IMPROVEMENTS APPLICABLE TO LOCOMOTIVE ENGINES FOR THE PURPOSE OF ECONOMIZING FUEL
Year: 1874

page_text: LETTERS PATENT to Harry Whiteside Cook, of Brompton, in the County
of Middlesex, Barrister-at-Law, for the Invention of “ IMPROVEMENTS
APPLICABLE TO LOCOMOTIVE ENGINES FOR THE PURPOSE OF ECONOMIZING
FUEL."
PROVISIONAL SPECIFICATION left by the said Harry Whiteside Cook
at the Office of the Commissioners of Patents, with his. Petition,
on the 11th November 1874.
.
I, HARRY WHITESIDE COOK, of Brompton, in the County of Middle-
sex, Barrister-at-law, do hereby declare the nature of the said Invention
for "IMPROVEMENTS APPLICABLE TO LOCOMOTIVE ENGINES FOR THE PURPOSE OF
ECONOMIZING FUEL," to be as follows:-
The object of my. Invention is so to construct and arrange certain of
the parts of locomotive engines that the heat evolved from the fuel (and
part of which heat is now lost) may be utilized by heating the feed
water, and also heating the air that is supplied to the furnace or fire-
place to support the combustion of the fuel.

page_text: Another improvement consists in so constructing some of the working
parts that the exhaust steam may have a more ready escape from the
cylinder, so that the evils resulting from back pressure may be avoided.
The result of all these improvements will be that a very considerable
economy in fuel will be effected.
By one of my improvements the exhaust steam of the locomotive
(instead of being carried into the chimney through a narrow and confined
jet as is now the case for the purpose of producing a draft), passes through
the eduction port into a closed chamber or tank running the length of
the engine. The eduction port should be as large as possible, so that the
steam may escape with great freedom, and thereby relieve the engine
from back pressure. Through this tank run a number of tubes so
arranged that the motion of the train forces the air in at one end of
them. This air on passing through then finds its way into a chamber
at the other end, which is in communication with the fire-grate either
directly or through a properly-arranged space between the fire-box and
a false cover.
If preferred the air may be pumped or forced through a coil or length
of pipe arranged in the smoke box so that it may abstract some of the
heat that would otherwise be carried away with the gases up the chimney
and be lost. By these means the air for supporting combustion in the
furnace will be heated by the waste heat to the proper temperature instead
of abstracting heat from the fuel in the furnace. For this purpose the
motion of the train is turned to account in keeping up the draft, and
the exhaust steam is cooled so as to form a partial vacuum and prevent
all back pressure. The floor of the tanks should slope downwards from
the eduction ports, so that the water of condensation may collect at the
other end, whence it will be withdrawn either with the steam or by a
separate arrangement.
The draft must be assisted by a fan, steam jet, or other contrivance, or
by the arrangement hereafter described. The steam having been partially
cooled in the tanks above mentioned may either be allowed to escape into
the air by an auxiliary funnel (or funnels) or it may be conveyed into
a condenser. Should the latter course be adopted and the condenser be
placed in the tender the following is the method in which the necessary
communication is effected:-A pipe or pipes in connection with the
bottom of the back end of the tanks ends in an orifice (or orifices) in

page_text: the back buffer plate of the engine. On the buffer plate and surrounding
this orifice (we will assume one only to be adopted) is fixed a flat ring of:
india-rubber or other suitable material, or a ring of metal ground abso-
lutely true. On the tender and opposite to this ring is the end of a tube
of corresponding size and slightly protuberant, so that when engines and
tender are screwed together an air-tight communication is formed. This
plan is also applicable to the conveyance of the feed water, the steam
and condensed water being now conveyed to the tender, it may be
turned into a condenser of any kind.
The following is a description of the condenser which I propose to use
as being peculiarly suitable for the purpose:-The tank is divided into
an upper and a lower portion. The upper portion is open to the air; the
lower portion is filled with water and then closed. Near the top of the
lower tank is a pipe leading to the feed pump, so that when this comes
into action a vacuum is formed at the surface of the water. The steam
is admitted at the bottom of the water, and by being divided into innume-
rable bubbles is at once condensed. Any air that may enter with it (not
being condensed) will rise toward the surface, but a baffle plate is so
arranged as to catch these bubbles and lead them up to one corner of the
tank, whence they pass into an air trap or box, into which the air passes.
From time to time it is shut off from the condenser and opened to the
water tank above, the air being thus replaced by water. The feed pump
meanwhile continuing to act will keep the water at the same level, and
will also partially act as an air pump to withdraw the vapour from the
condenser.
1
1
ד.

page_text: a tank the waste steam may be allowed to escape through a large
auxiliary funnel.
The feed water is heated by causing it to pass through a small strong
closed chamber, into which steam can be turned whenever the safety
valve is blowing off. In this manner all waste from the safety valve is
avoided, as it would not come into action again until the water in the
before-mentioned chamber is heated up to the temperature of the boiler.
The space left vacant by the removal of the blast pipe is utilized by
introducing in their place a tube or tubes, through which the feed water
passes on its way from the pump to the clack valve; or pipes for heating
the air that is supplied to the furnace or fire-place for supporting the
combustion of the fuel may be placed in this space if desired.
The following is the arrangement above referred to for supplementing
the draft: In the front of the smoke box there is a fan or windmill
whereby circular motion will be obtained, the estimated power of which
varies from 1 to 6 horse power, according as the pace of the train ranges
from 25 to 55 miles an hour. This windmill may be made to drive a
fan, or may be otherwise utilized; for instance, it may be used to work
a feed pump, air pump, or (in non-condensing engines) to pump air
into the boiler..
Although I prefer to use all my improvements in combination it will
be evident that either of them alone can be used with advantage, the
object of the Invention being to economize fuel and the heat derived
therefrom.
SPECIFICATION in pursuance of the conditions of the Letters Patent, a
filed by the said Harry Whiteside Cook in the Great Seal Patent
Office on the 11th May 1875.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, HARRY
WHITESIDE COOк, of Brompton, in the County of Middlesex, Barrister-
at-Law, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Eleventh day of November, in the year
of our Lord One thousand eight hundred and seventy-four, in the
thirty-eighth year of Her reign, did, for Herself, Her heirs and succes-

page_text: sors, give and grant unto me, the said Harry Whiteside Cook, Her
special licence, that I, the said Harry Whiteside Cook, my executors,
administrators, and assigns, or such others as I, the said Harry White-
side Cook, 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 APPLICABLE TO LOCOMOTIVE ENGINES FOR THE PURPOSE OF
ECONOMIZING FUEL," upon the condition (amongst others) that I, the
said Harry Whiteside Cook, my executors 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 Harry Whiteside Cook, 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 following statement, reference being had to the Drawing
hereunto annexed, and to the letters and figures marked thereon (that is
to say) :-
The object of my Invention of improvements applicable to locomotive
engines is so to construct and arrange certain of the parts of locomotive
engines that the heat evolved from the fuel (and part of which heat is
now lost) may be utilized by heating the feed water, and also heating
the air that is supplied to the furnace or fire-place to support the com-
bustion of the fuel.
Another improvement consists in so constructing some of the working
parts that the exhaust steam may have a more ready escape from the
cylinder, so that the evils resulting from back pressure may be avoided.
The result of all these improvements will be that a very considerable
economy in fuel will be effected.
By one of my improvements the exhaust steam of the locomotive,
instead of being carried into the chimney through a narrow and confined
jet, as is now the case for the purpose of producing a draught, passes
through the eduction port into a closed. chamber or tank running the

page_text: length of the engine. The eduction port should be as large as possible,
so that the steam may escape with great freedom, and thereby relieve
the engine from back pressure. Through the tank run a number of
tubes, so arranged that the forward motion of the train forces the air in
at one end of the tubes, and by passing along these tubes the air becomes
heated. This air, after passing through these. tubes, finds its way into a
chamber at the other end, which is in communication with the fire-grate
either directly or through a properly arranged space between the fire-box
and a false cover.
If preferred the air may be pumped or forced through perforated fire-
lumps or other analogous heating devices arranged in the smoke box or
in the fire chamber, so that it will abstract heat therefrom. The air thus
heated will mingle with the combustible gases, and more effectually and
economically consume them than heretofore. By these means the air
for supporting the combustion of the fuel in the furnace will be heated
by the waste heat to the proper temperature instead of abstracting heat
from the fuel in the furnace for this purpose. The forward motion of
the train is turned to account in keeping up the draught, and the exhaust
steam is cooled so as to form a partial vacuum, and prevent all back
pressure. The floor of the tanks should slope downwards from the
eduction ports, so that the water of condensation may collect at the other
end, whence it will be withdrawn either with the steam or by a separate
arrangement.
The draught may be assisted by a fan, steam jet, or other contrivance,
or by the arrangement hereafter described, or the feed pump or other
pump may be worked by a donkey engine, the exhaust from which will
be sufficient to keep up the draught. The steam having been partially
cooled in the tanks above mentioned may either be allowed to escape
into the air by an auxiliary funnel (or funnels), or it may be conveyed
into a condenser. Should the latter course be adopted, and the con-
denser be placed in the tender, the following is the method in which the
necessary communication may be effected :-A pipe or pipes in con-
nection with the bottom of the back end of the tanks ends in an orifice (or
orifices) in the back buffer plate of the engine. On the buffer plate, and
surrounding this orifice (we will assume one only to be adopted) is fixed
a flat ring of india-rubber or other suitable material on the tender, and
opposite to this ring is the end of a tube of corresponding size, and
slightly, protuberant, so that when the engine and tender are secured

page_text: together, an air-tight communication is formed. This plan of con-
necting the parts is also applicable to the conveyance of the feed
water. The steam and condensed water having been conveyed to the
tender it may be turned into a condenser of any kind.
The following is a description of the condenser which I propose to use
as being peculiarly suitable for the purpose:-The tank is divided into
an upper and a lower portion; the upper portion is open to the air, the
lower portion is filled with water and then closed. Near the top of the
lower tank is a pipe leading to the feed pump, so that when this comes
into action a vacuum is formed at the surface of the water. If preferred
a pump specially provided for the purpose may be employed. The
steam is admitted at the bottom of the water, and by being divided into
innumerable bubbles, is at once condensed. Any air that may enter
with it (not being condensed) will rise towards the surface, but a baffle
plate is so arranged as to catch these bubbles and lead them up to one
corner of the tank, whence they pass into an air trap or box into which
the air passes, or the air may be removed in the manner hereafter.
described. From time to time it is shut off from the condenser and
opened to the water tank above, the air being thus replaced by water.
The feed pump meanwhile by continuing to act will keep the water at
the same level, and will also partially act as an air pump to withdraw
the vapour from the condenser.
When it is desired to interrupt the passage of the feed water to the.
boiler, the pump is not thrown out of gear, but the water may be ejected
into the open tank by turning a two-way tap.
The surface of the condenser is kept wet (either by capillary action or
otherwise) with water drawn from the upper tank or supplied by means
of an auxiliary pump, and the cooling surface can be increased at will
by the addition of pipes so arranged that the conversion of the water
shall maintain a circulation through them. The whole of this arrange-
ment of parts should be enclosed in the ornamental covering of the
tender so as to prevent the vapour from causing annoyance, but proper
arrangements must be made for keeping up a current of air, the air and
vapour eventually escaping by a small funnel. When owing to the
age of the engine or other cause it is not thought desirable to go to the
expense of adding a tank, the waste steam may be allowed to escape
through a large auxiliary funnel.

page_text: The feed water is heated by causing it to pass through a small strong
closed chamber, into which the waste steam can be turned whenever the
safety valve is blowing off. In this manner all waste from the safety
valve is practically avoided as the safety valve would not come into
action again until the water in the before-mentioned chamber is heated
up to the temperature of the boiler.
The following is the arrangement above referred to for supplementing
or assisting the draught:-In the front of the smoke box there is a fan
or windmill, whereby circular motion will be obtained, the estimated
power of which varies from one to six horse power according as the pace
of the train ranges from twenty-five to fifty-five miles per hour. This
windmill may be made to drive a fan or may be otherwise utilized.
For instance, it may be used to work a feed pump, air pump, or (in non-
condensing engines) to pump air into the boiler.
Although I prefer to use all my improvements in combination, it will
be evident that either of them alone can be used with advantage, the
object of the Invention being to economize fuel and to utilize the heat
derived therefrom.
In the accompanying Drawing Fig. 1 is a longitudinal sectional
elevation, and Fig. 2 a transverso section of a locomotive engine fitted 2
with an air warmer and partial condenser according to my Invention.
The exhaust steam passes into the side tanks A, A, and such portion of
the steam as remains uncondensed escapes by the funnels B, B, into the
atmosphere. In the tanks A, A, are a number of longitudinal tubes
which are open at both ends, so that by the forward motion of the train a
and the suction of the blower combined, the air will enter the tubes and
be forced down them into the chamber C, whence it passes, as shewn,
into the ash pan. Part of this air may be admitted above the fire, but
it is better to allow it all to pass into the ash pan, and such air as may
be required for effecting the combustion of the gases evolved from the 3
fuel will pass through the perforated fire-bricks D, as shewn at Fig. 3,
which represents a transverse section of the locomotive taken through
the fire-box. These fire-bricks D rest upon the fire-bars, so that the air
will be heated before it mixes with the hydrocarbon or combustible
gases which will thus be more completely consumed.
In the case of an ordinary non-condensing engine I adapt to the top
of the funnel a horizontal cap piece E open at both ends and midway

page_text: between the ends I place a deflecting plate, whose office is to deflect or
direct the steam to either end of the horizontal cap piece E. The steam
must always be deflected or directed in the direction opposite to that in
which the engine is moving. As the steam will thus escape horizontally
instead of perpendicularly, as is usually the case, I am enabled to get rid
of the perpendicular vibration of the engine while at the same time the
draught will be improved.
In Fig. 3 I have also shewn the arrangement which I adapt for
damping the fire or checking the draught when required. The entire
draughts may of course be cut off if desired, but when it is desired
merely to diminish the heat the dampers D*, D*, which are hinged by
their upper edges to the sides of the ash pan are raised into the
horizontal position as indicated by the dotted lines in the Figure.
desired diminution of combustion is thus obtained, not by diminishing.
its intensity, as in the present engines but by diminishing the area of
fire-grate that is kept in action. This will be found a very economical
arrangement as it at once increases the ratio of heating to fire-grate
area.
The
In Fig. 1, F is a two-way tap on the escape steam pipe in the
funnel B. It is always open to allow the steam to pass into the
funnel B unless it be intended to carry the steam into a further
condenser.
Fig 4 shews an arrangement for converting the cylinders of the engine
(either one or both of them) into air pumps which may be made use of
in various ways, all or either of which will have the effect of economizing
the fuel.
In a condensing engine as described below the steam cylinder thus
converted or used may be employed from time to time to remove
accumulations of air from the condenser, and in non-condensing engines
it can be used to pump air into the boiler when the train is stopping,
thus not only assisting to arrest the motion of the train but storing up
its momentum so that it can afterwards be turned into a useful force.
If the train be fitted with air pressure or vacuum brakes, this force can
be employed to actuate such brakes, thus saving the fuel at present
required to work them. In Figures 4 and 4* are two valves connected
to the cylinder C by means of a hollow cock S. When steam is turned
off and the exhaust is closed it will be evident that the cylinder of the

page_text: engine will become an air pump of the ordinary kind. In the Drawing
the connection of the other parts with the tubes T and T' leading from
the valves V, V¹, are not shewn as they will vary with the nature of
the engine and will at the same time be of the most ordinary kind.
The following is a description of the connections that will require to
be made in various cases: -For one purpose an ordinary engine fitted
with this improvement, only the tube T¹ will be open to the air, a gauze
screen being adapted to the open mouth of the tube to keep out the
dust. The tube T will lead to the boiler, or (preferably) to the feed
pipe below the clack valve.
In the case of a non-condensing engine being fitted with an air
pressure brake the tube T will be open to the air, while the tube T will
be fitted with a two-way cock, so that when the air reservoir is full
the momentum of the train can be made use of to pump air into the
boiler.
In the case of a non-condensing engine fitted with a vacuum brake
the pipe T will be open to the air, while the pipe T will communicate
with the vacuum chamber, while if the pneumatic connections are
imperfect the pump will go on sucking from the pipes. A similar or
rather converse observation applies to air pressure brakes.
In the case of a simple condensing engine the pipe T' will com-
municate with the top of the condenser, and the pipe T with the external
air for condensing engines in connection with a vacuum brake. The
pipe T is open to the external air, while the pipe T¹ is fitted with a
two-way cock, so that the pump may be used either to exhaust the brake
or the condenser.
With condensing engines in connection with air pressure brakes both
the pipes T and T¹ will have two-way cocks, so that the pump may be
used either to pump air into the break reservoir, or vapour and air from
the condenser into the boiler. It has not been thought necessary to
shew these last details in the Drawings, as in order to obtain the benefits
of this Invention it will only be necessary to make ordinary connections
between the two pipes T and T shewn in the Drawing at Fig. 4, and the
various parts of the apparatus with which they are to be connected.
The hollow cock S is for the purpose of throwing the pumping
arrangement out of gear when the engine is running.

page_text: When the engine is to be used as a pump (as above described) the
slide valve W must be placed in the position shewn at Fig. 4 in order to
close the exhaust. Two sets of valves such as those shewn in the
Figures 4 and 4' may be adapted to each end of the cylinder if desired,
but in order to avoid this additional expense I place on the cylinder
cover at one end an air cock X in order to admit air behind the piston
on the return stroke, and also to allow any steam that may be in
the cylinder to escape therefrom when the steam and exhaust ports are
closed.
Fig. 5 is a sectional view of an improved arrangement for heating the
feed water of an ordinary non-condensing engine by means of the waste
steam, and for preventing the loss of steam from the safety valve. This
loss is very heavy in the case of stopping trains.
According to the ordinary mode of working locomotive engines it is
customary (before starting, and also at side stations) to turn steam from
the boiler into the feed tanks if it would otherwise blow off at the safety
valve. Instead of taking this steam direct to the main tanks I take it
first into a strong small tank, as shewn at Fig. 5. A, A, is a small tank
(say a cylinder) two feet long by one foot in diameter. This tank is
preferably placed not higher than the main tank, whence the water will
flow into it through the pipe P, which therefore connects the two tanks
together. The steam pipe S instead of passing direct to the ordinary
tank in the usual manner runs into the small tank or reservoir A, and
will cause the small amount of water it holds to boil at about two
hundred and fifteen degrees. The vapour due to this ebullition will
force the water in A down to the line shewn in the Drawing, and the
uncondensed steam that remains will then pass into the main tank and
warm the water therein. Now a good engine driver keeps. the water in
his tank at about two hundred degrees, but in order to do this he must
light his fire nearly two hours sooner than would otherwise be necessary,
whereas by my improved arrangement the feed water will always be
drawn from this small reservoir A through the pipe F. The water in
this small tank A is always hot, and if the water in the ordinary tank is
boiling the engine driver can cut off the connection between the two
tanks by means of the stop-cock, and instead of allowing the steam to
escape by the safety valve he can go on heating the water in the small
tank A till it reaches the temperature due to the pressure in the boiler,
the pump being relieved of work to a corresponding.degree.
'

page_text: At Fig. 6 I have shewn a plan, whereby part of the exhaust steam is
used for heating the feed water. To this end I cause the feed water to
be supplied to a small tank or chamber A in the form of spray, through
which the steam is made to pass from one side of the chamber A to the
other, and in so doing will give up its heat to the descending water,
which is then conducted direct to the boiler. The uncondensed steam
will pass up the vertical pipe D into the water tank in the ordinary
manner, and by pressing on the surface of the water in the small tank
or chamber A will assist in forcing the water down the short pipe, which
is provided with a rose head, so that the water is divided into spray. 1
This water by abstracting heat from the steam (which passes across the
chamber A) will become heated, and may be conducted by the pipe W
to the feed pump to supply the boiler.
Fig. 7 is a transverse section, and Fig. 7ª a longitudinal section, of a
locomotive engine, in which is shewn a plan for obtaining the cold i
necessary to condense the exhaust steam of a locomotive. The arrange-
ment shewn is applicable to any kind of condenser.
A, A, is a vertical pipe leading from the exhaust pump of the con-
denser. It throws the withdrawn water on to the top one of the series
of plates b, b, b, b, from which it falls on to the next plate below, and 2
so on in a zig-zag direction from plate to plate until it reaches the
bottom, while the motion of the train keeps up a draught of air between
these plates. By this means the water is cooled before it reaches the
tank T, from whence it is conducted to the condenser.
Having now described my Invention of "Improvements applicable to 2
Locomotive Engines, and having explained the manner of carrying the
same into effect, I claim as the Invention secured to me by Letters
Patent, as aforesaid,―
.
The arrangement or combination of parts herein set forth for utilizing
the heat of the exhaust steam of locomotive engines to warm the air 3
required to support the combustion of the fuel or of the gases evolved
therefrom.
I also claim placing perforated fire-bricks or lumps, or other analogous
substance in the glow fire or in the fire-box, and passing air through
such perforated substances, so as to supply hot oxygen to the hydro- 3
carbon gas in the fire-box,

page_text: I further claim the application of dampers to the fire-grate, as shewn
at Fig. 3, for the purpose of diminishing the area of the fire-grate at
will, so as to regulate the combustion of the fuel, as herein set forth.
I also claim the application and arrangement of valves and their
accessories to the cylinder or cylinders of locomotive engines, as shewn
at Figures 4 and 4*, in order to convert the steam cylinders and pistons
into air pumps, as and for the purpose herein set forth.
I also claim superheating the feed water by causing steam from the
boiler to pass into a strong additional tank, which is capable of being
shut off from the main water supply, as shewn and described in
reference to Figures 5.
I further claim heating the feed water by causing it to descend in
the form of a shower or in a divided state into a chamber through which
waste steam is allowed to pass, as shewn and described in reference
to Fig. 6.
Lastly, I claim utilizing the draught due to the forward motion o the
train to cool the water intended to keep up condensation by allowing
the water to trickle over a large surface exposed to the current of air
caused by the train's forward movement, as shewn and described in
reference to Figures 7 and 7*.
In witness whereof, I, the said Harry Whiteside Cook, have here-
unto set my hand and seal, the Eleventh day of May, in the
year of our Lord One thousand eight hundred and seventy-
five.