IMPROVEMENTS IN APPARATUS FOR COMMUNICATING BETWEEN PASSENGERS AND GUARDS, AND BETWEEN GUARDS AND ENGINE DRIVERS ON RAILWAY TRAINS
Year: 1864

page_text: LETTERS PATENT to Matthew Woodifield, of No. 32, Cambridge Terrace,
Hyde Park, in the County of Middlesex, Civil Engineer, for the
Invention of "IMPROVEMENTS IN APPARATUS FOR COMMUNICATING BETWEEN
PASSENGERS AND GUARDS, AND BETWEEN GUARDS AND ENGINE DRIVERS ON
RAILWAY TRAINS."
Sealed the 27th January 1865, and dated the 2nd August 1864.
PROVISIONAL SPECIFICATION left by the said Matthew Woodifield at
the Office of the Commissioners of Patents, with his Petition, on the 2nd
August 1864.
I, MATTHEW WOODIFIELD, of No. 32, Cambridge Terrace, Hyde Park, in
the County of Middlesex, Civil Engineer, do hereby declare the nature of
the Invention for "IMPROVEMENTS IN APPARATUS FOR COMMUNICATING BETWEEN
PASSENGERS AND GUARDS, AND BETWEEN GUARDS AND ENGINE DRIVERS ON RAILWAY
TRAINS," to be as follows:-
My Invention relates to a method by which each passenger in a railway
train may place himself in immediate communication with the guard by
means of an alarum fixed in the guard's van, and set free by electrical agency,
together with the exhibition of a signal denoting the particular carriage from
which the alarm was communicated.
And chiefly to a method by which the guard should be not deem it desirable
to communicate with the driver from his van (such communication being
likewise effected by the escape of an alarum set free by electrical agency, and
fixed on the locomotive) may do so from any part of the train or from the
interior of any carriage, such arrangements existing as to place it out of the
power of any passenger to communicate with the engine driver, unless

page_text: specially furnished by the guard or railway authorities with the means of
doing so.
The apparatus consists of two insulated metallic wires passing over the tops
or sides of railway carriages, guarded from injury by tubes or otherwise; an
alarum and electrical battery, or other source of electricity, fixed in the guard's
van and on the locomotive, of a colored lantern, fixed in a frame extending
above the carriage roof shewing no illuminated surface until uncovered, one
or more being supplied to each carriage; couplings supplied to each wire at
either end of every carriage either in the shape of spiral wire coated with an
insulating material and terminating in metallic shackles opening outwards with
a spring on considerable tension being applied, or by such other means as may
be found most practical and convenient; two insulated hooks supplied at
either end of each carriage on which to fix the shackles when not coupled in
consequence of the carriage being the last of a train; one or more handles
supplied to each compartment of a carriage so connected with the insulated
wire proceeding from the guard's van battery as on being pulled to complete
the electrical circuit, and set free the alarum in the guard's van acting at the
same time on a trigger giving movement to the signal lantern screen allowing
the illuminated face to render it conspicuous; one or more locks supplied to
the outside and inside of all carriages so connected with the insulated wire
proceeding from the locomotive battery, as on being locked by a key only in
possession of the guard to complete the electrical circuit and set free the
alarum on the locomotive.
From the arrangement just described it is evident that should any portion
of the train become uncoupled by accident, an undue amount of tension would
be laid on the insulated wires, the shackles would consequently fly open and
coming in contact with a conductor close the electric circuits in connection
with the guard's van and the locomotive, thus drawing the attention of the
engine driver and the guard to the accident.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed 3
by the said Matthew Woodifield in the Great Seal Patent Office on
the 31st January 1865.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, MATTHEW
WOODIFIELD, late. of No. 32, Cambridge Terrace, Hyde Park, in the County
of Middlesex, but now of York Chambers, Adelphi, in the said County of 3
Middlesex, Civil Engineer, send greeting.

page_text: WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Second day of August, in the year of our Lord One
thousand eight hundred and sixty-four, in the twenty-eighth year of
Her reign, did, for Herself, Her heirs and successors, give and grant unto
me, the said Matthew Woodifield, Her special licence that I, the said
Matthew Woodifield, my executors, administrators, and assigns, or such
others as I, the said Matthew Woodifield, 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, use, exercise, and vend, within the United Kingdom of Great
Britain and Ireland, the Channel Islands, and Isle of Man, an Invention
for "IMPROVEMENTS IN APPARATUS FOR COMMUNICATING BETWEEN PASSENGERS AND
GUARDS, AND BETWEEN GUARDS AND ENGINE DRIVERS ON RAILWAY TRAINS," upon
the condition (amongst others) that I, the said Matthew Woodifield, my execu-,
tors or administrators, 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 performed,
and cause the same to be filed in the Great Seal Patent Office within six
calendar months next and immediately after the date of the said Letters
Patent.
NOW KNOW YE, that I, the said Matthew Woodifield, do hereby declare
the nature of my said Invention, and in what manner the same is to be.
performed, to be particularly described and ascertained in and by the follow-
ing statement (that is to say) :-
My Invention consists in the application of electricity and mechanical
signals as a means of communicating between passengers and guards, and
between guards and engine drivers on railway trains, at rest and in motion.
For this purpose I fix on the locomotive, and in the guard's van, a galvanic
battery and self-breaking alarum. Along each carriage I fix two insulated
metallic wires, which may be carried along the top, side, or bottom, or within
the linings of the carriage, as may be found most convenient; the one wire
being placed in metallic connection with one pole of the electrical apparatus
in the guard's van, the other being placed in metallic connection with one
pole of the electrical apparatus on the locomotive. The wires proceeding to
the guard's battery are connected together from carriage to carriage by means
of metallic couples, so constructed that they become firmly attached to each
other upon being pressed together, but instantly detach themselves if submitted
to considerable tension. The wires. proceeding to the locomotive battery are
similarly coupled. The second pole of the guard's and locomotive batteries

page_text: is connected with an earth line, which may consist of the ordinary carriage
couplings, if these be so formed as to ensure their thorough cleanliness and
consequent capability of transmitting the electrical current with certainty; or
of a metallic wire, which may be coupled up from carriage to carriage by
similar arrangements to those described for the insulated wires. I fix on the
top or the side of each carriage one or more signal frames, each furnished
with one or two vanes colored red, and with a lantern shewing a red light
when unobstructed by the vane or vanes.
These vanes acted on by a spiral
spring revolve at right angles to a horizontal spindle, uncovering the
illuminated faces of the lantern, unless kept in position by a moveable trigger,
which grasps a bent arm attached to the spindle. Fixed to the frame giving
cover to the trigger and apparatus for disengaging it, is an insulated
metallic spring in metallic connection with the insulated wire proceeding
to the guard's battery, and so disposed that on the trigger being moved
and the vane released, the bent arm attached to the spindle, and which
is in metallic connection with the earth line, comes in contact with it, and
completes the electrical circuit, thus setting free the self-breaking alarum
in the guard's van. In each compartment of the carriage are fixed one or
more handles, within reach of passengers wishing to convey an alarm to the
guard. These handles are connected by cranks and wires to the triggers of
the signal frames, and give motion to them on being pulled. I fix to the
exterior of every carriage, and also to the interior of every compartment of
the carriage, if deemed desirable, one or more locks, so contrived as to enable
the guard to communicate with the engine driver from any part of the train.
These locks contain two insulated metallic plates, the one being in metallic
connection with the insulated wire proceeding to the locomotive battery, the
other being in connection with the earth line. These two plates are brought
into metallic connection by the introduction of a metallic key into the lock.
The electrical circuit thus becomes completed, and the self-breaking alarum
set free on the locomotive. I fix to the ends of each carriage, and imme-
diately underneath the electrical couples, a metal bar, projecting somewhat.
from the face of the woodwork, and in metallic connection with the earth
line. On this bar fall the metallic couples of the two insulated wires in case
of the disengagement of one part of the train from the other, and the circuits
become completed with the guard's and locomotive batteries, both guard and
engine driver being made acquainted with the accident by the ringing of their
alarums. The electrical couples which are fixed vertically the one under the
other are made of line manufactured of copper wire strands. They are fixed
by means of universal joints to small insulated plates secured to the ends of

page_text: each carriage and are terminated by steel spring shackles which may be
galvanized. As already described they open and embrace each other when
submitted to pressure, but open and disengage when exposed to any con-
siderable amount of tension. They are weighted in order to allow them to
assume a vertical position when disengaged, and are fastened to insulated
hooks fixed for the purpose when not required for the completion of circuit, as
for instance on a carriage being the last of a train.
The manner in which my improvements are to be performed may be more
clearly understood by reference to the accompanying Sheet of Drawings, with
the figures and letters thereon.
Drawing No. 1, Fig. A represents a train composed of a locomotive and
tender, together with two carriages and a guard's van, one carriage and van
being shewn in section.
The two insulated wires and earth line are distinguished by different
descriptions of dotted lines. The battery and alarum in the van are
marked a.
The battery and alarum on the locomotive b. The handles
by which the passengers signalize the guard are marked c, and the signal
frame containing the lantern and vane d.
In this Drawing I have assumed that only one signal frame is fixed
to each carriage, which is placed at one end, see also Figs. B and C. The
locks within the carriages by which the guard communicates with the engine
driver, are marked e, those without f. One similar lock on the tender,
marked g, connecting the insulated wire proceeding from the van and the
earth line, gives the engine driver an opportunity of communicating with
the guard.
The couples connecting the insulated wires in connection
with the guard's battery are marked h, those connecting the wire proceeding
to the locomotive battery i.
The metal bars on which the couples fall when
disengaged are marked k; see also Figs. B and C.
Fig. B represents an end elevation of a carriage, the electrical couples
being both disengaged, and in contact with the metal bar k; The vane is
seen to cover the illuminated face of the lantern in the frame d.
A
Fig. C represents an end elevation of a carriage; the electrical couples
being suspended to the insulated hooks. Motion has been given to the vane
in the frame d, and the illuminated face of the lantern is uncovered.
dotted line proceeding from the signal frame to a small box m, let into the
lining of the carriage, is intended to represent a wire or string, by means of
which the guard may draw back the vane to its normal position.
Drawing No. 2, Figs. A and B represent side and end elevations of the
electrical connections between two carriages to a scale of one-quarter full

page_text: size. The insulated universal joints are marked c, c. The insulated hooks
d, d; the lines formed of copper wire strands e, e, the steel spring shackles
a, a; b, b, represent perforated metallic balls, introduced to add weight to
the couples, and f, f, the metal bars on. which the couples fall when dis-
engaged; 9 represents the box containing the handle attached to a line pro-
ceeding to the vane in the signal frame.
In Fig. A the wires proceeding to the locomotive are seen coupled up,
whilst those proceeding to the guard's van are disengaged, and in connection
with the earth line through the metal bar f with which they are in contact.
In Fig. B, the wire proceeding to the guard's van is uncoupled and in contact
with the metal bar f whilst the couple in connection with the locomotive
is attached to the insulated hook d. Fig. C represents the steel shackles
drawn to full size.
Drawing No. 3, Figs. A and B represent the signal frame drawn to one
quarter full size. In Fig. B the vane a is covering the illuminated face of
the lantern. The bent arm attached to the spindle, and marked f, being
grasped by the trigger o. The spring e in connection with the battery in the
guard's van being insulated at g. In Fig. A motion has been given to the
trigger o and acted on by the spiral spring c, the vane a has moved to the left
of the frame, leaving the illuminated face of the lantern 6 exposed; the
insulated springe has come into contact with the bent arm attached to the
spindle marked f and an electrical circuit has been established with the battery
in the guard's van; the vane is returned to its former position by tension on
the line h, h, which is attached to a knob on its margin marked d. Figure D
shews the trigger and apparatus for moving it drawn to full size. o, o, is a
bent lever revolving on its axis at k. Motion is given to it by applying tension
to the upright connecting piece i, i, on the tension being removed the trigger
acted on by the spiral spring m returns to its former position, the movement
of the lever being regulated by the stop n. The insulation of the spring e, e,
is shewn by the introduction of a strip of ebonite at 9, g. Fig. C represents
a plan of the signal frame when only one vane and one illuminated face is
used. The frame r, r, r, allows of the insertion of a vertical plate of glass in
front of the vane and trigger for the purpose of keeping the apparatus from
the effects of the weather. Where two vanes and two illuminated faces are
used in front and rear a somewhat similar trigger is used and fixed in a box
at p, p, in which case a frame similar to that at o, o, o, is fixed to the rear of
the lantern at q, q. As the electrical connections will be encased in the box
at p, p, no glass will be required in front of the vanes.
Drawing No. 4, Figs. A and B, represent the lock by which the guard

page_text: places himself in communication with the engine driver. The insulating
material being distinguished from the metal plates by shading. The con-
nection is made by the insertion of the key, shewn in Fig. C, between
the two metal plates; this connection closes the circuit with the battery
on the locomotive. These Figures are drawn to one-quarter full size.
Having thus fully described the nature of my improvements, and in what
manner the same are to be performed, I desire it to be understood, that
I do not claim any originality in applying electricity as a means of com-
municating between different portions of a railway train; but I claim as my
Invention,
-
Firstly, the general arrangements described, combining mechanical signals
made from a carriage, together with the escape of an alarum in the guard's
van, set free by electrical agency, by which means the guard is made
acquainted with the carriage, or if necessary with the compartment of
the carriage from whence the alarm originates..
Secondly, the adoption of the means described, by which the guard may
communicate with the engine driver from any part of the train, whether from
within or from without a carriage, such means placing it out of the power
of any passenger to effect the same object.
Thirdly, the general arrangements of the electrical connections between the
several carriages.
In witness whereof, I, the said Matthew Woodifield, have hereunto
set my hand and seal, this Thirtieth day of January, in the
year of our Lord One thousand eight hundred and sixty-five.
CAT WOODIFIELD
L
MAT. WOODIFIELD. (..)