until he shall have raised one of the covers G in
either comparto:ent of the carriage, and this action on his part depresses the

page_text: board F, so as to cause it to project from the side of the carriage, and at
the same time a catch or stop is withdrawn from a slot in the bar E, thus at
the same time as the communication reaches the guard or driver the carriage
which contains the passenger who sent the communication is indicated by the
horizontal position of the signal board F; and, further, the said signal board F
cannot be made by a mischievous passenger or other means to resume a
vertical position until it is so placed by the guard or other attendant. The
signal board F and the cover plate and catch of the sliding bar E are shewn
enlarged in end view, Figure 10, and in side view (for a portion of their
length), Figure 11; in these views E is the sliding rod attached to the
rocking lever; G is the catch or bolt which takes into the. slot on the under
side of the rod E; F, the signal board, to the rod of which is secured the
catch G. Upon the signal board rod, and lying between it and the end of
the carriage, is a boss or plate H, in which is a notch in which the catch or
holt at the end of a spring I slips. when the signal beard assumes a horizontal
position by a passenger raising the cover plate secured to the catch G, whereby
the signal board is held in a horizontal position until replaced in a vertical
position by the guard or other attendant.
My second arrangement or modification of apparatus for communicating
and signalling between the passengers and the guard and driver I prefer to
apply to a second-class carriage; it consists of a modification of my previously.
described arrangement.
:
Figure 8 is an end view, and Figure 4a side view of this second modi-
fication or arrangement.
Here, instead of placing the upper sliding. bar in
the inside of the carriage, it is placed on the outside thereof, it slides in
bearings and it is situated above the top of the doors. The rocking lever D
is placed upon the side of the carriage, between two of the compartments,
and is actuated by the passenger, who for that purpose has to protrude his or
her arm through the open window of a compartment.
He or she thereby
raises one of the covers G, which being secured to the rod of the signal
board F will raise such board to a horizontal position, and at the same time
will withdraw the catch or catches from the slot or slots in the lever E which
will then be free to be moved so as to actuate the sliding bar A, which com-
municates, as before described, with the guard or driver..
:
Figure 5 is a side view of my third arrangement or modification of
apparatus for communicating between passengers and guard or driver. This
arrangement which I preferably apply to a third-class carriage is a modifica-
ion of the second arrangement. Here the lever D is placed at the side of
he carriage and is operated by opening either of the.windows in the centre

page_text: compartments; the lever D terminates in a handle at its upper end and does
not require an upper sliding bar. It is connected at its lower end with the
sliding bar A; through which communication is effected by a passenger with a
guard'or driver.
My fourth arrangement or modification of apparatus is shown in Figures 6
to 9 inclusively, where Figure 6 is a sectional end view of part of one side of
a carriage, Figure 7 a side view of part of the side of a carriage. Upon
one side of each carriage is a bar, rod, or wire A, having an eye at each end
to receive the loop of a hooked link by which the said bars, rods, or wires A
of each adjoining carriage are hooked together. One of the outer ends of such
series of bars, rods, or wires, is attached to a spring weight or equivalent
contrivance upon the engine or tender; such spring or weight or equivalent
contrivance actuates a gong or bell or the whistle of the engine. The other
end is attached to a rope or cord situated entirely or partially in the guard's
van, and is passed over a wheel or a series of pulleys and attached to a spring
weight or equivalent contrivance in the said van in such manner that as the
carriages separate to the extent of their draw bars or draw chains such length
of rope will be given out, and as the length of the train is again shortened
the said rope will be drawn in again in such manner that the bars, rods, or
It is evident that if the rope i
wires will be always kept slightly stretched.
the van be so placed in communication with a bell, gong, or other acoustic
signal such signal will be sounded, or if the rope be placed in communication
with a visible signal such signal will be exhibited when one of the series of
bars A is severed; such severing may be effected by either of the following
means The bar A on each carriage lies in and slides upon bearings pro-
vided with friction rollers B, which bearings are of such a size as to allow of the
passage of the eye and hooked link at the ends of the bar, and each bar A also
passes through a slotted bearing C, in the slot of which slides the square lowor
end of a bar having a knife edge D shown in enlarged sectional view, Figure 8.
Figure 9 is an outside view of the apparatus, showing the cover for the
knife rod and spring projecting from the square end above the knife. The bar
is rounded and is formed with a hook at the upper end, and this hook is provided
with a truck E, which truck rests upon a short plate F, shown in front view,
Figure 8 with the truck resting upon the centre of the plate; this plate lies
in the centre of the length of a slit through-the-side-of-the-carriage, the
portion of the plate which projects in the interior of the carriage has a brass
or other metal rod passed through it or secured to it. This rod lies in
bearings in each compartment, so that a passenger in either compartment
upon moving this rod sidewise will release the truck end of the rod D aud

page_text: van.
the knife edge of the rod will be forcibly pressed (by the coiled spring G or
equivalent contrivance with which it is provided) on to the bar, rod, or wire-
A, so as to cut it in two, the said bar, rod, or wire is supported upon each side
of the slotted bearing C until severed by the knife. When such severing is
effected the springs, weights, or their equivalent contrivance will immediately
actuate the signals to which they are attached or on which they operate. These
signals are placed both upon the engine and tender, and also in the guard's
For the purpose of effecting a connection between the severed parts
of the bar, rod, or wire, the guard or other attendant is provided with
short-links of bar, rod, or wire, turned with an eye at each end, through
which the ends of the severed bar, rod, or wire are passed, and each is turned
down upon itself by an instrument for the purpose which is carried by the
said attendant. It is evident that the usual rope inay be used in this
arrangement if preferred instead of the bar, rod, or wire, but by using the
latter the time expended upon threading the rope through the bearings will
be saved, the several bars, rods, or wires being connected by the hooks at
either end. Instead of a knife-edged rod D; a shear edge or chisel-pointed
rod D' shown at Figure 8B may be used for severing the cord, bar, rod, or wire,
such edge being forcibly pressed against one of the sides of the bearing C (which
in this case has a shear or chisel edge) by a hook or ring spring G-secured at
one end to the framing of the carriage and at its other end to the rod D, the
spring G lies parallel with the side of the carriage framing: The dotted lines
in Figure 8 indicate the position of the spring when the knife is down. When
it is preferred to sound or exhibit a signal at or to each carriage independently,
without having a communication with the guard or driver by means of a cord,
bar, rod, or wire, connecting the said carriages, I employ either of the
arrangements shewn at Figures 12 to 21.
Figure 12 is a sectional view of the upper part of a carriage, and Figure 13
of a portion of one end of a carriage of four compartments fitted with a rod A
which projects into each compartment; this rod lies and may be made to
slide in bearings, being made so to slide by pulling a cord or rod attached to
a bell-crank lever B in each compartment. Round_each_rod. A is coiled a
spring -K, and the spring is also provided-with-a-cover to enclose it at one
end. The spring keeps the rod in the position shown in the Drawings, except
when it is moved by a passenger pulling the crank leyer. The end of the rod
opposite to that on which is the spring has a stud or pin in it which takes
into a slot in the stem C of a bell-hammer shaft, which shaft is formed so as
to act as spring, the hammer head alternately striking first' on one side of
the bell D and then the other side as the rod A is alternately drawn out by.

page_text: the passenger pulling on the cord, and is drawn in again by the spring K.
On the under side of the rod A is an inclined piece E, which when the rod is
moved outwards slides upon one end of a catch lever G and raises the catch
out of a notch in the edge of a signal board F, which signal board F slides in
a case or cover on the outside of one end of the carriage. The board is then
free to be projected outward, as shown at Figures 13 and 17, by one or more
springs I, thereby indicating to the guard or other attendant the carriage in
which the passenger is who makes the signal, the bell constantly ringing as
long as the cord to the bell-cranked lever is pulled. The signal board F
cannot be pushed back by a passenger in the carriage, as the second inner
end of the signal board has a second notch in it which receives the end of a
catch spring H, which spring must be raised by the guard before the signal
board can be pushed back. Figure 16 is an enlarged view of portion of
Figure 12, shewing the rod, bell, and signal board.
Figure 14 is a side view, and Figure 15 an end view of an arrangement
which is used, where it is preferred to have the bell on the top of the carriage.
Here a short arm projects from the top side of the rod A through a slit in the
roof of the carriage. On the short arm is a pin which actuates the vibrating
stem of the bell hammer; the remaining portion of the apparatus is the same
as before described..
Instead of or in addition to the alarm from the bell an arrangement shown
in side view at Figure 18 and in plan at Figure 19 may be used. To the
under side of the framing of the carriage is secured an arm or bracket I,
which carries a pin or axle upon-which is a lever M. One end of this lever
is hinged to or otherwise connected with the lower end of a rod N, which passes
through the floor of the carriage, and is supported in bearings and connected
at its upper end with one of the bell-crank levers attached to the rod A. The
end of the lever M opposite to the rod N forms a spring bent to a wedge
shape at one end, which wedge-shaped end (when the cord or handle attached
to a bell-crank lever is pulled downwards by a passenger) will fall into one or
other of the recesses on the edge of a ratchet wheel O, thereby producing a
loud rattle during the movement of the carriage either way, the spring M
being alternately raised and depressed by the projections and recesses of the
wheel O, which may be cast in two halves with flanges, so that the two halves
can be secured together by screws upon one of the axles of the carriage, as
shown, without removing such axle.
Instead of using the above-described rattle a whistle, alarm, or other
equivalent may be used to call the attention of the guard or driver. Such an
arrangement is seen at Figures 20 and 21. Figure 20 is a sectional view of

page_text: the interior of a part of a carriage, and Figure 21 a plan of certain parts
hereafter referred to. Here a rod and bell-crank lever are employed, as
before described, also a whistle C, with which is connected a tube passed
through the roof of the carriage down to and through the floor of the same,
under which it is connected with a fan or blower, E of any ordinary description
capable of giving a continuous blast, to obtain which a friction pulley D is
screwed to one of the axles of the carriage wheels. The pulley is cast in two
halves with flanges, so that it can be placed upon the axle without taking the
axle from the carriage. Upon the spindle of the fan or blower is a pulley G ;
both the pulley G and the fan or blower are supported by a bracket secured
to the framing of the carriage. A third friction pulley F is suspended between
the pulleys G and D, and lies between and is supported by the two arms of a
forked rod hinged to a lever I working on an axle in a bracket I secured to
the framing of the carriage. The lever H is attached to the lower end of a
rod K the upper end of which is attached to one of the bell-crank levers B,
by which arrangement, when a passenger presses upon the cord or handle of
the lever B, the pulley F will be pressed down upon the pulleys G and D,
thereby producing a continuous whistling sound as long as the carriage moves
either way and the rod K is depressed.
I now proceed to describe my arrangements or modifications of improved
self-acting breaks.
Figure 22 is a plan illustrating one of my arrangements or modifications
which shews the greater part of the framing of a carriage with one pair of
buffer rods shown at full length, and Figure 23 is a side view of the same,
with part of the side frame removed for more clearly exhibiting the parts
hereafter referred to. I employ one or more rocking levers A, each lever has
its upper end somewhat longer than heretofore used, such upper end terminates
in a fork or clip secured to a bar B sliding in a bearing or bearings secured
to the framing of the carriage, the other end of the bar lies on the end of the
buffer rod and is so kept by a balance weighted lever or by a lever and spring C
(as shown in the Figures). The said lever is secured upon the axle of the rocking
lever or levers A, the slide rod forces the break blocks upon the wheels when
the buffer rods press each other inward. One pair or more of the buffer rods
is or are provided with a block D, which block as the rod moves inwards
takes into a box or recess E on the inside of the bottom framing of the
carriage, in which case the rods act upon the breaks, but when it is desirable
to prevent the breaks from being acted upon when the buffer rods move
inwards as the train is backed, the driver, by moving a handle upon the engine

page_text: or tender, will cause a bar or rod F on each carriage to slide and work as herein-
after described. Each such bar or rod F is supported in bearings having friction
rollers upon which the bar or rod F slides; these bearings are secured to the
sides of the framing: The bar or rod is also provided at each end with a chain
having a hook at the end by which the bars or rods F of each carriage are
connected with each other. Each bar or rod is connected with one end of a
bell-crank lever G carried, by an axle H supported in bearings attached. to
the framing of the carriage; the other end of the lever G is attached to a
vertical sliding fork I, which embraces the buffer rod and prevents its entrance
into the box or recess E, the apparatus being held 'in' the position shown on
the Drawings and ready to apply the breaks, as the buffer, rods are pressed
inwards by a spring or weight attached to the guard's van or the last carriage
in the train and to the end of the rod or rods F farthest from the engine.
My second arrangement or modification-of. self-acting breaks is shown at
the left end of Figures 24 and 25 (which represent respectively a plan and
side view of the apparatus), and consists in providing each of the buffer rods
with a block A, square by preference. Each of these blocks receives on its upper
side one end of a rod B, which rod B lies in the slotted forked ends of two
rocking levers C working on an axle D lying in bearings secured to the
framing of the carriage; the lower ends of the levers have the friction blocks
of the breaks attached to them, so that the blocks press upon the wheels below
the axle of the rocking levers when the buffer rods are pressed inwards.
My third arrangement or modification relating to breaks is shown at the
Friglit end of Figures 24 and 25, and consists of apparatus operating. in a
similar manner to the last described, but in this arrangement or modification
the axle D of the rocking levers C is placed in bearings so as to lie lower
than the axle of the wheels of the carriage, the friction blocks being above
the axle of the rocking levers. The upper ends of the levers are forked and
embrace a bracket or arm projecting from the lower side of the square blocks A
above named.
_In_my_second-and-third-arrangements or modifications-the-breaks-operate
upon the wheels when the buffer rods press upon each other, and are
prevented from operating upon the wheels by the movement of a handle
placed on the engine or tender which operates on a slide bar F lying in
bearings secure to the framing of the carriage; to which slide bar is attached
a link E secured to a lever G on one end of a rod or axle I lying in bearings
secured to the carriage framing. On this axle are secured two double-ended
levers H the ends of which lie between the ends of the buffer rods in such

page_text: position (as seen on the Drawings) as to block the rods when the handle is
moved when the train is to be backed, and when the handle is not so moved
the double-ended lever lies in an inclined position and allows the buffer rods
to act upon the breaks.
In my fourth arrangement or modification of breaks the breaks operate
in like manner to that described in my first arrangement or modification;
but instead of employing a short sliding bar to move the breaks, by butting
against the ends of the buffer rods, the rocking levers at their upper ends
are made somewhat longer than in the third arrangement, and they abut
direct on the ends of the buffer rods.
In my fifth arrangement or modification of breaks I suspend the breaks
from the framing of the carriage, and connect them by a rod or bar with the
rocking lever described in my last modification, such lever being pressed upon
at its upper end direct by the ends of the buffer rods, except when the buffer
rods are blocked by a double-ended lever being placed in position by the means
described in by third arrangement or modification.
My sixth arrangement or modification of breaks is shewn in plan,
Figure 26, and side view, Figure 27. It consists in employing the usual
buffer spring or springs A in bearings B, which bearings are made to slide
in the centre of the framing. These bearings pressing upon the upper end
of a lever C secured to the ordinary break axle D will apply the breaks
(except when the buffer rods are blocked, as before described, by the double-
ended lever H) when the buffer rods are pressed inwards.
My seventh arrangement or modification, as shown in plan, Figure 28,
and in sectional side view at Figure 29, consists in suspending the break
block levers A to the framing of the carriage, and connecting the same by
a horizontal bar B. The levers A are formed with a socket to receive the
lower end of a spring which is held by a clip free to turn on a pin in
the lower end of a bracket D secured to the framing; the upper end of the
spring is held by but is free to slide in a slotted block C secured to the
buffer rod, by which arrangement the breaks are applied by the rods when
pressed inwards, except when such rods are blocked by the double-ended
lever H as before described.
Having now described the nature of the said Invention, and in what
manner the same may be performed, I declare that I claim,-
First, the machinery or apparatus for communicating between passengers
and guards or drivers on railway trains in so far as regards the arrangement
and combination of parts substantially as described.

page_text: Second, the breaks herein-before described in respect of the arrangement
and combination of parts herein-before described:
In witness whereof, I, the said Ratcliffe Andrew, have hereunto set my
hand and seal, this Sixth day of November, in the year of our Lord
One thousand eight hundred and sixty-seven.
Witness,
GEO. JON. ROBINSON,
Patent Office,
Nottingham.
RATCLIFFE ANDREW. (L.S.)