Improvements in Railway and like Water Cranes.
Year: 1896

page_text: Date of Application, 25th Mar., 1896
2000
2000
PROVISIONAL SPECIFICATION.
Improvements in Railway and like Water Cranes.
I, CARLO CODA, Engineer, of the Mediterranean Railway, of Civita Vecchia,
Italy, do hereby declare the nature of this invention to be as follows:-
This invention relates to improvements in the installation of elevator reservoirs
or water-towers to convert them into water accumulators and for the installation of
single reservoirs, of wood masonry or metal, isolated or applied to the buildings of
railway stations or on the line of railway, also of reservoirs and pipes suspended
directly over the line, to increase the capacity of hydraulic cranes and to reduce
proportionately the stops made by trains for the purpose of feeding the engines
with water.
The object of the invention being set forth by the above, that which follows will
simply explain the substance of the improvements adopted for that object. Under
the ordinary conditions of distance the charges of water, the diameters of the pipes,
and the capacity of the isolated hydraulic cranes are such as to require on an
average five minutes at least for feeding a locomotive.
In stations where such a stop could not be allowed the managers of some
railways have had recourse to the installation of elevator reservoirs or water towers
of a capacity of about 9 cubic metres able to feed a locomotive in less than one
minute, and in other cases, to increase the capacity of the hydraulic cranes a system
of pipes of large diameter has been adopted. It follows therefore that in all railway
stations, where it is desirable at all cost to expedite the feeding of locomotives, there
is no other means under present circumstances than the adoption of one of the two
aforesaid methods, both of which lead to great expense, further, increased speed in
feeding locomotives especially on single line railways is of the utmost utility,
particularly in the case of military transport.
Accordingly the explanation of the new system, illustrated by the drawings
annexed, is as follows:-
The desired result is obtained either by raising the water tower B up to the
level of the supply reservoir A (Figure 1), if the solidity of the structure permits
it, or by applying to the water tower B an air-tight cover C, C' furnished with an
outlet pipe S, S', carried to a greater height than that of the supply reservoir
itself A for the purpose of avoiding a jet of water, when the rush of water takes
place, the outlet openings being closed and the water tower full at the precise
moment when the water begins to rise in the upcast tube which is presumed to be of
less diameter than the inlet pipe.
At present these water towers, being placed at a lower level than that of the
supply reservoir have to be isolated by means of a valve (V Figure 1) to prevent the
flow of water when it reaches the opening of the overflow pipe (D Figure 1) and
every time a locomotive is fed the said valve must be opened to refill the water
tower and this entails a double use of the valve (V Figure 1), for the emptying
and re-filling of the water tower, and can easily cause waste of water or loss of
time if the workman neglects his duties. The aforesaid improvement tends to the
abolition of the valve (V Figure 1) in such a way that not only are the dangers of
overflow and failure of water avoided but also that the inestimable advantage is
obtained of converting the water-tower (B Figure 1) into a true water accumulator
contributing with the supply reservoirs A (Figure 1) to feed locomotives by means
of the other hydraulic cranes of the station (see the direction of the arrows ( y )
Figure 1 G). To expedite, the feeding of locomotives of trains going in opposite

page_text: directions at present at least two water-towers (B Figure 1) must be installed at
every station while with the improvement, which is the object of the present inven-
tion, a single one would suffice, however far it may be from the supply reservoir
(A Figure 1), further the isolated hydraulic crane (G' Figure 1) would have its
capacity considerably increased because it would be fed at the same time'by the two
reservoirs A & B (Figure 1). In addition to this the installation of a water tower
(a costly and cumbrous erection, which sometimes entails displacement of the line, as
B Figure 1) may be abandoned since the same and even better results can be obtained
with great economy by the installation of simple subsidiary reservoirs, as will be
explained afterwards, Figures 2, 3 and 4 of the drawings annexed representing in
outline three types of isolated reservoirs to be erected away from the line at
unoccupied spots and intended to increase the capacity of the hydraulic isolated
cranes with the object of reducing the time necessary for feeding locomotives in
stations where it is required to expedite this operation. In order that these
reservoirs may be used where trains pass each other or where there are double or
triple lines they should have a capacity of 10 to 15 cubic metres.
When it is desired to erect a single one of these reservoirs to increase the
capacity of two isolated hydraulic cranes its position must be fixed in such a way"
as to produce in both the cranes an exactly equal capacity, taking into account the
assistance of the supply reservoir (A Figure 5) as a furnisher of water.
In the case of old pipes, almost blocked up, their renewal can be avoided and
increased speed in locomotive feeding can be obtained by erecting one of these
reservoirs (E Figure 5) and renewing only the line of pipe between this and the
hydraulic cranes, the capacity of which it is desired to increase (D Figure 5).
A still better result will be obtained by erecting one of these reservoirs for each
hydraulic crane, the capacity of which it is desired to increase, (E, E, Figure 6)
and in this case it will be sufficient to renew only the short line of pipe between
the reservoirs and the respective isolated hydraulic cranes to which they are
nuxiliaries (D Figure 6). In the case of a new installation and in proportion to
the degree of speed which it is desired to attain in feeding locomotives one only of
these reservoirs can be erected for two hydraulic cranes (E, G', G' A Figure 5)
or a reservoir for each (E G', E, G, A Figure 6).
The communication pipe between A (Figures 5 and 6) and the reservoirs.
(Figure 6) or between A and G Figure 5 can be made with tube of reduced
diameter. With a view to allowing the refilling of these reservoirs during the
minimum interval between two successive trains, and since these reservoirs
represent a reserve of water it is plain that a corresponding reduction can be
nade in the capacity of the supply reservoir A (Figure 1) and consequently in the
cost of installation.
Another very important advantage is, that in new installations, placed as
mentioned already, each hydraulic crane is in communication with a reservoir and
although only one reservoir furnishes water to more than ove crane and although
the communication pipe with the supply reservoir A (Figures 5 and 6) has been
calculated so as to allow the filling of the reservoir during the minimum interval
between two auccessive trains it cannot happen during this delay that freezing
should take place in the water in the reservoirs because it is continually in motion.
In case of need freezing of the water can easily be avoided by drawing off water
to supply works engines reserves and the like, or even in case of necessity, drawing
off water continuously from the pipe and employing it for the service of the station
or replacing it in the supply reservoir A (Figures 5 and 6) by means of a pump or
some similar medium, whereas with the present systems of installation this simple
expedient is not possible. It should moreover be remarked that in the reservoirs
on the new plan freezing of the water could not, at the worst, interfere with
the working, because the ice would be continually broken by the atmospheric
pressure and by the head of water which rises in the reservoir when the
feeding openings are closed, seeing that the intake and outlet of water in
these reservoirs are in the lower. part where freezing is impossible while in the

page_text: upper part there are no working levers, surface pipes or other apparatus in contra-
distinction to that which is experienced in water-towers of the present system. To
recapitulate, this new system, in addition to its other advantages and in particular
the power of avoiding freezing in cold climates, is very simple, very easy to apply
even on established lines, since these reservoirs can be erected in the six-foot way,
on the platforms and even on the buildings it effects considerable economy both of
time and money and this a desideratum in all industrial installations.
Figure 7 represents another mode of installation by placing accumulators E at
different places over the lines or even pipes suspended across the lines. This
system is capable of effecting other important economies both of time and money
because it makes it possible to dispense with hydraulic cranes and because the
locomotive staff being able to feed their engine directly from these outlets, the
employment of the workman at present needed for this service is obviated and he
can make himself otherwise useful during the stop of the train. Further, as this
system renders possible, by a simple extension of the suspended pipe, a multiplica-
tion of outlets, it supplies even the trains drawn up on sidings with an easy method
of feeding the locomotive avoiding long delays and shunting to get on to the main
line as well as the dangers which arise from continuous shunting. It is also to be
noticed that this system makes the staff on duty on the engine capable of feeding
their engine on the open line where abundance of water or other favourable
circumstances make it advisable to put down a watering installation. Consequently
long pipe lines for taking water to the station can be dispensed with, advantage
can be taken of better springs, and more advantageous terms can be obtained in
purchasing water supplies with a view to establishing this system which allows a
choice of water, whereas at present one has to put up with the exactions of land
owners. The suspended pipe can be attached to the under side of a hollow beam
aud be in communication with it so that it serves at once to ensure stability and
perform the functions of an air chamber to withstand the rush of water at the
moment of closing the outlet. In Figure 7 the pipe is carried on the uprights Fin
and the air chamber is shewn in outline.
Dated this 24th day of March 1896.
CARLO CODA,
By Henry Skerrett,
Agent for Applicant.
I, CARLO CODA, Engineer of the Mediterranean Railway, of Civita Vecchia,
Italy, 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 the installation of elevator reservoirs
or water-towers to convert them into water accumulators and for the installation of
Bingle reservoirs, of wood masonry or metal, isolated or applied to the buildings of
railway stations or on the line of railway, also of reservoirs and pipes suspended
directly over the line, to increase the capacity of hydraulic cranes and to reduce
proportionately the stops made by trains for the purpose of feeding the engines
with water.
The object of the invention being set forth by the above, that which follows will
simply explain the substance of the improvements adopted for that object. Under
the ordinary conditions of distance, the charges of water, the diameters of the
pipes, and the capacity of the isolated hydraulic cranes are such as to require on
an average five minutes at least for feeding a locomotive.
In stations where such a stop could not be allowed the managers of some

page_text: railways have had recourse to the installation of elevator reservoirs or water towers
of a capacity of about 9 cubic metres, able to feed a locomotive in less than one
minute, and in other cases, to increase the capacity of the hydraulic cranes a
system of pipes of large diameter has been adopted. It follows therefore that in
all railway stations, where it is desirable at all cost to expedite the feeding of
locomotives, there is no other means under present circumstances than the adoption
of one of the two aforesaid methods, both of which lead to great expense, further,
increased speed in feeding locomotives especially on single line railways is of the
utmost utility, particularly in the case of military transport.
Accordingly the explanation of the new system, illustrated by the drawings
annexed, is as follows:-
The desired result is obtained either by raising the water tower B up to the
level of the supply reservoir A (Figure 1) if the solidity of the structure permits
it, or by applying to the water tower B an air tight cover C C¹ furnished with an
outlet pipe S S carried to a greater height than that of the supply reservoir itself A
for the purpose of avoiding a jet of water when the rush of water takes place, the
outlet openings being closed and the water tower full at the precise moment when
the water begins to rise in the up cast tube which is presumed to be of less diameter
than the inlet pipe.
At present these water towers, being placed at a lower level than that of the
supply reservoir, have to be isolated by means of a valve (V Figure 1) to prevent
the flow of water when it reaches the opening of the overflow pipe (D Figure 1)
and every time a locomotive is fed the said valve must be opened to refill the
water tower and this entails a double use of the valve (V Figure 1), for the
emptying and refilling of the water tower, and can easily cause waste of water or
loss of time if the workman neglects his duties. The aforesaid improvement tends
to the abolition of the valve (V Figure 1) in such a way that not only are the
dangers of overflow and failure of water avoided but also that the inestimable
advantage is obtained of converting the water-tower (B Figure 1) into a true
water accumulator contributing with the supply reservoir A (Figure 1) to feed
locomotives by means of the other hydraulic cranes of the station (see the direction
of the arrows (y Figure 1 G). To expedite the feeding of locomotives of
trains going in opposite directions at present at least two water-towers (B Figure 1)
must be installed at every station, while with the improvement, which is the object
of the present invention, a single one would suffice, however far it may be from
the supply reservoir (A Figure 1) further the isolated hydraulic crane (G¹ Figure 1)
would have its capacity considerably increased because it would be fed at the same
time by the two reservoirs A and B (Figure 1). In addition to this the
installation of a water tower-a costly and cummbrous erection, which sometimes
entails displacement of the line,-as B Figure 1 may be abandoned since the same
and even better results can be obtained with great economy by the installation of
simple subsidiary reservoirs, as will be explained afterwards, Figures 2, 3 and 4 of
the drawings annexed representing in outline three types of isolated reservoirs to
be erected away from the line at unoccupied spots and intended to increase the
capucity of the bydraulic isolated cranes with the object of reducing the time
necessary for feeding locomotives in stations where it is required to expedite this
operation. In order that these reservoirs may be used where trains pass cach
other or where there are double or triple lines they should have a capacity of
10 to 15 cubic metres.
When it is desired to erect a single one of these reservoirs to increase the
capacity of two isolated hydraulic cranes its position must be fixed in such a way
as to produce in both the cranes an exactly equal capacity taking into account
the assistance of the supply reservoir (A Figure 5) as a furuisber of water.
In the case of old pipes, almost blocked up their renewal can be avoided and
increased speed in locomotive feeding can be obtained by erecting one of these
reservoirs (E Figure 5) and renewing only the line of pipe between this and the
hydraulic cranes, the capacity of which it is desired to increase (D' Figure 5).

page_text: A still better result will be obtained by erecting one of these reservoirs for each
hydraulic crane, the capacity of which it is desired to increase, (E E Figure 6)
and in this case it will be sufficient to renew only the short line of pipe between
the reservoirs and the respective isolated hydraulic cranes to which they are
auxiliaries (D Figure 6). In the case of a new installation and in proportion to
the degree of speed which it is desired to attain in feeding locomotives one only of
these reservoirs can be erected for two hydraulic cranes (E G' G A Figure 5) or
a reservoir for each (EGE GA Figure 6).
The communication pipe between A (Figures 5 and 6) and the reservoirs
(Figure 6) or between A and G Figure 5 can be made with tube of reduced
diameter. With a view to allowing the refilling of these reservoirs during the
minimum interval between two successive trains, and since these reservoirs
represent a reserve of water it is plain that a corresponding reduction can be made
in the capacity of the supply reservoir A (Figure 1) and consequently in the cost
of installation..
Another very important advantage is, that in new installations, placed as
mentioned already each hydraulic crane is in communication with a reservoir and
although only one reservoir furnishes water to more than one crane and although
the communication pipe with the supply reservoir A (Figures 5 and 6) has been
calculated so as to allow the filling of the reservoir during the minimum interval
between two successive trains it cannot happen during this delay that freezing
should take place in the water in the reservoir because it is continually in motion.
In case of need freezing of the water can easily be avoided by drawing off water
to supply works engines reserves or the like or even in case of necessity, drawing
off water continuously from the pipe and employing it for the service of the station
or replacing it in the supply reservoir A (Figures 5 and 6) by means of a pump or
some similar medium, whereas with the present systems of installation this simple
expedient is not possible. It should moreover be remarked that in the reservoirs
on the new plan freezing of the water could not, at the worst, interfere with the
working, because the ice would be continually broken by the atmospheric pressure
and by the head of water which rises in the reservoir when the feeding openings
are closed, seeing that the intake and outlet of water in these reservoirs are in the
lower part where freezing is impossible while in the upper part there are no
working levers, surface pipes or other apparatus in contradistinction to that which
is experienced in water towers of the present system. To recapitulate this new
system in addition to its other advantages and in particular the power of avoiding
freezing in cold climates is very simple, very easy to apply even on established
lines, since these reservoirs can be erected in the six foot way on the platforms and
even on the buildings, it effects considerable economy both of time and money and
this is a desideratum in all industrial installations.
Figure 7 represents another mode of installation by placing accumulators Eat.
different places over the lines or even pipes suspended across the lines, this system
is capable of effecting other important economies both of time and money because
it makes it possible to dispense with hydraulic cranes and because the locomotive
staff being able to feed their engine directly from these outlets, the employment of
the workman at present needed for this service is obviated and he can make
himself otherwise useful during the stop of the train. Further, as this system
renders possible, by a simple extension of the suspended pipe, a multiplication of
outlets, it supplies even the trains drawn up on sidings with an easy method of
feeding the locomotive avoiding long delays and shunting to get on to the main
line as well as the damages which arise from continuous shunting. It is also to be
noticed that this system makes the staff on duty on the engine capable of feeding
their engine on the open line where abundance of water or other favourable
circumstances make it advisable to put down a watering installation. Consequently
long pipe lines for taking water to the station can be dispensed with, advantage
can be taken of better springs, and more advantageous terms can be obtained in
purchasing water supplies with a view to establishing this system which allows a

page_text: choice of water, whereas at present one has to put up with the exactions of land
owners. The suspended pipe can be attached to the under side of a hollow beam
and be in communication with it so that it serves at once to ensure stability and
perform the functions of an air chamber to withstand the rush of water at the
moment of closing the outlet. In Figure 7 the pipe is carried on the uprights Fin
and the air chamber is shewn in outline.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
First. The conversion of reservoirs or water-towers at present in use on the
lines or in the stations of railways into water accumulators by raising the present
water tower to the level of the hydraulic supply reservoir or even by applying to
the same water tower an air tight metallic cap or cover fitted on the inside with
an outlet pipe which is carried to a greater height than the hydraulic supply
reservoir through this cap (B A Figure 1) substantially as set forth and
illustrated.
Secondly. By this conversion the abolition of the valve of the present system
with its disadvantages, and the increase of the power of the hydraulic cranes
tending to the acceleration of the feeding of locomotives (B Vyz G¹ Figure 1)
substantially as set forth and illustrated.
Thirdly. The erection of new isolated reservoirs offering advantages, as set
forth, in comparison with the present system of elevators or water towers, these
reservoirs acting as real water accumulators.in conjunction with the supply
reservoir A, and economising the expenses of erection, increasing the speed of the
feeding of locomotives (E E E Figures 2, 3 4) these reservoirs being able to be
economically erected on towers of masonry or even of old rails or entirely of
metal (F F F Figures 2, 3, 4) substantially as set forth and illustrated.
Fourthly. In case of the obstruction of old pipes the possibility of repairing
them at slight cost by the use of these reservoirs, which require only the pipe line
between them and the hydraulic crane to be renewed, of which crane the capacity
is desired to be increased, substantially as set forth and illustrated.
Fifthly. With reference to Figures 5 and 6 in view of the possibility of
effecting communication between A and E E or between A and G', with tubes of
reduced diameter (d) the filling of these reservoirs in the minimum interval
between two successive trains and the proportionate reduction in the capacity of
the supply reservoir A, with great economy in the expense of installation, the
whole as set forth and illustrated and substantially for the purposes set forth.
Sixthly. With regard to Figure 7, the use of accumulators placed directly over
the middle of the line and the use of pipes suspended across the line, also of hollow
metallic beams, which are at the same time air chambers in communication with
the pipe for the purpose of checking the effects of the rush of water, when the
outlet is stopped, substantially for the purposes set forth.
DaLed Lhis old day of June 1890.
DaLed Lis orn aRY OF June Lo90
CARLO CODA,
By Henry Skerrett,
24 Temple Row, Birmingham, Agent for Applicant.