Improvements in or applicable to Arrangements or Apparatus for Warming Railway or Tramway Carriages or Vehicles.
Year: 1895

page_text: Date of Application, 14th Jan., 1895
Complete Specification Left, 2nd Oct., 1895-Accepted, 2nd Nov.. 1895
PROVISIONAL SPECIFICATION.
Improvements in or applicable to Arrangements or Apparatus for
Warming Railway or Tramway Carriages or Vehicles.
We, JAMES GRESHAM, Director of the Firm of Gresham & Craven Limited,
Craven Iron Works, Salford, Manchester, in the County of Lancaster, Engineer,
and HARRY EDWARD GRESHAM of the same place, Engineer, do hereby declare
the nature of the said invention, to be as follows:-
1. Our invention relates to an improved arrangement of the train pipes and
storage heaters.
The train pipes for conveying the heating medium have been hitherto placed
under the floor of the vehicles to be heated and branch pipes have been taken from
it to the storage heaters within the vehicles and above the floors thereof.
This involves loss of heat and much expense in making connections and dis-
connections when the body of the vehicle has to be separated from its framing as is
sometimes required.
According to our invention we make the train pipe double (or there may be
more than two pipes) that is, by two small pipes, and place both pipes close upon
the floor of the vehicle, and level up the floor to come even with the upper side of
the pipes which are or may be clothed in the middle part between the seats.
These double pipes at each end of the vehicle come into a breeches junction pipe
with which the flexible coupling pipes between the vehicles are connected.
The heaters are or may be formed by one vessel or cylinder within another, and
with a space between the inner and outer cylinder, the inner cylinder containing a
non-freezing mixture and these heaters are each connected with one of the double
pipes alternately, the steam passing through each heater and on to the next.
The storage heaters according to our invention are or may also be connected
with the train pipe by branch pipes which branch pipes from the heater at each
end form a junction with the train pipe, the nozzles of these branch pipes at this
junction being turned from the heater in the direction of the lengthway of the train
pipe, thus arranged the steam passing through the train pipe will induce a current
at one junction nozzle to exhaust air from the storage heater and at the other
junction nozzle to force steam into the heater.
The heaters are or may be in enclosed boxes having grid sides with a sliding
grid hinged flap or other valve to be opened and closed by a suitable handle
within the vehicle by which means the heat to the compartment of the vehicle
may be regulated by the passengers as required.
2. In each vehicle there is a vessel (or one at each end of a vehicle) connected
with the double train pipe to receive the condensed steam, the interior of this
vessel being open to the action of the passing steam and keeps the condensed
steam within it from freezing.
It is provided with a cock at its lower end by which it can be emptied and
the plug of this cock is arranged inside the vessel so that it will be kept warm.
On one side there is an automatic ball or other valve arranged which is kept
closed while the pressure of steam is acting within the vessel for condensed
steam, but when this pressure ceases the valve opens and allows the condensed
steam to pass out

page_text: 3. There is a cock on each breeches coupling for the double train pipes, which
can be shut when the flexible pipes are to be uncoupled, and this cock is arranged
with a bye pass so that when shut a passage will be formed to allow steam to
escape from the flexible pipe and coupling before being detached.
4. The flexible hose pipe couplings are similar to those described in the
Complete Specification of the application for Letters Patent No. 751 of 1894
made by us, and the flexible coupling pipes are made and arranged and held by
chain attachments so as to slightly arch upwards and to bend laterally to give
sufficient length between the carriages to allow for buffer action.
5. Modifications of our improved flexible hose pipe couplings above referred
to are or may be applied to various arrangements for heating vehicles by steami
or hot water.
6. Our improved arrangement of train pipes and combined heaters, are or may
be used when one pipe conveys hot water to the heaters of a train, in one direction
and another pipe conveys the return hot water from the other end of the train,
such arrangement requires two flexible pipes and couplings between each vehicle.
7. It is necessary to allow condensed steam to escape when the pipes get filled,
and according to our invention we use a steam trap of any ordinary construction in
the vans of the train.
This steam trap is a valve which allows the condensed steam to escape when its
temperature gets below a point fixed upon as the condensed water acts upon an
expansion and contraction arrangement connected with the valve to open it when
the liquid becomes cold, and close when sufficiently hot.
We sometimes use this thermo valve or steam trap arrangement in the vessels for
condensed steam hereinbefore referred to nuder head 2.
There is or may also be a pipe from the vessel for condensed steam in the van
having a cock upon it so that the guard may open this cock to get a free flow of
steam through the train pipes when required. The outlet from this steam escape
pipe is or may be provided with a baffler to prevent or subdue the noise of the
escaping steam.
8. For supplying steam from the boiler to the storage heaters arranged as
described under head 1, we use a special combination and arrangement of
mechanism which consists of a casing secured to the boiler or steam supply by a
flange.
The casing has a seating for a hollow cone plug, the spindle of which passes
through a stuffing box, and the handle is placed on its outer end.
The casing has a passage through which steam can pass from the boiler to a
port in the cone plug and into and through its hollow, and then out at another port
in the cone plug to a passage in the casing leading to a branch in which a seating
is formed for a lifting valve kept closed by a spring until the pressure becomes
sufficient to lift and open the valve when the steam can pass through another
passage in the casing to a branch with which the pipe for the train is coupled.
There is also a pipe connected with the passage for steam which has passed
the said spring valve which pipe is connected with a pressure gauge to show the
pressure of steam entering the train pipes.
There is also another lifting valve acted upon by a spring to keep it closed in
the casing which allows steam that has passed the first named spring lifting valve to
escape when the steam has obtained a given pressure and pass into a passage
connected with a waste or drip pipe, which drip pipe is arranged close to the fire
box, in order to keep it warm at all times and prevent any moisture that may enter
it from freezing and blocking up the outlet.
There are passages or channels round the cone plug of the cock into which
leakage past it can enter to be conveyed away to the drip pipe, and the cone plug
is so arranged that all condensed steam arising from leakage can pass directly to
the drip pipe, and will thus be prevented from accumulating in the pipes and
becoming frozen, (when steam is not passing) so as to block up the pipes.
9. Our invention is applicable for heating by hot water when pipes only are

page_text: used without storage heaters, when there are two lines of pipes, one, an outflow
line going from the boiler along the train to its end, and then returning back along
a return flow line of pipes to the tender of the locomotive.
In such case there are two or more pipes for the outflow from the boiler and the
same number of pipes for the return flow to the tender, these pipes being arranged
in each vehicle as hereinbefore explained under the first head of our invention.
There is of course a hose pipe for both sets of pipes between the vehicles.
10. For heating by water with an outflow and return line of pipes, we use a
special cock secured upon the end of the breeches junctions at the end of each
vehicle for the train pipes.
The casing of the cock is screwed to have one half of a hose pipe coupling
screwed to it which coupling is according to our invention hereinbefore referred to,
and when the other half of the hose pipe coupling is connected up to it, it is held
secure by a projection from the handle of the cone plug of the cock, when such
handle is turned to open the cock, and when the handle is turned to shut the cock
the connected half hose pipe coupling attached to the hose pipe may be separated
from that screwed on the casing of the cock.
The cone plug has a port through it and in its axes there is a port from the
above named cross port to a cavity formed by a cap screwed into the casing to
keep the cone plug tight in its position in the casing.
There is a passage from the cavity in the screw cap to a branch from the casing
of the cock in which branch is screwed a casing containing a ball valve, this casing
having two seatings for the ball.
This arranged the ball comes against one seating when there is internal fluid
pressure within the cock and thus prevents escape and comes against the other
seating when to prevent outward fluid pressure from entering the cock as when the
pipes are being exhausted by an ejector (as described in the aforesaid Complete
Specification No. 751 of 1894) or other means.
But the ball falls away from both of its seatings when there is neither internal
or external fluid pressure and thus allows liquid to flow away out of the pipes.
Dated this 12th dox of len 1805
Improvements in or applicable to Arrangements or Apparatus for
Warming Railway or Tramway Carriages or Vehicles.
We, JAMES GRESHAM, Director of the Firm of Gresham & Craven Limited,
Craven Iron Works, Salford, Manchester, in the County of Lancaster, Engineer,
and HARRY EDWARD GRESHAM of the same place, Engineer, 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:-
1. Our invention relates to an improved arrangement of the train pipes and
storage heaters.
The train pipes for conveying the heating medium have been hitherto placed
under the floor of the vehicle to be heated and branch pipes have been taken from
it to the storage heaters within the vehicles and above the floors thereof.
This involves loss of heat, and much expense in making connections and dis-
connections when the body of the vehicle has to be separated from its framing as
is sometimes required.
According to our invention we make the train pipe double (or there may be more
than two pipes) that is, by two small pipes, and place both pipes close upon the

page_text: floor of the vehicle, and level up the floor to come even with the upper side of the
pipes, which are or may be clothed in the middle part between the seats.
The pipes may in some cases be sunk in the floor of the vehicle until their upper
surfaces are about on a level with the floor.
These double pipes at each end of the vehicle come into a breeches junction pipe
with which the flexible coupling pipes between the vehicles are connected.
The heaters are or may be formed by one vessel or cylinder within another, and
with a space on one side by preference between the inner and outer cylinder,
the inner cylinder containing a non-freezing mixture, and these heaters are each
connected with one of the double pipes alternately, the steam passing through each
heater and on to the next.
The heaters are or may be in enclosed boxes having grid sides with a sliding
grid hinged flap or other valve to be opened and closed by a suitable handle within
the vehicle by which means the heat to the compartment of the vehicle may be
regulated by the passengers as required.
2. In each vehicle there is a vessel (or one at each end of a vehicle) connected
with the double train pipe to receive the condensed steam, the interior of this
vessel being open to the action of the passing steam and thus keeps the condensed
steam within it from freezing.
It is provided with a cock or valve at its lower end by which it can be
emptied, and the plug of this cock is arranged inside the vessel so that it will be
kept warm.
On one side there is an automatic ball or other valve arranged which is kept
closed while the pressure of steam is acting within the vessel for condeused steam,
but when this pressure ceases, the valve opens and allows the condensed steam to
pass out.
3. There is a cock on each breeches coupling for the double train pipes, which
can be shut when the flexible pipes are to be uncoupled, and this cock is arranged
with a bye pass so that when shut a passage will be formed to allow steam to
escape from the flexible pipe and couplings before being detached.
4. The flexible hose pipe couplings are similar to those described in the Complete
Specification of the application for Letters Patent No. 751 of 1894 made by us,
and the flexible coupling pipes are made and arranged and held by chain attach-
ments so as to slightly arch upwards and to bend laterally to give sufficient length
between the carriages to allow for buffer action.
5. Our improved arrangement of train pipes and combined heaters are or may
be used when one pipe conveys hot water to the heaters of a train, in one direction
and another pipe conveys the return hot water from the other end of the train,
such arrangement requires two flexible pipes and couplings between each vehicle.
6. It is necessary to allow condensed steam to escape when the pipes get filled,
and according to our invention we use a steam trap of any ordinary construction
in the vans and other vehicles of the train.
This steam trap is a valve which allows the condensed steam to escape when its
temperature gets below a point fixed upon as the condensed water acts upon an
expansion and contraction arrangement connected with the valve to open it when
the liquid becomes cold, and close it when sufficiently hot.
We sometimes use this thermo valve or steam trap arrangement in the vessels
for condensed steam hereinbefore referred to under head 2.
7. For supplying steam from the boiler to the storage heaters arranged as
described under head 1, we use a special combination and arrangement of
mechanism which consists of a casing secured to the boiler or steam supply by
a flange.
The casing has a seating for a hollow cone plug, the spindle of which passes
through a stuffing box, and the handle is placed on its outer end.
The casing has a passage through which steam can pass from the boiler to a
port in the cone plug and into and through its hollow, and then out at another port in
the cone plug to a passage in the casing leading to a branch in which a seating is

page_text: formed for a lifting valve kept closed by a spring until the pressure becomes
sufficient to lift and open the valve when the steam can pass through another
passage in the casing to a branch with which the pipe for the train is coupled.
There is also a pipe connected with the passage for steam which has passed the
sail spring valve, which pipe is connected with a pressure gauge to show the
pressure of steam entering the train pipes.
There is also another lifting valve in the casing acted upon by a spring to keep
it closed in the casing which allows steam that has passed the first named spring
lifting valve to escape when the steam has obtained a given pressure and pass into a
passage, connected with a waste or drip pipe, which drip pipe is arranged close to
the fire box, in order to keep it warm at all times and prevent any moisture that
may enter it from freezing and blocking up the outlet.
There are passages or channels round the cone plug of the cock into which
leakage past it can enter to be conveyed away to the drip pipe and the cone plug
is so arranged that all condensed steam arising from leakage can pass directly to
the drip pipe, and will thus be prevented from accumulating in the pipes and
becoming frozen (when steam is not passing) so as to block up the pipes.
8. Our invention is applicable for heating by hot water when pipes only are
used without storage heaters, when there are two lines of pipes, one, an overflow
line going from the boiler along the train to its end, and then returning back along
a return flow line of pipes, to the tender of the locomotive.
In such case there are two or more pipes for the outflow from the boiler and
the same number of pipes for the return flow to the tender, these pipes being
arranged in each vehicle as hereinbefore explained under the first head of our
invention.
There is of course a hose pipe for both sets of pipes between the vehicles.
9. For heating by water with an outflow and return line of pipes, we use a
special cock secured upon the end of the breeches junctions at the end of each
vehicle for the train pipes.
The casing of the cock is screwed to have one half of a hose pipe coupling screwed
to it, which coupling is according to our invention herein before referred to, and
when the other half of the hose pipe coupling is connected up to it, it is held secure
by a projection from the handle of the cone plug of the cock when such handle is
turned to open the cock, and when the handle is turned to shut the cock, the
connected half hose pipe coupling attached to the hose pipe may be separated from
that screwed on the casing of the cock.
The cone plug has a port through it and in its axes there is a port from the
above named cross port to a cavity formed by a cap screwed into the casing to
keep the cone plug tight in its position in the casing.
There is a passage from the cavity in the screw cap to a branch from the casing
of the cock in which branch is screwed a casing containing a ball valve, this
casing having two seatings for the ball.
Thus arranged the ball comes against one seating when there is internal fluid
pressure within the cock and thus prevents escape and comes against the other
seating when to prevent outward fluid pressure from entering the cock as when
the pipes are being exhausted by an ejector (as described in the aforesaid Complete
Specification No. 751 of 1894) or other means. But the ball falls away from
both of its seatings when there is neither internal or external fluid pressure and thus
allows liquid to flow away out of the pipes.
Fig. 1, is a partial longitudinal section of a vehicle to be heated showing the
heating arrangements connected therewith.
Fig. 2, is a partial plan section.
Fig. 3, is a partial cross section.
Fig. 4, is a cross section on an enlarged scale showing the train pipes.
The Figs. 1 to inclusive illustrate one modification of our invention.
Fig. 5, is an end elevation illustrating another modification of our invention, and
Fig. 6, is a plan section illustrating another modification of our invention.

page_text: the train pipe in the vehicle with a well known "Gold
trap" and its connection with the hose pipe coupling.
Fig. 8, is a longitudinal section, and
"
thermo-valve or << steam
Fig. 9, a cross section on an enlarged scale showing the construction of a
"heater" or heat reservoir.
Figs. 10, 11, 12, and 13, are cross sections of modifications of heaters.
Fig. 14, is a longitudinal elevation in section.
Fig. 15, a cross sectional elevation, and
Fig. 16, a plan section of a cock used on the end of the train pipe at each end of
each vehicle to which one end of the hose pipe is connected.
Fig. 17, is a longitudinal section.
Fig. 18, is a cross section at A-B Fig. 17.
Fig. 19, is a top or plan view.
Fig. 20, is a cross sectional elevation on the line C-D Fig. 19.
The Figs. 17 to 20 inclusive illustrate a thermo-valve or steam trap.
Fig. 21, is a sectional elevation on the line A-B Fig. 22.
Fig. 22, is a sectional elevation on the line C-D Fig. 21.
Fig. 23, is a cross section (the cone plug being an outside view) on the line E-F
Fig. 22.
The Figs. 21 to 23 inclusive, illustrate a valve and cock apparatus attached to
the boiler for supplying steam to the train pipes for warming railway or tramway
vehicles.
Fig. 24, is a longitudinal elevation in section.
Fig. 25, is a cross sectional elevation through the axis of the cone cock partly
shown in section.
Fig. 26, is a top or plan view.
Figs. 24, 25 and 26 inclusive, illustrate a cock used at the end of each vehicle
for the return line of train pipes when trains are heated by an outward and
backward flow of steam or hot water.
Hitherto in heating railway vehicles, the train pipe conveying the steam or
heating medium from the engine has passed under the floors or bottoms of the
vehicles, and there have been branches from the train pipe upwards through the
floor of the vehicle to the heaters, above the floor, and thus arranged the train
pipes are subjected to the cooling effect of the atmosphere consequently there is
loss of heat.
In the ordinary arrangement there is also the disadvantage that when the body
of the vehicle had to be separated from its carrying or under framing, the
connections between the train pipe secured to the carrying framing below the floor
of the vehicle had to be detached from the heaters in the vehicle.
By our improved system and arrangement the train pipes are within the vehicle
to be warmed and above but close to its floor, and may when required be arranged
to act as foot warmers.
In order that the train pipes may cause no unnecessary obstruction, we use two
or more pipes of small diameter in place of one pipe, and cause them to pass in the
middle and lengthway of the vehicle by preference, the heaters forming a part or
continuation of the train pipe.
We prefer to place the lengthway of the heaters in the lengthway of the vehicle
to come under its seats arranged as illustrated by Figs. 1, 2 and 3.
In these figures, 9, is the under or carrying framing of the vehicle, and the circle
and partial circle y', represent the carrying wheels.
92, is the floor, and g³, the end, sides and partitions in the vehicle partly shown;
94, the framing for the seats for the passengers; g³, the side doorways.
The two train pipes 7, in and above the floor of each vehicle are connected to
branches from a single pipe h', at each end of the vehicle and the two pipes h, thus
pass from the branch or breeches pipe ', at one end to that at the other end of the
vehicle.

page_text: heater i, alternately.
The heaters are under the seats and are or may be enclosed in a box i¹, having
hinged sides 2, (see Fig. 3) which can be opened or closed as required by
suitable connections to supply or shut off the supply of heat to the vehicle or
compartment or a grid slide valve or valves may be used in place of the hinged
valves or doors.
The lower sides of the two pipes h, are close to the floor of the vehicle as shown
best in Fig. 4, so that they would form a projection on that part of the floor
between the seats of the vehicle, and the floor in such case has inclined pieces 96,
as shown in Fig. 4, with a grid of metal y, to make the level of the top of the
train pipes h, the level of that part of the floor of the vehicle, and may thus also
form a foot warmer. Or the entire surface of the floor of the vehicle between the
seats is or may be raised to the level of the upper sides of the pipes h.
In some
cases the pipes may be sunk so that their top sides are level with the upper surface
of the floor of the vehicle.
This levelling up may be done if desired by mats of sufficient thickness.
The heaters, supposed to be used are illustrated on a large scale by
Figs. 8 and 9.
Within the
cylinder or
These heaters and other modifications hereinafter described are formed by a thin
cylinder of metal i, screwed fluid tight into end caps or castings 1³.
outer cylinder i, in this and other modifications there is an inner
vessel, flat, or of other form on its lower side. This inner vessel is formed
by a cylinder flattened or otherwise formed on its lower side, the two ends being
closed by plates, secured therein by brazing, welding or otherwise, so as to be
fluid tight.
The cylindrical part of the inner vessel fits close or nearly so to the interior of
the upper part of the cylinder i.
to
The inner vessel 4, is placed into the outer cylinder i, before one end is screwed
on and there is a short tube i, screwed fluid tight into one end, of the inner vessel it,
pass fluid tight through a hole in the cap at one end of the cylinder i, the outer
end of this tube i, has a screw upon it so that when screwed up, the end of the
inner vessel, may be drawn fluid tight against the inner end of the cap for
the outer cylinder i, at that end.
It is through this tube, that any suitable non-freezing mixture is filled into
the inner vessel, there being a screw plug, inserted into the end of the tube 1º,
when the vessel *, has been filled.
There is a boss on the lower part of each end cap 3, of the outer cylinder i, for
the end of the train pipe h, to screw into.
In the modification Fig. 13, a length of the train pipe h, passes from end to end
of the inside of the cylinder i, and has a number of small holes in its sides to allow
steam to pass from it into the space under the inner vessel i*.
In some cases the space under the inner vessel, is partly filled with wood or
other material, as in Fig. 11, or a bent piece of metal i³, inserted, and rods of
metal ix, as shown in Fig. 12.
The steam from the train pipe h, enters the cylinder i, at one end and fills the space
left vacant between the inner vessel, and inside of the cylinder i, (the air left
therein preventing a too rapid condensation of the steam) and then passes out to the
train pipe h, at the other end.
The heat of the steam causes the inner vessel i, and its contents to be heated
and become a reservoir of heat, the steam acting mainly on the underside of the
inner vessel.
The construction of heaters above described obviates a defect of the ordinary
construction and arrangement of heaters as it prevents the heat of the steam being
absorbed too rapidly by a few heaters only nearest the steam supply and conse-
quently the steam can rapidly pass along the train pipe or pipes h, from one vehicle

page_text: to another without undue condensation so that all the heaters ¿, or a tram, are more
simultaneously heated up.
By having the heaters i, with their lengthway in the lengthway and middle of
the vehicle, the condensed steam can more readily flow away as hereinafter
explained.
Fig. 5, shows a modification with the heaters i, arranged with their lengthway in
the lengthway of the vehicle under the seats.
In this arrangement the hose pipe junction h', is in the middle of the widthway of
the vehicle and there are branch pipes 2, to each side as shown in Fig. 5, and also in
Fig. 6, but in the latter figure the lengthway of the heaters is shown across the vehicle
and under the seats.
In this latter case the heaters i, may receive their steam from a separate junction
pipe, with one of the main train pipes h, on one side, and the next pair of heaters i,
may receive their steam in like manner from the train pipe, on the other side of the
vehicle and so on.
Each pair of heaters in the modification illustrated by Fig. 6, may be connected at
that end opposite to that at which they are supplied by steam, by pipes /*, from which
there is or may be a branch pipe to the atmosphere through a thermo-valve or steam
trap, hereinafter referred to.
In place of heaters i, there may be if desired (especially for warming by hot
water) a series of pipes passing from end to end of the vehicle at suitable distances
apart parallel to each other, the ends of the pipes being connected to one cross pipe
which is a branch pipe from the single pipe ³, connected with the hose pipe at the
ends of the vehicle.
Figs. 14, 15 and 16, illustrate the cock or valve used at each end of a vehicle.
This cock is screwed on to the forked pipe h', at the end of each vehicle, and
the casing of the cock j, is prepared to receive a nozzle j', which is secured fluid
tight by flanges and two bolts to the casing (see Fig. 16).
The end of the flexible hose pipe is passed upon and is secured to this nozzle ¹.
The cock is formed by a hollow cone plug 2, the stem passing through the side
of the casing through a packing gland as shown and has then the handle 3,
for turning it secured to the end of the stem by a screw nut screwing thereon as
shown.
The hollow cone plug has two ports in it one opposite to the other so that the
fluid may pass across either way from the train pipe to the flexible hose pipe or
vice versa.
The end of the cone plug, being open, condensed steam can pass into the cavity *,
in the casing below the cone plug, this end of the casing when the cone plug has
been inserted is closed by a screw plug j³, rotated by a key fitting a square hole in
its end (see Fig. 14).
The condensed steam can pass through the branch from the casing (see Fig. 15)
to a thermo-valve or steam trap to be hereinafter described.
There is a cavity je, in the cone of the cock, one end of which comes into the
bore of the cock when turned in one position and the other end comes opposite
a groove, in the casing, round the cone plug 2, and this groove communicates
with an outlet nozzle or pipe j8, inserted in a boss in the casing of the cock j.
This groove, conveys away all leakage there may be to the atmosphere and
allows steam locked up within the flexible hose pipes to escape to the atmosphere
when the cock is shut as then the cavity 76, in the cone plug of the cock comes
opposite the bore of the passage in the cock which is towards the hose pipe
cousequently all steam is allowed to escape from the hose pipe and steam is
prevented from passing to the hose pipe when the cock is shut before the hose
pipes are uncoupled.
There is a thermo-valve or steam trap at each end of a vehicle if desired.
Fig. 7, shows the end train pipe h', turned down and connected with a cock which
communicates with a thermo-valve and with one end of a hose pipe, the other

page_text: end of the hose pipe having a half coupling attached to it, this thermo-valve
is similar to that known as the "Gold" thermo-valve (described in the Specification
of Edward Ethel Gold's British Letters Patent No. 14054 of 1893).
In Fig. 1, our thermo-valve or steam trap k, (shown detached by Figs. 17 to 20
inclusive) is shown connected up with the train pipe h', at one end of the vehicle
and with the cock j, hereinbefore described and illustrated by Figs. 14, 15 and 16,
which cock is also connected with one end of a hose pipe having a one half coupling
attached to it.
k, is a chamber to one end of which the pipe, from the cock j, (Figs. 14 to 16)
is secured, condensed steam accumulating in this chamber k, partly fills it to a
certain level and then overflows over a ledge k¹, into a cavity k², below, formed at
one end of the chamber k, into the side of which cavity 2, one end of a pipe k³,
screws fluid tight.
The other end of this pipe k³, screws into a casting which has a passage (see
Fig. 18) that conveys it to a valve chamber kx, which has a seating for a valve k³,
faced with a disc of indiarubber or other suitable material secured by a screw to
the end of the valve.
This valve, is tubular and has guiding wings to fit and slide freely in the bore
in the casing for it.
The outer end of the tubular stem of the valve k³, is of cap form and passes
outside the tube for the valve stem leaving a space for a helical spring, one
end of which acts against a shoulder on the exterior of the tube or casing and the
other end against the inner end of the cap of the valve k³.
Within the tubular stem of the valve there is a sliding part 7, between the inner
end of which and the end of the hole for the sliding part in the tubular stem there
is a helical spring k
The sliding part. k, is acted upon by the end of a set screw k³, screwing through
the end of a lever ka, and when adjusted this set screw k³, is secured by a lock nut
as shown.
The other end of the lever ka, is jointed with the end of the casting k², at kb, and
also at k, with the end of a bar kd, the other end of which is secured into a
projection from the chamber k, as shown.
The pipe, becomes of the temperature or nearly so, of the fluid within it.
The rod or bar kª, remains always at the temperature of the external atmosphere
or thereabouts.
When the condensed steam in the chamber k, cools, the tube 4³, shortens, this
causes the end of the set screw ko, in the end of the lever ka, to withdraw from the
end of the sliding part k', and the spring 6, can then act to open the valve k³, and
allow the condensed steam to escape past the valve; when the pipe k³, becomes
heated again by the passing hot water it expands and the set screw, then acts to
close the valve ko, and stops the further escape of condensed steam.
The spring 8, at the end of the sliding part k', is to allow a certain amount of
movement in the set screw k³, when the valve ko, is upon its seating to avoid
straining the parts.
There is a screw plug ke, to close a hole in the end of the chamber k, which may
be used for giving access to its interior when required.
On one side of the chamber k, there is a hole in which a tube k, is screwed,
forming a ball valve which is constructed and arranged similar to that described
and illustrated by Fig. 7, of the drawings of our aforesaid Complete Specification
of Letters Patent No. 751 of 1894, as applied to each half hose pipe coupling.
This ball valve in tube k', will be kept closed by internal pressure (it moves to
and from its seating horizontally) but when steam is shut off from the train pipe
the valve will open and allow the condensed steam to escape from the chamber k.
In Fig. 7, it will be seen that the flexible hose pipe , having the coupling a,
attached, is curved downwards from its point of attachment with the train pipe h',
at the end of the vehicle or with the cock connected with the train pipe h¹,
consequently the condensed steam will fall to the half couplings and the ball
B

page_text: valve de, illustrated by Fig. 7, of the Specification of our aforesaid Letters Patent
No. 751 of 1894, is required to allow the water to escape at the intervals when the
steam is turned off and thus prevent it from freezing and blocking the pipes.
In Fig. 1, it will be seen that the half coupling a connected to the hose pipe /³,
is held up at a level above the cork j, at the end of the vehicle by a chain or
attachment, secured to the half coupling a, and to the end of the vehicle, this
condensed steam or water will not lodge in the hose pipe h³, but will flow to the
cock j, on the train pipe ', at the end of the vehicle and hereinbefore fully
described by reference to Figs. 14, 15 and 16 and can pass from the cock j, to the
thermo-valve apparatus k, (Figs. 17 to 20 inclusive).
When the cock j, (Figs. 14 to 16) is shut, any water in the hose pipe h, can
flow to the cock j, and escape at the outlet js, Fig. 15.
The hose pipe coupling a, is not only held at the position shown in Fig. 1, but
the hose pipe is also held so as to be bent to one side as shown in Fig. 2, which
admits of buffer action between adjoining vehicles of a train as there is by such
arrangement sufficient bend and length in the hose pipes between the vehicles to
allow for such action.
Figs. 24, 25 and 26, show an arrangement of cock to be attached to the train
pipe at each end of each vehicle when there is a train pipe passing say from
the engine to the end of the train and then returning back to the tender of the
engine.
This system requires two lines or sets of train pipes, an outward and return set
of pipes with two sets of hose pipes between the vehicles more especially for heating
by water.
One hose pipe is secured to one train pipe at one end of the vehicle and has a
coupling to couple with the coupling on the cock of the vehicle coming next to it,
and the other train pipe at the same end of the vehicle has a coupling on a cock on
the end of the other train pipe but no hose pipe.
The cock apparatus Figs. 24, 25 and 26, is applied to one of the two train pipes
at each cud of a vehicle.
The casing 1, of the cock is screwed upon the end of the train pipe h¹. The cone
plug ', is shown in section but an outside view of the stem of the cock or cone
plug is shown passing through a packing gland and having the handle 2, screwed
upon its end by a screw nut (3. The packing gland is formed (as in Figs. 14 and 15)
by two washers on the stem of the cone plug between which the packing material
comes.
The junction face of the cock 7, is prepared with an elastic junction ring, same
as the half couplings hereinbefore referred to so that another half coupling a having
the end of the hose pipe attached to it (not shown) but without an elastic junction
ring can be united to it. This half coupling a, has the twisted finger c', and the
hook projection c², to interlock with the corresponding parts as explained in the
Specification of our aforesaid Letters Patent No. 751 of 1894, but the half
couplings thus formed are held together by a projection 14, from the handle, of
the cock when turned into the position in which it is shown in Figs. 24 and 26.
The face of this projection, is curved concentric to the axis of the cone plug
and the cross projection 5, from the upper hook part c³, of the half coupling has a
corresponding curve.
When the handle 12, is turned to shut the cock the half coupling with the end of
the hose pipe attached is released and then the half coupling may be disconnected
from: the cock.
When the cock is open, condensed steam or water can pass from the cone plug
into a cavity, below, through which the cone plug is inserted in the casing 1, this
cavity 1º, closed by a screw plug 17, in which also is formed a ball valve.
In the cavity, there is a thin metal dish 8, with its open side towards the
opening from the centre of the cone plug .
This thin metal dish has numerous fine perforations through it so that fluid ca
pass through into a passage 1, in the screw plug leading to a chamber a, in the

page_text: plug for a ball valve b, moving horizontally which has two seatings one formed by
a screw tube l, with a washer facing of suitable elastic material and the other is a
metallic facing formed in the metal of the screw plug.
This ball valve P, will operate to allow water to escape when there is no internal
fluid pressure within the cock or train pipe but when there is pressure it closes
against the elastic seating.
When a vacuum or partial vacuum is formed in the train pipe or pipes to empty
them of liquid (especially when hot water is the heating medium) this valve l, will
then close against its metallic facing and prevent the admission of air while the
water is being exhausted from the train pipe.
There is a small port la, in the side of the cone plug ', which is closed when the
cock is open, but is open to the train pipe a, when the cock is shut and thus fluids
can escape from the train pipe to pass out at the ball valve 1.
Figs. 21, 22 and 23 illustrate the valve apparatus attached to the boiler of the.
engine to supply steam to the train pipe for warming the vehicles of the train.
contains
m', is the flange for securing the apparatus to the boiler. The casing m,
a passage m*, (see Fig. 22) communicating with the steam space of the boiler and
with the hollow cone plug m³, of the cock, secured in the casing m, by a screw
tube m², forming a packing gland, which is packed by another screw tube m¹, fitting
the stem of the cone plug upon the end of which stem the handle m³, for actuating -
the cone plug is placed.
In the sides of the hollow cone plug of the cock there are two angular formed
ports, one m, near its small end, the other m², near its large end.
When the cock is shut its port m', is then opposite the port m³, in the casing, and
any leakage into the hollow plug can go along the passage m2, (Fig. 22) to the
cavity m, (Fig. 21) to escape through the pipe mm.
The steam can thus pass from the boiler through the passage mx, to the first
named port me, in it through the hollow of the cone plug m³, and out at the last
named port m', into a passage m³, in the casing, in which a seating is formed for a
lifting valve m³, having guiding wings below it, and a guiding stem above the valve,
this stem having a helical spring ma, upon it, one end abutting against the back of
the valve m³, and the other end against a shoulder in a tubular part mb, screwed
fluid tight into the casing m, which tubular part forms the guide for the stem of
the valve m", and there is a tube me, attached to the tube mb, which is screwed on
its exterior to couple with a pipe md, leading to a pressure gauge (not shown) which
will thus show the pressure of steam passing to the train pipe as steam, after
passing the lifting valve m³, goes along a passage me, in the casing which is prepared
to be coupled up to the train pipe h, or a pipe communicating with it.
The valve m³, has a spring m³, to prevent steam that may leak from the cock
when closed from going to the passage me.
The pressure of steam can be adjusted by opening the cock m³, more or less to
"wire draw" the steam.
There is also a branch passage mo, in the casing m, from the lifting valve m³,
that leads to the seating of another lifting valve m', having guiding wings on the
inlet side of the valve and a guiding stem m³, on the outlet side of the valve m'.
The stem of this valve has also a helical spring mb, upon it that abuts at one end
against the outlet side of the valve m', and at the other end against the end of a
tubular screw m³, which also forms a guide for the stem me, of the valve to slide
to and fro in.
This tubular screw m', screws through a screw tapped hole in an annular part m³,
connected by arms to a tube m³, screwing into the casing m, and the outer end of
this tube m, is screwed to have the end of another tube m', screwed upon it which
is prepared to be coupled with a pipe mm, forming the escape or drip pipe placed as
near to the furnace of the boiler as possible to prevent liquid in it from freezing in
cold weather.
By removing the tube m', the screw tube m', and thus the tension of the spring mb,

page_text: npon the valve stem m³, can be adjusted so as to allow steam to escape from the
valve m, when it exceeds the pressure fixed upon.
The cone m³, of the cock has a groove m2, round it, that communicates with a
cavity mo, in the casing, which cavity is open to the chamber m, for the valve m²,
consequently all leakage past the cone plug m³, of the cock (especially when shut)
can escape to the outlet or escape pipe m, and thus an accumulation of water is
prevented from being frozen and blocking the passages.
Having now particularly described and ascertained the nature of our said inven-
tion, and in what manner the same is to be performed, we declare that what we
claim is:
1. The combination with vehicles to be warmed, of two or more train pipes
above the floor or with their upper sides on a level or thereabouts with the upper
surface of the floor of the vehicles with heaters, substantially as and for the
purpose hereinbefore described and illustrated by Figs. 1, 2, 3 and 4, and by
Fig. 5, and by Fig. 6, of the drawings.
2. The combination with two or more train pipes and heaters above the floor of the
vehicle with cocks at the end of each vehicle and with thermo-valves or steam pipes
substantially as and for the purpose herein before described and illustrated by
Figs. 1, 2 and 7 of the drawings.
3. The construction and arrangement of thermo-valves or steam traps substantially
as and for the purpose herein before described and illustrated by Fig. 1, and by
Figs. 17, 18, 19 and 20 of the drawings.
4. The combination and arrangement of heaters as and for the purpose herein-
before described and illustrated by Figs. 1 to 6, and Figs. 8 to 13 inclusive of the
drawings.
5. The combination of cocks with train pipes which cocks also form half couplings
for hose pipes substantially as and for the purpose hereinbefore described and
illustrated by Figs. 24, 25 and 26 of the drawings.
6. The combination and arrangement of cock and valve apparatus for supplying
steam for warming vehicles, substantially as and for the purpose hereinbefore
described and illustrated by Figs. 21, 22 and 23 of the drawings.
7. The arrangement of the hose pipe connected with the couplings so as to both
bend upwards and laterally, substantially as and for the purpose hereinbefore
described by reference to Figs. 1 and 2 of the drawings.
Dated this First day of October 1895.
PETER J. LIVSEY,
Agent.