Improvements in or applicable to Arrangements or Apparatus for Warming Railway or Tramway Carriages or Vehicles.
Year: 1894

page_text: Date of Application, 12th Jan., 1894
Complete Specification Left, 11th Oct., 1894-Accepted, 1st Dec., 1894
PROVISIONAL SPECIFICATION.
Improvements in or applicable to Arrangements or Apparatus for
Warming Railway or Tramway Carriages or Vehicles.
We, JAMES GRESHAM, Director of the Firm of Gresham & Craven Limited,
Craven Iron Works, Salford, Manchester, in the County of Lancaster, Engineer,
and HARRY EDWARD GRESHAM, of the same place, Engineer, do hereby declare
the nature of the said invention, to be as follows:-
Our invention relates to arrangements for warming railway or tramway carriages
or vehicles, where steam or hot water is used taken from the boiler of the
locomotive by pipes and caused to pass from vehicle to vehicle by suitable flexible
pipes and suitable couplings between the vehicles of a train and which arrangements
are applicable both to single and return lines of pipes.
1. In carrying out our improvements we prefer to arrange the pipes for the
steam or hot water above the framing of the carriage and under its flooring, these
pipes whether going from or returning towards the engine, being enclosed in a trough
or box lined with felt or other slow or non-conductor of heat.
We prefer to form chambers above or under the floor of the carriage, under the
seats for a cylinder or heater.
This box, cavity or chamber for the cylinder or heater being also lined with
non-conducting material to keep it clear of cool air on the exterior of the
carriage.
The upper part of the chamber or box for the heater has or may have a grid
upon it or is perforated or otherwise arranged and is or may be provided with grids,
one of which is or may be movable over the other to form a valve or any other
suitable valve may be used, which can be opened and closed by the passengers.
When open the air heated by the heater can escape from the grids or openings
into the carriage.
There are also openings into the box or chamber for the heater for the cool air
from the carriage to enter at the lower part of the chamber and get heated and
pass upwards into the carriage or compartment.
The heaters are or may be formed by two cylinders, one within the other, with
a space between the two, and the internal cylinder is or may be partly filled with
brine or suitable chemicals or with porcelain or fire brick material that will readily
absorb heat and give it off again slowly.
The steam or hot water passes into and through the exterior cylinder, that is
through the space left between the exterior and interior or heat storage cylinder or
chamber and after passing one storage heater the steam or hot water passes on to
the next storage heater in each carriage until it arrives at the end of the train
furthest from the engine, when if required it returns from vehicle to vehicle to the
tender passing if desired through similar storage heaters in each compartment of
the carriage or vehicle.
In some cases if desired the steam or water pipe may pass through a pipe inside
of the storage heater or chamber or through a chamber filled with pieces of fire
brick or like material.
2. The couplings for the flexible pipes between the vehicles consist of a modifica-
tion of the hose pipe couplings for pipes subject to internal pressure illustrated by
Figs. 3 and 4, of the drawings annexed to the Specification of Letters Patent
No. 2468 of 1885 granted to James Gresham one of the present applicants.
Each half coupling is made with a hinged weighted lever catch or with a handle
that can be moved when the two halves of the couplings are brought together

page_text: into a position to hold them and prevent them from being forced apart by internal
fluid pressure.
These catches or handles are or may also be arranged so that in case the traction
couplings become disconnected the hose pipe couplings will be released so as to
separate or become disconnected without severing or damaging the bose pipe which
is effected by causing the catches or handles to be moved when the couplings
assume an abnormal position which occurs under such circumstances.
These couplings can also be fitted if desired with automatic drain valves to
allow condensed steam or water to flow away when required.
The hose pipe couplings are or may also be arranged to operate in any required
position, that is to say, with the curve of the hose pipe downwards or upwards or
sideways as may be preferred.
3. The drain valves according to our invention may be made automatic by con-
nection with the vacuum or pressure brakes, that is to say, so that when the
brakes are held off the wheels the vacuum or pressure as the case may be will act
upon a diaphragm connected with the drain valve to keep it closed and when the
brakes are put on the wheels, the destruction of the vacuum or pressure in the train
pipes will allow a spring acting upon the diaphragm and the drain valve to
open it.
4. In some cases the coupling hose pipes are or may be so formed or made with
a length of metal tube in the central part of the hose pipe, which metal tube or
part of the hose pipe may be of larger internal diameter than the other part of the
hose pipe.
This arrangement allows space for condensed steam without entirely blocking
the passage through the hose pipe and the water therein collected will be discharged
when the pipes are uncoupled or may be drawn off by a tap or valve at intervals.
5. We use according to our invention an ejector on the engine or tender in
connection with the hot water pipe, so that by admitting steam to the ejector, the
water can be exhausted from the pipes passing along the train.
This ejector is or may be arranged to be supplied with steam from the boiler by
a cock or valve which may also be arranged to supply steam or hot water to the
train pipes, by placing the handle of the cock in the required position.
The same cock is or may also be arranged to admit air into the pipe supplying
hot water or steam to the heating pipes when the ejector is operating to exhaust
water from the train heating pipes.
Dated this Eleventh day of January 1894.
PETER J. LIVSEL,
Agent.
COMPLETE SPECIFICATION.
Improvements in or applicable to Arrangements or Apparatus for
Warming Railway or Tramway Carriages or Vehicles.
We, JAMES GResham, Director of the Firm of Gresham & Craven Limited,
Craven Iron Works, Salford, Manchester, in the County of Lancaster, Engineer,
and HARRY EDWARD GRESHAM, of the same place, Engineer, do hereby declare
the nature of this invention and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement :-
Our invention relates to arrangements for warming railway or tramway carriages
or vehicles, where steam or hot water is used, taken from the boiler of the locomotive
by pipes and caused to pass from vehicle to vehicle by suitable flexible pipes and
suitable couplings between the vehicles of a train, and which arrangements are
applicable both to single and return lines of pipes.
1. In carrying out our improvements, we prefer to arrange the pipes for the
steam or hot water above the framing of the carriage and under its flooring, these

page_text: pipes whether going from or returning towards the engine, being enclosed in a
trough or box lined with felt or other slow or non-conductor of heat.
We prefer to form chambers above or under the floor of the carriage, under the
seats, for a cylinder or heater.
This box, cavity or chamber for the cylinder or heater, being also lined with
non-conducting material to keep it clear of cool air on the exterior of the
carriage.
The upper part of the chamber or box for the heater has or may have a grid
upon it, or is perforated or otherwise arranged and is or may be provided with
grids, one of which is or may be movable over the other to form a valve or any
other suitable valve may be used, which can be opened and closed by the
passengers.
When open, the air heated by the heater, can escape from the grids or openings
into the carriage.
There are also openings into the box or chamber, for the heater for the cool air
from the carriage to enter at the lower part of the chamber and get heated, and
pass upwards into the carriage or compartment.
The heaters are or may be formed by two cylinders, one within the other, with a
space between the two, and the internal cylinder is or may be partly filled with
brine or suitable chemicals or with porcelain or fire brick material that will readily
absorb heat and give it off again slowly.
The steam or hot water passes into and through the exterior cylinder, that is,
through the space left between the exterior and interior or heat storage cylinder or
chamber, and after passing one storage heater, the steam or hot water passes on to
the next storage heater in each carriage until it arrives at the end of the train furthest
from the engine, when if required it returns from vehicle to vehicle to the tender
passing if desired, through similar storage heaters in cach compartment of the
carriage or vehicle.
In some cases if desired, the steam or water pipe may pass through a pipe inside
of the storage heater or chamber or through a chamber filled with pieces of fire
brick or like material.
2. The couplings for the flexible pipes between the vehicles consist of a modifica-
tion of the hose pipe couplings for pipes subject to internal pressure illustrated by
Figs. 3 and 4, of the drawings annexed to the Specification of Letters Patent
No. 2468 of 1885 granted to James Gresham one of the present applicants.
Each half coupling is made with a hinged weighted lever catch or with a handle
that can be moved when the two halves of the couplings are brought together into
a position to hold them and prevent them from being forced apart by internal
fluid pressure.
These catches or handles are or may also be arranged so that in case the traction
couplings become disconnected, the hose pipe couplings will be released so as to
separate or become disconnected without severing or damaging the hose pipe which
is effected by causing the catches or handles to be moved when the couplings
assume an abnormal position which occurs under such circumstances.
These couplings can also be fitted if desired, with automatic drain valves to
allow condensed steam or water to flow away when required.
The hose pipe couplings are or may also be arranged to operate with the curve
of the hose pipe downwards or upwards as may be preferred.
3. We use according to our invention an ejector on the engine or tender in
connection with the hot water pipe, so that by admitting steam to the ejector, the
water can be exhausted from the pipes passing along the train.
This ejector is or may be arranged to be supplied with steam from the boiler by
a cock or valve which may also be arranged to supply steam or hot water to the
train pipes, by placing the handle of the cock in the required position.
The same cock is or may also be arranged to admit air into the pipe supplying
hot water or steam to the heating pipes when the ejector is operating to exhaust
water from the train heating pipes.

page_text: In carrying out our invention we use the heating cylinders or vessels in the
carriages arranged as hereinbefore described under Division One, but as such
heaters and arrangements are well known for the purpose they need not be further
described as we make no claim to any specific construction of such heaters in the
carriages to be warmed.
Fig. 1, is a side elevation representing the end parts of two adjoining railway
vehicles showing the connecting hose pipes and couplings and other parts.
Fig. 2, is a similar view to Fig. 1, but with the hose pipes shown in a different
position.
Fig. 3, is an elevation of part of an end frame of a railway carriage showing
the position of the train pipe and cock for it in relation to the draw bar of the
vehicle.
Fig. 4, is a section on an enlarged scale through a cock which is or may be used
between the train and hose pipes.
Fig. 5, is a longitudinal section of the two half couplings for hose pipes detached
therefrom, on an enlarged scale, shown as when connected together.
Fig. 6, is a top plan view of the same, and
Fig. 7, is an end elevation looking at the face of one half coupling that comes
against the corresponding face of the other half coupling when united, showing a
valve arrangement in section.
Fig. 8, is a partial plan view (in the same plane as Fig. 6) showing an alternative
arrangement of the mechanism for holding the half couplings together against
internal pressure.
Fig. 9, is a diagram showing the connection of an ejector with the train pipes
nd a four-way cock.
Fig. 10, is a section on an enlarged scale of the four-way cock shown in Fig. 9,
the section being taken in the plane of the axes of the branches from it, or ou
the line A-B Fig. 11.
Fig. 11, is a section of the four-way cock in the line C-D Fig. 10.
In Fig. 1, parts of the ends of two adjoining carriages a, supposed to form part
of a train are shown, and part of the pipes b, supposed to be connected with the
heaters in the carriages are also shown, and to the ends of each of these pipes,
one end of a suitable hose pipe c, is attached, the other end being secured to one
half of a metal coupling d, so that when the two halves of the couplings are
connected there is a passage for fluids from the pipes b, of one vehicle to those
pipes b, of another vehicle.
The construction of the couplings d, will be hereinafter described.
In Fig. 1, there is a light chain e, or other suitable connection between a hook
or other fastening on the end of each carriage a, and the releasing catches to be
hereinafter described, and should the vehicles separate from any cause, this chain
or connection e, becomes tight before any strain tending to break the hose pipes
or couplings comes upon them, and this lifts and releases the catches and allows
the two halves of the couplings d, to separate.
In Fig. 1, the hose pipes c, between the vehicles a, curve downwards and in
Fig. 2, they are arranged to curve or arch upwards.
There are in this latter case elastic connections f, between the end of each
carriage a, and the half coupling d, for its hose pipes, which elastic connections f
are strong enough to hold up the weight of the half couplings and hose pipes,
but will give way to strain tending to separate the carriages.
There are also light chains e, or other suitable connections as explained in
reference to Fig. 1, to lift and release the catches from the half couplings when
these are separated automatically should the carriages become detached.
At the end of each pipe on the carriage there is or may be a three way
cone cock g.
In Fig. 2, the longitudinal axis of the cone plug of the three way cock is
supposed to be in a line across the pipe b, but in Fig. 1, it is supposed to be in a
line with the longitudinal axis, and at the end of the pipe b.

page_text: In Fig. 3, a', is the end frame of the carriage, and a³, the draw bar hook, and
this figure shows in dotted line, the position of the cock g, and the handle 9',
which actuates it.
Fig. 4, is an enlarged cross section of such a three-way cock as may be used.
g, is the junction for the hose pipe c; and g³, the outlet from the hose pipe to
the atmosphere.
That end of the casing y, of the cock which is in a line with the longitudinal
axes of the cone plug y, of the cock is secured to the end of the carriage pipe b.
When the cone plug gt, is in the position shown in Fig. 4, there is a communication
between the hose pipes c, between the carriages and the fixed pipes b, in the
carriages, and when the cone plug g', is in another position, the end of each pipe b,
in the carriage is closed, and the fluid is retained in these pipes, but there is an
outlet at g, from the hose pipe connection c, between the carriages which may then
be emptied and disconnected.
Fig. 5, is a longitudinal section of two half couplings for hose pipes shown as
when connected together.
Fig. 6, is a top plan view of the same, and
Fig. 7, is an end elevation looking at the face of one half coupling that comes
against the face of the other half coupling when united, and showing a valve
arrangement in section.
Each half coupling d, is a duplicate of the other, and consists of a tubular part d,
the longitudinal axis of which is perpendicular to the plane of the faces of the
coupling for a short length and is then bent upwards at an angle to suit hose
pipes (c) arranged as in Fig. 1, or bent at an angle downwards as shown in peculiar
dotted line in Fig. 5, to suit hose pipes (c) arranged as shown in Fig. 2.
Those faces of the half couplings that come opposite, are turned to the shape
shown to receive a ring d', of india rubber or other suitable elastic material.
The end of each half coupling is screw threaded to fit a screw tapped ring
which when screwed on comes against a shoulder d', on the coupling and the ring d²,
has a disc flange that comes against the flange formed upon the india rubber ring d',
and thus secures it fluid tight against the face of the coupling.
The other disc flange part of the india rubber ring d, comes against a flanged,
in the interior bore of the coupling, in which flange there are holes d³, at intervals,
so that pressure in the bore of the coupling can get against that side of the flange
of the india rubber ring d', which comes against the flange d', within the bore so
that these flanges of the india rubber rings d, in both half couplings when brought
together as shown in Fig. 5 may be pressed firmly against each other and be thus
made perfectly fluid tight against pressure within the bore of the couplings.
The rings d, may be secured to each coupling by bolts or screws or other means,
instead of being screwed on as shown.
Each ring d, has formed upon it, the ordinary bent finger do, that comes upon
the lower part of the coupling, which bent fingers interlock, when the two half
couplings are brought together properly, and at the upper sides of each of these
rings d, is formed a hook projection d', extending across to and along-side of the
corresponding hook projection from the other ring d², so as to interlock and keep
one half coupling in correct position in relation to the other half coupling in a
manner well understood.
Jointed to a projection from each ring d³, at d³, there is a hook do, which when
in the position shown in Fig. 5, hooks upon a projection upon the other half
coupling when the couplings are properly put together, these hooks dº, resisting the
internal pressure within the bore of the couplings tending to force them apart.
Each hook d, has or may have an eye d, to which the end of the chain e,
(hereinbefore referred to and shown in Figs. 1 and 2) may be attached.
The ends of these chains e, are attached to their respective hooks do, and half
couplings, and it will be seen that when the space between the carriages gets beyond
that fixed upon, this space being more than is allowed for, by the length of the
chains e the hook d³, on one half coupling will be released from that on the other

page_text: half coupling, and the half couplings will then be allowed to part without breaking.
the hose pipes c, or connections.
The bent ends of the couplings d, are formed on their exterior for connection
with the ends of the hose pipes c, in a well known manner.
These couplings are or may be made, especially when used for warming railway
and other vehicles by steain or hot water with an automatic valve to allow water
or condensed steam to escape when the pressure ceases to exist within the bore of
the coupling.
There is a projection formed on the side of each half coupling d, which is bored
out and screw tapped to receive a tubular screw plug do, having a ball valve formed
within it.
This screw plug d, has another screw plug d. screwed within it which inner
plug has a hole d, through it which forms the outlet from the ball valve do, within
the bore of the outer screw plug do, which ball has its seating on the inner end of
the inner screw plug d.
There is a perforated cap d', of thin metal that fits on the inner end of
the outer screw plug , to keep the ball do, from rolling into the bore of the
-coupling.
When there is pressure within the couplings these ball valves are kept against
their seatings, but when the internal pressure ceases each ball valve can fall from
its seating and allow fluid to escape.
Fig. 8, is a partial plan view (in the same plaue as Fig. 6) illustrating an
arrangement of levers which may be used in place of the catches, Figs. 5 and 6,
for holding the two half couplings d, together against internal pressure.
There is a lever handle ds, pivoted at d, on the end of each hook projection d',
(Figs. 5, 6 and 7).
Each of these lever handles ds, when in the position shown in Fig. 8, catch upon
the projection from the ring d³, and thus hold the two half couplings together, but
when turned to another position, the boss part of each hand lever de, is shaped to
come flush with the ends of the hooks d', so as thus to be able to pass through the
spaces for them when the two half couplings are to be separated.
These lever handles de, as shown, are not intended to be turned automatically
when the vehicles become detached, but by means of an eye in a projection from
each coupling the chain e, Figs. 1 and 2, may be made to pass and slide through
the eye and then turn at a right angle parallel to the plane in which the lever
handles oscillate, the ends of the chains being secured to the ends of the lever
handles d³.
The hose pipe couplings for internal pressure illustrated by Figs. 5, 6, 7 and 8,
though particularly applicable for pipes conveying fluids under pressure for warming
railway carriages and other railway and tramway vehicles are also applicable for
couplings to be used with pipes for conveying fluids under pressure for other
purposes.
It should be noted that the ball valves de, are not required when the hose pipes c,
are arranged as shown in Fig. 2.
Figs. 9, 10 and 11 illustrate apparatus forming the subject of the third head of
our invention.
Fig. 9, illustrates the application of a steam ejector for emptying train pipes
used for warming railway and other vehicles, of fluids when required, and passing
liquids drawn therefrom to the tender of the locomotive.
h, represents a steam ejector of any ordinary well known construction.
The steam and liquids supposed to pass through the bore in the longitudinal axis
of the ejector, and pass from it by a pipe h¹, to the tender.
On a side branch from the ejector h, there is a junction for a pipe h², connected
with the train pipe, and at one end of the ejector there is a junction for the pipe k³,
for steam to be supplied to the ejector for working it.
The steam is or may be supplied from the boiler by a cock in this pipe when the
ejector is to work.

page_text: Fig. 10, is a sectional view of a fourway cock, the section being in the plane of
the branches from the casing of the cock or in the line A-B Fig. 11.
Fig. 11, is a section in the line C-D Fig. 10.
The casing k, of this cock has a branch for a pipe k¹, conveying steam or water
from the boiler and has another branch for the pipe k³, to convey the steam or hot
water to the train pipe and to the heaters in the carriages.
It has also a branch for fluids to pass to the atmosphere through the pipe k³.
also an outlet for a safety valve which operates in case of excess of pressure in the
train pipes and also a branch for a pipe h³, for steam to the ejector h.
This cock k, is also shown in Fig. 9.
The coue plug, of the cock is of the form shown in Figs. 10 and 11. It fits
and passes into one end of the casing which is closed by a screw cap.
The small end of the cone plug has squares upon it for a handle &', (the boss
part only of which is seen in Fig. 11) and there is a screw nut 48, on the screw
threaded part of the projecting end of the cone plug .
The cone plug is hollow having a division, and three ports ", " and kª. Two
ports & and ", as shown in Fig. 10, are open to the branch pipe k', for steam or
water from the boiler, which fluids can pass from the pipe k, through the two
ports and b, into the passage or pipe going to the train pipe, and when the
cone plug k, is turned a quarter of a revolution, the two ports and k", are brought
one opposite the passage for steam k', and the other to the passage for the pipe 4,
going to the ejector h, the passage between the pipe k' and the train pipe, being
then closed, but the third port k, in the cone plug is in such position as to be
opposite the passage leading to the train pipe ³, consequently air can pass from
the drain pipe k, by a passage kª, in the casing of the cock leading into the end
of the hollow cone plug, and through it and its port to the train pipe A².
When the cone plug k, is turned another quarter turn the port ke, comes
opposite the passage to the pipe k', and this allows any leakage from cocks between
the cock k, and the boiler, to pass through the port ko and hollow of the cone
plug k, and passage k", to the pipe k³, all the other ports in the cone plug are then
closed.
•
An outlet from the. branch for the train pipe ³, is faced for a disc valve 1, which
is formed upon a stem , that fits into a tube, that is screw threaded on its
exterior to screw fluid tight into the screw tapped hole in the casing A.
The stem of the valve, near the valve has wings to act as guides to the
movements of the valve, these wings fitting the bored out inner end of the tube l²,
and the outer end of the cylindrical reduced part of the stem l, fits and enters a
hollow plug, screw threaded on its exterior to screw into the screw tapped end of
the tube .
Round the stem there is an helical spring 1, one end of which abuts against the
valve l, and the other end against the hollow screw plug ♬³.
By screwing the plug, in more or less, the pressure of the helical spring ",
upon the valve 7, is adjusted, and when adjusted the screw plug 13, is locked by a
screw nut i, fluid tight.
There are small holes 1, at the inner end of the tube 1, to admit fluid from the
passage round the valve 1, into the hollow of the tube l².
This valve 1, is loaded by the helical spring, to the pressure required, and
when there is excess of pressure in the train pipe ³, the valve opens and the fluid
passes out at the pipe
The cock shown in Figs. 9, 10 and 11 is arranged as for that system of heating
where the train pipes pass from the locomotive boiler to the end of the train and
then return by a separate pipe to the tender, and when the ejector is employed
there are no valves de, Fig. 7, used with the hose pipe couplings d.
The pipe, Fig. 9, is connected with the outward train pipe and the pipe h³,
with the return train pipe consequently when the cone plug, of the cock is in
the position shewn in Figs. 10 and 11, the steam or hot water passes from the

page_text: pipe 1, through the ports of the cone plug to the pipe, and returns by the pipe h²,
and ejector h, to the tender.
When the cock is reversed in position the supply of steam or hot water is cut
off between the pipe k', and train pipe, but steam is then supplied to the
ejertor, through the pipe , and air is then allowed to enter the train pipe
through the pipe k³, and cock, and thus the train pipes are cleared of fluids which
are drawn from the train pipes and driven to the tender.
It should be noted that the pipe k', is connected with the upper part of the
steam space of the boiler, and there is another pipe from the lower or water space
of the boiler which forms a junction with the pipe from the steam space at a point
above the water level of the boiler and there is a cock in the steam pipe and when
this is open steam will pass to the pipe ³, but when it is shut the pressure of the
steam in the boiler will force the water from it up the pipe forming a junction
with the pipe for the steam and hot water will then be supplied to the pipe k¹.
There may be a cock for the hot water, or a two-way cock for water in one
position and steam in the other position, and entirely shut in a third position.
When a single line of train pipes only is employed and there are no ball
valves de, Fig. 7, the cock, and ejector h, may be used for clearing the train
pipe, and heaters of fluids by opening or allowing a cock or valve on the train
pipe furthest from the engine to open to admit air, when the train pipe is being
exhausted, the pipe h³, from the ejector being then connected with that branch of
the casing k, for the air pipe k, which pipe in such case has an automatic valve to
close against the admission of air consequently the fluids will be drawn from the
train pipe 2, through the port and passage to the ejector h, and passed on to the
tender.
Having now particularly described and ascertained the nature of our said inven-
tion, and in what manner the same is to be performed, we declare that what we
claim is.
1. The combination of couplings for pipes, subject to internal pressure (especially
the flexible rings d¹, combined with the flange d), substantially as hereinbefore
described and illustrated by the drawings.
2. The combination of couplings for hose pipes, constructed as hereinbefore
described, with pipes for conveying steam or hot water for warming railway or
tramway vehicles, substantially as herein before described and illustrated by
Figs. 1, 2, 5, 6 and 7 or when modified as illustrated by Fig. 8, of the drawings.
3. The combination of apparatus used for conveying steam or hot water to
heaters in railway or tramway vehicles substantially as hereinbefore described and
illustrated by Figs. 1 to 8 inclusive of the drawings.
4. The combination of a steam ejector with pipes for conveying steam or hot
water to heaters in railway or tramway vehicles for withdrawing fluids from such
pipes and heaters, substantially as hereinbefore described.
5. The combination, arrangement and construction of cock for supplying steam
or hot water to pipes conveying the same to beaters in railway or tramway vehicles
and to an ejector for withdrawing fluids from and admitting air to pipes for such
purposes, substantially as hereinbefore described and illustrated by Figs. 9, 10
and 11 of the drawings.
Dated this Tenth day of October 1894.