Year: 1887

page_text: A communication from WILLIAM MARTIN, of the City of Dunkirk, County of
Chautauqua, in the State of New York, United States of America, Clergyman.
I, ALFRED JULIUS BOULT of 323 High Holborn in the County of Middlesex, M.I.M.E.
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:-
This invention relates to devices or to a system of pipes for heating railway cars by
steam the object of which is to prevent serious and fatal accidents incident to the .
derailment and collision of trains, by the burning of the cars.
This invention consists in providing the cars with a series or system of steam pipes
which communicate with a main supply pipe leading to the engine or other steam
supply the system or series of pipes in each car being connected to a chamber or
reservoir provided with a self adjusting steam and water trap whereby the water of
condensation is free to pass out without permitting the steam to escape.
Reference is hereby made to the accompanying drawings in which :-
Figure 1 is a vertical sectional view of a compartment car with the system of pipes
therein.
Figure 2 is a longitudinal sectional view of a compartment car.
Figure 3 is a longitudinal sectional view of a non compartment or American car.
Figure 4 is a top or plan view of the non compartment car shown in Figure 3.
Great difficulty has been heretofore experienced in this class of devices when the
cars have been heated by steam to produce a uniform temperature in all the cars of
the train.
The front cars or cars nearest the engine or other source of steam supply become
too hot while the rear cars, or cars farthest from the source of steam supply are too
cold.
Another great difficulty has been experienced in getting rid of the water of
condensation without allowing the live steam to escape, these difficulties are overcome
by means of the devices which will now be described.

page_text: A is the main steam supply pipe located under the bottom of the
car, and connects
with the engine or other source of steam supply, it being understood that each car is
provided with a permanent supply pipe A and connected with the adjacent car
by means of flexible couplings.
The pipes A are covered with asbestos or any suitable heat retaining material which
will prevent the steam from condensing during its passage therethrough.
B and B are the heating pipes which are arranged under the seats of the
compartment cars as shown in Figures 1 and 2 and near the floor and against the
inside of the non compartment car as shown in Figure 4 the upper pipe B being placed
parallel or at an angle with the floor of the car and is supplied with steam from the
main pipe A by means of the pipes the supply of steam admitted to said pipes
being regulated or cut off entirely by means of cocks or valves E.
This is an important feature of the invention as the temperature of each car is
enabled to be regulated, or each compartment in the car, so that the rear car or any
compartment in the rear car can be kept at the same temperature as the front car―or
the intermediate cars of the train.
The ends of the pipe B are connected to the pipe B¹ by any suitable coupling the
pipe B being so arranged as to slope or incline from each end or from the sides to the
centre of the car in order that the water formed by the condensed steam will be rapidly
carried away to the water receptacle.
The pipe B in the non-compartment car is bent inward at its central portion as
far as the outer end of the car seat and forms a U shaped portion which is connected
at its outer end with the steam and water receptacle or tank G by means of the short
section of the pipe H as shown in Figures 3 and 4, while in the compartment cars, the
pipes B are connected to a pipe which extends the length of the compartment
by means of a pipe h as shown in Figures 1 and 2.
L is an air cock or valve secured in the U shaped portion of the pipe which
is opened when the steam is turned on and permits the air within the pipes to escape
as the pipes are being filled with steam, a similar cock being placed in the pipe /
when the system is used in compartment cars.
The steam and water tank or pipe G is provided with a suitable steam trap which
will allow the water of condensation to escape from the tank when the same has
become too full.
It will be noticed that by this arrangement or system of pipes the live steam from
the engine or other source of supply passes from the main pipe into the pipes B and
thence in both directions from the point of entrance to the pipe B¹ and that the water
of condensation moves or travels in the direction of the flow of the steam.
This is an important feature as the pipes are kept free from the water of con-
densation at all times.
In compartment cars such as are in use in Great Britain and on the Continent of
Europe the pipes may be introduced into each alternate compartment only, the lower
portion of the partitions under the seats being left open or provided with lattice work
so as to allow the heat to pass into the adjacent compartment.
Having now particularly described and ascertained the nature of the said invention
as communicated to me by my foreign correspondent and in what manner the same is
to be performed I declare that what I claim is :-
1. A system of pipes for heating railway cars consisting of pipes B arranged
within the car connecting with a main supply pipe located beneath the car said
pipes B being connected at each end with inclined pipes which slope from the ends to
the centre of the car and communicate with a steam and water receptacle beneath
the car whereby the water of condensation is rapidly carried from the pipes as set
forth.
2. In a system of pipes for heating railway cars the combination with a car of a
main supply pipe extending from end to end of the car a pipe arranged within each
compartment of the car and extending along the car side and underneath the seats of
the same a pipe directly connecting the main supply pipe with the pipe B centrally of

page_text: the car or compartment a pipe connected at both ends with the pipe B and inclining
from its points of connection therewith toward the centre of the car said pipes forming
a continuous passage in both directions from the point of admission of the steam
to the discharge or chamber for holding the water of condensation as set forth.
3. In a system of pipes for heating railway cars the combination with a car of a
main supply pipe located beneath the car a pipe B located within each compartment
or each alternate compartment of the car and extending from end to end of the same
a pipe for connecting pipe B directly with the main supply pipe only a pipe connected
at both ends with the pipe B and inclined from its point of connection with the
pipe B toward the centre of the car or compartment a valve for regulating the
admission of steam from the main supply pipe to the pipe B and a steam and water
receptacle provided with a trap with which the inclined pipe connects at its centre or
lowest point substantially as and for the purposes set forth.
Dabad thin 5th da
Contohan 1007
W. P. THOMPSON & BOULT,
Agents.

page_text: A communication from WILLIAM MARTIN, of the City of Dunkirk, County of
Chautauqua, in the State of New York, United States of America, Clergyman.
I, ALFRED JULIUS BOULT of 323 High Holborn, in the County of Middlesex,
M.I.M.E. 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 :-
This invention relates to improvements in couplings which are especially applicable
to flexible pipes such as are employed for connecting the gas, vacuum, steam or other
pipes of one railway carriage or wagon with those of another, although they may also
be used for flexibly connecting together rigid pipes; the accompanying figure of
drawing represents such a coupling in longitudinal section.
A indicates the ball or spherical portion of the coupling which is cast or otherwise
formed and provided with the usual screw threads A¹ at the end of the extension A²
while the other end is open to communicate with the socket end B of the coupling.
A³ is a cross bar provided within the ball or sphere A and formed with a central
concave aperture to receive the convex head of the bolt C. Either the shank of
the socket B or as shown the shank of the ball A is or may be provided with flanges
such as A for securing it to suitable braces or supports when such is necessary as for
example when used for railway and analagous purposes.
As represented the cavity of the socket B is made concave to correspond with the
curvature of and to receive the ball or sphere A.
B is a cross bar cast or otherwise secured within the extension of the socket B,
the said cross bar being provided with an aperture B2 through which the bolt.
passes. The spaces at the sides of the cross bars B' as also of the cross bar A³ shown
in dotted lines provide for the through communication between the coupled pipes.
The bolt C extends beyond the cross bar B' and is provided with screw threads C¹
to receive the nuts -D, D and over which the washer E slides freely.
F is a spiral spring encircling the bolt C and one end of which abuts against the
washer E while the other abuts against the cross bar B', its compression being

page_text: adjustable by the nuts D. The function of the bolt C is to hold the ball A securely
in position in the socket B and by reason of its convex head C₁ allows the ball A or
socket B to move to an angle relatively each to the other, while the spring F will
allow the joint to yield when an undue strain, or shock is brought to bear on the
same in a longitudinal direction or in the direction of the axis of one of the parts A
and B.
G indicates an annular groove or channel preferably of the form indicated formed
as shown in the ball or sphere A (or it may be in the socket portion B) and into which
is placed rubber, asbestos or other suitable packing material H which will form a safe
and reliable joint.
It is to be understood that the aperture instead of being concave as shown may be
of parallel bore and the head of the bolt C flat on the underside to agree with it, but
in this construction the bolt C should be in two parts connected together by an
universal joint so as to admit of the free movement of the ball or sphere A in the
socket B.
It is further to be understood that instead of the cross bar A³ suitable lugs or arms
may be formed on the inside of the ball or sphere for the bolt C to engage therewith,
and such a construction. I consider within the spirit and scope of the present
invention.
The pipes to be united by the herein described coupling are respectively screwed
or otherwise secured to the parts A and B thereof..
Having now particularly described and ascertained the nature of this said
invention as communicated to me by my foreign correspondent and in what manner
the same is to be performed, I declare that what I claim is :-
1. A pipe coupling provided at its interior with lugs or cross-bars and devices
such as described for flexibly connecting the parts together substantially as herein
set forth.
2. In a pipe coupling a bolt such as C having a head Cadapted to engage with a
cross bar A3 or other suitable device in the ball or sphere A the said bolt being passed
through a cross bar such as B¹ in the socket B and a spring such as F confined by or
between said cross bar and suitable nuts or adjusting devices on the end of said bolt
whereby the ball or sphere is held in yielding contact with the socket substantially
as herein set forth.
3. The complete pipe coupling substantially as herein described and illustrated in
the accompanying drawing.
Datad this of TL 1000