■#. IMAGE EVALUATION . TEST TARGET {MT-3) .. V . r \ J. 1.0 SK4ia "■ ■'" 12.0 liL ^- ^ '■■■ M 1-25 iU 11.6 .\- ?M^} t' ' *>» .... '^■^ « ■ JSdmoes CarporatiQQ M WBT MAM STRHT * WIMTM,N.Y. USIO (7U)S7a-4S03 ■*n ../■.■ "■/■■ .^ ,. This i Cedo 10X tern is cumet fihna nest dat« film* ha red autat 14X uctio( IX da n ratio chec rMuction it ked below/ idiqu*ci-di 18X ISSOUS ^ 22X • 26X - - XX V. » ■' 't,,. _ T5T— ■ J \ > '.',.:-■ «x nx aoK ^^ 2iX ^^■■■^ 3ak ^■^ L— J I^V ''/■• , ■. ■*''„; . *■ " b V,,. ■• . ;•« fe ■■ /v- ,;-:,., . .. - / . JaX « ; ' .' ^gvj''- ;- . , ' ; ■ 4^ VTIM copy fnm«d hf hat bMn rtpro^iiMd thanks tto ttM g«n«roalty-v M^ ,.'-■■ .-. ■ ' ' M&KOKKk ^ L ^■ ;• OF RAILWAY CARS. ■^^^ BY- .^ tff' J. D. BARNETT, ./ r, ' M. Can. g»oc. (\E. r»r .■>*■ i .... ... / " " . i . ^ ■ -^ ^ > > ,, , ■ l BY PERMISSION OP THir COUNCIL. / ■■] ■^"" - • ."'■'■ '■ f '\ ■: : • \ — ■ . ^ ' \-. . EXCERPT MINUTES IF THE TRA.VSACHONS OF THE SOCIETY ^ ■ _, ? r , Vol. I. Part. I. Session 1SS7 . 1 % ■•■■'' '■- if' " ■ *» -' • v^ ' ■ . f V .•■'.' '''-■• * A ,:> ' , .. , • ' • ' - >. ■ « •. ■ ,. " . ! r: IPtfMtYMt! * . J . », .. .PRINTED I5Y JOHN LOVELL & SOXf r ■ -■ ■ ^— s ' . " \ J _ . ^.„-, . a_ ,_ .,^_ _t_ ,. '-s 'r-- -V y^ •* ■ . Tk A~-^-A ■■ ■ ■ f • \ ■A \- '^^ -\ ■iV ^ The Society will not hold itself responsible for any statements or opinions which may be advanced in tlie. following pages. .4 ; -yf. y ■ ■'\.-.- -r»i- h I ■u ,} I ;' inalitait Spcietfi ^f f tbil f ngtnms* S188ION 1888. TBANSAOTIONS. #■. THE WARMING, VENTILATING AND LIGHTING OF RAILWAY GARS. i^ By J. D. Barnstt, M.C!an.Soc. C.E. A more ^satisfactory question thin that of railway oar heating and ventilation it would bo difficult to find. Not only do car de- sigqiers disi^ce, but the passenjrcni have ideas and wishes so dia- metricaily opposite that a satisfactory solution does not at present seem possiblk Do not expect it from the author, who will tsUjciii himself happv if he suec«ed^ in puuvcvuij.^ a f.i'fW cloui 1.1. a of th- problem, andlof those recent attempts at it^ solution aj^^ching nearest to success. k ^il»§' The probleljn. conaRhstins; the wide atiid .rapid varlatirt^ of a North American climate, is certainly a dq,uble one, although experience and the Patent Office. records sh^ that each fuctor is usually attacked Hmgly ; and at first it will perhaps be better su tu i«>ok ul Iho ual>jUit/ The ioqulsitos oi'a^ad heater arc .- ; / (a) That it give out heat sufficient in amount. / (b) JhiA it be safe from fire ruk, scaldii^, &o. / (c) fhMt it be frost proof. / (illty iu the c.nl , tiuuouB coupling!.. The expen>e of renewing each hose may amount to $3orf4 per year. Sewall lias a simple and effective metallic hose coupling, locking by gravity, and readily separating when cars beconio detached, which will p^r|iit of a free interchange of cars witjh foreign railwhys on through riiils. Emerson has apparently not given this. most important point laW special attention, and as each car with his e(|uipment, has an inde[^ndent outlet by pet-cock for the excess of| steam and water, therik \h produced with this arrangemeut a vapour iwmetimcs obscuring the windows, and the annoyance of a constant drip of water has been notiosd. Sewull has a small opening in the through '' • 'Sj!i*tix-- // . X y/, Barnett on the Wanning, etc., pf Railway Cars. 5 , tteani pipe to atmonphoro at i>nd of lant car only, the exoew of water in / hoi well under each car being discharged intermittently by self-acting trap. . ^ The oontinunns circulation and its control (when car is detnched and ' fire is put under hot well) cannot be said to be perfect with either system, Emerson having to use a second series of pipes on oar roof to act as a oondenser or cooler, while the Scwall slowly loses its water, stpply, from the (permitted euospe of steam through a pin hole at end of the continuous pipe. The pounds of steam condensed to water per car per hour are variously given, the independent tests (fir too limited in number) shewing higher figures than those given by the patentees. The Chicago, ; Minneapolis & St. Paul Ry.Co. obtained an average of 75 lbs. at tempera- tures between 20 ® \ and 40 ^ above scro ; but even their careful experi- ments will not perm,it an approximation to the weight of steam required with high winds, and temperatures from 20 ® to 30 ® below sero. It may be deduced fijom some experiments with these systems, and a loco- motive with a boiljer so large that it is not generally worked up to \U maximum cap:icity, that 1 lb. of soft coal buhit in its fire-box will ' radiate an amount of heat equal to 2 lbs. of anthracite burnt in the car; therefpre, after allowing a margin for fuel used when car is detached from locomotive, the total or annunl coft for fuel, when the rolling stock is fully eqiiippcd for steam heating, will be but one-half of that now paid for hard coal, ranging at present on various railways from $36 to $5S per year per car. There is no information as yet,, nor can any bo obtained until next winter, as to' the continMnin^on of " traps " in getting rid of local condensation at extreme^llw teniperfiture. ^ Hot water heaters — that is to say, the contained coil and vertical boilers of Owen, Baker, Smith, Johnson, Couichlan, Salmon, etc, — fill all requirements, except "6" and " c," and various schemes have been tried and suggested to overcome these defects, such as enclosing the whole in a metal safe with self-shutting doors, or making the water- crown ci stove boiler of thin ca»t-iron, so that it shall, in case of acci- dent, instantly fracture, thus 'drowning the fire, oc arranging that derailment open a reservoir of chemicals which shall discharge into and kill the fire. IHie. dead weight of the safe and its .contained store would be dangerous in time of collision ; self-quenohing arrangements cannot be depended upon if left disused, say, for twelve months ; and it is possible that the escaping vapojciis aind acids mjght prove quite m dangerous to life as hot cinders would. Exhaust steam from the locomotive cylinder and from the brake air- ^V.^ .*:±. ,./- .6 Bdrnett on the Warming^ etc., of Railway Cart. pump hatfo been slightly cxperimcnUxl with u a Maroe^f oar heating; bu^ th« water carried in sutipenHioD ia no large in amount and so difficult to get rid of, as to diwouragc any hope ofiiucoeia in that direction, in Canada, unleu it be by the use of the Williams patent, recently experi- mented upon by the Ciiitral Venmot Railway, in which the old pipoi employed in sinKlo circuit with a hot water heater ara utilised. The single circuit ifi broken, and the pipes on each side of each flar are con- necteid under the platform by flexible hose,- so that there is opportunity fur compluto' circuit down one side of train and back the other, when the two hose under platform of laHt car arc coupled tu};cth^r. I i'iXhauHt Rteam from the locomotive, from the air-pump, or from the vacuum-pump, in admitted at forward end of this pipe circuit, and a . vacuum-pump is attached ut return end (tilso^on locomotive). It is claimed that the 'vacuum-pump will deaf the pipes of ali vapour of water of cendenHatio;i, however many convolutions or "^pockets" there may be iii the whole, circuit. Its main dcfoct is itsctlmpletifdvpondonceon the locoiiioiivo (or oth^r detached IxHlvr) for heat, and iti; de[)vnJuiice on the ptfmp to prevent failure by front. . . Mrri). U. Neale, New York, writes (Hincc tlic " almnce proof " of this Taper was 'issued) " that a^train heated by exltfust steam froni the locomotive has been running between Glasgow and Aberdeen fortho last two winters, with very satisfactory results, uning a . tor of a pimple form under each scat. When the loeumotivo ii> first i^ttachtHl to tlie train line, stekm" is turned on until tite coaches arc .warmed, after which a smuU portion of exhaust steam is found quite sufficient to keep up a comfortiible temperature." Stoves Underneath the car frame have been used ; but the supply of heat— with theiiM air system — is not always adequate, and the ^ases of combustion are lia'ble to get into the hut-air flues. With these deH'cts, and a first cost about double that of a similarly equipped ^ai*. with inter- nal stove, the risk from fire isnot removed, and cars so^ fitted' have in accidents been destroyed by fire. External heaters for hot wateir Or . steam are niore'effective, but the fire rfek is .not removed—- it is only in part lessened. ' , The Gold system is practically a storage, rather than a continuous heating system,' andliss been used only on suburban railways ^900 cars). A 3i-in wrought iron tubo'is almost filled with brine (wai^r and salt), then sealed up,lind laid horizontally within a 4-in. steam pipe, so that when steam ip admitted into the annulius between the two^tubes, it not only rydiates externally bul htpats up the contained brine, thus chain- ing a reservoir, which when steam is cut off continues*^! he radiation by V ^ i 3;^; Barnett on the Warming, etc., of Railivay Cars. 7 pftrting dowly with iui rnpidly »bBorbcd heat, "o th»t, for iiwtinoo, with M eitcrnal tempcriture junt Kt frcciinp, a street car will rduin a com- fortable warmth for two houra.^ To attit ordinary traio wrrioo it ia propowd that the rciJcrvoirs shall bo charged when the locomotito in runniiiK down grade and. ban Htoam to uparc. Tbo dofecta of thi« Hyatem are a difficulty in,ab»aininj; flexible couplings for hiRh prcasurol ntcam, and tbo rUk of acalding in caao' of accident ; and the fact thlt failure of locomotive would eventually result in freef ing out the paHaon- gera prevent* it from biMiig ctinnidorcd a practical »chcmo for long tlirout;li ruiiH or for isolntt'd brunch trainft. X . ... , / Ventilation.— Huvii»« continuous steam-pipes throughout the car, the qucBtiou of vintilati.ui in winter i»* not a difficult one, u few amall inleta cloac to pipo, with wide-open exhaust ventilators in roof, givin;,' free exit, are conditions fairly conducive to health apd comfort. The many and variou[*iy denignod stoves, with passai^ea in or aroMnd thei, through which air is forced fi«»m Cowl or Bellmouth on tpp of roof when train is in ni<.tion, and thence through hot air flues prDvide.l with f«K)t registi rs the Knutli of the car, havi not proved a auccesH, being deficient in luat and at the same time making the air too dry . Heat radiated is fur luOte comfortable and healthy than heat delivered by convection. The minimum siipply of fresh air rwiuired Uy keep a car carrying GO ijaaaengera, in aweeVand bcaltl.y condition ia l.OOacubic ft. per minutf; and the motfi this amount can be increased (without inducing draughta) the better. ' For summer aervicc a narrowing opening at front end of oar under platform hood will no doubt admit enough air whtfn car is moving; but it ia not sufficiently diffused, a drauj:ht bcitfg felt about the 4th or 5tli row of scats, wj^ieh fine wire acrcens or adjustable louvre boards fail to get rid of. A roof cowl, of almost any pattern, open to front of train will foroe sufficient air in,#nd it can be distributed at various points in ceiling, sides or floor, according to the number of distributing pipes and adjustable registers used, but the air there collected is far from pure, the dust not only annoying the -pasHcngers, but settling ill the pipes, and eventually choking up the passages. Fine wire screens reduce the air pressure out of all proportion to the dustthcy exclude; and have no effect on smoke, sulphur, etc.,, from engine, which i^ apt to trail over the train, especially in woody country and in cuttii^s. Thirty-three * years auo air waa so forced through water^pray, the resultant inky colour of the water proving that it performed its work well; but the apparatu^o6cu|ied too much space, and in damp weather the car was ^' ■^:. -1. U-*^- a keUon ttie Warming, etc., of Railvvat^ Cars. ^s.. « too moist for comfort. KutUn of Cobourg passed i^ air over water . This proved not so eflTective, but the oar was dryer; yet his system ' coUepted so many imparities in the pui-posely contracted passagesi, that It was not used with sncoess on, long trips. A double roof with the » open space between, bell-mouthed at each end; and the lower roof peF-" forated, will act as effieiently as a distributing *flue in securing full admisBion of air (and a double roof in8Sir;es a cool ceiling), but it is no -aearer to the securing of dean air,^jiiuoh increftscs the fire risk. A fan, worked from the car axle, drawing its air supply^lmgh gauzemover- ed openmginthe«ufcof carj^ingjt over an ice boi, distributing it around top of o»r from a 6 in. tube and exhausting through the floor, has proved v^l^ffective when the car was running at fuU speed ; but when- . going slow, or climbing grades, it did not' give suflicient supply, and passengers were provoked to break the windows which (necessarOy in this as in all aHificial systems) had been fasteped down. It should not ' be forgotten that aU similar schemes result in a car being oppressively close when it is not in motion. Th6re are several patents for taking air in JTront of the engine, warm- ing or cooling it there as required, and foroing it to each , each lamp lasting 2 months, 6 renewals at .^20.40 = 19«> 4 Charging battery 365 days at'75c. = , ;. 273.7, Interest on .>?9.30 at 4 p.c. (cost of installation) = V^ '^ Tiit;tl cost of 24 lamps per year.. Cost of 24 lamps one day Cost of one lamp per day n** The batteries will probably last longer than 3 years, although albal *, experience with them covers little mnie than 2 J years ; t\ic ne^W^ plates never give out, and the positive plates have not yet doni whatever the violent motjon inseparable from railway travel may ye result in. The wJght of this installation will exceed one ton, and should tl.., exigencies of train working r. quire that a second set of cells be kept for charging, while the other set are in use, the cost for a car as fully lighted aa the " Ol-a" would exceed $1,700. The North British Railway Co. has artificially lighted a train per- forming much tunbel service by electrically charging an insulated central rail with which circuit to coach lamp wires is made automitically by wheel coming in contact with the raised rail at entry into tunnel. The rail drops and circuit is broken at exit from tunnel, thus the lamps are alight only when train is within tunnel. , To sum up :— it may be said, that if boiler-power can be supplied }-^^ '- ■iWfirTJlt"" .; :.-'^ ►L ^ Barnett on tlie Waiining, etc., of Railuay Cars. 1 1 there ore no great difficulties under average conditions in heating a train by steam supplied from the locomotive. Boiler power in midwinter on ahy other than short local runs is, however, rarely in excess of AbsDlute needs, and if boilersla^ enough are built tlie loco mot ivejyill be so much heavier as to probably call for the strengthening of bridges. . &c. If compressed gas be used lor lighting, it can readily be adapted • as a source of heat, in connection with any system of- Aeam circulalioa or water pipgs. .. ^Ventilatioii, in winter when steam pipes are used, taking air supply ' through sides of car ctese to pipes, and keeping exhausts open iu laised roof, is easily accomplished. In summer it is diflFerent, and some arti- •fioial means fbr supplying, cleansing, and distributing a large amount of air is necessary. Suth schemes will not wrtrk if passengers have the option of opening side windows, thus destroying the artificial currents. There ar6 strong objcctit>ns to machinery, as it must not be recognieed as such by the passengers, must not be too expensive, must not require too much attention, nor be liable io^derangcment. ' , It is known to all familiar with the plenum system of ventilation (air forced in by fan>^I;^a»-^^Joptcd^ for the Houses of Parliament aiyi for Public Buildings at Washington^ — that it is not satisfactory, although the conditions are m'uch more favourable to success than those limiting the ventilation of trains. « Induced currents by air-jets, worked from the brake air-reservoir» may yet accomplish this work satisfactorily. The ejectors would be very small and distributed over the whole area of the coach at such points as experiments may determine, and acting on the contained air within the coach by suction would permit of the fresh air being received both summer and winter at the same point, viiz., atgides of coach where it can be obtained (without special filtering) in the purest condition. In winter these ejectors would not be required. If each passenger is to be allowed to do what is right in his own eyes, it is probable that side windows hung so as to swing vertically, instead of t(f lift horizontally, would keep out more of the cinders, etc. For lighting, oil and oil gas are safe enough, and ignoring the question of interest on the heavy first cost of the equipment, the actual daily out- lay for gas would probably bo less than for oil (taking all%reakages of lamps, etc., into consideration.) Electric lighting — cool, safe, and pure — is as yet somewhat uncertain in effect, too expensive iti, first cost, and calb for too highly paid skill in attendance, to be generally adopted. Not only for economy ii^l^use of light, but also for cheerful effect in daytime, the internal -'^^diKBh" of cars should be in light coloured 12 Bnmett onifie Warming, etc., of Itailuay Gars. ¥' woods, ind with the objgct of lessening fire risks, the " finish " should b^, where possible, in wood rather than in woven fabrics. W J'"" wholly framed in metal, whatever be their relation to fire risks, #*« not likely to be a success fofr piissenger service, because of the diffi- culty m deadening the^annoying vibraUons and noise incident to / motion. ^ The last few months have been prolific with car hLung patents many of which could not yet be said to have reached th^eiperimenul stage. One attempt by Mr. Wilder kept th^ old hot water heater and Its pipes mtact, but an additional wrought iron drum was added under the sills, to which the water circulation pipes were coupled, so as to make the drum part of the coach cil-cuit. AthWh train steam- pipe from engine (by branch under each coach) admitted steam' into a coil within the drum, thus heating up the water and putting it into eiroulation throughout that coach. When coi.ch was detached and standing, tlio heater could be lighted up, and circulation maintained as At present. ould iska, liffi- ' t to d(b, ' aul and der ' ito im- a oto ind as Discussion on the Warming, etc., of Railway Cars. 13 — — ' DISCUSSION, i ' ,' 3fr. Wallis remarked that thel warming of railway cars is a sub- jibi to which, on this continent iespecially, much attention has been givjin. > ' I 1[hej&9e of ordinary stoves has been unsatisfactory, from the difficulty of maintaining an equable temperature, and in first class coaches, at any rate, they have, on most railvfays, given place to various systems of diffusing heat through the pediujm of water at a temperature of about 212® Far. The hot water system with independent heaters is, no doubt, ai considerable step in advance of the stoves, perhaps as much so as the stoves are in advance of tbe foot warmer used in Great Biitain and other milder climates ; but like the stove, it has one serious objec- tion which has exisU-d since its inception, .and has become prominent, and made the question of car warming of vital importance, dur^<; the past winter. The ianicutabl^ accidents in which the, car heater has ^ fi^'urcd so couspicuously and unl|)rtunateiy, and to the use of which the lives of many sufferers are believed to have been sacrificed, has brought into prominence a crop of arrangements or systems, many of which the , author of the paper has fully described. These systems seek to estab- lish a central source of heat in the fire box of the looouiotiv^, auJ thu.s to reduce the number of di'^astmus poRsibilities to a minimum. That the principle is a correct one, there can be Dramnioi|d's opinion, is not possible^ It is not the ordinary, if the term might be used, but the extraordinary acci- dentsy where the tomplete collapse of the cars is probable, that haye to. be most <:uarded against. No stove, however strong, or however well cased in an iron jacket, is altogether proof against the effects of sueli disasters, and the verjr weight of the stove is an element of danget when it is displaced bylthe overturning of the car at the embankment or bridge, or by the collision. Nor is a heater suspended under the car less source of danger. 'What mu^t be avoided is any system which, in the case of the complete , collapse of the car, would permit oflive embers being scattered broadcast over the car furnishings and dcbn^. Whilst, however, the popular verdict is in favour of steam derived fiom the locomotive, t^e railway manager has not only its practicability but its economy to consider. Its pniotieability is now becoming less of an experiment, and more of a certainty. There are still d^me minor difficul- ties which further Experience will readily overcome. Various railway managera and superintendents, after, actual trial, have testified in its favour, and the superintendent of jnotive power on flie New York, Lake Erie and Western railway goes even, so far as to say that " vnleas the ° outside temperature is below lero, wiarming a train of care by steam on ■a railway of an average gradient will hot increase the draft on the loocnnotive one per cent. ; the sise of the train has nothing to do with it. ^' As to its cost, the result of the enquiries made by the Massachu- * »^ !f«J '.V. V ' . ^ V 16 Liacuesion on the Warming, etc., of Raihjti^y Ca1% Bctto and New York Board of Railroad OommisiioDera appears toprovo that it is little, if any, more expensive than present methods. Abttndant jirarmth, it was shewn by continuous bxperiments, was obtained even whe^the temperature was 20 « beloW «oro, and only a moderate pres- sure was required, ranging on one railway from 2Jlbs. to 5 lbs. when the thertooinctets^varied between 5 <=> and 13 =" below zero. The Inter- colonial Railway authorities fear, after the experience of the past win- ter, when trains were snow-b'und for several days, thiit cars ^eated by steam from the locomotive might be pllice(t,.iit a grave disadvantage if detained in a snow drift. It is, however, impossible to foresee every 8tt6h contingency, and even for the ordinary heater it is not usual to carry several days' supply of coal. It is said, that tijc Boston and Albany through New York train is heated from the locomotive in twenty minutes, md it is claimed by the Martin System people that eight cnrs can be thus heated without any loss ofpoifer to the locomotive. On the other hand, they also claim that when once a car Js properly heated, it will rejmain comfortable for " at j^t hafl an hour after being cut oflF and side-tracked. These are important points regarding which soiiie further exjperience is nwded. j The subjects of lighting and heating 'mu|t»;'bowever, be considered together by railway manai-ers if accidents froiU fir* are U. be prevented. It is merely t.-.king away one risk of fire, |f ste^am froiii tlje loco^tive is employed as a heating a^'ent; whilst oils or even gas are still retained for lighting purposes. Mr. l)ruuiu.ondd«'es not agree with Mr. Burnetf, that fi>r lightingcars^ ;. oils or oil j-as ai:c safe euou,;li, and that nuuoral oil of 300^* fire t^st is absolutely safe, if there is no other source of fire in the car thari the lighted lamp ilself. Though claimed, it has by no means been established, that a sudden shock to the car would necessarily at once put out all stach lijrhts in it, iind thus' f|uickly remove the .-ourcij of dagger. There is some evidence lo the contrary. Now, the swaying of a Pullman sleeper, in the event of its being precipitated figm the track. Would be liable / to bring infl.mmable material like curtains Jind bedding into c(rtitact with tbe lighted lamps, and if they should take fire, such fire WQuld fii^d iricreasid fuel should the oil have become scattered over the car by the breaking ot^ any of the lamps. It may be ui^ed that the occurrence of extraordinary accidentsis assumed, but it is these very extraordinary ' cises that ^ave most to be provided a^iainst, as when they occur, t?.e loss of life is greatest. - 1 Gas is open to a similar objection in case of oollision or derailni«nt and it has this greater objection that, if the reservoir of highly cc \ • \ ,'•■., ' ■ • \ Discusiion on Warming, etc., of Railway C(ws. 17 pressed gas should be burst open by the shock, as is probable, a large amonntof very explosive /mntcrial would be let loose. ^; The oqly absolutely safe means of lighting];, at present ^liowii, appears to be the electric light, and considerations of expense can alone prevent its general adoption. It doefl not add to the heat of the car, is under immediate, easy control, has the i^dvantage of cleanliness and freedom firom unpleasant odours, and gives a steady, agreeable/light. The first cost in fitting out a oar with it is considerable, in/fuet, much more than it should be. In railway economy, hoffevcr, ^afcty should be a oonsideration long prior to that of expense. ^ Mr. Mollwain fully endorses the remarks 6f Mr/ Barnctt, regarding Mr. Mollwtin. the difficulty of obviating ail the oljection able features of oar heating and lighting, and having taken up tl}is question has mudfi pleasure in ' giving some of his experience. He has made a/ number of tests with the object of finding a System of heating and lighting, that combined lafety with efficiency and economy. / In all the experiments, where th^ heatin!;/of the cars was affected by burning coal, whether the heat was diffused by means of hot water Bteam, hot air, or by direct air oontacit aqd radiation, a practically indes- - -- ^-- truotible fire pot was emfdoyed. He found th4t this kept the coal from being scattered, if jipset or detached in case /of accident ; but the com- . bustion products escaping through thb air openings, necessary to main- tain opmbostion, under normal conditions, /are of such u high temper- j; *. Ature as to ignite wood or debris piled on toe fire pot. In one instance, . the sides of the fine pot set the wood, upoQ which it had fallen, on fire. Water calculated to extinguish the fife automatically, in case the gtove is upset, could not be relied upon under all the different conditions that may exist in « wreck, {"ire extinguishing devices, that aiutomati- oally generate oarbobio acid, are not safe, and also not as effective in cooling a bed of incandescent anthracite as they would be in extinguish- ing a wood fire. Further, whoever has witnessed th^ terrible rapidity with which earbonio acid destroys human or animal life would object to the intro- duction of a oarbonici acid extinguishing device. The presence of a large mass of red hot anthracite seems almost incompatible with safety. Steam heating would abolish all danger of a fire in case of accident; but the difficulties this climate offers to the mechanical execution of this plan seem almost insurmountable, ' and if accomplished, the drain on the Locomotive, and the cooling dovQ> if a car is detached from the train, add further troublesome featami not yet fully overcome. Mr. Mollwain is now testing a c^^ invented by a (^A^ian e^emist, which promises well if it proves succ^ful in practice. He hopes to be able to speak more positiveiy on this iq the near future. J \ ■ 18 Discufkrioii'iyn Warming,' etc.^ of Railway Cava. fiogsrding «hc HghtiDg of care, ho conoure with Mr, Bainctt t^at 300 per oent'tBSt oil is practically ,8afo (as there are no autUcoticated cases where life has been loot or property destroyed in n^ilway ftcoidents, caused by the use of oil of this descrlptiun), and with some of the modern burners, an illumination of the cur can bo produced that cannot be excelled by |thc electric incandracent. The 8impli(jity and absolute reliability of oil lighting is another strong point iij its favour. The electric incandcHoe^t iu railway cars has made sucli a poor show, Qspecially in view of reliubility and economy, that it can only be considered to be in its dret [experimental staizc. Secondaty batteries lose their efficiency readily, and this with their enoripous wci^t and first cost has greatly^ diminished the adoption of the storage system. DynamQa want attention and power, an^ mjore^f both than the light they furnish is wordi. 1 " ' Chemical batteries consuming zine have been mentioned and adver- tised as being the true electric generator for car lighting; careful tests have shown it to be much more expensive than oil lighting, in fact, entirely out of the question, as far as practical work is conceraed.' -^ He does not Jook upon gas jlighting in as favourable a light as Mr. Barnctt. ^.Oil has a freedom from complicated construction and plant that may get out of order; oil is independent of any definite sonrcelof supply, always ready, can be handled by the brakeman or prtPters, 'is just as safe as gas, and if there is a difference of price in favour of gas, it is so small as to be of no consequence in view of the many desirable qualities oil possesses. t^ The extended interest and research^ that have been cii^ by the deplorable loss of life in last winter's accidents, will no doUbt result in methods of heating care much more safe than those now in \ee. Ventilation. — After trying almost every known device for venti- lating care, all of which have failed in the one important feature, i.e., in giving the same (or nearly soVmonnt of ventilation when t& oar is Standing still as when movingj %r. McIIWain has arrived at tft con- elusion that the coming system of ventilation to be successful,, must be one that will fully give the necessary amount of fresh air circulation under all conditibns. This can, id his opinion, be accomplished by automatic arrangement, whereby in warm weather, when the car is at a standstill, the ventilators will be open to their fullesl extent, and gradually reduced as the momentum of the train is increased^ until at last the minimum amount of air required to properly ventilate a car will be admitted only, iTnd the reverse as the «pecd is reduced. In* ventiveingenuifcy will be adequate to accomplish Uia, when it is fooq^ / / ■<9.. f \ s -,-^^.-..-...-^— „,.--.- \ i / Discumon^on Wmiiiing, etc, of Railway Cars: 19 that tlio ventilation of railway cars is as important as automatic draw- bars, or oontinuou.'^ power train brakes. Mr. Gibba, of the Ghtcagb, Milwaukee and St. Paul Ry., fears that Mr.a.utbtM. he can at present add little of value to tlie published accounts of their experiments last winter. These wei'o very far . from complete, on ao- A count of the limited ranj^o of temperatures ■encountered. The highe.it ' / recorded temperature at which test was made was 40 ® Far., and the ' / consumption of steam wa^ 70 lbs per car per hour. At 30 ° the amounlT / rfwe to 85 lbs., and at 10 ® , 100 lbs. Except at these tcmperqttures no / reliable figures can be given. A " heating-up" test, however— jstaiid- ' ing — at 10® below zero was made, and it took 2S5 lbs. of steam per / car to bring the inside temperature up to 70 ° Far., and three hOUrHtimc. *If the total condensation is divided by three, 95-lbs. is obtained as *■ ' average consumption per car per hour.' At present there hardly / FCcm sufficient grounds for.deilucing from this figure on6 for running test under same temperature condition, as the further loss of heat due to the motion of train would much depend upon the build of the coach, the principal losses occurring from leakage and not from conduction. It would be exceedingly interesting to 'be able to work out an approx- ingiate law for steam consumption at various temperatures. Mr. Barnett suggests in a letter that the condensation may increase tb a geometrical rather than arithmetical ratio with temperature full. Mr. Gibbs is inclined to doubt this, however; in fact, he hopes that the condeusation will not be as great even as in inveriV) ratio of temperatures. . He has been led somewhat to this conclusion from the fact that considerable heat must be wasted at the moderate temperatures of the tests, while / with care at low temperatures much of this would be saved, at the expense of good ventilation, however. Uunning over some of the points made in Mr. Barnett's excellent paper: — '- He entirely agrees with him in what he says, in reference to stoves, , , encased or otherwise, or other individual heaters outside or in; also in regard to use of steam from exhaust of locomotive cylinders, air- pumps, etc. Ue h^s maintained that one of the most vital points connected with continuous steam heating was iu dealing with the water of condensation. Tlie rapidity with which water issuing hot fram parts of a locomotive will freeze in the severe Nerthern climate, is, almost in- conceivable; and he, therefore, lays great stress upon the perfect action— ^ of the "trap" U8ed,<|ind would give it the least possible work to do by n. . using the drycst 8teath these, believes that t\ie purpose can be more ^- - \./ Mr^ Banie^t ^ ' ■■>■-. ■V-; 20 tHaeusmon mi the Warming, etc., of ttaitway Can. 4 ijatisfiictoriljf accompliKhfld, by wo^rim^ flexibility by the aao of otout miHi-hosc, liavin^'cnupliD|j;Barrkit|H to permit of very readily replacing . a bfwken hose by an oxrra one always carried lit hand. In pructiciil tiain operaAion, there nru certain to be aome complicatioBS introiluci (1 by iihc of contiiiunuti heating ; but Mr. Gibbe fcela convinced that the opeiatinK. department 'can deal with these, if it is suppliod with n ni( cliniiically good arran|;ement. As might be naturklly supposed, the iirrun;,'eiiu'uts on the «iatkot at present are far, from perfect or well thought out. Thorn iH a good field for inventors in this direction, to devise a simple coiipling, trapH and means of regulating rufliating surfad^* for VHiyinj,' degrees of cold, and, as far as possible, for needful ventili^ tion. Beyond this, the sn^salled '' systonts " amount to nothing, and the cxp<>ctotion thiit railroads will pay 'exorbitant prices for thci privi- Icgoof u-ing what is already theirs is certainly doomed to failure. Jlia company is about to embody in a new arrangement being preparvd fo^ next winter, a scheme for good vebtilation, but the details have not been sufficiently worked out y6t to be madp public. Mr. Gibb, agrees with Mr. Bar^j^pln his remarks about use of 300 «» firertcst mineral oil- for lij,'htingfP^e considers it perfectly save from the dangcT of sotting the car oil fire, 'tind.er any. condition of collision wreck, provided no/bther source of fire is at hand. The difficulty of inflaming the grad^ of oil is well known to any one handling it, and the slig^it shock iieces^ary to put out all lamps using this oil can be easily determined by experiment. .' / Mr. Biirricttyiii reply, said the estimated economy in fuel by steam- warming' was bused upon cxpcrimonti carried /out with locotuotives hauling short trains (therefore, having light futel consumption per ^. ft. of grate surface, and excellent evaporation pfer lb. ofBo ft A a l|mfnt)j and in districts to the south and i^t, wher^^the averagf^ was milder than in the province pF ^ebeo but not so mi in aiiy a^ipreciable rctuction in the amount of hard coa mn heaters alive night and day. / - ». !the explanation of this apparent anoi^aly is in the fact that hard combustible, imd wiir not keep alight i^hen in oon- mctallic surface, unless a certain intensity or activity tintaiiifd in excess of that absolutely required for Hhus occasioning a waste in the use of hard coal that heatin|l|phia probably avodd. n the higher market price of hard coal, its evaporative duty, when burnt under similar conditions, is'but 74 per cent, of that achieved by soft coal. (See author's paper April, 1886, in Prooeedjogs Canadian Institute, Toronto.) \ ^ i J* i % «: " f 1 r*Cr ^i^ M "f~ . » ' ' '4. V «:■ udt •• ./ (,w #. . l)iaeu$non (m tke WwUming, etc., of Railway Cart. 21 The desired uoiverMl ooupling will |«ob*blj bo found io th« Sewell .pfttent, if it oun be efiuctively cleared of the w»ter of oondenwUon. Whether this be so or not, it is at present the best ooupling offered for [t steam preaaurefi. , ■ ^ Qibbs verj properly qualifies his beli§f that the water of eon dea- (at present the only satisfaotory measure of the amount of heat talcdi. from a locomotive) will not — at extremely low temperatures — inoreara even " in inverse ratio, ''by saying tiiat the free mouvcmcnt of • air through the oar required in his experiments at medium fempora* tures would not be allowed in winter. OrantiuK that a restriction inay be to some extent pcrmisbiUe, there is no physioul reason why the air in a ear should not bo oriangod as frequently in mid-winter as at any other season when artificial heating may not be required. Jlw de^^ mandsof a healthy body are proetioally the same in all seaiions, although in mid-summer we may desire positive draughts because of their cooling inflneoce. The difficulty of ipflaming high ^rade mineral oil may be tested ^jf timd ^y dropping n miss of saturated cotton waste, when in full blaie, into a barrel of 300 ® oil, with the invariable result of thcoil putting the fire out at onoe. Tl^c^re is no authenticated case of such oil bein^ the primary cause of de«thiction by fire of any oar in any railway a I f. ^2f}pmismn on th^ Warming, etc., of Maitway Cdrs, TIftt steam, at such low pressure as 2 to 5 lbs., will warm a train, or that the fractional opening o^f an J in. valve will pass steam enough, is no proof that the consumption of steam is small in quantity, or that thefe i* no loss of power to the locomotive; all tests. of the definite amount condensed contradict this statement. It is the heavy expense and necessity for skilled attention that will restrict the use of the Electric light on trains. Even when primary batteries are used as a source of electricity for equal candle power, the cost is equivalent to coal gas at $3.25 per thousand feet; there' is a ^wssibility of risk to life, for it is not yet proven that a charged stdtoge battery— or even a primary battery— is not a source of danger to fl^ Bengers at time of a passing thunder storm. '/ > It may be remarked that in all discussions on the coat of lighting by Dynamo, worked from coach axle that have come under Mr. Barnett's notice, the factor of expense involved in giving motion to the machine is ignored, it being tacitly assumed that the resistance to the train is not increased, although a Dynamo so coupled up is a most effective electric brake. The extreme cost for lighting the"Olga" is qualified by the con- sideration that it is to some oxtent an advertisement, its 24 electric lamps when all alight giving 384 candle power, 120 candle power being endhgh to permit reading in any part of an ordinary coach. This may be obtained by 8 oil lamps, using argand burners of 15 candle power, which is about the quantity of light given out by a first-class ai^and student lamp. The consumption of about one pint of oil per hour will ' develop 120 candle power. There may be risk in the presence of reservoirs of compressed gas in time of accident; but although the Pintsch systsm has been used in Germany since 1770, and 40,000 vehicles are now equipped With it, no case of injury to life or property in time of railway accident is attri- buted to it. « Mr. MoIUwain's statement as to lack of success in electric lighting ^ is probably limited to experiments made on this continent; the Pacific Railway Co. having,djade more than any other railway, and the Co. is 8tni experimenting. - That special ventilation is not required when car is standing, is open to question. It is often asked for by pa&ehgers, and the conditions of the problem are such as to scarcely juitify elaborate machinery or ex- tensive outlay to attain perfect ventilati6n, only when the coach is in motion. If train motion is to be a factor in the equation, the outlook ,,?■* f ! $xj.T~,i;t.i Diacuaaion on the Wamvmg, etc., of Railway Cars. 23 at present su^ests but a qualified success in the supply of fresh ait at low train speeds. At the conclasion of the discussion On Mr. Barnett's paper, Professor Leeds, of Harvard University, described a method of water purification with special reference to aeration, precipitation and mechanical filtration. . \ f 'iV _1 .'„'.. ■j4 «•//.. ^'•^ t