Improvements in the Means for Heating and Ventilating Railway Carriages, also Ships' Cabins and Saloons.
Year: 1894

page_text: Date of Application, 10th Oct., 1894
Complete Specification Left. 10th July, 1895-Accepted, 17th Aug., 1895
PROVISIONAL SPECIFICATION.
Improvements in the Means for Heating and Ventilating Railway
Carriages, also Ships' Cabins and Saloons.
I, REUBEN THOMAS PRESTON of the Firm of J. Stone & Co. of Deptford in
the County of Kent Engineers do hereby declare the nature of this invention to
be as follows:-
According to this invention the heat in the firebox of a locomotive is utilized for
heating air which then passes into radiators in the compartments of the coaches.
The necessary draught or current is produced either by a suitable steam or air
ejector (which may be the same as or a substitute for the brake ejector in the
vacuum brake system), or with a special ejector supplied with steam from the boiler
or with compressed air from the air brake compresser or other pump or by the
pressure or suction of air produced by the train itself, the inlet pipe being open
towards the front of train and the outlet pipe open towards the rear of train and
both pipes if required provided with swivelling appliance so as to be suitable for
hoth directions of running the engine. And the outlet pipe may be fitted with a
special nozzle or a cone or cones or other approved arrangement for either air or
steam to create and increase the suction of the air through the pipes or one or more
air ejectors actuated by the rush of air caused by the motion of the train may be
used for the same purpose. Or the current is produced by air pressure in connection
with the Westinghouse or other air compressing pump for the brake or otherwise.
The pipe system may also be adapted for ventilating the carriages.
The heat in the firebox is utilized either by constructing the firebrick arch
hollow or chambered for the air to pass through and be heated, or by constructing
the deflector at or above the door, hollow or chambered, or by constructing both
in the said manner and utilizing either or both. The said chambered arch and
deflector may suitably be made in fireresisting material such as fireclay mixed with
asbestos or the like or in cast iron encased in or protected by firebrick or tiles or
other suitable fire-resisting material. These tiles may be slided in in dovetail
grooves. Or in lieu of cast iron I may use pipes, single, double or treble
and so arranged that they can be effectually protected against too great a
heat. I generally construct the said arch and deflector so that the air is carried
back and forth two or more times, the air entering and leaving by one or more
hollow stays or by conduit pipes preferably placed in the corners for protection.
The piping in the firebox if used is carried along the side or sides and may be
protected by fireslabs. The air thus heated then passes to a pipe coupling for
connection to the foremost carriage and to radiators in the various compart-
ments. The heating systems of the carriages are connected by suitable flexible
tube couplings between them. The return pipes may be connected to the same
couplings, either by the pipes themselves being attached together so as to form oue
coupling or otherwise enclosed in the same casing. Or I may use one pipe only in
connection with the air pressure arrangement mentioned and dispense with the
return pipe.
I also utilize the aforesaid pipe system in the carriages for ventilating them
especially in the summer time. For this purpose I fit each radiator or pipe in
connection therewith with a branch or stand pipe fitted with a suitable valve or
tap for admitting air from any part or parts of the carriage compartment into the
heating pipe system, the connection with the locomotive heater, being then closed if

page_text: ventilation only be required or if it is.desired to warm the carriages and at same
time ventilate them the said connection with the locomotive heater can be opened
(that is to say as regards the arrangement with induced draught) the tap or valve
on stand pipes serving at the same time to regulate the heat and ventilation as
required. Each radiator may be provided with a bye pass.
For ships in connection with marine boilers of the ordinary type a modified form
of this arrangement may be used by the introduction of a chambered arch or
system of pipes in the furnace or furnaces of the boilers. The heated air then
passing into radiators is thus conveyed through the saloons and cabins; the
necessary induced current to effect this purpose may be produced by the action of
suitable cowls or ejectors as previously described.
Dated this 10th day of October 1894.
JENSEN & SON,
77 Chancery Lane, London, W.C., Patent Agents.
Improvements in the Means for Heating and Ventilating Railway
Carriages, also Ships' Cabins and Saloons.
I, REUBEN THOMAS PRESTON, of the Firm of J. Stone & Co., of Deptford, in
the County of Kent, Engineers, 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 :—
According to this invention the heat in the firebox of a locomotive is utilized for
heating air which then passes into radiators in the compartments of the coaches.
For this purpose I construct the firebrick arch hollow or chambered for the air to
pass through and be heated, or I construct the deflector at or above the door
hollow or chambered or I construct both in the said manner and utilize either or
both. The necessary draught or current is produced by a steam or air ejector or a
In connection with this heating system I provide a ventilating system for
carrying away the vitiated air in the coach compartments and for under certain
circumstances also regulating the heat in the heating system.
fan.
In the accompanying drawings
Fig. 1 which is contained partly on Sheet 1 and partly on Sheet 2 is a vertical
longitudinal section through a locomotive boiler broken off in the middle shewing
in fact only the firebox and the smokebox,
Fig. 2 Sheet 1 a plan section of the firebox, Fig. 3 Sheet 3 vertical cross
section of same and
Fig. 4 Sheet 2 an end view of the smokebox.
In this example both the arch and the deflector in the firebox are constructed
and utilized according to my invention, and a steam ejector is applied to aid the
draught or current of air which enters by a bellmouth pipe.
The arch Figs. 1 & 2 Sheet 1 is made with a hollow interior casting A formed
with four cross passages or chambers A' A' A³ A' which are so arranged that the
air entering the chamber A' from the pipe B at one side of the firebox passes to
the opposite side where it enters the chamber A³, passes back, enters the chamber A³,
passes to the other side of same, and then enters and returns by the chamber A'.
The heated air then by the pipe Centers the hollow deflector D traversing first
its one chamber D' and then returning through its other chamber D³ whereupon it
passes into the train pipe E. The casting A is protected against the fierce fire by
the fireproof tiling For exterior of the arch and the deflector is similarly protected
by the tiling G. The tiles are slided on to dovetail ribs on the casting A as shewn
in Fig. 3 Sheet 3, the front tiles being for that purpose shewn removed.
The pipe B proceeds from the smoke box, Sheet 2, and its end is fitted with a

page_text: bellmouth entrance H which is made to swivel so as to take the position shewn
in Fig. 1 in full lines or in dotted lines according to the direction in which the
engine runs.
The hot air pipe E from the deflector passes thence to the train, one coach of
which is represented in the sectional side view Fig. 5 Sheet 4 and plan Fig. 6.
Fig. 7 is an end view of the radiators in the carriages. The hot air pipe E is
connected by coupling I and flexible hose K to the pipe L which terminates in a
radiator or heater Munder a seat in a coach compartment. This heater communi-
cates by the pipe L' with the heater M2 in the next compartment and so on with
the heaters M M and the pipes L'L'. The pipe continuation L' is connected
and coupled to the return pipe L' on the same carriage, or to the return pipe on
the last carriage of the train, the hot air having traversed pipes and heaters in the
other carriages in the same manner. By the return pipes L' L' L' and L³ the air
is conveyed back through the heaters Ms M M' and M and then by the return
pipe L' and its continuation L10 Figs. 1 and 4 Sheet 2 to the smoke box where it
is fitted with an ejector O which ejects the air into the chimney or alongside of
same by the pipe P in a comparatively cooled condition. Each radiator may be
provided with a bye pass.
QFig. 2 is a bye pass pipe with regulating cock Q' for permitting part or the
whole of the air from the bellmouth H to pass through such pipe Qinstead of
passing through the firebox; that is to say in cases when train heating is not
required, or only to a partial degree.
Figure 1 Sheet 1 also shows an alternative arrangement viz. the outer pipe B¹
with bellmouth H¹ and the exit pipe E' to the train.
Fig. 8 Sheet 5 shews a ventilating arrangement in connection with the heating
system herein before described. R is a pipe branching off vertically in each coach
compartment from the return pipe L' and provided at top with a cowl or bell-
mouth R¹ and regulating cock or valve R' for admitting air from the upper (or any
other) part or parts of the compartment into the return heating pipe L', the
connection with the locomotive heater being then closed, (that is to say the bye pass
valve Q Fig. 2 Sheet 1, being fully open) if ventilation only is required; a fan or
exhauster driven from one of the carriage axles and fitted at the rear end of a
carriage serves to draw the air from the said cowls R' thus ejecting the vitiated
air through the fan outlet pipe; or such fan or exhauster may be driven by an
electric motor. If it is desired to warm the carriages and at the same time to
ventilate them the bye pass valve Q₁ being closed the valves R' on the stand
pipes R will serve at the same time to regulate the heat and for effecting ventilation
as required.
Fig. 6 Sheet 3 is a plan view of a carriage with a system of heating pipes
without any special radiators.
Fig. 9 Sheet 6 is a sectional side elevation, Fig. 10 a plan section and Fig. 11
vertical cross section illustrating a single pipe line system terminating in the last
carriage in an exhausting fan S and pipe S', this fan taking the place of the ejector
on the locomotive described with reference to the double or return pipe system.
This single pipe system may also be used in connection with the ventilating
cowle R and pipes R described with reference to Fig. 8.
For ships in connection with marine boilers of the ordinary type a modified form
of this arrangement inay be used by the introduction of a chambered arch or bridge
in the furnace or furnaces of the boilers. The heated air then passing into radiators
is thus conveyed through the saloons and cabins; the necessary induced current to
effect this purpose may be produced by the action of suitable cowls (answering to
the bellmouth H and ejector or fan as previously described).
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed 1 declare that what I
claim is:
1. The application and use in the arch or in the deflector of a locomotive firebox

page_text: of a chambered heater or its equivalent for air to be passed through it to take up
heat from the arch or deflector or both for the purpose of train heating substantially
as described.
2. The constructions of arch and deflector with internal air heater as shewn and
described.
3. The combination with the heating appliance in the firebox and the single or
return beating pipe system of the ventilating apparatus described and shewn.
Dated this 10th day of July 1895.
:
JENSEN & SON,
77 Chancery Lane, London, W.C., Patent Agents.
JENSEN & SON,
77 Chancery Lane, London, W.C., Patent Agents.