IMPROVEMENTS FOR WARMING RAILWAY CARRIAGES AND IN BREAK APPARATUS CONNECTED THEREWITH
Year: 1877

page_text: LETTERS PATENT to John Reid and Robert John Billinton, of Derby, Engineers,
for the Invention of "IMPROVEMENTS FOR WARMING RAILWAY CARRIAGES AND
IN BREAK APPARATUS CONNECTED THEREWITH."
Sealed the 7th December 1877, and dated the 5th July 1877.
COMPLETE SPECIFICATION filed by the said John Reid and Robert John
Billintone at the Office of the Commissioners of Patents on the 5th July
1877.
JOHN REID and ROBERT JOHN BILLINTON, of Derby, Engineers. "IMPROVE-
MENTS FOR WARMING RAILWAY CARRIAGES AND IN BREAK APPARATUS CONNECTED
THEREWITH."
This Invention has for its object improvements in apparatus and arrangements
for the warming of railway carriages, and consists of various methods, as follows:→
Double Pipe Arrangement. We propose to take a pipe (say 1" diameter) from
the bottom of the exhaust stoam passage, or any other convenient position of the
cylinder, this pipe to be carried back to the under side of the foot plate of the
engine, where a stop-cock A will be fixed for regulating the supply of steam required
to warm the carriages. The pipe to then run under tank of tender and to be
joined by a suitable coupling B (herein-after described) to the delivery or
warming pipe of the train. This pipe C to be taken through into the carriages and
arranged under each seat of all the compartments in a series of bends or coils, or
other suitable pans or heaters D, crossing over to each seat by a pipe laid close to
the door sills of the carriages, and so arranged that all the cross-overs will come
upon the same side of the carriages; on reaching the end of the carriage it will be
connected to the coupling B with flexible connections and carried on to the next
carriage; on arriving at the last carriage of the train, it will pass through the
special coupling B and return by a pipe E, to be called the return pipe. This
(return) pipe E can be taken through the carriages or under, as may be decided
upon, although by taking it through the carriages some additional heat would be
obtained; the pipe E will then be joined on to the coupling B between each carriage
and carried forward to the smoke box of the engine. The end of this pipe E to be

page_text: projected into the smoke box and the same brought up close to the top of the
exhaust pipe orifice, and fitted with a small ejector F, as shown on Drawing. This
ejector F to have a pipe G connected by a branch and coupling to the lower end of
the exhaust pipe in the smoke box, and to be also supplied with a steam pipe H
connected with a valve I fixed in some suitable position on the steam boiler.
In another arrangement, this ejector may be fixed under the cylinder, and the
pipes arranged to suit the general construction of the engine to which it is supplied,
see Fig. 4.
We claim that by this arrangement of the ejector and return pipe the force of the
blast, together with the extra force given by the use of the ejector, will be sufficient
to keep up a current of steam moving in the pipes to cause any degree of tem-
perature required to warm the compartment, and also in a great measure prevent
waterlogging or condensing of the steam in the apparatus.
As an additional means of success we would likewise avail ourselves of the draught
in the ash pan, and take a branch from the return pipe E into the ash pan. This
pipe K could, if preferred, be fitted with a small ejector connected with the boiler
direct and instead of using the ejector in the smoke box, so far as regards the
steam pipe H from the boiler being used for clearing the pipes or warming appa-
ratus.
The proposal to fit the ejectors with a steam branch from the boiler is so that the
driver can produce an extra current for clearing the pipes when stopping, or for
discharging any accumulation of water that may deposit itself in the pipes or
otherwise when standing at the station, or when running a long distance without
steam.
When finishing his trip, the driver will have to put the "steam" full on for a time
to drain the pipes (after shutting the stop-cock A under the engine, or in case of
detaching a carriage) so as to avoid accident through frost, &c.
We propose to arrange this Invention so as to make use of the ejectors now
applied on the Smith's vacuum brake, see Fig. 5, or the ejector and pumps as used
by the Saunders' automatic brake; and where in Smith's brake the two pipes are
discontinued and only one used, the other can be utilized as the return pipe.
The coupling can be either a "he" and "shee" coupling with india-rubber joints
and bayonet springs, fitting on a circular inclined flange or face; in this case there
will be two couplings; or it can be arranged with one special coupling B, each
coupling or. part being alike and universal, see Sketch, Fig. 11, and description
to follow.
If considered necessary, stop-cocks and bye pass pipes can be arranged in
each compartment, so that the passengers may regulate the heat as they may find
necessary.
The guard's van will also be supplied with a stop-cock to enable the guard to
close the same, so as to keep the steam already in the pipes from escaping should
any serious delay occur, or it may be used to prevent the partial pressure of steam
from the boiler escaping if more heat is required in the carriages through any
prolonged stoppage.
Again, we propose in place of the ejector to substitute a small pump or exhauster
fixed on the engine or van for drawing the return steam through the pipes or
apparatus (see Figs. 7 and 8).
In the case of a train being fitted with an atmospheric brake, we propose to use a
jet of compressed air, or to fix a small additional pump on to the existing pump or
otherwise, and use the same for drawing the exhaust steam through the pipes, the
said pump to be worked coupled or separate, as most suitable.
Single Pipe Arrangements.--Another means we propose, whereby one pipe may
be used instead of two is, to arrange the pumps already mentioned for forcing
instead of drawing, the suction of the same to be connected to the bottom of the
exhaust passage of the steam cylinder; by this means the exhaust steam is sucked
from the exhaust part or passage and forced through the train pipes, pans, or heaters,
and allowed to escape at the end of the train through a suitable valve and drip box,

page_text: Or otherwise, in the guard's van at the end of the train; or on each van or engine
a small exhauster, pump, or fan can be arranged and put in motion by a friction
drum, wheel, or strap on one or any of the axles; or a small air pump, worked in a
similar manner by a friction drum, wheel, or eccentric fixed on the axle of the van
or engine, or by steam or otherwise; the arms or blades of the fan may also be fixed
on the wheel axle of the engine, tender, or guard's van (see Fig. 8.)
Petroleum Carriage Heater.-This Patent also proposes to warm carriages by
the same pipes, pans, or heaters by passing atmospheric air through the pipes, &c.;
heated by a small petroleum lamp placed in an iron box at the end of each carriage;
and at the opposite end of the carriage, a small funnel with a revolving top of
improved construction, to be used as a means of drawing a sufficient quantity of
hot air through the heaters to warm the compartments, either by percolation or
otherwise.
Gas Warmer and Heater.-This Patent also proposes to warm the carriages where
gas is used for lighting the same, by passing the heated air from the gas lamp or
top through the pipes, pans, or heaters, as before described, or by any other improved
method that may be hereafter shown on the Drawings.
Special Coupling for the Return Pipe Arrangement. The special coupling, see
Fig. 11, is so arranged with india-rubber face and flexible hose pipes that the orifice
for the return pipe E will run inside the orifice of the delivery pipe C, so that the
return will be a circular orifice and the delivery an annular orifice, the faces of the
couplings to stand longitudinally with the carriages and locked by alternate lugs
and openings, see L, L, Fig. 11, on each coupling, so that the couplings will both be
exactly alike, each with a stop-cock M, as shewn on Drawings; the plugs of the above
cock to be divided at its centre with a metal partition, so that, when placed in
working position and coupled up, the plug has two holes through the same, and
lineable with the two steam pipes E and C; these holes will allow the reverse
currents to pass through to their respective pipes, but on the cock being turned one
quarter round, it will shut the coupling orifices and cause the steam to work round
into the return pipe.
We likewise use another coupling of simple construction, see Fig. 10, to be used with
the above, or separately, and it may also be applied as an improved coupling for these
continuous brakes using atmospheric air, liquids, or steam, either as a vacuum or
under pressure.
Having thus particularly described the various arrangements in this Invention
and the manner in which the same is or may be performed, we have to state that
we do not restrict ourselves to the precise details herein described, shewn, and
detailed in Drawings, all of which we believe to be novel and original, and we
claim as our Invention,―
The ejector or ejectors, fan, pump, or exhauster, with pipe arrangements for
causing a circulation of heated air, gas, or steam, including a coil of pipe in the smoke
box or ash pan, so that hot air may be used in the apparatus described.
Also, the mode of utilizing the present brake system as a means of cheapening the
expense of our Invention as applied to warming apparatus for railway carriages.
In witness whereof, we, the said John Reid and Robert John Billinton, have
hereunto set our hands and seals, this Fourth day of July, in the year of our
Lord One thousand eight hundred and seventy-seven.
ROBERT JOHN BILLINTON. (L.S.)