IMPROVEMENTS IN WARMING RAILWAY PASSENGER CARRIAGES AND COMPARTMENTS IN STEAM VESSELS
Year: 1855

page_text: LETTERS PATENT to James Rae, of Alpha Road, New Cross, in the County
of Kent, Engineer, for the Invention of "IMPROVEMENTS IN WARMING
RAILWAY PASSENGER CARRIAGES AND COMPARTMENTS IN STEAM VESSELS."
PROVISIONAL SPECIFICATION left by the said James Rae at the Office
of the Commissioners of Patents, with his Petition, on the 17th May
1855.
I, JAMES RAE, of Alpha Road, New Cross, in the County of Kent,
Engineer, do hereby declare the nature of the said Invention for "IMPROVE-
MENTS IN WARMING RAILWAY PASSENGER CARRIAGES AND COMPARTMENTS IN STEAM
VESSELS" to be as follows:-
My improvements in warming railway passenger carriages and compartments
in steam vessels consists in taking advantage of the heat of the boiler or other
part of the engine to warm air, which I transmit by means of tubes for that
purpose to the carriages of railway trains, or to the saloon, cabins, or other
parts of steam vessels. For this purpose I have an air tube passing through
the boiler, or in other convenient position for being heated, through which I
force air by means of a fan or by other suitable means; the air in its passage
becomes warmed, and is forced by the fan along a pipe placed longitudinally,

page_text: and in a central position. Under the floor of the carriage telescopic junctions
are applied to connect the pipes of the carriages, which allow sufficient freedom
of motion in every direction; these can either be screwed or otherwise united
to the ends of the pipes. Instead of telescopic junctions, a pipe of flexible
material may be employed at the junctions. One or more openings of com-
munication are formed in each carriage or compartment of a carriage, which
are fitted with valves or stop-cocks, whereby the passengers can open or shut
them at pleasure, a slight pressure of warm air being constantly kept in the
tubes by the fan. Such air can be admitted or excluded from the carriage,
according to the temperature required. The rear end of transmission tube is
of course closed. The fan or forcing apparatus is driven by the engine, or by
cominunication with the running wheels of the train.
In steam ships a similar means of warming compartments can be adopted,
the pipes leading to the different compartments required to be warmed, and
having valvular openings of communication for admitting or excluding the
warm air at pleasure. I also transmit steam and hot water derived from the
heat of the engine or boiler in a similar manner, but the heating influence of
those fluids can obviously be only by radiation, the pipes being laid inside
the carriages or compartments for that;
purpose.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said James Rae in the Great Seal Patent Office on the 17th
November 1855.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JAMES
RAE, of Alpha Road, New Cross, in the County of Kent, Engineer, send
greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Seventeenth day of May, in the year of our Lord
One thousand eight hundred and fifty-five, in the eighteenth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me,
the said James Rae, Her special licence that I, the said James Rae,
my executors, administrators, and assigns, or such others as I, the said
James Rae, 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

page_text: WARMING RAILWAY PASSENGER CARRIAGES AND COMPARTMENTS IN STEAM VESSELS,"
upon the condition (amongst others) that I, the said James Rae, by an instru-
ment in writing under my hand and seal, 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 James Rae, 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 two Sheets of Drawings hereunto annexed, and to
the letters and figures marked thereon (that is to say):-
My improvements in warming railway passenger carriages and compartments
in steam vessels consists in taking advantage of the heat of the boiler or other
part of the engine to warm air, which I transmit by means of tubes for that
purpose to the carriages of railway trains, or to the saloons, cabins, or other
parts of steam vessels. For this purpose I have an air tube passing through
the boiler, or in other convenient position for being heated, through which I
force air by means of a fan or by other suitable means; the air in its passage
becomes warmed, and is forced by the fan along a pipe placed longitudinally,
and in a central position. Under the floor of the carriage sliding telescope
junctions are applied to connect the pipes of the carriages, which allow suffi-
cient freedom of motion in every direction; these can either be screwed or
otherwise united to the ends of the pipes. Instead of telescopic junctions, a
pipe of flexible material may be employed at the junctions. One or more
openings of communication are formed in each carriage or compartment of a
carriage, which are fitted with valves or stop-cocks, whereby the passengers can
open or shut them at pleasure, a slight pressure of warm air being constantly
kept in the tubes by the fan. Such air can be admitted or excluded from the
carriage, according to the temperature required. The rear end of the trans-
mission tube is of course closed. The fan or forcing apparatus is driven by
the engine, or by communication with the running wheels of the train.
In steam ships a similar means of warming compartments can be adopted,
the pipes leading to the different compartments required to be warmed, and
having valvular openings of communication for admitting or excluding the
warm air at pleasure. I also transmit steam and hot water derived from the
heat of the engines or boiler in a similar manner, the heating influence of
those fluids being effected by radiation from the pipes or chambers laid inside
the carriages or compartments for the purpose.

page_text: In order to force the air through the tube or tubes of transmission, I place
a blowing fan under the tender or footboard, or in any other convenient posi-
tion, the fan being driven by wheels or bands connected with the running
wheels of the engine or tender, and at any speed, according to the length of
train or to the number of carriages to be warmed. This fan communicates
by means of pipes or tubes, for the purpose of conveying the cold air to the
engine through the circulating pipes for the purpose of being heated. For
this purpose a pipe may be placed in the steam chest in a transverse position,
having unions at each end for the purpose of connecting the transmitting air
pipes; or a heating pipe may be placed longitudinally in the steam space of
the boiler, extending from one end of the engine to the other, having unions at
each end. I also arrange to draw heat from the engine exhaust by enclosing
the exhaust pipe within a case, having a hollow space of from two to four
inches between it and the pipe. This case is made tight, except the exit and
entrance of the hot and cold air pipes. This plan has an advantage over the
others, inasmuch as it is heated by the steam passing through the exhaust
pipes inside, & on the outside by the heat of the smoke box, and therefore in
no way reduces the heat of the boiler. Instead of using a fan to force the
air, any other mechanical contrivance may be substituted, or a bell-mouthed
tube may be exposed in front of the engine to the pressure of air consequent
on the engine's progress through the atmosphere.
Figs. 1 and 2 represent a front elevation of two first-class carriages, showing
the longitudinal air tube E, with two connecting pipes k, k, one above and
the other below the drag links. Figs. 3 and 4 represent a plan of the bottom
frame of the carriage; also showing the hot-air pipes E, with the two ways of
connecting them to each other, as may be most approved of. The connecting
pipes k, k, shown, are to be made of flexible material, such as leather, india-
rubber, canvas, or any other material that may be most suitable for the purpose,
taking care that the heat of the air is such as not to injure the material of
which they are composed. Figs. 34 and 35, Sheet 2, represent the unions
of the flexible connecting pipes k, k; Fig. 34 being an external view, and
Fig. 35 a section; it is of metal, and furnished with spring catches y, y, for
the purpose of releasing or taking hold readily. Instead of flexible connections
k, k, rigid tubes may be substituted, of brass, iron, copper, or other suitable
metal, if made to elongate and contract in the manner of a telescope, and con-
nected to each other by a screwed joint, or by any other suitable means, and
also to the horizontal pipe E, which is fixed to the carriages. Sufficient play
must be allowed for the vibration of the carriages, and at the same time be suffi-
ciently air-tight for the purpose, the junctions being packed in the usual way.

page_text: Fig. 5 is a cross section of a carriage, showing the main tube E with branches
leading to the transverse perforated tubes i, i, i, placed under the seats of the
carriages, which admit the hot air into the compartments when required by
means of the valve or stop-cock m, better seen in the longitudinal section
Fig. 15. This stop-cock is also represented on an enlarged scale in plan and
section at Fig. 16.
Fig. 6 is an end view of a carriage, showing the position of tubes above
and below the drag links. When the main tube E is carried above the drag
links, it may be kept in the centre, but when it is connected below that level
it is divided into two branches, one of which need only be connected, but
required to be so divided that the carriage may be turned end for end. The
branches not connected are stopped with a plug scrowed or otherwise inserted
therein. Fig. 7 and 8 represent a plan of engine and tender, showing the
fan, Fig. 12, with the arrangement of pipes and connections a, a, a, passing up
through the steam chest, and also horizontally at B, from end to end of the
boiler. Fig. 11 is a cross section of tender, showing the position of the fan
and pipes. Fig. 13 is a sectional plan, showing a hot-air box n, n, in the
bottom of the carriage, the upper and perforated surface of which is level
with the floor; this perforated surface is made of such breadth that the
passenger can either place his feet on or off it. Fig. 14 represents a trans-
verse vertical section of a carriage through the hot-air box n. The action
of the apparatus is this:-The motion of the carriage communicates motion
to the fan, Fig. 12, which draws air from the external atmosphere, and forces
it through the circulating pipes a, a, which air becomes heated in passing
through the steam space of the boiler, from whence it passes to the main pipe
E, and is by it distributed to the several compartments of the carriage by per-
forated pipes i, i, i, under tho seats or into the air box n, and escaping through
the perforated flooring 1, the escape into the carriage being regulated by the
cock m, before referred to. Instead of forcing the air through the pipe B by
means of the fan, it may be made with the bell or funnel mouth D (see Figs. 8
and 10), to catch the air which will be forced through by the rapid progress
of the train through the atmosphere. The pipe B is placed in a longitudinal
position in the steam chest, and passes down the front of the engine, or it may
be carried down through the steam chest under the tender, and is connected
to the pipe placed under the carriages; the cold air being forced through this
pipe becomes heated, and passes through the continuation of B, which connects
it to the line of pipes placed under the carriages for the purpose
of supplying
them with hot air, which is admitted through the valves or stop-cock m, and is
thereby regulated and distributed as before described. In place of passing the

page_text: air to be heated through the boiler, I arrage the heating tubes so as to abstract
heat from the exhaust steam of the engine, the air being forced either by the
fan or bell-mouthed entrance of the pipe before mentioned. The air may be
simply heated by a circulating chamber or pipe carried through the smoke box,
as at p, p, Fig. 20 and 21; or in addition to this pipe of circulation p, p, the
exhaust q, q, of the engine may be enclosed within a casing r, r, as represented
at Fig. 22. The cold air is first admitted to the casing r, r, from whence it passes
through the pipe p, p, and thenco to main carriage tube E, E, for distribution.
The air in its passing through channels p, p, and r, r, should be controled so
as to proceed through their entire area by a circuitous course, in order to give
time to acquire a sufficient degree of heat.
. Another method of heating air consists in passing it through a coil of pipe
placed in a tank below the footboard of the engine or tender, the coil of piping
being connected with the bell mouth or fan blast, as before mentioned, and
with the air main pipes E, E. The tank is to be kept full of hot water or
steam from the boiler, which maintains the heat of the coil, and thus heats the
air. In place of either of the foregoing methods of warming the air, a coil of
pipes may be placed in the fire box for that purpose, as represented in hori-
zontal section, Fig. 31, and in vertical section at Fig. 32. In this case
care must be taken in first starting that the air within the fire coil should be
suffered to escape directly from the coil by an escape cock, as the excessive
heat acquired by remaining in the pipes would be liable to injure the flexible
junctions, and do other damage if allowed to pass through the main E. Instead
of heating the air to be distributed to the carriages by causing it to circulato
through pipes or chambers immediately connected with the engine, I transmit
the exhaust steam or hot water from the boiler to the several carriages of a
train by pipes similarly fitted and applied as the mains E, E, for the passage
of the air, before described. For this purpose I use the exhaust of one or both
engines, which is transmitted through a horizontal pipe passing under the
engine and tender, aud continued along the bottom of any number of the
carriages by connection with the main carriage pipes, each having unions, and
flexible, telescopic, or other connecting pieces, as before described. Fig. 18 is a
longitudinal section, and Fig. 19 an end view, of the smoke box of the engine,
showing the connection of the pipe G with a throttle valve B. to force steam
through G, by which the exhaust steam is conveyed to the carriage main pipes,
which in this case are each made with a second enclosing tube, forming a
chamber all round the steam pipes, in which chamber the air for its own
carriage is heated.
Sheet2: Fig. 24 represents a longitudinal section of a carriage, showing the

page_text: arrangement of the steam pipe and air chamber; Fig. 25 is a sectional plan
of the same, in which Fig. 26 is the main warming pipes, showing also the
manner of connecting the fixed pipes together by means of flexible tubes,
Fig. 27; Figs. 24 and 26 also show the air junction pipes E, E, with the hot
air boxes D under the floor of the carriage. These junctions E, E, are each
furnished with a stop-cock to exclude or admit the air at pleasure to regulate
the temperature in the carriages, as before explained. Fig. 28 is a vertical
section, and Fig. 29 a horizontal section, of the hot-air pipes H, H, and
waste steam pipes G, G, with the connections E and hot-air boxes D, also seen
in the cross section of the carriage, Fig. 30. The steam is forced by the
pressure of the exhaust through the pipe G, G, continuously, a sufficient escape
being permitted at the rear end of the pipe to allow a sufficient change of
steam in the pipe to keep it at the required temperature. In order that the
steam may be forced through the pipe G, the blast pipe from the escape must
be sufficiently restricted by valve B, Fig. 19; to ensure that object, a continuous
heat is thus kept up in the pipe G throughout the train, Fig. 36, F, seen in
the plan of carriage. 25 is the air-supply pipe, each carriage being similarly
fitted; this pipe F is bell-mouthed, and turned in the direction in which the
train is travelling, so that a slight pressure of air to enter the orifice is kept
up while in motion. This pipe communicates with the air chamber H, H,
and on air being allowed to escape into the carriages by E, E, fresh air enters
at F, and becomes heated by surrounding the steam pipe, and thus a circulation
of air is maintained, which enters the carriages at a sufficient temperature to
attain the warmth required. If a greater amount of air is required than is
attainable by the motion of the bell-mouth supply pipe, a separate main E, E,
such as at Figs. 7 and 9, Sheet 1, may be fitted to the carriage, and the
supply maintained by a fan, as before described, which must have communica-
tion with the steam chambers II, H, instead of supply pipe F, or each carriage
may drive a separate fan, for the purpose of forcing air into H, H. In order
to warm the carriages before starting, a small supply pipe from the boiler may
be connected with the pipe G in order to warm that pipe; this will heat the air
in H, and if the connections E, E, be left open, the rarefaction of the air
will produce a little circulation, and cause the warm air to enter the carriage
before starting. To assist this circulation of warm air, the bell-mouthed tube F,
Fig. 36, will receive any current of air or wind passing the train. To provide
for this purpose, and also to provide for turning the carriage end for end, the
chamber must be furnished with two bell-mouthed tubes, one in either
direction, as seen in Figure 25, or the one fitted so as to turn round to expose
the bell mouth to the current of air. In case of two being used, one of them

page_text: must be shut on. Fig. 28 also shows the branch pipe L, E, which communi-
cates with the hot-air case D, let into the floor of the carriage, and which
extends across from side to side of the same; the top part of the case is
portable, and may be made of wood, iron, zinc, brass, or other metal perforated,
having the holes as close to each other as may be most approved of, for the
purpose of allowing the heat to pass into the carriage at pleasure. This per-
forated case can be taken up and replaced by a solid one in summer, or allowed
to remain to act as a ventilator in the hot weather; the hot-air box may be from
six to eight inches broad, so that the passengers may or may not place their
feet upon it. Hot water may also be used in the same pipes instead of steam,
as described, or hot air may be forced through the inner pipe by the means
already stated. I also use steam or hot water in the following manner to
warin the passenger carriages:-Steam or hot water is allowed to flow through
pipes placed under the carriages, and connected by means of metal or flexible
tubes, the steain used being the exhaust of one or both engines, or supplied by
a small pipe connecting the boiler with the hot water main pipe; each carriage
to have a close metal box let into the floor of the carriage, which is connected
to the main horizontal pipe by means of junction pipes, which convey the
steam or hot water to the metal boxes in the carriage floor D, D; the
compartment is thus warmed by means of the heat radiating from the such
metal boxes. Each tube is fitted with a small cock for the purpose of running
off the condensed water when steam is used, and also the water when it
becomes cold. Instead of connecting the radiating chamber with the loco-
motive boiler or exhaust, a fresh supply may be taken in at the stations from
a boiler provided for that purpose. Instead of forcing the air by means of the
fan through the coil or heating circle of pipes, the induction air passage of the
fan may be enclosed and placed in connection with the heating coil, by which
air will be drawn through, while the delivery or blast of the fan is placed in
connection with the main pipes E leading under the carriages. This will keep
up a constant pressure of warm air in those pipes, at the same time the
necessity of a double set of pipes in the engine and tender will be avoided.
In the application of my Invention to the warming of cabins and saloons
of steam ships by means of a fan driven by the engine. I draw in the air at
a suitable point, and force it through a coil or circulation of pipes placed in
a situation where the air will acquire the requisite heat, which is then con-
ducted thence and admitted by suitable apertures of escape into the cabins or
compartments required to be warmed.
Having described the nature of my Invention, and the manner of carrying
the same into effect, I would have it understood that what I claim as my

page_text: Invention is, warming railway passenger carriages by means of hot air, steam,
or water, transmitted and applied as herein-before described.
I also claim warming the cabins or other compartments in steam vessels in
the manner herein-before described.
In witness whereof, I, the said James Rae, have hereunto set my hand
and seal, this Seventeenth day of November, in the year of our Lord
One thousand eight hundred and fifty-five.