Improvements in Means for Warming Railway Carriages.
Year: 1892

page_text: Date of Application, 19th Dec., 1892
Complete Specification Left, 19th Sept., 1893-Accepted, 19th Dec., 1893
PROVISIONAL SPECIFICATION.
Improvements in Means for Warming Railway Carriages.
I THOMAS HUMPHREY BROAD CARBIS of 4 Alvington Terrace, Cattedown,
Plymouth, Devonshire Gentleman do hereby declare the nature of this invention
to be as follows:-
Every passenger compartment in the train is provided with a galvanized iron, or
other metal tank fitted underneath each seat. The form of the tank is such that
while it presents a large heating surface, it does not interfere in any way with the
present accomodation under the seats enjoyed by the public, and the increase in
the weight of a carriage so fitted will be but nominal.
Throughout the entire length of the train there is a 2 inch steam pipe beginning
at the back end of the boiler of the locomotive and running along the top of the
foot boards as near as practicable to the carriages. This pipe is on both sides of
the train and each side has independent connection with the engine. Between
every carriage this main pipe is coupled by a similar connection to that of the
vacuum brake, and as this is on each side of the carriage sufficient slack is given
to amply cope with the extra length required on either side when the train is
travelling on a curve. This connection is also brought sufficiently high to clear
the buffers of the carriages and engine at all times. The main pipe as it runs along
the foot boards may if thought necessary be covered with wood or other material
to conserve heat.
From the bottom end of every tank and leading out on each side of the carriage
is a pipe connection with the main pipe outside of the foot board. Between and
at each end of every tank is a pipe connection running flush with the floor of
the carriage to the tank under the opposite seat. This connection does not extend
beyond the end tanks of each carriage and is merely provided to equalise the
pressure in the carriage. At each side of every carriage is a pipe leading from
the upper part to the end tanks through the end wall of the carriage to the outside
and from thence to the top of the carriage terminating there with a small and
simply constructed safety valve. This pipe is carried up as near as possible to
the centre of the carriage without interfering with the existing brake and preventive
chains. The valve at the top will carry off the steam should the pressure in the
tanks beneath the carriage seats at any time become too great. But this with the
before stated provisions of equalization from tank to tank and outside from carriage
to carriage, would rarely occur. Attached to the outside main pipe at the four
corners of each carriage and at the lowest obtainable point in the heating system
of the carriage is a screw-plug by means of which all the tanks in the carriage can
be immediately emptied of water or steam. It will be seen that this also tends to
safety. Inside the four corners of each compartment is a pipe leading up from
the top corners of the tanks through the roof of the carriage. In these pipes and
placed just below the hot racks is a small tap by which the public may have control
of the temperature within the compartment, and regulate the steam in the tanks.
To ascertain when the tanks are full a small tap is placed at each end of and
outside the carriage, leading from, and level with the top of end tanks. This tap
can be placed at each alternate corner or otherwise according to what will be
considered most convenient.
Dated this 19th day of December 1892.
IAתג------
DDINAN
FREDERIC PRINCE,
Agent for Applicant.

page_text: -
COMPLETE SPECIFICATION.
Improvements in Means for Warming Railway Carriages.
I, THOMAS HUMPHREY BROAD CARBIS, of 4, Alvington Terrace, Cattedown,
Plymouth, Devonshire, Gentleman, 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 means for warming railway carriages by steam or hot
water from engine, and will be best understood by describing same with aid of the
accompanying drawings.
Figure 1. sectional side elevation of a railway carriage fitted with my invention.
Figure 2. an enlarged detached perspective view of warming part.
Figure 3. a sectional view of a modified form of tank.
Every passenger compartment in the train is provided with a galvanised iron, or
other suitable metal tank A, fitted under each seat, B. The form of the tank is
such, that while it presents a large heating surface, it does not interfere in any way
with the present accommodation under the seats enjoyed by the public: and the
increase in the weight of a carriage so fitted is but nominal.
Throughout the entire length of the train there is a 2 inch steam pipe C.
beginning at the back end of the boiler of the locomotive, and running along the
top of the foot-boards E as near as practicable to the carriages. This pipe is on
both sides of the train and each side has independent connection with the engine.
Between every carriage this main pipe is coupled by a similar connection to that
of the vacuum brake, and as this is on each side of the carriage sufficient slack is
given to amply cope with the extra length required on either side when the train
is travelling on a curve.
This connection is also brought sufficiently high to clear the buffers of the
carriages and engine at all times. The main pipe C as it runs along the foot-
boards, may if thought necessary be covered with wood or other material to
conserve the heat. From the bottom end of every tank, and leading out on each
side of the carriage is a pipe connection F with the main pipe outside on the
foot-board. Between and at each end of every tank is a pipe connection G
running flush with the floor of the carriage to the tank under the opposite seat.
This connection does not extend beyond the end tanks of each carriage and is
merely provided to equalise the pressure of the carriage. At each end of every
carriage is a pipe J leading from the upper part of the end tanks through the end
wall of the carriage, to the outside and from thence to the top of the carriage,
terminating there with a small and simply constructed safety valve K. This pipe
is carried up as near as possible to the centre of the carriage without interfering
with the existing brake and preventive chains. The valve at the top will carry off
the steam should the pressure in the tanks beneath the carriage seats at any time
become too great. But this with the before stated provisions of equalization from
tank to tank, and outside from carriage to carriage, would rarely occur. Attached
to the outside main pipe at the four corners of each carriage and at the lowest
obtainable point in the heating system of the carriage is a screw-plug L, by means
of which all the tanks in the carriage can be immediately emptied of water or
It will be seen that this also tends to safety. Inside in the four corners
of each compartment is a pipe M leading up from the top corners of the tanks
through the roof of the carriage. In these pipes, and placed just below the hot
racks is a small tap by which the public may have control of the temperature
within the compartment and regulate the steain in the tanks.
steam.
To ascertain when the tanks are full, a small tap is placed at each end of and
outside the carriage, leading from, and level with the top of the end tanks. This
tap can be placed at each alternate corner, or otherwise, according to what will be
considered most convenient.

page_text: Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
1. The manner of warming railway carriages by steam, or water heated by
steam, from the locomotive, as described and illustrated by the accompanying
drawings.
2. In the warming of railway carriages by steam or water heated by steam from
the locomotive, the arrangement to enable the occupants of carriages to control
the temperature in either department by letting off the steam at will, by tap
inside compartment.
3. The combination with the means herein before described for warming railway
carriages, of the arrangement of safety valve K.
Dated this 19th day of September 1893.
FREDERIC PRINCE,
1, Quality Court, Chancery Lane, London, W.C., Agent for Applicant.