An Improved Method of and Means for Warming Railway Carriages.
Year: 1891

page_text: Date of Application, 6th Jan., 1891
Complete Specification Left, 5th Nov., 1891-Accepted, 19th Dec., 1891
PROVISIONAL SPECIFICATION.
An Improved Method of and Means for Warming Railway
Carriages.
We SAMUEL WAITE JOHNSON, of Lenton House, The Park, Nottingham in
the County of Nottingham, Civil Engineer, and THOMAS GETHING CLAYTON, of
The Grange, Normanton, near Derby in the County of Derby, Civil Engineer, do
hereby declare the nature of this invention to be as follows:-
Our invention relates to improvements in the warming of railway carriages, and
it consists in an improved method and means of warming the inside compartments
thereof.
Through all the carriages forming a train we place an arrangement of iron pipes,
sufficiently strong to bear a high pressure, bent and shaped in such a manner as
will best suit the formation of the compartments. This line of pipes we carry from
the locomotive engine along one side of the carriages to the rear of the train and
return it along the other side of the carriages to the tender of the locomotive, and
the pipes are connected between the engine and the first carriage and also between
the carriages themselves by means of specially constructed flexible or jointed pipes,
having specially contrived connections and couplings, thus forming a complete
range or circle of warming pipes. Having thus arranged the pipes we heat them
with hot water turned into them direct from the boiler of the locomotive, and to
accomplish this in the manner we intend, we place on the firebox of the boiler of the
locomotive-some distance below the water line-a specially contrived valve or cock,
with passages so arranged that the engineman can, and will in the first instance,
open the larger aperture, which is preferably about ths of an inch in diameter,
between the boiler and the line of pipes and let the hot water into them at full
pressure, and continue so to do until the water returns to the tank of the tender
sufficiently hot, when the handle of the aforesaid valve or cock is then so altered or
changed in position as to shut the larger passage and open one preferably about
3nds of an inch in diameter, and by this latter opening, or such other one as may
seem necessary, keep the line of warming pipes throughout the carriages charged
with hot water. A specially arranged valve or cock on the outlet end of the line
of piping is placed upon the tender in such a convenient position that the engineman
can easily feel with his hand when the water returns to the tender sufficiently hot
for him to reduce the supply. This outlet valve or cock has passages in it so that
the larger one, preferably about half inch in diameter, is open when the hot water
is first turned into the line of pipes, but when the water has returned to this outlet
sufficiently hot, and after the quantity or supply of hot water let into the pipes has
been reduced to the smaller quantity, then the outlet passage in this valve or cock
is turned from the half inch hole to one preferably about quarter inch diameter or
to any opening equal thereto. This latter sized outlet hole is regulated in size, so
as and for the purpose of keeping a slight pressure in the line or circle of warming
pipes throughout the train of carriages, but of such dimensions as will ensure perfect
safety from overpressure in the pipes.
Our invention further consists of an arrangement of a steam cock upon the boiler
and a connecting pipe therefrom to the line of warming pipes which goes through
the train, for the purpose of emptying them of the water by blowing steam through,
which is performed as follows. When a train has arrived at a terminal station (or
elsewhere if required) and after the supply of water is shut off from the warming
pipes, the engineman will open this steam cock and by means of the pressure of
steam drive all the water out of the warming pipes into the tank of the tender,
which will not only save that quantity of hot water, but save that much water

page_text: running to waste or on to the ground at the station, and prevent the water being
left in the pipes to freeze in frosty weather.
Our invention also consists of an improved way of forming and arranging the line
of warming pipes upon the carriage floor so that the easiest flow of the water and
the greatest amount of radiation can be obtained and also with the laying and fixing
of the pipes inside the carriages and the connections outside in such a manner as
will syphon the water out of the pipes when they are disconnected and so prevent
them being frozen up in frosty weather.
Our invention also consists of an arrangement of flaps or screens underneath and
in connection with the seats of the carriages whereby any surplus of heat or even
most of the heat rising from the warming pipes can be shut off or enclosed under
the seats if found necessary. It is further arranged that the seats and the backs
thereof are so placed away from the partitions of the compartments as to form
openings behind where the passengers sit as will allow the heat from the warming
pipes to ascend to the upper part of the compartment.
Dated this Sixth day of January 1891.
COMPLETE SPECIFICATION.
An Improved Method of and Means for Warming Railway
Carriages.
We SAMUEL WAITE JOHNSON, of Linton House, The Park, Nottingham in
the County of Nottingham, Civil Engineer, and THOMAS GETHING CLAYTON, of
The Grange, Normanton, near Derby in the County of Derby, Civil 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:-
Our invention relates to improvements in the warming of railway carriages and
it consists in an improved method of and means for warming the inside compartments
thereof.
Through the inside of all the carriages forming a train we place an arrangement
of iron pipes, preferably of about one inch bore, sufficiently strong to bear a very
high internal pressure; bent or shaped in such a manner as will best suit the
formation of the compartments. This line of pipes we carry from the locomotive
engine along one side of the carriages to the rear of the train, and return it along
the other side of the carriages to the tender of the locomotive. The connection
between the two lines of pipes at the rear end of the train is made by means of the
flexible pipe and coupling. The pipes are connected between the tender of the
engine and the first carriage, also between the carriages themselves, by means of
flexible or jointed pipes having specially contrived connections and couplings, thus
forming a complete range or circle of warming pipes. Having thus arranged the
pipes throughout the train we heat them with hot water turned direct into them
from the boiler of the locomotive, at full boiler pressure and temperature, without
any intermediate or intervening tanks, reservoirs, holders or other appliances, and to
accomplish this in the manner we intend, we place on the fire box part of the
locomotive boiler, some distance below the water line, a specially contrived valve
or cock by which the supply of hot water to the warming pipes can be graduated
from a large quantity to a small one, by a valve or cock having passages in it so
arranged that the engineman can, and he will in the first instance, from the shut off
position, open the larger aperture or opening therein (which is preferably about
of an inch in diameter) between the boiler and the line or pipes, and let hot water
into them at the full boiler-pressure, and continue so to do until the pipes are all
filled and the water returns to the tank of the tender, then the handle of the said

page_text: valve or cock is so altered or changed in position as to shut the larger passage and
open an intermediate one, preferably of about 1 of an inch diameter, and keep this
sized passage open until the water returns to the tender sufficiently hot, when the
engineman will again change to a still smaller or minimum supply of hot water
from the boiler through the passage preferably about of an inch in diameter,
and by this latter sized opening, or such other minimum size hole as may prove
sufficient to keep the line of warming pipes throughout the carriages charged with
hot water.
Also we have a specially arranged valve or cock at the outlet end of the line of
piping, which is placed upon the tender in such a convenient position that the
engineman can easily feel with his hand when the water returns from the train to the
tender sufficiently hot for him to reduce the supply from the boiler as above described.
This outlet valve or cock also has different sized passages in it; the larger one
preferably about an inch in diameter, is opened when the hot water is first turned
into the line of warming pipes, and kept open until the water has returned to this
outlet, but after the supply of hot water has been reduced to the medium quantity,
then the outlet passage in this valve or cock is turned from the inch hole to one
preferably about of an inch in diameter, or to any opening equal thereto. The
utility of this arrangement is, that changing the size of the outlet from an inch
to of an inch, checks the rapid current of the water in the warming pipes, other-
wise the speed at which the water blown from the boiler through the largest sized
hole at full pressure causes it to travel at such a rate that if allowed to continue for
any length of time would partially empty the warming pipes, owing to the reduced
quantity of water from the boilers not filling up the vacancy in the pipes with
sufficient rapidity. The smallest sized hole in the outlet-cock or valve is so
regulated in size that, while it checks the onward rush of the water, it is intended to
keep a slight pressure of water in the line or circle of warming pipes throughout
the train of carriages; but is of such dimensions as will ensure perfect safety from
any over-pressure in the pipes; and this cock or valve is so constructed, and the
stops to the handle so fixed that either the inch hole or the inch hole will
always be open.
Our invention further consists of an arrangement of a steam cock upon
the boiler,
with a connecting-pipe from it to the line of warming pipes, to blow steam into
them at full boiler pressure, for the purpose of driving out the water and emptying
them, which is performed as follows:-
When a train has arrived at a terminal station, but preferably some time before
it arrives there (or elsewhere if required) after that the supply of hot water from
the boiler to the warming pipes has been shut off, the engineman will open the
steam cock and by means of the pressure of steam drive all the water out of the
warming pipes into the tank of the tender, which will not only save and utilize that
quantity of hot water, but avoid the inconvenience of so much water running on to
the ground at the stations, but principally to prevent the water being left in the
pipes to freeze in frosty weather.
Where the room or space upon the fire box of a locomotive is limited, a com-
bination valve or cock wherein the hot water supply cock and the steam blow out
cock are combined or contained in one casting, the action and operation of which is
precisely the same as that given in the description of the cocks separately may be
used in lieu thereof if preferred.
All the hot water which returns from the train to the tender of the locomotive
empties itself into a part of the tank of the tender which is partitioned off to
receive and hold such hot water, which is to be again put into the boiler by means
of the injector on the locomotive, and we so arrange the feed pipes connected with
the injector in such a manner that as long as there is any hot water in the
hot water portion of the tender, all such hot water will be first injected into the
boiler.
Our invention also consists of an improved way of forming and arranging the line
of warming pipes upon the carriage floor so that the easiest flow of water, and the

page_text: greatest amount of radiation, and the best means of drainage can be obtained; also
the forming and constructing of the connections outside between the carriages in
such a manner as will syphon the water out of the pipes when they are disconnected,
by putting the warming pipes quite level upon the carriage floor, and putting the
way or hole through the plugs of the cocks on a level with or even below the
bottom of the inside of the pipes, and also by letting the long connecting pipe hang
down to syphon or draw the water out of the warming pipes, or if the carriage may
stand upon an incline the water will drain out of the pipes at one end. Further,
near the doors of the carriages we alter the section of the pipe from the round to
an oval or other shape, but maintaining the same level at the bottom side of the
pipes, the utility of this is to reduce any obstruction which may be caused by the
pipes in the doorways.
Our invention also consists of an arrangement of flaps, screens or covers, under-
neath or hinged to the bottom side of the seats or to the floors, in such a way that
in the event of the heat from the warming pipes being found too great for the
passengers in the carriages they may by means of the said flaps, screens or covers
cover over the warming pipes, and thereby reduce the heat in the carriage to their
own liking.
DESCRIPTION OF THE ACCOMPANYING DRAWINGS.
Sheet 1. Figure 1 is a side elevation of the foot plate end of a locomotive engine
and the tender. Figure 2 is a plan of the same and Figure 3 is an end elevation of
the tender. A is the special hot water cock fixed on to the boiler below the water
line to control the supply of the hot water into the line of water pipes B which are
preferably of a flattened or oval shape at B'. C is the cock at the end of the
tender to which is attached the flexible or jointed pipe D between the tender and
the first carriage. L is the cock and the connecting coupling combined. E is the
return pipe for bringing the return warm water back to the outlet valve, or cock F,
from which the water passes through the vertical pipe G to that part of the tender
marked H, in Figures 1 and 2, which is partitioned off to receive the returned hot
water. J is the steam cock fixed upon the boiler connected by pipe K to the
warming pipes B, for blowing the water out of them in the manner hereinbefore
described.
Sheet 2. Figure 4 is an elevation of the sides of two railway carriages, and
Figure 5, is a plan of the same. Figure 5 shows the arrangement or the manner
in which the warming pipes B are laid upon the railway carriage floors. C is the
cock to which the flexible or jointed pipe D is attached, and D being the flexible
or jointed pipe between one vehicle and another. L is the cock and coupling
combined, see Figures 9. 10. 11. 12 and 13 in drawing, Sheet No. 5. The same
connecting pipe that reaches from one vehicle to another is also used to make the
connection between the two lines of pipes at the rear end of the train.
Sheet 3. Figure 6 is the hot water supply cock A, fixed upon the boiler where
shown in Figure 1, a is the inch passage through the plug; b is the 16 inch,
and c is the inch passage; and a connects to the main pipes B. This cock
(Figure 6) being operated by the engineman as described in this Specification.
Figure 7 is the outlet cock F, fixed upon the tender where shown in Figure 1.
e being the half inch passage. the inch one, and operated in the manner
hereinbefore described.
Sheet 4. Figure 64 shows the hot water cock A and the steam blow out cock J
combined or contained in one casting. The passages a, b, c, are as arranged in
Figure 6. w is the hot water passage from the boiler, and is the steam passage;
from which passage the pipe y is carried up inside through the water close to the
top of the boiler. d is the passage to the warming pipes B.
Sheet 5. Figure 8 illustrates the position of the cocks and coupling and flexible
pipe which connects the warming pipes between one vehicle and another, I is the
cock and coupling combined. Cis the cock to which is attached the flexible pipe,
which has a metal end inserted that is screwed upon the cock, see Figures 14 and 15,

page_text: and to which the flexible or jointed pipe hangs when uncoupled at the other end
from the cock C, as illustrated by M, at the end of carriage, see drawing, Sheet 2
Figure 4.
9
Figures 9. 10. 11 12 and 13 show the special cock and the coupling which is
combined therewith, is the outside casing of the cock, h the plugs. i the passage
through the plug. j is the end that is screwed on to the 1 inch main pipe which
comes through the end of the carriage see Figure 8. k is the handle which turns
the plug and also holds the part of the coupling Figure 13 to the other part of the
coupling and the cock and secures it in its right place and position. Figure 12
shows the face of the casing forming one part of the coupling. The part m is a
hook, lip or projection under which the part o, of Figure 13, (the other part of the
coupling) is placed, also shown in section Figures 10 and 11; n, n are projections
or guides to keep Figure 13 central and right when placed in position; and when
placed in this position the projection p, on the handle k, holds the coupling tight
together, for the part r on Figure 13 is of an incline or wedge shape, so that when
the handle turns the plug of the cock it simultaneously slides down the incline r,
draws the faces of the couplings tight together and binds them there. Turning the
handle closes the passage in this cock before the coupling is liberated and in the
other direction the coupling is secured in its place before the passage through
the cock is opened. is flexible, elastic or metal packing to secure a watertight
joint. Figures 14 (and also Figure 9) show the form and position of these cocks
which incline downwards for the purpose of draining all the water out of the
warming pipes and on this cock Figure 14 and Figure 15, the metal end t of the
connecting pipe D is screwed.
The cocks A, F, L are of novel construction and we reserve the right of using
them in combination or separately for other purposes than the warming of railway
carriages.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed we declare that what
we claim is :-
1. For the purpose of warming the compartments of railway carriages, an
arrangement of piping and fittings upon the locomotive engine and tender and
throughout the carriages consisting of a cock upon the boiler for controlling the
supply of hot water to the warming pipes, a cock upon the tender to regulate the
outlet of the returning hot water from the train, the partitioned off part of
the tender for the reception by itself of the returned hot water, a steam cock upon
the boiler connected by means of a branch pipe with the main warming pipes for the
purpose set forth, or in lieu thereof the combined cock, also cocks and couplings of
the description set forth for connecting the warming pipes between the vehicles,
the pipes bent and laid level upon the floors of the carriages and the means of
draining the whole substantially as hereinbefore described for the purpose
specified.
2. In combination with apparatus for warming railway carriages (and in other
applications), the cock A having the apertures a, b, c controlling the supply of hot
water by their varying dimensions substantially as described.
3. In combination with apparatus for warming railway carriages (and in other
applications) the cock F having the passages e, f, arranged so as to control the
exit of the hot water and that the cock may always remain open substantially as
described.
4. In combination with apparatus for warming railway carriages (and in other
applications), the cock L, constituting both cock and coupling, having a casing
bent downward to facilitate drainage, a handle k with projection p which acting upon
the wedge shaped incliner draws the faces of the coupling tight together and the
passage through the cock so arranged as not to be open until the coupling is secured
by the projection p on the handle k, the whole constructed, combined and arranged
to operate substantially as described.

page_text: 5. In apparatus for warming railway carriages, the combination of the cock J on
the boiler with the pipe B by the brauch K, whereby steam may be blown through
the entire arrangement of pipes and couplings for the purpose of emptying them of
water substantially as described.
6. In combination with the warming pipes laid flat upon the floor of the railway
carriage, flaps, covers or screens arranged to be passed over the pipes substantially
as described for the purpose specified.
7. The use of warming pipes B having a flattened part, or being of an oval
section at B', whereby they are reduced in height facing the doors of the carriages
substantially as described for the purpose specified.
Dated this with d
For the Applicants,
W. E. GEDGE,
Agent.