Improvements in Heating Buildings, Railway Trains, Tramcars, and other Interiors or Places..
Year: 1893

page_text: Date of Application, 2nd Jan., 1893
Complete Specification Left, 27th Oct., 1893-Accepted, 30th Dec., 1893
PROVISIONAL SPECIFICATION.
Improvements in Heating Buildings, Railway Trains, Tramcars, and
other Interiors or Places..
I, ALEXANDER SHIELS, of 190 Bath Street, Glasgow, M.B., C. M., B.Sc., do
hereby declare the nature of this invention to be as follows:-
This invention relates to the heating, by steam, of buildings, railway, trains,
tramcars, rooms, saloons, and other interiors and places, and it has for its object to
do so in a better manner than heretofore.
.
I will now proceed to describe my invention, by way of illustration, as applied
to a railway train.
In carrying out the heating system on trains, I lead a "main" pipe from end to
end of the train. This pipe, which is connected between the carriages by suitable
couplings, is closed at the end by a cock or valve, and it is supplied with steam
from the boiler, or from the exhaust box of the locomotive or from both. When the
steam is taken from the boiler, it is first passed through a reducing valve.
The pressure of steam, as the pipe is closed, is maintained throughout its length.
The pressure I prefer to work at is about 5 to 6 lbs. to the square inch.
From the main pipe, a branch pipe is led off on each coach. This branch pipe
has on, or in connection with it, a cut-off or supply valve, a reducing valve, and a
thermostatic regulating valve. One or a number of subsidiary branch pipes is, or
are, led off from the said branch pipe, into the different compartments. I prefer
to arrange one branch pipe under each seat.
The branch pipes preferably lead off from a longitudinal "carriage" pipe,
arranged near one side of the coach, and they extend or cross
over to the
carriage" pipe, at the opposite side of the coach. The branch pipes are
preferably arched or bent upwards, so as to allow of any water of condensation
being drawn off into the carriage pipes. They may, in order to give a large
heating surface, be oval in cross section.
"
The " carriage pipes are in their length bent downwards to a certain point;
this point is preferably at the centre of the carriage, and, at this point, they are
connected together by a pipe, which is bent downwards in the form of an
inverted arch. At the bottom of this inverted pipe, which I term the "drain"
pipe, is a steam trap for automatically collecting and discharging condensed
water.
The train pipe, is also bent downwards under each carriage, and a trap is fitted
at the lowest part for collecting and discharging water. The couplings between
the carriages may be also likewise bent downwards, and be provided with a
suitable automatic drip cock or valve to pass off water. A cock is arranged at
each side of the couplings for cutting off the steam when necessary.
The drip cocks and traps may be arranged on thermostatic principles, so that,
when the heating pipes are out of use, the water remaining in them will be able to
escape and thus prevent damage being done to the pipes in frosty weather.
The couplings are, or may be, interchangeable and self-opening.
All the pipes, except those used for radiating heat, are covered with a heat
retaining composition.
The use of a local reducing valve on each coach is to overcome the difficulty of
unequal heating of various carriages, due to their relative position with reference
to the steam supply. The steam taken off for local circulation is, under my
invention, reduced to a lower pressure than that in the train pipes; this reduction
may be from, say 6 lbs. to 2 lbs. per sq. inch. By this method, the carriages at the
extreme end of the train, will be supplied with practically the same quantity.of

page_text: steam as those near the engine, even although the steam pressure at the extreme
end of the train pipe is lower, owing to the distance from the source of supply.
Allowance is also made for a great variation in the number of coaches forming the
train.
Small tubes or outlets may be fitted on the curved heating pipes, for the purpose
of allowing a slight escape of moisture, so as to keep the air in the compartments
moist, and to prevent the formation of a vacuum in the pipes, whenever the steam
supply is cut off. Also, when steam is turned on, they allow any collected air to
escape, as they are at the highest point of the system. The outlets may be
constructed in the manner described in my application for "
Moistening Air," of even date herewith.
Apparatus for
The area of the radiating pipes is preferably larger than that of the steam
supply pipes.
For the purpose of automatically regulating the temperature within the carriages,
a system of tube-branches or feelers, which contain a sensitive fluid, such as, say,
salt and water, is or may be fitted in the compartments, which, by its expansion
and contraction, automatically regulates the steam supply, by means of an
automatic valve.
The automatic regulating valve may consist of a double or signal diaphragm or
piston valve, which has a connecting rod or rods attached to both diaphragms or
pistons, or to one of them, and this rod is made to operate a cock or a balanced
valve. The sensitive fluid is made to act on the diaphragm or piston, and
reciprocate it, so as to turn on or off, or only partially turn the cock.
Any other suitable and well-known form of automatic regulating valve may be
used, however.
The pressure reducing valves may also be of any suitable construction.
A cock or valve is fitted wherever there is a half coupling, so that whatever
vehicle is last in the train, the steam pipe can be closed; or the half coupling may
be made to close automatically, when uncoupled.
Pressure gauges may be employed to indicate the pressure at various parts of
the system.
The apparatus, when fitted up in a hall or other place, would, of course, require
no couplings, and the branch steam pipes may be led round or through the hall.
The necessary supply of steam can be supplied from any suitable form of boiler.
In the case of a house, the main steam pipe can be led along the passage, and
the branch pipes be led into the different rooms.
The apparatus can be modified in construction and arrangement, to suit different
applications.
Safety valves may be used on the apparatus.
Dated this 31st day of December 1892.
H. D. FITZPATRICK,
70, Wellington Street, Glasgow, Agent.
COMPLETE SPECIFICATION.
Improvements in Heating Buildings, Railway Trains, Tramcars, and
other Interiors or Places.
I, ALEXANDER SHIELS, of 190 Bath Street, Glasgow, M.B., C.M., B.Sc.,
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 the heating by steam of buildings, railway trains, tram-
cars, rooms, saloons, and other interiors and places, and it has for its object to do
so in a better manner than heretofore.
I will now proceed to describe my invention by way of illustration as applied to
a railway train.

page_text: In carrying out the heating system on trains, I lead a "main" pipe from end to
end of the train. This pipe, which is connected between the carriages by suitable
couplings, is closed at the end by a cock or valve, and it is supplied with steam
from the boiler, or from the exhaust box of the locomotive or from both. When the
steam is taken from the boiler, it is first passed through a reducing valve.
The pressure of steam as the pipe is closed, is maintained throughout its length.
The pressure I prefer to work at is about 5 to 6 lbs. to the square inch. From the
main pipe a branch pipe is led off on each coach. This branch pipe has on, or in
connection with it, a cut-off or supply valve, a reducing valve, and, if so desired, a
thermostatic regulating valve. One or a number of subsidiary branch pipes is, or
are, led off from the said branch pipe, into the different compartments. I prefer to
arrange one branch pipe under each seat.
The branch pipes preferably lead off from a longitudinal "carriage" pipe,
arranged near one side of the coach, and they extend or cross over to the
"carriage" pipe, at the opposite side of the coach. The branch pipes are prefer-
ably arched or bent upwards, so as to allow of any water of condensation being
drawn off into the carriage pipes. They may, in order to give a large heating
surface, be oval in cross section.
"
The "carriage pipes are, in their length, bent downwards to a certain point;
the point is, preferably, at the centre of the carriage, and, at this point, they are
connected together by a pipe, which is bent downwards in the form of an inverted
arch. At the bottom of this inverted pipe, which I term the "drain" pipe is a
steam trap for automatically collecting and discharging condensed water.
The train pipe is also bent downwards under each carriage, and a trap is fitted
at the lowest part for collecting and discharging water. The couplings between
the carriages may be also likewise bent downwards, and be provided with a suitable
automatic drip cock or valve to pass off water. A cock is arranged at each side
of the couplings for cutting off the steam when necessary. The drip cocks and
traps may be arranged on thermostatic principles so that, when the heating pipes
are out of use, the water remaining in them will be able to escape and thus prevent
damage being done to the pipes in frosty weather.
The couplings are, or may be, interchangeable and self-opening.
All the pipes, except those used for radiating heat, are covered with a heat
retaining composition.
The use of a local reducing valve on each coach is to overcome the difficulty of
unequal heating of various carriages, due to their relative position with reference
to the steam supply. The steam taken off for local circulation is, under my
invention, reduced to a lower pressure than that in the train pipe; this reduction
may be from say 6 lbs. to 2 lbs. per square inch. By this method the carriages at
the extreme end of the train, will be supplied with practically the same quantity of
steam as those near the engine, even although the steam pressure at the extreme
end of the train pipe is lower owing to the distance from the source of supply.
Allowance is also made for a great variation in the number of coaches forming the
train.
Small tubes or outlets may be fitted on the curved heating pipes, for the purpose
of allowing a slight escape of moisture, so as to keep the air in the compartments
moist and to prevent the formation of a vacuum in the pipes, whenever the steam
supply is cut off. Also, when steam is turned on, they allow any collected air to
escape, as they are at the bighest point of the system. The outlets may be con-
structed in the manner described in my application for "Apparatus for Moistening.
Air," of even date herewith. The area of the radiating pipes is preferably larger
than that of the steam supply pipes.
And in order that my said invention may be properly understood I have hereunto
appended two explanatory sheets of drawings which show by way of example, my
invention as applied to railway trains.
Fig. 1 is a part longitudinal section of a railway carriage, having my improve-
ments applied thereto.

page_text: Fig. 4 is a side view of a coupling.
Fig. 5 is a part longitudinal section of the coupling Fig. 4.
. Fig. 6 is a vertical section of a steam trap.
Fig. 7 shows an air moistening device.
Referring to the drawings whereon the same reference letters wherever repeated
indicate the same or similar parts.
B, B', B², the compartments. E the seats. C the
A is the railway carriage.
flooring, and D, D', the cross beams.
a is the "main" heating pipe which extends the whole length of each carriage.
When the carriages are coupled together the couplings at the ends of each pipe
are coupled together so that the piping is made continuous throughout the length
of the train. These couplings are, or may be, made substantially the same as the
ordinary Westinghouse brake couplings. As will be seen a cock e is fitted on
the couplings of each carriage. In order to make the pipe system a closed one
the cock on the coupling at the extreme end of the train is shut. The other
cocks are left open so as to allow a free passage along the whole length of piping.
Steam is supplied to the "main pipe a from either the boiler or exhaust box of
the locomotive. Fitted in connection with the main pipe a on each carriage is a
reducing valve d which may be of any ordinary and well known construction.
The reducing valve is connected to the pipe a by a branch a' which has preferably
a cut off or supply cock or valve d' on it. The pipe connection e leads from the
reducing valve d to the steam trap f. This trap may be constructed, as shown at
Fig. 6, of a casing f, in which works a float 2. The float has a valve f³ at its
underside and this valve is capable of closing the outlet f4, when the float sinks.
f is a guide spindle for the float. When water of condensation accumulates in
the trap the float rises and allows the water to escape through the outlet f4.
"
9, g¹ are "drain" pipes which form an inverted arch (see Fig. 2) and lead from
the trap to the two "carriage" pipes h, i. As will be seen these "carriage
pipes, which are or may be supported by the beams D, D¹, are arranged at each
side of the carriage and are connected together by the bent or arched_pipes j,
which pass up through the flooring C and under each of the seats E of the
carriages.
The "train" pipe a and the carriage pipes h, i are, preferably, bent or inclined
downwards from each end of the carriage towards the points r, a where the
connections leading to the steam trapf are fitted. By this arrangement all con-
densed water runs off into the trap.
The couplings b, for the purpose of discharging condensed water, are provided
with a small ball-float valve k, (see Fig. 4) which acts in a similar manner to the
steam trap f. is the discharge outlet from the valve. The valve casing kis
secured to the bottom of the coupling.
In order to keep the joints tight at the coupling rubber rings or washers 1 are
inserted in their faces.
m are devices for keeping the heated air in the compartments moist. They
are, or may be, constructed in the manner described in my Specification No. 14
of 1893. The moisteners m are, preferably, as shown, fitted on the highest parts
of the arched beating pipes j. If desired instead of the devices m small outlet
nipples n (Fig. 7) may be fitted in the pipes j for the purpose of allowing a
slight escape of moisture into the compartments. In some cases instead of the
nipples n small outlet orifices may be bored in the pipes.
The dotted lines o (Fig. 3) represent the partitions between the compartments
of the carriage.
Any other suitable and well known form of automatic regulating valve may be
used, however. The pressure reducing valves may also be of any suitable
construction.
A cock or valve is fitted wherever there is a half coupling so that whatever

page_text: vehicle is last in the train, the steam pipe can be closed; or the half coupling
may be made to close automatically when uncoupled.
Pressure gauges may be employed to indicate the pressure at various parts of
the system.
The apparatus, when fitted up in a hall or other place, would, of course,
require no couplings, and the branch steam pipes may be led round or through the
hall.
The necessary supply of steam can be obtained from any suitable form of boiler.
In the case of a house, the main steam pipe can be led along the passage, and
the branch pipes be led into the different rooms. In some cases, if thought
necessary, more than one main steam pipe may be used.
The apparatus can be modified in construction and arrangement, to suit different
applications.
Safety valves may be used on the apparatus.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is :-
:-
a
1. A closed pipe system for heating carriages and other interiors consisting of
"main"
steam pipe (or pipes) which is shut or closed at one end and froin
which steam is supplied at a reduced pressure to branch heating pipes which are
fitted in or around the interior to be heated, substantially as herein before set
forth.
2. The closed pipe system for heating railway carriages constructed and
arranged substantially as hereinbefore described with reference to the drawings
annexed.
Dated this 23rd day of October 1892
H. D. FITZPATRICK,
70, Wellington Street, Glasgow, Agent.