l^^nFTFl- 
 
 RAILWAY LIGHttG-HEAf INGCOBMN 
 
 FROST DRY CARBURETTER SYSTEB 
 
 s-o^ 
 
 LIGHTING PASSENGER and OTHER RAILROAD CARS. 
 
 PHILADELPHJA, PENNA. 
 
The original of this book is in 
 the Cornell University Library. 
 
 There are no known copyright restrictions in 
 the United States on the use of the text. 
 
 http://www.archive.org/details/cu31924032183950 
 
Cornell University Library 
 
 arY949 
 
 Frost dry carburetter system for lightin 
 
 olin.anx 
 
 3 1924 032 183 950 
 

 THE 
 
 RAILWAYL1GHT1NG=HEATINGC0MPANY'S 
 
 FROST DRY CARBUREHER SYSTEM 
 
 ipoia 
 
 LIGHTING PASSENGER and OTHER RAILROAD CARS. 
 
 PHILADELPHIA, PENNA., 
 
 TJ. S. -A.. 
 
 1889. 
 
 V^^^M^^^^^ 
 
 w 
 
Introduction. 
 
 The Frost Dry Carburetter System, for lighting Passenger and other Railroad 
 Cars, is no\v so thoroughly perfected that it can be presented to Railroad Managers 
 with the utmost confidence in its simplicity, cheapness, safety and vastly enlarged 
 volume of light. 
 
 It has been well tested and then adopted by the Railroad Management that con- 
 trols the largest car equipment of the continent, and all that is claimed for it can be 
 so fully and so easily verified, that it needs only unbiased inquiry to assure its 
 prompt adoption. 
 
 All that is asked for this wonderful combination of simplicity, safety and 
 economy, with vastly the best lights ever put in a car, is impartial investigation and 
 a test of its merits, and it -svill speedily command the approval and patronage of the 
 Railroad Systems of the World. 
 
NDEX. 
 
 PAGE 
 
 Introduction, 1 
 
 Index, 2 
 
 Officers, 3 
 
 Conditions of Satisfactory Car Lighting, 4 
 
 Car Lighting by the Frost Dry Carburetter System, 5 
 
 DescriiDtion and advantages of Car Ligliting by the Frost Dry Carburetter 
 
 System, 6, 7, 8 
 
 Comparison of the Cost of Maintaining and the relative candle-power illumi- 
 nation of the five present systems of Car Lighting, 9, 10, 11 
 
 Comparison of the nuimber of cubic feet of gas carried under compression; at 
 what pressure per square inch compressed, and the numlaer of hours of 
 
 light between chargings of the three present gas systems, ..... 12 
 
 Instructions for Manipulating, 13, 14 
 
 General Description, IS, 16, 17 
 
 List of the different parts necessary for the equipment of a Car, .... 18 
 
 General arrangenient of parts of lighting systeni on Car (Plate A), ... 19 
 
 Arrangement of Regulator, Indicator, Safety Valve and Closet Valve in Closet 
 
 (Plate B), 20 
 
 Sectional View sho^ving position of Lamp and Carburetter in Car (Plate C), . 21 
 
 General View of Deck Lamp and combined Ventilator Hook and Needle Valve 
 
 Key (Plate D), 22 
 
 General View of Bracket Lamp (Plate E), 23 
 
 Sectional View of Carburetter (Plate F), 24 
 
 Plan of Carburetter (Plate G), 2S 
 
 Charging Valve on Carburetter (Plate H), 26 
 
 Discharge Valve on Carburetter (Plate I), 27 
 
 Brass Pipe Fittings (Plate J), 28 
 
 Description of BoAvman Regulator, Indicator and Safety Valve, .... 29 
 
 The BoAvman Regulator, Indicator and Safety Valve (Plate K), .... 30 
 
 Closet Needle Valve and Valve V/rench (Plate L), 31 
 
 Tank Needle Valve (Plate M), 32 
 
 Combined Dust Screen and Cheek Valve (Plate N), 33 
 
 Charging Can (Plate O), 34 
 
 Charging Can, Exterior View (Plate P), S3 
 
THE 
 
 RAILWAY LIGHTING^HEATING COMPANY. 
 
 oiPiFiGE j^nsriD :p./^GTOi?.3r, 
 
 lllO, 1113, 1114 and 1116 Sansom Street, 
 
 PHILADELPHIA, PA., 
 
 U. S. A. 
 
 WINFIELD S. WOLFORD, 
 EDWARD J. FROST, 
 RICHARD M. POPHAM, . 
 
 Oppigep^s 
 
 President. 
 General Manager. 
 Secretary and Treasurer. 
 
 June 1st, 1889. 
 
Satisfactory Lighting 
 
 Passenger and other Railroad Cars 
 
 INVOLVES THE FOLLOWING CONDITIONS. 
 
 1st. It sliOTiLcL he safe IjeyoncL tlte sixsjjzctoTX of dcLnger. 
 
 2cL. It sTioiUcL tie eeonomical in. cost. 
 
 3cL. It stioiztcl he ct per^fect systeni, of T^eixtiLcctioTX. 
 
 ■ItTi. It sTtoTilrl he so effectt^^e cuxcl evevxly ctisti'ihvutecZ tKcvt jdcls- 
 sertgers zrt clthj jDCwt of ttie cccr cart rectcl ectsLly ctnl coinfortcthZy. 
 
 5tl\. It sl'Lonlcl he sirrvpZe trt opeT'Cttiorh, cCbsolixtely relicchle cltlcL 
 of coTLstctnt gixctlity. 
 
 THESE CONDITIONS ARE MET ONLY 
 
 B"5r THIS 
 
 FROST DRY CARBURETTER SYSTEM. 
 
CAR LIGHTING 
 
 BY THE 
 
 Frost Dry Carburetter System 
 
 Each Car is Absolutely Independent for its Light 
 
 AND REQUIRES 
 
 No Expensive Charging Plants to Operate it. 
 
 Extreme Durability and Simplicity. 
 Beauty and Brilliancy of Light. 
 
 Perfect System of Ventilation. 
 Economical Beyond Precedent. 
 Nominal Cost of Maintenance. 
 
 ABSOLUTE SAFETY. 
 
THE 
 
 RAILWAY LIGHTING AND HEATING COMPANY'S 
 
 FROST DRY CARBURETTER SYSTEM, 
 
 FOR 
 
 LIGHTING PASSENGER AND OTHER RAILROAD CARS. 
 
 Since the introduction of the Westinghouse Air-Brake the greatest ii-nprovement 
 in railroad passenger service has been the invention of a cheap and efficient liglit, 
 made possible by the use of air from the air-brake service and the volatile oils 
 obtained from petroleum. These two elements, combined in proper proportions, have 
 long been known to produce the cheapest and best illuminating gas. 
 
 The greatest obstacle to the use of this class of light has been the danger attending 
 the storage of these volatile oils in passenger cars. This difficulty has been entirely 
 overcome by the FROST DRY CARBURETTER SYSTEM, in which the oil is 
 absorbed by the capillary attraction of cotton wicking, and gradually yields its hydro- 
 carbon to a current of air, ^vhich is forced through the entire mass and conveyed 
 thence to the burner, in such proportions as to give the best results in the \vay of 
 economy and brilliancy of light. 
 
 The carburetter is completely filled with wicking, so that the gasoline is 
 taken up by capillary attraction and held in suspension, THUS AVOIDING THE 
 PRESENCE OF ANY OF IT IN FLUID FORM. 
 
 The next difficulty ^vas to overcome the effects of variation in the teniperature, as 
 it is -^vell knoAvn that, in the heat of summer, air-gas gives a rich and brilliant 
 light, which becomes poor and feeble v/ith the advent of \vinter. This difficulty has 
 been entirely overconie by placing a small generator or carburetter above each 
 light, in the roof of the car, in such a manner that a portion of the heat generated by 
 
the burner is transmitted to tlie car)3uretter, insuring a uniform temperature at all 
 seasons, and thus supplying the necessary heat for perfect vaporization, and all the 
 conditions favorable to i^erfect combustion, and steady, uniform light are thus afforded. 
 A storage air-tank is placed under each car in order to render it independent of 
 the air-brake service, as the tank (if the car be detached from the trahi) contains 
 sufficient compressed air to sustain the lights about six (Q) hours,— the air being 
 retained by means of a check-valve placed between the tank and the air-brake pipe. 
 This compressed air is carried by means of pipes into the saloon, where the pressure 
 is regulated, thence to the roof of the car, supplying the carlDuretters successively. 
 
 It will be observed that, by this method, NO GAS IS CARRIED THROUGH THE 
 PIPES CONNECTED WITH THE SYSTEM, as the gas is conveyed directly from 
 the carburetter to the burner beneath. To insure absolute safety, the carburetter is 
 inclosed in a heavy, seamless copper casing, which, in turn, is surrounded by a 
 double kalamein iron niantle. 
 
 In charging, a sniall can containing sufficient oil (two [2] gallons) is attached to the 
 carburetter, making a gas-tight joint, and a train-hand can charge the entire car in 
 about five (S) minutes. This, in ordinary service, \vill last about t\\'o (2) weeks, 
 and as no machinery is enaployed, the cars can be charged at any desired point 
 with very little expense. 
 
 THE GREAT ADVANTAGES OF THIS SYSTEM ARE— 
 1st. — Each car is absolutely independent, as it carries its own plant. 
 
 2d. — The absence of expensive charging plants, and the cost of maintaining the 
 same. 
 
 OUR ENTIRE PLANT NECESSARY TO OPERATE, IS A CHARGING CAN, SEE PLATE P. 
 
 3d. — Thei^e is nothing to wear out, deteriorate or become obsolete. 
 
 4th. — Extrenne duraliility and sim|)licity. 
 
 Stii. — Beauty and tjiilliancy rif lif|ht. 
 
 6th. — Perfect system (;(' ventilation. 
 
 7th. — Economical beyond pr(H'0(lent. 
 
 8th. — Nrtminal cnst 1)1' mai nti-nai ic(\ 
 
 9th.— ABSOLUTE SAFETY. 
 
THE FROST DRY CARBURETTER SYSTEM 
 
 for lighting passenger and other railroad cars, is far superior in every particular, to 
 any light of the present time. 
 
 THE FROST DRY CARBURETTER SYSTEM 
 
 has proven under all circumstances and conditions to be the only system that will 
 thoroughly light and ventilate cars, AND FOR THE PERFECT VENTILATION OF 
 SLEEPING GARS, IT SURPASSES ALL KNOWN SYSTEMS. 
 
 THE FROST DRY CARBURETTER SYSTEM 
 
 is not an experiment, and it has shown that it is not only a thoroughly practical 
 system of gas illumination, taut one attested tay the results of years of practical expe- 
 rience, and its capabilities are well known to many railroad managers. 
 
 THE FROST DRY CARBURETTER SYSTEM 
 
 NEEDS NO EXPENSIVE CHARGING PLANTS TO OPERATE IT, nor is it necessary 
 for cars to be shifted to certain points for that purpose AS IS REQUIRED BY 
 THE SYSTEMS OF COMPRESSED COAL GAS, COMPRESSED OIL GAS AND 
 ELECTRICITY. By adopting this system, the great advantage is gained of having all 
 cars equipped alike, as it then nnakes no difference whether the cars run on the main 
 lines or branches, or, in fact, in any part of the country, as they can be cared for at 
 any point, by simply taking the precaution to have an empty charging can on each 
 car, gasoline being easily procurable at alnnost any place. IT IS SIMPLY IMPOSSIBLE 
 TO PUT THIS ADVANTAGE INTO MONEY VALUE, AND WE ARE SURE 
 THAT EVERY PRACTICAL RAILROAD MANAGER WILL AT ONCE SEE 
 THAT IT ENABLES HIM TO GET GREATER RESULTS OUT OF THE SAME 
 EQUIPMENT THAN IT OTHERWISE WOULD IF THE CARS WERE NECES- 
 SARILY RESTRICTED TO A STATIONARY PLANT FOR THEIR LIGHT. 
 
 THE FROST DRY CARBURETTER SYSTEM 
 
 is in actual service on several railroads, prhicipally on llie Pennsylvania Railroad, 
 which, after a thorough investigation and practical test, has decided to light its entire 
 equipment with this as its standard system. 
 
 THE FROST DRY CARBURETTER SYSTEM 
 
 will recommend itself at once to practical railroad managers on account of its dura- 
 bility, sim]Dlicity, efficiency and econoniy. 
 
 Each carburetter has a burning capacity of one hundred and tAventy-five (125) 
 hours, but the indicator is set for one hundred and twenty (120) hours; however, the 
 carburetter will burn one hundred and twenty-five (125.) hours, if necessary, without 
 recharging, OR UNTIL IT IS TOTALLY EXHAUSTED. 
 
 EACH BURNER GIVES FORTY (40) CANDLE-POWER LIGHT. 
 
 AFTER T^VO YEARS OF ACTUAL SERVICE, we find the cost of maintaining 
 a ear equipped with six lights, IS THREE (3) CENTS PER HOUR. This provides 
 for every possible expense that can enter into and include the term "maintenance." 
 
 The long duration of the light will enaljle a car to pass over the longest run 
 several times without recharging; in fact, to more clearly demonstrate the life of 
 the light, A TRAIN OF CARS CAN BE RUN FROM NEW YORK TO SAN FRAN- 
 CISCO JlNI) RETUmsr, ^VITHOUT recharging THE CARBURETTERS. 
 
COMPARISON 
 
 OF THE 
 
 COST OF MAINTAINING 
 
 AND THE 
 
 RELATIVE CANDLE-POWER ILLUMINATION 
 
 FIVE PRESENT SYSTEMS 
 
 CAR LIGHTING. 
 
 KEROSENE. 
 
 It is estiniated that lighting ears with KEROSENE costs about SIX (6) 
 CENTS PER CAR PER HOUR. This provides for six lamps, which give, oix cut 
 ctvercuje, a total of about thirty-five (35) candle-power, which, in a fifty-foot car, 
 gives insufficient illumination. 
 
 COMPRESSED COAL GAS. 
 
 It is estimated that lighting cars with COMPRESSED COAL GAS costs 
 about NINE (9j CENTS PER CAR PER HOUR. This provides for six lights, 
 which give, on cul ct^^eTCL(Je, a total of about sixty (60) candle-poAver, \vhich, in a 
 fifty-foot car, gives insufficient illumination. 
 
 COMPRESSED OIL GAS. 
 
 It is estimated that lighting cars with COMPRESSED OIL GAS costs about FIVE 
 (5) CENTS PER CAR PER HOUR. This provides for five lights, which give a total 
 of about one hundred and fifty (150) candle-jooAver, which, in a fifty-foot car, gives 
 a fair illumination. 
 
 ELECTRICITY. 
 
 It is estimated that lighting cars with ELECTRICITY costs about EIGHTY (80) 
 CENTS PER CAR PER HOUR. This provides for TEN LIGHTS, which give, urt 
 CLix cl^^er^ci(Je, a total of about one hundred (lOOj candle-power, \vhich, in a fifty-foot 
 car, gives insufficient illumination. 
 
FROST DRY CARBURETTER. 
 
 EXACT RECORDS SHOW that lighting cars -with the FROST DRY CAR- 
 BURETTER SYSTEM COSTS THREE <3) CENTS PER CAR PER HOUR. This 
 provides for six liglits, which give a total of TWO HUNDRED AND FORTY (240) 
 CANDLE-POV/ER, wliich, in a nfty-foot car, gives a most brilliant and satisfactory 
 light. This cost is based on gasoline at seventeen (17j cents per gallon. (The price 
 vanes from thirteen (13, to twenty (20) cents. Of course, the cheaper the gasoline, 
 [NOT QUA LITY] the cheaper the cost of the light, and r^/ce T-ev^sa.) 
 
 For a general system of car lighting, the Frost Dry Carburetter System is the 
 cheapest and best known up to the present hme, and it will more than hold its own 
 against every other mode of lighting. The cost of equipping a car with the Frost Dry 
 Carburetter System, seems, at first sight, to be excessive; but it is not to be expected 
 that a satisfactory light can be obtained on moving vehicles at the same price as in 
 houses and other buildings, and the nominal cost of maintenance is something 
 astonishing. The first cost of equipping a car is comparatively small, \^dlen the great 
 advantage arising from the ability to obtain a light v/hich \^nll burn at least one 
 hundred and twenty-five (125) hours without attention, is considered ; and the economy 
 due to the less frequent moving of cars is most striking, especially at cro\^'ded termi- 
 nals, where every additional train movement causes considerable trouble and 
 embarrassment. 
 
 The difference in the cost of the equipment for the Frost Dr^,' Carburetter 
 System, as compared with the Kerosene and Compressed Coal Gas Systems, WILL 
 BE SAVED IN ONE YEAR, BY THE ECONOMY IN MAINTAINING THE FROST 
 SYSTEM. 'Oil Gas and Electricity not being marketalile commodities, must be made 
 by the Railroad desiring their use. This, of course, necessitates the construction of 
 gas works, compressing plants and charging stations, and tliey are therefore entire^' 
 out of tills comiiarison, OWING TO THE EXTRAORDINARY EXPENSE FOR 
 THE PLANTS OFF TH E CAR, AND THE COST OF MAINTAINING THE 
 SAME.) For .approximately the same am()imt t>\' money for etpui^ping a ear, the 
 Frost Dry Cri rbm^ettei' system will give four hundred i400i per cent, more light 
 betv/een cfiargings than the ComiiresscxI Oil Gas S\'stom. It would be simpL' a 
 waste ol' time and space to lurlluM' ilisouss elixn.i'ieity. So, as a comparison \\-ith the 
 other' systems ol'car lighting, K(M'()S(m1(\ Compress.-d Coal Gas, Compressed Oil Gas 
 and Electi'icity, — the advantages, //, ,-\-cru ,s(V/,sr, are all in fa\'or o^ the FROST DRY 
 CARBURETTER SYSTEM. 
 
 10 
 
These fads demonstrate about as follows: that the FROST DRY CARBU- 
 RETTER SYSTEM gives six hundred (600) per cent, more hrilit and is one 
 hundred (100) per cent, cheaper than Hghting with KEROSENE; gives three 
 hundred (300) per cent, more light and is two htuidred (200; [jer cent, ehegqjer than 
 lighting with COMPRESSED COAL GAS; gives fifty (50) per cent, moi-e light, and 
 is one hundred '100) per cent, cheaper than lighting v/ith COMPRESSED OIL GAS; 
 gives three hundred (300> per cent, more light and is fifteen hundred (1500' pjer 
 cent, cheaper than lighting with ELECTRICITY; that there is no light, for lighting 
 passenger and other railroad cars, at the present time, that can compete with it in 
 any sense whatever; and \\'e feel confident that practical railroad nnanagers will at 
 once see the great benefit to be gained by the prompt adoption of the FROST 
 DRY CARBURETTER SYSTEM. 
 
 SPECIAL NOTICE. 
 
 THE FROST DRY CARBURETTER SYSTEM 
 
 HAS BEEN APPROVED 
 
 BY THE 
 
 PHILADELPHIA AND NEW YORK 
 
 BOARDS OF FIRE UNDERWRITERS. 
 
 [ I 
 
COMPARISON 
 
 (jf the 
 
 Number of Cubic Feet 
 
 OF 
 
 Gas Carried Under Compression 
 
 AND 
 
 AT WHAT PRESSUPvE PER SQUARE INCH COMPRESSED, 
 
 A], so 
 
 THE NUMBER OF HOURS OF LIGHT BETWEEN CHARGINGS 
 
 OF TIIK 
 
 THREE PRESENT GAS SYSTEMS. 
 
 COMPRESSED COAL GAS. 
 
 It is estimated that tlie Compressed Coal Gas System carries about THREE 
 HUNDRED (300) CUBIC FEET OF GAS, compressed to about TWO HUNDRED 
 AND TWENTY-FIVE (225) POUNDS PRESSURE PER SQUARE INCH, and 
 gives about TEN (lOj HOURS LIGHT BET\VEEN CHARGINGS, (Fully fifty [50] 
 per cent, of the illunainating power is lost by compression at this pressure.) 
 
 COMPRESSED OIL GAS. 
 
 It is estimated that the Compressed Oil Gas System carries about FOUR HUN- 
 DRED (400) CUBIC FEET OF GAS, compressed to about FIVE HUNDRED (500) 
 POUNDS PRESSURE PER SQUARE INCH, and gives about TWENTY-FIVE 
 (25) HOURS LIGHT BETV/EEN CHARGINGS. 
 
 FROST DRY CARBURETTER. 
 
 The Frost Dry Carburetter System carries about TWO (2) CUBIC FEET OF 
 GAS TO EACH CARBURETTER, or a total of TWELVE (12) CUBIC FEET 
 PER CAR, under THREE (3) POUNDS PRESSURE PER SQUARE INCH 
 IN CARBURETTER, and gives ONE HUNDRED AND TV/ENTY-FIVE (125) 
 HOURS LIGHT BETV^EEN CHARGINGS. AVith the Frost Dry Carburetter System 
 there is absolutely nothing under high pressure, consequently there is no severe 
 strain at any time on any part of the saime that can cause any trouble \vhatever, 
 and ^vhen the lights are not burning, all pressure is cut off from the Carburetters. 
 Should a wreck occur, and the Carburetters be displaced, they are made of such 
 flexible material (copper), that they will stand any anaount of distortion without 
 rupture; still further, the gasoline is absorbed in wicking in such a ^vay that although 
 every cock on the Carburetter be opened, no liquid runs out or can run out. 
 
 12 
 
 I 
 
FIG. 2 
 
 "CHAPMAN" REGULATOR, 
 INDICATOR, SAFETY VALVE AND 
 CLOSET VALVE. 
 
 B (W) 
 
 ^A. 
 
 J 
 
 FIG. 
 
 TRAIN PIPE, CHECK VALVE, DUST SCREEN 
 AND AIR-STORAGE RESERVOIR, 
 
 CARBURETTER AND LAMP, 
 
 FIG. 3. 
 
 "BOWMAN" REGULATOR, 
 INDICATOR, SAFETY VALVE AND 
 CLOSET VALVE. 
 
 CHARGING CAN IN POSITION. 
 
 FIG. 8. 
 
 INDICATOR BOX LID. 
 
 FIG. 5. 
 
 CHARGING CAN. 
 
 FIG. 7 
 
 <ai^^^ 
 
 ■^ 
 
 t^ 
 
 COMBINED VENTILATOR HOOK AND NEEDLE VALVE KEY. 
 
INSTRUCTIONS FOR MANIPULATING. 
 
 TO LIGHT UP A CAR, 
 
 ]. SEE THAT y\LL VALX'KS P [iMgure 4] ON THE LAi\[PS ARE CLOSED. Ojien the closet valve F [Figure 2 or 
 Figure 3] SLOWLY two or three turns. Tlien light the lamps ONE AT A TIME, as follows : Let down the clear glass bowl Q 
 [Figure 4] and RAISE THE CHIMXEV, then open the x'alve P [Figure 4] one-si.\th [1-6] of a turn, appl\in,g a li.ghted match 
 AT THF; top OF THE BURNER at the same time; replace the chimney, close the clear .glass bowl and adjust the flame 
 about one [i] inch hi.gh. When carburetters have Ijccome warmed somewhat, turn the flame up higher. It is (jnite essential 
 that the lamps should all be burned alike. IF LESS LIGHT IS DESIRED, TURN DOWN ALL TLIE LIGHTS; IF 
 l\IORE LIGHT IS WANTED, TURN THElM ALL UP. 
 
 TO PUT OUT THE LIGHTS, 
 
 II. Close the closet valve F [Figure 2 or Figure 3] TIGHTLY, then close TIGHTLY \ alve P [Figure 4] on each lamp. 
 KEEP THE VALVE ON LAMPS ALWAYS CLOSED WHEN THE LIGHTS ARE NOT BURNING. 
 
 TO TELL WHEN THE CARBURETTERS NEED RECHARGING, 
 
 III. Ha\'e all lights burning full for at least one hour, then observe the indicator KL [Figure 2 or Figure 3] in closet ; if 
 the mercury covers one-half of the upper sight glass K, the carburetters must be recharged. The trainmen should deserve the 
 indicator at the end of each trip, when the lights are in use, and if the carburetters need recharging turn the disc on the Indicator 
 box lid [P'igure S] with the \-alve wrench until the words "P'lLL CARBURETTP'.RS " appear. The Inspectors or others who have 
 charge of filling the carburetters should look in the closet to see whether the notice shows "Fill carburetters," and if it does 
 they should be filled, and after this is done THE DISC SHOULD BE TURNED BACK TO ITS NORMAL POSITION, 
 SPIOWING BLANK AT THE OPENING. 
 
 TO CHARGE THE CARBURETTERS. 
 
 IV. .See that all valves P [Figure 4] on the lamps are closed tightly. OPEN CLOSET VALVE F [Figure 2 or l^igure 3] 
 SO AS TO ADMIT FULL AIR PRESSL^E TO CARBURETTERS. The charging can (Figure 5) with all cocks closed is put 
 bottom upward in the charging \alve S on top of the carlniretter, as shown in p'igure 6. A slight turn to the ri.ght holds it in y>os\- 
 tion and makes a gas-tight joint between can and carburetter ; slip the rubber hose attached to the can over the nipple on discharge 
 valve T on carbnrretter. Oiien the dischar.ge valve T and the cock W on can, which are connected b\' the rubber hose, then open 
 the charging valve S on carburetter and finalh' cock V on the can ; the gasoline then fli.iws into the carlmretter and the gas in the 
 carburetter passes through the hose into the can in place of the .gasoline. XVhen carliuretters need recharging, usually a can full or 
 two {2) gallons will run in. The can should be allowed to remain in position from five (5) to ten (lo) minutes, and it is not necessary 
 to stand Ijy it. With a sufficient sujiply of cans the carliuretters may be charged as fast as the cans are put in position, and usually 
 by the time the last carburetter is fitted with its can the first one is ready to be taken oft^. 
 
 TO REMOVE CHARGING CANS FROM CARBURETTERS. 
 
 y. First, close the cock V on the can, then close the charging \-alve S on the carburetter; next, detach the can without 
 interferin.g with the hose. Turn the can right side up and slightly open cock V ; this allows the pressure to escape from the 
 can ; and if the carburetter has been o\ercliarged the .gasoline is blown back from the carburetter throu.gh the hose into the can. 
 If the carburetter refuses to take g.isoline when the can is arranged as descriljed, close all cocks and valves, detach rubber hose 
 from the discharge valve on the carburetter and open this valve SLOWLY. If gasoline appears, [not a few dr(ips] it shous that 
 the carburetter does not need charging. If only gas appears, allow it to escape for a few seconds then close the \al\e and 
 open cock W to which hose is attached on the can and allow any gasoline in the hose or in the tube inside of the can to 
 escape ; then connect up the hose and proceed in the usual way. LASTLY, CL(JSE CLOSET VAL\'E F [Figure 2 or Figure 3] 
 IN CLOSET, AND TURN THE DISC "FILL CARBURETTERS" TO ITS NORMAL POSITION, SHOWING BLANK 
 AT THE OPENING. 
 
 14 
 
GENERAL DESCRIPTION. 
 
 In this s\stein tlie li.uiil is iniHliiccd b_\- IjuniiiiL;- in tin- lanijis a gas generated in tlie carl)nretlers, wliicli are iilaced on tlie top 
 of tlie car. Tlie gas is sini|il\- air carr\ing a certain amount i.f gasoline vafior. Tine air is taken from the air-lirake ser\ace, the 
 gasoline, alisorlied in nicking, is ccntained in tlie carlun-ette|-s, and tlie object of tile a| i|-)liances is to bring these two sub.stances 
 together, wiimri/e the gascline, and tlnis produce the gas. 
 
 The following is a description ol each (il the parts in detail: — 
 
 I. TRAIN PH'K, CHECK \'.\L\'E, DCST .SCREEN y\Nf) AIR-STORAGE RESERN'OIR. 
 
 Commencing underneath the car (Figure i), air is taken frcan the train [lipe A into a cylinder D which serves as an air-storage 
 reservoir. Between the train [.lipe and the storage reser\c)ir is the chei k valve and dust screen B. The dust screen prevents 
 anything in the air from getting into the check vah'e and beyond it. The check valve opens toward the storage reservoir, so that 
 when the pressure in the train pipe is greater than the pressure in the storage reservoir, the air passes from the train pipe into the 
 storage reservoir. When from .any cause, as when the air l)rakes are being ai'plied, the pressure in tlie train pipe is less than the 
 pressure in the storage reser\-(jir, the check \al\-e closes and retains the air already in the stcjrage reservoir. In addition to 
 hirnishing a storage supply, the c\linder containing the air pre\ents Ihictu.itions in the light, which would result if the air was taken 
 directly hom tlie train pipe to the carburetter. The capacity of the st(.irage reservoir is such, that with sixty (60) pounds pressure in 
 the airdirake service, the air stor.age on each car will furnish light tor the car si.x (6) hours after the car is detached from the train, 
 the N'ariation in the length cif time being due to the am(iunt of .gasoline in the carburettc-rs. The check vahe and dust screen are 
 )"iut in cjrder when the car leaves the sliop: they shuuld fie cleaned at least once in three months and perhaps more frequently. The 
 air-storage reservoir is ]iro\'ided with a x'ahe C at one end, which vah'e is normalh' open, and should only be closed when from any 
 cause it is necessary to shut off the air sujiply from the closet. The same wrench that is used in the car to operate the closet valve 
 is used for operating this vaUe. From the storage reservoir a pipe E conducts the air up into the closet. In this rape is also placed 
 a dust guard Y (Figure 2 and Figure 3) for additional security against anything passing witli tlie air frcaii the storage reservoir 
 into the regulator, indicator or safety \alvc, in the closet. 
 
 II. REGULATOR, INDICATOR, SAFETY \'ALVE, CLOSET \'ALVE AND INDICATOR BoX LID. 
 
 In the closet (Figure 2), the first thing on the pipe E tVom the storage reservoir, is tlie closet vah'e F. This valve 
 controls the connection lielueen the reser\'ijir and c.irburetters. Wdien it is open, air jiasses into the carburetters. \\"hen it is 
 closed, the air is cut o If from the c.irburetters. The vah'e is, operated with the ordinary \'alve wrench, audit should be opened 
 sli>wly in order to pre\ent a \iolent Ihictuation of the mercury in the indicator, Be\ ond the cdoset vahe, the cars are fitted 
 U]") in two ways depending uynni the kind of re.gtilator used. 
 
 If the CHAI'MAN Rh;GULAT( )R G is used, the pipe carrying the air passes from the closet x'ahe F down to the floor and 
 through the |iartition trj the short se.at outside of tlie closet. Under this seat are loc.ited, hrst, a dust guard Y as additional 
 security; second, the Chapman regulat.jr G; third, the check \'al\e H. The regnkUor reduces the pressure, so th.it while on 
 the side of the regulat(jr toward the stor.ige reser\'oir the pressure m.iN be (10 or 70 or e\eii .So pounds, lieyond the regukit.ir 
 toward the c.irburetters, the preSMire is normaliy three [31 |i,ain.ls. riie regulator G is set in the shop, and in general should not 
 be touched in .service. Tin- object of the check \ahe H beyond the regiil,it..r is to prewut ,uiy gasoline \ ,,por coming luck 
 fr,,m die carburettors and .dieting the diaiiliragm of the regul.ilor. From the check \ aK e the air passes back through the 
 l)artilioii into tho rlosol ,,n,l up Ihrougli the pipe I to iho salrly x.ilve ,md indicitor J K L. which are cunbined in one piece 
 of mechanism. The objr, t ,,nho saf'l\ x'.iKe J is to prcNeiil .ni\- on er-pi cssuie in llie c.u luiretlers, .uul this is accomplished by 
 aniorcuiial scd of such lieighl tli:,l whouexor tlio pressure in tlio crburoiiers exceeds lour ^i pounds per .square inch, the mercuri.il 
 seal is br.,ken ,aii<l the pressure rcliovcd diioiigli Iho u,,slc pipe N lo d,o ,,lmosplu re. d'he object of the indicator K L is to 
 show when the cirburrllers need reoli.u-giug. II has beou louud lli.a as the gasoline in the cuburetters appro.iches exhaustion 
 the quautily of air iicc s.s.'U'y to produ.o d.o li;_;hl uicro,,M s, and ,1 is upon ihis pimcple Ihal the indicalor is constructed. A 
 '''■'I''"''-"' "'"' ^' ^'"'''l '"■''■ '" '' '-- l"'l '"' 111- iii^iiii pass,igr-w,iv ,,iid ,,11 ihe ail Ih.U goos to the carburetters passes through 
 diisholo. Whatispr.ali, ,,ll_\ Iho I iuIm, coni.Muuig nier.iux, Ills , „ie log of dio V connected wuli the m.rin passage-way between 
 the diaphragm ,',iid , ;,rbu,v||,., .,, .uid llio .,lho, l,.; p, H,,. P1,,u-,,m cIlmmImt. which is ui commuuicuion with the atmosphere through 
 l''l"-- ^ ^^''"■" "" '■'"' ''■ \<'<'---'"'' I" If" cMhinvll.Ms d,o inonuiN' lo\cl in holh lul.rs of the U is undisturbed, but when any air 
 l'''-^-"^''^'''i"ii'sl' ''" 'liat.lu.igni III,' iMoi, iMN I, A,'! , Iliii;..,,'s u, p, , ,, ,01 Ii, hi I, , 111, ,l,ller,'iic,' in pressure belNveeii ihal 111 the pipe leading 
 t,., tli,.-,arbiir,|t,'rs.'iii,l ihal m 1 1„ ■ , ipj „ ,sil , U, g. , 1 11,' I, , lli,, p, issiir,. , ,| 1 1,, ■ ,,|ii„ ,s| .Iltc. When ih,' cirhiiretters .ire Hilly charged 
 ■II"' 'i" li.yl'ls '11'' I'liiiMiig Ih, iiM'i, iii'N ;i|,|H ais ,.iil\ 111 Ih, siglil glass L hill ^^h,'ll iIk- m,'rciii\ l,'\el is , -hanged s.ithat il ,i].pears 
 in an, I cov,.'rs aboiil ,,ii,' IliII {:,) of Ihe siglil glass K \vilh .ill li;;lils l.uiiiiiig, the cirbuivllers should he recharged, li is best to 
 
 15 
 
observe the indicator after tlie lights have 1oeen burnins' for at least an hour, for the reason that when the lamps are first lighted 
 the carburetters are cold, and consequently use more air than they do after they have become warm. If the indicator is read 
 immediately after the lamps are lighted, the carburetters will probably be filled sooner than is required. The trainmen should 
 obser\'e the indicator at the end of each trip, when the lights are in use, and if the carburetters need recharging turn the disc 
 on the indictitor box lid (Figure S) with the valve wrench until the words "Fill carburetters" appear. 
 
 The Inspectors or others who have charge of filling the carburetters should look in the closet to see whether the notice shows 
 "Fill carburetters," and if it does they should be filled, and after this is done the disc should be turned Ijack to its normal position, 
 showing blank at the opening on the indicator l)0-x lid. From the indicator and safety valve the pipe M carrying the air 
 e.xtends through the roof to the carburetters. 
 
 If the BOWMAN REGULATOR is used (Figure 3, Plate K), the dust guard Y is placed outside of the car, and the 
 Regulator, Indicator and Safety Valve are combined in one piece of mechanism. This device involves in its construction the 
 same principles as are used in the Regulator, Indicator and .Safety Valve previously described ; but tlie Regulator, instead of being 
 constructed with a diaphragm and spring, as in the case of the Chapman Regulator, is made to open and close as the air pressure 
 varies on the mercury in the cup of the apparatus. This combined Regulator, Indicator and .Safety Valve, is placed in the 
 closet above the closet valve F and from it the pipe M carrying the air extends through the roof to the carburetters. 
 
 III. CARBURETTERS. 
 
 The air pipe M (Figure 4), after extending through the roof, runs along nearly the whole length of the car and has a 
 branch leadin.g to each carburetter taking the air into them. 
 
 The carburetter U is a round flat box with a hole in the centre and having within it a spiral chamlier about forty ^40^ feet 
 long, which spiral chamber is filled with cotton wicking. The air inlet to the carburetter is near the centre hole ; the outlet 
 is near the edge. The air which is to pass into the carburetter is taken through a small copper pipe, which is bent in the 
 form of a conical spiral and placed in the flue of the carburetter directly aljove the lamp. The object of this spiral coil is 
 to heat the air before it enters the carburetter by the combustion from the lamp, and in this way to furnish the heat 
 that is necessary to vaporize the gasoline and generate the gas. As a further means of furnishing heat to the carburetter, 
 it is surrounded with an air space, wliich communicates with the inside of the car, so that warm air from the car constantly 
 passes around the outside of the carburetter and out through the ventilator. Both the ventilator and the cover of the mantle 
 which form the visible outside portion of this warm air space are detachable and may be taken oft" as occasion requires. 
 When the carburetters are freshly charged, or when the air is very warm, there is a possiliility of carrying too rich a gas down 
 to the lamps ; to obviate this difficulty a permanent cross connection is made between the air inlet to and the outlet from the 
 carburetter. In this cross connection is a diaphragm with a very small hole, so that a small amount of air is taken across to 
 the gas as it comes out of the carburetter, diluting it a little, and thus preventing any possibility of too rich or smoky a 
 gas reaching the lamp. 
 
 IV. LAMPS. 
 
 From the carburetter, U (Figure 4), the gas passes down through one of the arms of the lamp to the burner. Each 
 lamp is provided with a needle valve P to regulate and shut oft' the supjily of gas, and this valve is provided with a locking 
 device, so that it cannot be opened until the clear glass bowl Q, surrounding the burner, is lowered. The air to support the 
 flame is taken in at the top of the lamp and passes down beside the chimney, by which means it is heated somewhat, so that to 
 a certain extent, the lamp is regeneratix'e. To light a lamp it is necessary to open the clear glass bowl Q, raise the chimney R, 
 open the needle valve P about one-sixth (1-6) of a turn, which will usually furnish sufficient gas for lighting, and apply a lighted 
 match at the top of the burner, then replace the chimney and close the clear glass bowl. It is advisable in lighting up not to 
 start with a tlame more than one (i) inch high, as the flame increases as the carburetter becomes warm. 
 
 IT IS QUITE ESSENTIAL THAT THE LAMPS SHOULD ALL BE BURNED ALIKE. If one lamp is burned with 
 a higher flame than another, THE GENERAL APPEARANCE OF THE CAR IS GREATLY MARRED, or, if some of the 
 lamps are burned and others are not, when the car comes to be recharged, some of the carburetters will require more gasoline, 
 since from some of them more gasoline has been burned than from others. It is in evei7 sense better to have the flames in all 
 the lamps as nearly as possible the same height at all times. IF LESS LIGHT IS DESIRED, TURN DOWN ALL THE 
 LIGHTS ; IF MORE IS WANTED, TURN THEM ALL UP. 
 
 When the lights in a car are to be put out the closet valve F (Figure 2 or Figure 3) should be closed ; THEN CLOSE THE 
 NEEDLE VALVE P (Figure 4) ON EACH LAMP. 
 
 16 
 
V. CHARGING VALVE, DISCHARGE VALVE AND CHARGING CAN. 
 
 On the top of the carburetter by the side of the ventilator (Figure 4), are located the charging valve S and discharge valve T. 
 These valves are used to charge the carburetter. The carburetter being closed tight and filled with gas at all times, nothing will 
 run in unless some prt>vision is made for a corresponding amount of gas to run out, and to permit this is the object of the discharge 
 valve T, which is fitted with a hose nipple. The charging valve S is to receive the spout of the charging can. 
 
 The charging can (Figure 5) holds about two (2) gallons and is provided with three openings V W X. The opening X is closed 
 with a screw plug which is removed when the can is to l)e filled. The (Ji^enings V and W are closed by means of plug cocks. 
 
 VI. CHARGING CARBURETTERS. 
 
 hi charging the carburetter all openings in the charging can are first closed ; the can is then turned bottom upward (Figure 6) 
 and the central opening V is inserted in the charging valve S on the carburetter, a slight turn to the right is given to the can by which 
 it is held in position and a gas-tight connection made with the carburetter. A short piece of rubber hi..se is then slipped over the 
 hose nozzles T and W, on the carburetter, discharge valve and can respectively. The discharge valve T on carburetter is then 
 opened, next the cock W on die can, then the charging valve S on the carburetter, and finally the cock V on the can. The gasoline 
 flows down through the cock V and val\e S into the carburetter and the gas in the carburetter passes np through the val\-e T, the 
 rubber hose, the cock W and the small pipe Z into what is now the top of the can, above the gasoline, replacing the latter as it 
 flows out of the can. 
 
 The arrangement of the pipes inside the carburetter is such that when it is fully charged no more gasoline passes in, 
 provided the closet valve F is open, admitting full air pressure, although it may not have completely run ont of the can. When 
 carburetters are sufficiently exhausted so that they really need recharging, they should, however, take the full two (21 gallons which 
 the can holds. It may happen sometimes from the failure of the arrangements to prevent overcharging of the carburetters, that 
 more gasoline .gets into them than they should have. To obviate this difficulty it is essential in all cases to proceed as follows 
 when taking the charging can from the carburetters : first, close the cock V on the can ; second, close the charging valve S on the 
 carburetter. Then detach the can, taking care not to interfere with the hose. Turn the can right side up, and slightly open the 
 cock V. The can has the same pressure in it that the carburetter has and consequently there will be a rush of gas out of this 
 cock. The connection between the carburetter and the charging can being open through the rubber hose, if there is any excess 
 of gasoline in the carburetter it will now be blown out through the hose into the can. As soon as the gas begins to come into the 
 can, which is indicated by a bubbling noise in the can if any gasoline is there, close the discharge valve T on the carburetter, and 
 then close the cock W fitted with the nipple on the can. The rubber hose can then lie detached. 
 
 VII. COMBINED VENTILATOR HOOK y\ND NEEDLE VALVE KEY. 
 
 A rod (Figure 7) for operating the needle valve on lamps and for opening and clo.sing the deck \-entilators is also necessary. 
 This rod is made with a brass ti)i which fits the small wheel on the needle valve, and the cross b,ir on the deck s.isli opener. One of 
 these rods should be furnished for each car. 
 
 "When the carburetters are fully charged, they u'ill burn one hundred and twent\-live 1 123) hours, excepting the first charging. 
 The charging of carburetters, theref .re, will not be very fre(|uent, \-ar\ing from .ibout once in twehe H2i davs in winter to a much 
 longer time in summer. This long ser\'ice from one charging makes it unnecessary to carry a large stock of gasoline. 
 
 THE QUALITY OF GASOLINE REQUIRED IS THAT KNOWN IN THE 
 
 MARKET AS 88 GRAVITY. 
 
 '7 
 
LIST 
 
 OF THE Different Parts of the 
 
 Frost Dry Carburetter System 
 
 Iecessary for the Equipment of a Car 
 
 WITH ONE LIGHT, 
 
 One Carburetter, Complete, 
 
 One Air Tank, 
 
 One Lamp, 
 
 One Regulator, Indicator and 
 
 Safety-valve, 
 One Closet Needle Valve, 
 One Tank Needle Valve, 
 One Conibined Dust Screen and 
 
 Check Valve, 
 
 Fottr Brass Unions, 4 inch, 
 
 One Brass Ell, ^ x ^, 
 
 Four Brass Ells, 4 inch. 
 
 One Conibined Ventilator Hook 
 
 and Needle- Valve Key, 
 One Valve Wrench, 
 One Indicator Board, 
 One Charging Can, 
 Copper Tubing to suit length of car. 
 
 FOR EACH ADDITIONAL LIGHT 
 
 THE PARTS WOULD BE:— 
 
 One Carburetter, Complete, 
 
 One lamp, 
 
 One Brass Tee, 4 x 4» 
 
 and as many Charging Cans as are deemed necessary. 
 
 i8 
 
Missing Page 
 
FROST DRY CARBURETTER SYSTEM. 
 
 ARRANGEMENT OF CLOSET VALVE, REGULATOR, INDICATOR 
 AND SAFETY VALVE IN CLOSET. 
 
 I^L^^TE B. 
 
 TSl (Tr 
 
 PATENTED. 
 
 20 
 
FROST DRY CARBURETTER SYSTEM, 
 
 SECTIONAL VIEW, SHOWING POSITION OF LAMP AND CARBURETTER IN CAR. 
 
 GENERAL NOTICE, 
 
 To distinguish the Frost Dry Carburetter System from the Compressed Coal 
 Gas System, a copper coil can be seen in the ventilator from the inside of the 
 car, which IS not used with the Compressed Coal Gas System. This information 
 IS given for those unacquainted with the Frost Dry Carburetter System that 
 they may not do it an injustice, as some railroads have our lamps burning 
 Compressed Coal Gas, preparatory to equipping with the Carburetter System. 
 
 %?l tel W 
 
 W[ n 
 
 PATENTED, 
 
 21 
 
FROST DRY CARBURETTER SYSTEM, 
 
 SECTIONAL VIEW, SHOWING POSITION OF LAMP AND CARBURETTER IN CAR. 
 
 rr.rnnrrrnrrrrrr.rrrnnnrnrrrnnnnnpnnrnrnrnnnnrnnnnnnrnnn 
 
 21 
 
I 
 
 FROST DRY CARBURETTER SYSTEM. 
 
 DECK LAMP COMBINED VENTILATOR HOOK AND NEEDLE VALVE KEY. 
 
 I^L^^TE D. 
 
 Bo\v for Supporting Lamp Burner, 1 
 
 Band on Body of Lamp, 2 
 
 Needle Valve, 3 
 
 Gas Arm, 4 
 
 Top Cap and Chimney Holder, 5 
 
 Porcelain Shade, 6 
 
 Clear Glass Bowl, 7 
 
 Glass Chimney, 8 
 
 Special Argand Burner, 9 
 
 Comljined Ventilator Hook and Needle Valve Key, 10 
 
 NOTE. -In , ordering, .jive l.^llcr of pi.,).-, ,,:,,,.• nnnih,.,. ;,„.l n.-nn,- and nunihei- ol part lYoni s, hedule. 
 
FROST DRY CARBURETTER SYSTEM. 
 DECK LAMP, COMBINED VENTILATOR HOOK AND NEEDLE VALVE KEY. 
 
 PATENTED. 
 
 22 
 
FROST DRY CARBURETTER SYSTEM. 
 
 BRACKET LAMP. 
 
 IPL^TE E- 
 
 3 
 
 Gas Arm and Burner Support, 
 
 Band on Body of Lamp, 
 
 Needle Valve, 
 
 Lamp Braclcet, . ■ ■ ' 
 
 Top Capj and Chii-nney Holder, 
 
 Porcelain Shade, 
 
 Clear Glass Bowl, '■ 
 
 Glass Chimney, ^ 
 
 Sfjecifil Argand Burner, 
 
 6 
 
 9 
 
 NOTE. 111 orderin.j, i,.|ive letter ol' )ilato, I'^nje nuinliei' :inil not"nc ;ind nuiiilier a'^ iiart from s-'hecUile. 
 
FROST DRY CARBURETTER SYSTEM 
 
 BRACKET LAMP. 
 
 I^L^^TE E. 
 
 PATENTED. 
 
 23 
 
FROST DRY CARBURETTER SYSTEM. 
 
 SECTIONAL VIEW OF CARBURETTER. 
 
 Copper Coil for \A/arniing Air 
 
 Brass Sleeve Connection on Coil, "* 
 
 Special Brass Ell, ^ 
 
 Brass Injector Pipe, 
 
 Special Brass Tee, 
 
 Pipe, 8 
 
 Ell, 9 
 
 " " Pipe, 10 
 
 Ell, 11 
 
 Brass Boss for Charging Valve, 16 
 
 Brass Bosses for Air-Pipe Connections, 17, 17 
 
 Charging Valve, IS 
 
 Mantel, 19 
 
 Removable Top of Mantel, 20 
 
 Ventilator, 21 
 
 Supporting Boss, 22 
 
 Spiral Passage, containing Capillary Material, 26 
 
 Air Sfjace Arounrl Carljin^etter, 27 
 
 Smoke Flue, 28 
 
 Deflecting Cone, 29 
 
 Smoke Bell, 30 
 
 Deck Plate or Ventilator' Rinr|, 31 
 
 NOTE. In or.\r:vu-uj, ,Mve letter . ,1 , ,1, , I, ■ , |,;,,|e n n ni I ,er . iii, 1 nnnie .ind lui ni 1 .er of imrt from seliecUile 
 
Missing Page 
 
FROST DRY CARBURETTER SYSTEM. 
 
 PLAN OF CARBURETTER, 
 
 IPL^TB C3r. 
 
 Special Brass Ell, . . ■ 
 
 Copper Coil for Warming Air, ...••••■■■■' 
 
 Special Brass Ell, 
 
 " " Sleeve, 
 
 Ell, 
 
 Brass Injector Pipe, 
 
 Special Brass Tee, 
 
 Ell, 
 
 " Pipe, 
 
 Discharge Valve, ■ • 
 
 Charging " 
 
 Mantel, 
 
 Sup]:)orting Bars, 
 
 Top Clanaps, — ^ 
 
 Cast Iron, 24 
 
 Clamp Bolts, 25 
 
 Spiral Passage containing Caiiillary, 
 
 Air Space arotind CarbLiretter, 
 
 1 
 2 
 
 3 
 
 4 
 
 5 
 
 6 
 
 7 
 12 
 13 
 14 
 18 
 19 
 22 
 
 26 
 
 27 
 
 Supporting Ring for Smolve Flue, 32 
 
 NOTE.— In orderiiiil, i|ive leHer nl" |jla(e, paije number and name and nnmher ol' part from seliedule. 
 
FROST DRY CARBURETTER SYSTEM. 
 
 '0tM 
 
 V',fl/:/M/'/#vM 
 
 WiM'AiWWii 
 
 PATENTED. 
 
FROST DRY CARBURETTER SYSTEM. 
 
 CHARGING VALVE 
 
 i^XjJ^te hi. 
 
 Cap, 
 
 Body of Valve, 
 
 Needle, 
 
 Packing Follo^ver, .... 
 
 Packing Nut, 
 
 Hand \A/heel on Stem of Needle 
 
 NOTE. In o 
 
 .■Cerin,,, ,ive letter of plate. „a,e n„..He,. aad nan.e and nu,..be. of part f,-o.. sehec 
 
 3 
 
 B 
 
 6 
 
FROST DRY CARBURETTER SYSTEM, 
 
 CHARGING VALVE. 
 
 i=lj^t:b hi. 
 
 PATENTED. 
 
 26 
 
FROST DRY CARBURETTER SYSTEM. 
 
 DISCHARGE VALVE. 
 
 IPL^^TE I- 
 
 Needle, ' 
 
 Hand ^A/heel on Stem of Needle, 2 
 
 Body of Valve, 3 
 
 Nipple for Hose, 4 
 
 Packing Follower, 5 
 
 Packing Nut, 6 
 
 NOTE. In orclerinii, !|i ve letter of plate, page niin-iber and name and number of part from schedule. 
 
FROST DRY CARBUPvETTER SYSTEM. 
 
 DISCHARGE VALVE. 
 
 IPXjJ^TE I. 
 
 PATENTED, 
 
FROST DRY CARBURETTER SYSTEM. 
 
 BRASS PIPE FITTINGS. 
 
 i=XjJ^te cr. 
 
 Special Brass Tee, i x i x J Openings, 
 Ell, 1 x^ 
 Union, i xi 
 Ell, i X } 
 
 NOTE. In ordering, give letter of plate, jjaye ni>mber and name and number oCpart from schednle 
 
FROST DRY CARBURETTER SYSTEM, 
 
 BRASS PIPE FITTINGS. 
 
 IPLJ^TE vJ. 
 
 PATENTED. 
 
FROST DRY CARBURETTER SYSTEM. 
 
 THE BOWMAN REGULATOR, INDICATOR AND SAFETY VALVE. 
 
 1 Main Casting of Regulator and Blow-off Chamber. 
 
 2 Regulator Cup. 
 
 3 Hollow AVeight. 
 
 4 Steadying Pipe. 
 
 5 Pipe Covering screwed in Cup B. 
 
 6 Sight Glass Castings for Indicator. 
 
 7 Large Leg of U leading to Blow-off Chamber. 
 
 8 Deflector in Blow-off Chamber. 
 
 9 Perforated Plate for Supporting Deflector Casting. 
 
 10 Cap of Blow-off Chamber. 
 
 11 Small Pipe leading from Blow-off Chamber to Atmosphere. 
 
 12 Main Pipe leading from Reservoir to Regulator, Indicator and Safety Valve. 
 
 13 Reduced Pressure Pipe Leading froni Regulator, Indicator and Safety Valve to 
 
 Carburetters. 
 
 14 Plug in top of Regulating Chamber. 
 
 15 Over-flow Set Screw for Indicator located in Blow-off Chamber. 
 
 16 Over-flow Set Screw for Regulator located in Regulator Cup. 
 
 17 Plug Covering Regulator Valve and Fulcrum. 
 
 18 Return Bend for Indicator. 
 
 19 Regulator Valve. 
 
 20 Regulator Valve Seat. 
 
 2 1 Regulator Valve Lever. 
 
 22 RegLilator Valve Links. 
 
 23 Link Plug screv/ed in top of Regulator "Weight. 
 
 24 Perforated Diapfjragm. 
 
 25 Link Pins foi' Regulatoi\ 
 
 26 Valve Pin for Regulatoi\ 
 
 27 Set Screw for Holding Deflector to Perforated Plate. 
 
 28 Plrig for holding PerfortUecl Diaphragm in place. 
 
 NOTE.— In firrlori iH.t, <li^'"^ ]<-.ller oT i il.-ilr- , p.-uie n n m I kt n nd nni-no .--inil mi ml ler ol' part iYom sohedT.\le. 
 
r)ESCK.i:FTi03sr 
 
 Bowman Regulator, Indicator and Safety Valve. 
 
 
 This device involves in its construction the same principles as are used in the Reg-ulator, Indicator and Safety Valve, 
 previously described ; but the Regulator, instead of being constructed with a diaphragm and spring, as in the case of the 
 Chapman Regulator, is made to open and close as the air pressure varies on mercury in the cup "2" of the apparatus. Its 
 action is as follows :—" 19 " is a small valve controlling the opening through which air flows from the reservoir under the 
 car to the chamber "i" of the Regulator; "21" is a lever holding this valve in place; "22" is a link supporting the 
 weight "3," which keeps the valve "19" in place against pressure; "2" is a cup containing mercury for the purpose of 
 floating the hollow weight "3." When air enters the Regulator chamber "i" it acts on the surface of the mercury 
 surrounding the weight in cup "2," forcing it downward and through the steadying pipe "4" into the hollow centre of the 
 weight "3," thereby losing its power of lloating the weight "3," which allows the weight to fall and closes the valve "19" 
 against any further admission of air. The quantity of mercury in the cup "2" for supporting the weight is so proportioned 
 that when the Closet Valve in the pipe "12" is closed, and no air passing in to the apparatus, it will float the weight "3," 
 and open the valve " 19," as aliove described, until a pressure of three pounds per square inch is reached, when the mercury 
 is forced up into the centre of the weight "3," which allows the weight to firll and shut off the further passage of air. 
 
 In practice, when air is passing fr(jm the chamlier "i" to the Carburetters, the mercury is just held at such a pi>int by 
 the [iressure in chamber "i," and floats the weight "3" to a height just necessary to give sufhcient opening of the valve 
 "19" and supply the demand of air. "24" is a perforated diaphragm, same as described. "2.8" is a plug which holds the 
 perforated diaphragm "24" in place in the Regulator casting. "29" is a cored passage representing one leg of the mercurial 
 "U" communicaling with the |)assage lietween the perforated diaphragm "24" and the Carburetters. "6" and "6" are the 
 sight openhigs through which the condition of the Carburetters is seen, "y" is a pipe forming one leg of the "U," which 
 terminates in the blow-off chamber "S'." "S" is a deflector casting held in the blou'-olf chamber bv the perforated plate 
 "9," and is for the purpose of preventing mercury Irom being blown out of the chamber when the blow-off is in action. 
 "10" is the cap of the blow-off chamber "S',"and "11" a small waste pipe leading from the blow-off chamber "S'" to the 
 atmosphere. "15" is an over-flow set-screw located m the side nf the blow-off chamber "S' " for the purpose of showing 
 when enough mercury has been poured into the Inilicator. "16" is a similar over-flow set-screw for the purpose of telling 
 when enough mercury has been poured into the Regulator cup to set it to the proper pressure. The location of these 
 set-screws is determined by actual e.xperiment Ijefore the apparatus is turned out of the shop. 
 
 This apparatus is so arranged that if any excessi\e pressure is generated in the Cirbiu-etters by the heat of the sun, 
 when the car is standing on an exposed siding, it is promptly relieved by the Indicator pipe, which forms a salet\' vaU'e with 
 the blou'-off chamber "S' " to the atmosphere, while at the same time mercury is prevented from escaping, as above described 
 by the deflect(.ir "8". 
 
 When this ,a|i|->aratus is located in the closet cjf a car, a Closet \'alve controlling the flow of air from the reservoir 
 under the car is lucated in the pipe "12" immediately belnw it, and when this Closet \'alvi,' is closed, u Ikh the liglus are not 
 in use, the weight "3" is floated by the mercury, thereby t.iking all weight and wear off the parts connected with the 
 Regulator, conse(|uenlly there is no weai- wiieu the lights are not bnnung ; and when the lights are burning the weight bein"' 
 flo.ated, lilts the valve "19" high enough from its seat to sup|ily the amount of ,hr required. This ,ilso relieves the wearing 
 pai4s of any weight that wiafld wear them rapidlw 
 
 If all of the joijits in (he car are kept tiglit, it will require no attention aUer it is once set, and will be found to be verj- 
 sensitixe in its regulation (.f air from the reservoir under the car where the pressure may v.u-,' to the reduced constant pressure 
 supplied to the C.irburetters. 
 
 -9 
 
Missing Page 
 
FROST DRY CARBURETTER SYSTEM. 
 
 CLOSET NEEDLE VALVE. 
 
 IPL^TE L. 
 
 Needle, 
 
 Body of Valve, 
 
 Packing Nut, 
 
 Packing Follov\^ei-, 
 
 Valve V/rench, • ^ 
 
 4 
 
 NOTE. In . ii', l.-ri I H I, . |iv> ■ lelli ■ r . .I' ] ,!,■ , I,.-. | i:i<i,' i i u n i I i- ■ r ; n i . I iiarnr' nnrl n mil 1 ler . 1 1" ] larl fixim schedule. 
 
FROST DRY CARBURETTER SYSTEM. 
 
 CLOSET NEEDLE VALVE AND VALVE V/RENCH, 
 
 I^Xj^TE l. 
 
 PATENTED. 
 
 31 
 
FROST DRY CARBURETTER SYSTEM, 
 
 TANK NEEDLE VALVE. 
 
 ZPL^^TE 3VE. 
 
 Needle, . 
 Body of Valve, . 
 Packing Nut, 
 Packing Follower, 
 
 4 
 
 NOTE, Til orrleririij, '^)ive leti.^-r of p];-ile', i^arje miml>r_-T ;.in>l n;ii-ne and mini l,^-?r oT i^^ari Irom sr'hodule. 
 
FROST DRY CARBURETTER SYSTEM 
 
 TANK NEEDLE VALVE. 
 
 I^Hj^^TE IVC. 
 
 PATENTED. 
 
 32 
 
FROST DRY CARBURETTER SYSTEM. 
 
 COMBINED DUST SCREEN AND CHECK VALVE. 
 
 Leather Valve Seat, 
 
 Bolts, 
 
 iPLA-TE isr. 
 
 Body of Check Valve, ...... 1 
 
 Dust Chamber, 2 
 
 Perforated Plate, g 
 
 Felt Screen, 4 
 
 Valve of Cheek, r 
 
 6 
 
 Spiral Spring, ••••........ 7 
 
 Cap, o 
 
 9 
 
 NOTE. — in or,,e,-inH, ,„ve Ict.c,. of phu,-, ,,:,,,„ .nunhe,- ana name a.M number o( part fron. schedule. 
 
FROST DRY CARBURETTER SYSTEM. 
 
 COMBINED DUST SCREEN AND CHECK VALVE. 
 
 :fxjJ^te 3sr. 
 
 PATENTED. 
 
 33 
 
FROST DRY CARBURETTER SYSTEM, 
 
 CHARGING CAN. 
 
 I^LA-TE O- 
 
 Main Cock, . 
 Filling Hole Cap, 
 Discharge Cock, 
 Body of Can, 
 
 NOTE. J 11 ' .1 .il'jri I n I , 'Jive U ■!!< r ' '(' ] 'l.il'-, | m. je iiu i m I >< r .11 nl iKi nu- n m I 1 n 1 m 1 x-> r of |*nrl from s-cliedule. 
 
FROST DRY CARBURETTER SYSTEM, 
 
 CHARGING CAN. 
 
 PATENTED. 
 
 34 
 
FROST DRY CARBURETTER SYSTEM. 
 
 CHARGING CAN, EXTERIOR VIEW. 
 
 I=L^TE IP- 
 
 Main Cock, ^ 
 
 Filling Hole Cap, ^ 
 
 o 
 
 Discharge Cock, ^ 
 
 Body of Can, -* 
 
 Handle, S 
 
 NOTE.^ Til oi-cierini|, give letter of i:)!ate, ].>ai,ie numlier mhiI iKime ;nicl niimber of part from schedule. 
 
FROST DRY CARBURETTER SYSTEM. 
 
 CHARGING CAR EXTERIOR VIEW. 
 
 :flj^te IP. 
 
 THIS IS OUR ENTIRE PLANT OFF THE CAR. 
 
 PATENTED. 
 
 35 
 
Missing Page