Improvements in and relating to Apparatus for Applying Sand to Railway Rails for Increasing the Grip of the Wheels of Engines or Vehicles thereon.
Year: 1892

page_text: COMPLETE
SPECIFICATION.
[Communicated from abroad by CHARLES WILLIAM SHERBURNE, of 53, Oliver
Street, Boston, in the County of Suffolk, and State of Massachusetts, United
States of America, Gentleman.]
Improvements in and relating to Apparatus for Applying Sand to
Railway Rails for Increasing the Grip of the Wheels of Engines
or Vehicles thereon.
1, HENRY HARRIS LAKE, of the firm of Haseltine Lake & Co., Patent Agents,
45 Southampton Buildings, in the County of Middlesex, do hereby declare the
nature of this invention and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement :-
This invention relates to the combination of a track sanding apparatus with the
air supply of the Westinghouse or other air brake system, and to the manner of
combining said air brake system with the sand box or sanding pipes employed.
The method of combining the air brake system with the sanding apparatus will
first be described.
In the accompanying drawings
Figure 1 is a diagram of the sanding apparatus.
Figure 2 is a vertical section of the sand distributing barrel.
Figure 3 is a vertical section of a modified form of sand distributing barrel.
Figure 4 is an end elevation partly in section of the same.
Figure 5 shows a further modification of the sand distributing barrel.
Figure 6 is a vertical section of a still further modified form of sand distributing
barrel.
Figure 7 is a cross section of the same.
Figure 8 is a plan showing my improved arrangement of sand box valves.
Figure 9 is a vertical section of the same.
Figure 10 is a section of the improved valve and its connection.
Figure 11 is a detail sectional plan.
Figure 12 shows a modification drawn to a smaller scale.
Figure 13 is a vertical section of a further modified form of sand-box valve
drawn to a larger scale.
Figure 14 is a plan of the same.
Figure 15 is a further modification in which the valve scat is chambered.
Figure 16 is a diagram showing the general arrangement of the apparatus on a
locomotive showing the arrangement of a water trap in the air pipes and
Figures 17 and 18 show a vertical section and a sectional plan respectively of
the said water trap.
Like letters of reference indicate corresponding parts in the several figures of
the drawings.
In Figure 1A indicates the boiler of a locomotive B is the sand box mounted on
said boiler; C is the sand controlling barrel placed in the pipe leading from the
sand box to the front of the driving wheels; D' is the sand pipe leading from the
sand box B to the sand controlling barrel, and D is the sand pipe leading from
the said controlling barrel to the front of the driving wheels.
I have shown the sand controlling barrel as placed in the sand pipe, but it will
be seen hereafter that the sand controlling barrel in the sand pipe may be dispensed
with, and a sand controlling valve placed in the bottom of the sand box. But this
could not be so well represented in diagram as a separate sand controlling barrel in
the sand pipe, and the connection with the air brake apparatus so clearly under-
tood

page_text: E is an air reservoir connected by the air brake pipe e with the triple or signal
valve F.
The well-known construction of the modern Westinghouse air brake provides for
the application of the brakes by the turning of a valve upon the engine. Each
vehicle to be braked has an independent reservoir supplied from the air pump of
the engine, into which independent reservoir the compressed air is conducted from
an air pipe which runs the whole length of the train, the connection of which air
pipe with the reservoir on the car is covered by an instrument called the "triple
valve."
There is connected with the train brake apparatus another valve called the
"signal valve" which operates on very much the same principle as the "triple
valve."
There are two forms of "signal valves" in use in the Westinghouse apparatus,
and one of them called the old pattern of "signal valve" is better adapted to the
use to which I propose to put it than the new pattern called "signal valve" though
either of them would probably serve my purpose of combination of the reservoir on
the car and the air pump connected with the engine with the triple or signal valve
and the engineer's valve and sanding apparatus. So long as the air pressure in the
reservoir under the car is equal to the pressure in the train pipe no braking is done,
but when the engineer on the engine turns what is known as the engineer's valve
which is connected with the air pipe leading from the engine towards the train, the
pressure of air in the train pipe is reduced, and the pressure of air in the storage
reservoir attached to a railway car allows the triple valve or the signal valve to
open and the reservoir is by the opening of this triple valve connected with the
brake cylinder, or the reservoir connected with the signal valve is opened to the
alarm whistle.
This apparatus which I have hitherto described forms no part of my invention,
but I employ an apparatus acting on the same principle to actuate a rail sanding
apparatus automatically on the opening of the engineer's valve so that sand
may be applied in front of the wheels either of the locomotive or of the car at the
same time that the brakes are applied.
is the pipe which connects the triple or signal valve F with the train pipe ;
e is the pipe which connects the triple or signal valve employed in this apparatus
with the tee G, e is an air pipe connected with the said distributing barrel C at one
end, and with the air brake apparatus at the other end, and having in it the tee G
already referred to, and also the tee H, which serves to connect it with another
pipe on the opposite side of the apparatus, in order that both sand pipes shall
deliver sand at the same time, it being understood that the pipe, but not the
reservoir or triple valve of this apparatus is duplicated on the further side of the
apparatus concealed by the boiler. This pipe e may be controlled at the will of
the engineer by the cock e. e' is another pipe leading from the pipe m¹ to the
sand distributing barrel C, and this is controlled by the engineer by the cock e².
A branch of this pipe e¹ (not shown) also goes to the sand controlling barrel on the
opposite side of the engine. The pipes m m' serve to connect these pipes e e¹ with
the air supply passing through the train pipe. The pipe m is the usual pipe con-
nected with the train pipe, and is managed by the engineer's valve N, already
referred to.
It is observed therefore that when the engineer's valve is opened and the
air pressure in the train pipe and in pipe m is lowered, the automatically
acting valve F will be caused to act, and the air supply will be sent from the
reservoir E through the pipe ees and e to the sand distributing apparatus C, and
thereby the turning of the engineer's valve N, will cause a supply of air under
pressure to be furnished to the sand distributing apparatus C of this apparatus ;
and this apparatus is therefore arranged in combination with the air brake
apparatus of the Westinghouse system so as to act automatically when the air
brake apparatus is operated.
In stopping the train by its brake the wheels of a train, or at least some of

page_text: them, are very apt to "skid" as it is called or slide upon the rails, but if the rails
are sanded when the brakes are applied they will continue to revolve, and the
revolution of the wheel is essential for a speedy stoppage of the train. It is
therefore important that the rail should be sanded in connection with the applica-
tion of the brakes. But there are too many handles already in a locomotive cab
for the attention of the engineer, and he could not well be asked to put the sanding
apparatus in operation independently. If desired, of course, any of the cars could
be furnished with a sanding box and pipes to deliver sand in front of the car
wheels, and this could be operated from the reservoir and triple valve on the car
itself.
Turning now to the particular form of apparatus employed for this purpose,
which is shown in Figures 1 and 2, C is the shell of the barrel.
C is the cap,
C2 is the neck of the cap, by which it is connected with the pipe D' of Figure 1,
leading from the sand box B. C3 is the lower neck of the apparatus by which it
is connected with the pipe D leading to the front of the wheel. The neck C' is
hollow, and this hollow of the neck is continued into the channel c. On the inside
of the barrel C is a wall I, which connects with the boss C, and in connection
with the boss forms a curved channel, lettered L. This curved channel is stopped
at its lower end by the screw plug K. By removing this screw plug K, the sand
in the channel L can be cleared out. Around the top of the channel L is located
a circular air channel et, which circular air channel is perforated with more or
less holes e, only one of which is shown. The air channel e is connected with the
air pipe e, which is an air pipe leading to the train pipe. By opening the cock e
a supply of air is furnished to the channel e', and entering among the sand will
drive it forward in considerable quantities.
The other air pipe el entering a hole in the boss C' which connects with the
small vertical channel e leads to a pipe which traverses the circular air pipe e¹
from top to bottom and opens into the port ex. A wall M M surrounds the pipe
projected downward from the neck C, and may be slightly higher than the bottom
of this pipe. The basin within the wall is lettered O. Sand descending from the
sanding box will pass through the pipe D' into the basin O and into the channel L,
filling this latter and banking up into that chamber O. If now a moderate supply
of sand be wanted the air pressure is admitted in the pipe e¹ by opening the
cock e, and the air will pass through the air pipe e¹ and its channel and issue at
port e, blowing the sand upward over the wall M, and thence down through the
annular channel or nearly annular chaunel c² to the lower part of the barrel and
thence out through the neck C³. Only a moderate supply of sand can be furnished
by this means. If however, a larger supply of sand is needed, a larger supply of
air can be furnished to the chamber O at different points in the circumference
by admitting air through the air pipe e, which will then enter the annular
channel e and be delivered to the chamber O at different points around its
lower circumference, and thus blow out a ring of sand which will pass over
the wall M, and be sent forward and blown downward to the front of the
wheels. If the train brake is applied in the usual way by turning the engineer's
valve, the apparatus will then work automatically in connection with the air
braking apparatus through the combination of the reservoir E, the automatic
valve F, and the pipe e.
It is believed that no arrangement has hitherto been made for combining with a
sanding apparatus actuated by compressed air, two independent supplies of air,
one furnishing to the sand a very small quantity of air in one place and the other
a much larger quantity in several places; and it is also believed that no attempt
has hitherto been made to combine an air actuated sanding apparatus with the air
brake apparatus, so as to be called into action automatically on turning the
engineer's valve; and it is also believed that the construction of the sand distri-
buting barrel is in many respects novel.
It is obvious that the reservoir E, and automatic valve F can be placed on either
side of the engine or other vehicle. It is not necessary to have an independent

page_text: reservoir E, as the main reservoir can be used if desired. The blast of air supplied
to the sand-regulating barrel will be exactly proportioned to the strength with
which the brakes are applied. If the train should break apart, sand would be
supplied automatically without the intervention of the engineer.
The expense and danger of "skidded" or sliding wheels will be very much
alleviated if not entirely checked by the use of this apparatus.
As before observed the apparatus can be applied to a vehicle in any part of the
train, and in long trains and particularly in freight trains furnished with air brakes
it will be desirable to have an automatic sanding apparatus at or near the head of
the train and others farther back in the train, so that sand shall be applied in
several places to the rail.
"
I have referred to the valve which is to govern the automatic supply of air as a
triple or signal valve, and also as an automatic valve. The descriptive words
"triple or "signal" valve indicate the construction which it is desirable to
follow, either of which constructions is suitable for the purpose when desired;
but in order to include other valves of similar construction which may be
mechanical equivalents thereof, and to include both of said forms in one word
which implies the quality desired, I have called them by the single word "auto-
matic" valves.
The apparatus which I have just described as a sand regulating barrel is placed
between the sand box proper and the nozzle of the sand pipe in front of the
driving wheels. Inasmuch as the transverse diameter of the sand box is con-
siderably less than the transverse diameter of the locomotive boiler, and considerably
less than the gauge or distance apart of the driving wheels of a locomotive, or than
the wheels of a car it will readily be seen that the apparatus just described might
have the platform of the chamber O far from horizontal; and in this case the
wall M far from uniform in height above a horizontal line, and this would lap on
the nozzle and project downward from the upper neck C2 of the apparatus more in
one place than in the other, considered in relation to the horizontal line. This
would introduce a difficulty in the working of the apparatus which would be quite
undesirable, and I therefore describe a modified form of this apparatus, which is
for such a situation more desirable than the one already shown.
Where the axis of the sand column is considerably slanted, to reach a vertical
axis in the feeding part of the sand column, I make the sand distributing barrel
cylindrical horizontally, as shown in Figures 3 and 4.
In these figures C³ is the upper neck of the apparatus; C³ is the lower neck of
the apparatus C is the shell of the apparatus ;
is a removable head all as before
described.
The function of these parts does not particularly differ from the function of the
parts hitherto described by these letters. They form the enclosing shell of the
apparatus and the necks which connect it with the sanding pipe. A neck is formed
on the head C¹, which is lettered P, and in this neck is made a place for a set
screw, P. The opposite end of the shell C is perforated and counterbored for the
reception and passage of a connection with the air blast pipe e of Figure 1. This
connection is made through the neck f¹ and union joint f in a manner that is familiar
to all steam and gas fitters. The interior of the shell C must be symmetrical and
in the form of a solid of revolution, and the perforations of the head and opposite
side of this shell must be in a line with each other. A shaft Q passes through the
head C and may be clamped in any desirable place by the set screw P.
It may
be adjusted to this place by the handle Q1 but in order to adjust it, it will be
necessary to loosen the union joint fand then tighten it up again when adjusted.
Opposite this shaft Q is the hollow journal Q', forming part of the union joint.
This hollow journal Q² connects with an air channel Q³, which surrounds the dome
attached to the hollow journal Q2 and the shaft Q.
The general nature of this dome may be seen in Figure 5.
It closed at the top inside of the air pipe Q³, and it has depending walls Q*; a
perforated stage R is in fixed relation with the dome and shaft, and this stage has

page_text: a lip on its upper inner edge. The air pipe Q³ is perforated in several places, as
shown at g, so that air may be blown into the dome. This perforation 7 may be
on the exterior or on the interior of the dome, as desired. The stage is to be set
and clamped horizontally, and the edge of the dome Q is not to descend below the
upper edge of the lip r, so that the sand shall not be trapped.
When this apparatus is in use a column of sand passes down through the neck C²,
and encountering the top of the dome rests upon it and descends along the sides
of the dome upon the stage R and will there rest, and little or no sand be fed by
gravity until an air blast is started. As before stated this air blast may be
delivered on the exterior of the dome or on its interior. It will impinge upon the
sand and carry the sand forward and through the perforated stage down in front of
the driving wheels.
In the drawing Figure 5 represents an apparatus embodying the features of the
above described apparatus, except the feature of the adjustability in a horizontal
direction of the stage and dome. It may be used where the sand pipe is so led out
and adjusted that the sand barrel stands practically perpendicular.
Figure 6 and Figure 7 represent an apparatus similar to that shown in Figures 3
and 4, with the exception it is reversed in position. In this apparatus C² and C³
are, as before, the necks; C C¹ are the body and head of the apparatus; P P¹ are
the boss upon the head of the apparatus and the set screw; Q is the shaft and
Qthe shaft handle; Q2 is a hollow journal. In lieu of a ring perforated with holes
a single nozzle is employed, and the sand delivers through the hole in the
stage R into a cup R', which is supported some little distance below the stage R
in a ring R2, in which ring R² this cup R₁ can be adjusted up and down, and
thereby a greater or less amount of sand can be delivered with the same amount of
air blast. is a reducing plug to regulate the strength of the air blast. In other
words the strength of the air blast and the delivery of the sand can be adjusted to
each other in two ways.
These different schemes depend upon the same principle and consist in the
employment of an additional said delivery pipe. They involve the application of a
new fixture outside the sand box for the purpose of employing this air distributing
feature. It is, however, probably preferable and certainly will be cheaper to modify
the present apparatus of the sand box in order to apply this principle directly to
the valve of the sand box.
In the present sanding apparatus a sand box is mounted upon the top of the
boiler, and valves are provided for admitting or excluding the entry of sand from
the box into the sand pipes that run down in front of the wheels. These valves
are swinging valves which are operated by gears from the outside of the sand box.
In order that the working of these valves may be understood, and my improve-
ment be also appreciated, I will now describe the same as follows:
In Figure 8, T is the shell of the sand box, and T is the bottom of the sand
box. In the centre of this bottom is pivoted a segment gear U, which has a
handle U₁. This handle serves to move around the centre of the sand box the
segment gear U. This segment gear engages with other segment gears, (one on
the right hand and one on the left of the sand box) U2, and these segment gears U²
are each of them mounted on valve stems U³. These valve stems extend up
through the bottom of the sand box, the segment gears U and U2 being below the
bottom of the sand box. Upon these valve stems U³ are mounted in fixed relations
the swinging valves U, and the valve stem is continued upward and has stirring
pins U passing through its upper part. These stirring pins serve to agitate the
sand when the valve is moved much as the pins in a salt caster agitate the salt.
All the parts hitherto described excepting the swinging valve are made in the
ordinary and usual way. The swinging valve is made in detail, as shown in
Figure 10, in which U' represents the body of the valve. There is a slot or cavity
made horizontally through the body of this valve, as shown at t Figure 10. This
slot makes a chamber in the body of the valve into which sand will work from the

page_text: sand box and would flow down the sand pipe were it not, perhaps, that the lower
member of the valve has a bead around the edge of the sand pipe, which bead is
lettered t².
In order to make this valve properly, there is a screw plug t³ with a concave end
that fits in the top of the valve U. An air pipe connected, as already described,
with the air supply of the Westinghouse brake system and preferably governed by
a triple or signal valve is brought up to the sand box. This air pipe is lettered in
Figure 8, e. On entering the sand box it is branched in two directions, one e³
leading to the right hand valve and another e leading to the left hand valve.
The nozzle of this pipe is, as shown in Figure 11, introduced opposite the cavity
or chamber t, of the swinging valve, and when air is turned on, it sends a small
blast into the cavity between the two parts of the swinging valve, and hence down
the pipe leading to the front of the wheels, which pipe in this apparatus, as in the
former contrivance is lettered D. If air is admitted to the cavity of the swinging
valve it will carry with it as it goes down the pipe D a sufficient quantity of sand
to sand the rails, and consequently by simply changing the form of the valve in the
sand box, nearly, if not quite the same advantage can be obtained as by applying
the additional and external sanding apparatus.
Figure 12 shows a valve of the present form which is not provided with a
chamber, but in lieu thereof a chamber t is arranged in the valve seat.
If the air
blast is introduced into this chamber in the valve seat, and the valve U of Figure 12
slightly shifted so as to allow a feed of sand into the pipe D, the valve seat chamber t
of Figure 12 will be the equivalent of the valve chamber t of Figure 10, and will
operate in substantially the same manner.
Figures 13 and 14 show a slightly different form of swinging valve. In this Us is
the valve spindle, as before and Us the stirring pins, and U the swinging valve.
The pipe is brought into the cavity of the swinging valve, and delivers its blast
of air as already described, only the valve U is made with a hood t somewhat
different in detail from the chamber and screw plug already described. Nevertheless
this contrivance is substantially the same contrivance with variations of minor detail
that has already been referred to.
Figure 15 simply shows the chambering of a valve seat and the change of form
of the valve necessary for the purpose when a chambered valve seat is desired
instead of the hooded valve Figures 13 and 14. In this U is the swinging valve
and U³ is the valve stem, U³ the stirring pins; D' is the sand pipe, and is the
chamber beneath the swinging valve; is the air nozzle through which air is
introduced to the chamber beneath the valve.
It will be seen that the cover of the sand pipe D' is in Figure 13 the hood t* of
the valve U, and that there is a channel for sand beneath it into the pipe D', and
that the cover of the sand pipe in Figure 15 is the swing valve U, and that the air
chamber beneath it, t, with the air channel are substantially the same as the
parts shown in Figure 13, only the air channel which leads to the pipe D' is in the one
case along side of the swinging part of the valve, and in the other case is within it.
In this apparatus or any other apparatus which deals with compressed air there
is liable to be at certain temperatures and conditions of weather a collection of
moisture in the pipes of the apparatus which might possibly, and in cases of
extreme saturation would undoubtedly interfere with the working of the apparatus.
It will therefore be desirable to interpose a moisture trap in the air pipes.
Figure 16 shows such an apparatus so interposed. is the air pipe leading to
the sand distributing barrel A, or to its equivalent, the swinging sand valve inside
of the sand box, and W is the water trap interposed in said pipe for the purpose
of mechanically scouring the air from moisture. The details of this apparatus are
shown in Figures 17 and 18. e' upon the left of Figure 17 is the induction air
pipe, and e¹ on the right of Figure 17 is the eduction air pipe. It is in the air
pipe leading from the compressed air reservoir, denoted in the other figures by J
letter e, that this moisture trap is situated. W is the water trap, W' is the neck

page_text: at the bottom of the trap which has a valve seat within it, as shown, and W* is the
valve which closes into this valve seat. This valve is a common compression valve
perforated from side to side below the cone which engages with the valve seat, and
is perforated from its exterior and lower end up to its traversing perforation. It is
a common form of valve in lubricators and other like structures, and no claim is
made on account of its construction.
The trap W has a vertical partition X perforated from side to side, and running
from the top nearly to the bottom of the trap W. The air coming by the route of
the pipes el is obliged to pass through the trap, and will be scrubbed by passing
through the perforations of the partition X, and the moisture scrubbed out of it
mechanically by friction will fall to the bottom of the trap W, from which from
time to time it can be let off by opening the valve W2. Many other forms of
scrubbing trap can be devised and are, indeed, already more or less common,
particularly in gas apparatus for the purpose of removing from illuminating gas
the tar and other substances which are likely to collect. Hence it is simply the
combination of a moisture trap with the air pipe of an air driven sand blast
apparatus that constitutes this part of my invention.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, as communicated to me by
my foreign correspondent I declare that what I claim is :-
1. In a rail sanding apparatus the combination with the sand supply apparatus
of two independent conduits for compressed air, both under the control of the
engineer, one of them being the pipe e and the other being the pipe el, the pipe el
furnishing only a small quantity of air to propel the sand, the other pipe e furnishing
a much larger quantity of air to propel the sand, substantially as and for the
purposes described.
2. In a rail sanding apparatus the combination with the train pipe and engineer's
valve of the reservoir E, the automatic valve F the air pipe e and sand distributing
barrel C, substantially as and for the purposes described.
3. The combination of the Westinghouse air brake apparatus having an automatic
valve and its air reservoir with an air actuated sand distributing apparatus and sand
delivery pipe, substantially as described.
4. In a rail sanding apparatus the combination of a sand chamber, O, a wall M
surrounding said basin, a sand delivery channel c² and two air pipes, one of which
furnishes a much larger quantity of air than the other, substantially as and for the
purposes described.
5. The combination with a railway train and with the vehicles thereof and with
the air brake apparatus of such a train of two or more sets of automatic rail
sanding apparatus actuated by compressed air of the air brake apparatus, one of
which automatic apparatus is located on a vehicle at or near the head of the train,
and the other one on a vehicle behind the vehicle at or near the head of the train
which carries the rail sanding apparatus hereinbefore referred, to, substantially as
and for the purposes described.
6. In a rail sanding apparatus the combination with the train pipe and the air
reservoir E and automatic valve F and air pipe e of means under control of the
engineer to actuate said automatic valve, and with a saud supply open to the
sanding pipes and combined with an air pipe, substantially as and for the purposes
described.
7. In a locomotive rail sanding apparatus the combination of a hollow body
having two necks, one for attachment to the sand pipe leading to the sand box, and
the other for attachment to the sand pipe leading in front of the driving wheels,
and an interior dome with dependent walls, outside of which dome and within the
cavity of the body is a sand channel, and with the stage E, provided with a lip
upon its inner edge, which lip does not extend above the lower edge of the depend-
ing wall of the dome and is of less diameter than the wall of the dome, and with
an air pipe supplying compressed air to the cavity within the dome, said air pipe

page_text: being perforated with holes for the passage of air therein, as and for the purposes
described.
8. In a locomotive rail sanding apparatus the combination of a body having the
interior form of a solid of revolution which body is provided with two necks, one
for connection with the sand pipe leading from the sand box of a, locomotive, and
the other for connection with the sand pipe leading in front of the driving wheels,
with the shaft Q, the hollow journal Q², perforated air pipe Q³, and dome provided
with depending walls Q, the whole adapted to be adjustable to and clamped at any
angle with the axis through the necks C2 C3, substantially as and for the purposes
described.
9. In a locomotive rail sanding apparatus the combination of a body having the
interior form of a solid of revolution and provided with two necks, one for
attachment to the sand pipe leading from the sand box, and the other for attachment
to the sand pipe leading in front of the driving wheels, and an interior stage dome,
perforated air pipe delivering air to the cavity of the dome either inside or outside
of the walls thereof, and a shaft Q, and hollow journal Q2, adapted to be connected
with a source of air supply under pressure, the whole being adjustable within the
interior of the body, and adapted to be clamped in any position therein by means
substantially as described.
10. In a locomotive rail sanding apparatus the combination of a hollow body
having two necks, one for attachment to the sand pipe leading from the sand box,
and the other for attachment to the sand pipe leading in front of the driving wheels.
and an interior stage perforated for a sand channel and provided with legs which
support a rim R², and having attached thereto the cup R¹ with an air nozzle q¹
located between the upper edge of the said cup and the lower surface of said stage,
substantially as and for the purposes described.
11: In a rail sauding apparatus having an interior stage, and a sand channel
through said stage, a cup covering the aperture through the stage, of said sand
channel, and an air blast between the bottom of said stage and the upper edge of said
cup, the cup R' adjustable to and from said stage, substantially as and for the
purposes described.
12. In a rail sanding apparatus having a stage, a sand channel through the stage,
a cup opposite said channel and extending laterally beyond the edges of said sand
channel, the air nozzle q' between the upper edge of said cup and the lower surface
of said stage, substantially as and for the purposes described.
13. In a rail sanding apparatus having an internal stage, a sand channel through
said stage, a cup below said stage, and extending laterally beyond the borders of
the channel through said stage, the air blast pipe Q2, provided with a reducing
plug, substantially as and for the purposes described.
14. In a rail sanding apparatus provided with a stage, a sand channel through
said stage, a series of depending legs, and a rim supported by said legs, the
combination of the adjustable cup and air nozzle above the upper edge thereof,
substantially as and for the purposes described.
15. In a rail sanding apparatus provided with the cup R¹ which is interposed
across the sand channel and is larger in area than the sand channel above it, the
combination of a cup having an induction sand channel about its centre and an
eduction sand channel around its edge with an air blast nozzle, substantially as and
for the purposes described.
16. In a rail sanding apparatus the improved valve U₁ consisting of an upper
member and a lower member, separated by a horizontal chamber t, substantially as
and for the purposes described.
17. In a rail sanding apparatus the improved swing valve consisting of a lower
member provided with a bead t² and an upper member separated from the lower
member by the chamber t, substantially as and for the purposes described.
18. In a rail sanding apparatus the improved swing valve consisting of a lower
member and an upper member separated therefrom by the chamber t, and a screw
plug to substantially as and for the purposes described.

page_text: 19. In a rail sanding apparatus the improved valve consisting of a lower member
and an upper member separated from each other by the intermediate chamber t,
and the adjustable plug substantially as described.
20. In a rail sanding apparatus the improved swing valve having a chamber t in
combination with the air pipe e³, substantially as and for the purposes described.
21. In a rail sanding apparatus the improved valve consisting of a lower member
and an upper member separated from each other by an intermediate chamber & in
combination with an air blast pipe e³, substantially as described.
22. The improved swing valve formed with a hood and trap, and having combined
therewith an air pipe and an air nozzle within the trap, substantially as and for the
purposes described.
23. In a rail sanding apparatus the combination with the induction air pipe which
furnishes air under pressure to the sand valve or sand distributing barrel of a
moisture trap or water trap W, substantially as and for the purposes described.
24. In a rail sanding apparatus a moisture trap consisting of induction and
eduction pipes adapted to be combined with the air pipe e¹ of the track sanding
apparatus, a perforated vertical partition and a discharge valve, all substantially as
and for the purposes described.
25. In a rail sanding apparatus the combination of a sand box, and pipes leading
from said sand box to the front of the driving wheels, a controllable drafting and
propelling current for drafting and carrying the sand from the sand box to the
front of the driving wheels, a cover above the top of the sand pipe which extends
laterally beyond the channel of the sand pipe, a channel from the sand box into
the sand pipe beneath said cover, and a bead around the upper edge of said sand
pipe and beneath said cover, and a blast nozzle beneath said cover, substantially as
described.
D-1 1 Dammbo 1900
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.