US2534453A - Air venting and water overflow means for locomotive tenders - Google Patents

Description

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F. KANTOLA AIR VENTING AND WATER OVERFLOW MEANS FOR LOCOMOTIVE TENDERS Dec. 19, 1950 original Filed July 6, 1944 w m w W hw Dec. 19, 1950 F. KANTOLA AIR VENTING AND WATER -OVERFLOW MEANS FOR LOCOMOTIVE TENDERS Original Filed July 6, 1944 8 Sheets-Sheet 2 S. QT

De- 19, 1950 c. F. KANToLA 2,534,453

AIR VENTING AND WATER OVERFLOW MEANS FDR LOCOMOTIVE TENDERS Original Filed July 6, 1944 8 Sheets-Sheet 3 Earl F. Kantnla,

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Dec. 19, 1950 c. F. KANroLA AIR VENTING AND WATER ovERFLow MEANS Fox Locouo'rIvE TENDERs 8 Sheets-Sheet 4 Original Filed July 6, 1944 Earl F. Kani ula,

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Dec. 19, 1950 c. F. KANToLA AIR VENTING AND WATER OVERFLOW MEANS FOR LOCOMOTIVE TENDERS Original Filed July 6, 1944 8 Sheets-Sheet 5 Dec. 19, 1950 c. F. KANToLA AIR VENTING AND WATER ovx-:RFLow MEANS Fon LocoMoTIvE TENDERS 8 Sheets-Sheet 6 Original Filed July 6, 1944 Dec. 19, 1950 c. F. KANToLA 2,534,453

AIR VENTING AND WATER OVERFLOW MEANS FOR LOCOMOTIVE TENDERS Original Filed July 6, 1944 8 Sheets-Sheet 7 Stroe/umg w. E 3 1 N 58 m A. ME I.M 4 e an@ ITL. m 2t K w 1 8 T a E E A a T m mi K C. AIR VENTING AND WATER OVERFLOW MEANS FOR LOCOMOTIVE TENDERS Dec. 19, 1950 Original Filed July 6, 1944 Patented Dec. 19, 1950 AIR VENTING AND WATER OVERFLOW MEANS FOR LOCOMOTIVE TENDERS Carl F. Kantola, Dumont, N. J.

Original application July 6,

1944, Serial No.

543,709. Divided and this application August 16, 1946, Serial No. 691,140

15 Claims. 1

This application is a division of my prior application, Serial No. 543,709, filed July 6, 1944, now Patent No. 2,438,397, dated March 23, 1948.

This invention relates to improvements in locomotive tenders and particularly to water supplying and air venting and water overflow means for such tenders In my aforesaid Patent No. 2,438,397, I have cov-Jn a locomotive tender provided with rear, front and side Water chambers, a scoop for taking up water from a track-pan and delivering it to the rear water chamber, an expansion or surge chamber communicating with and adapted to receive air and water from the rear water chamber, a divider operating in conjunction with the scoop and tender walls to spread the force of and to guide and deflect the Water from the scoop toward and distribute it to the water chambers, a top filling inlet communicating with the rear Water chamber for filling the tender from a Water column, said inlet having a normally closed, automatically closing closure member acting as a check valve opening under the weight of water, when water is taken from a water column, and closing under the action of its closing means and the pressure of the water in the rear water chamber when s'cooping, against the escape of Water through the filling inlet and to allow the pressure in said chamber and in the expansion chamber to build up to facilitate the rapid distribution of the water to the water chambers, and air venting and water overflow means operating to allow controlled escape of air from the water and expansion chambers to permit the tender to be filled to the desired maximum level and to permit of the discharge of overflow water.

The present invention relates to the air venting and water overflow means referred to, and one of its objects is to provide means of novel and efficient character for venting air from the water and expansion chambers and discharging overflow water therefrom in such manner as to prevent waste of lwater while allowing rapid distribution of water to the water chambers.

Another object of the invention is to provide a system of antisyphoning air venting and water overflow pipes and cooperating means whereby discharge of water from the pipes may be effected without injury to the running gear of the tender or to the track bed.

Still another object of the invention is to provide a tender with a novel and improved arrangement of chambers and overflow pipes which may be built into a tender having a conventional arrangement of fuel space and water compartments and thus allow a tender of conventional construction to be converted into a tender of the improved construction.

Still another object of the invention is to provide (water overflow means which may be applied to tenders of general or various types of construction to secure discharge of excess Water without injury to the bearings or other parts of the running gear of the tender 4or to the trackway.

In the accompanying drawings:

Fig. 1 is a side elevation of the improved tender.

Fig. 2 is a top plan view of the tender.

Fig. 3 is a View looking at the front end of the tender with a portion thereof in Vertical section, the section being taken substantially on line 3 3 of Fig, 2.

Fig. 4 is a view looking at the rear end of the tender with a portion in vertical section, the Section being taken substantially on line 4 4 of Fig. 2.

Fig. 5 is a fragmentary view showing the water scoop lowered and entering the water pan or tro-ugh of the track.

5 is a. view similar to Fig. 5, showing the scoop raised.

Fig. 'l is a fragmentary sectional View taken substantially on line 1 of Fig. 2 showing the upper portion of the water scoop pipe and adjacent portions of the tender.

Fig. 8 is a fragmentary sectional View on the line 3 9 of Fig. 7.

Fig. 9 is a fragmentary vertical sectional view taken substantially on line 9 9 of Fig. 2 through an inlet provided at the top of the Water space of the tender to accommodate a spout of an overhead tank at a station.

Fig. 10 is a vertical sectional view on line IU I 0 of Fig. 2 taken at right angles to Fig, 9.

Fig. 11 is a view looking down on the cover for the upper filler opening of Figs. 9 and 10.

Fig. 12 is a side elevation of a modified embodiment of the invention Fig. 13 is a fragmentary sectional view on the line I3 I3 of Fig. 12.

Fig. 14 is a sectional view on the line M Hl of Fig. 12.

Fig. 15 is a fragmentary sectional view similar to Fig. 13 showing a modified construction of overflow pipes wherein the tender frame forms part of each pipe.

Fig. 16 is a fragmentary view looking toward a side of Fig l5.

Fig.,17 is a sectional view on the line Il ll of Fig. l5.

Fig. 18 is a sectional view on the line IB-I of Fig. 16.

Fig. 19 is a vertical transverse section on an enlarged scale through the tender, taken substantially on line lll-i9 oi Fig. 2, looking forwardly toward the slope sheet and rear bulkhead between the rear and side water chambers, parts of the scoop located beneath the tender being omitted.

In the accorfipanying drawings, the tender, which is indicated in general `by the numeral l, is shown coupled to an engine 2 and is equipped with the usual trucks 3 carrying axles l and Wheels 5 for resting upon and rolling along the rails B of a. track l. A scoop pan i5 extends longitudinally of the track between the rails at opposite sides of the track, are gutters ior catching water which overow when the tender is lled with water scooped from. the pan The tender has the usual fuel space il? and conveyor compartment ll, from which fuel is delivered to the firebox of the locomotive. There has also been provided a rear water compartment l2 and a front water compartment or tank i3 which are connected with each other by side tanks or compartments lil. Over the rear water compartment and back of the fuel space it is an eX- pansion tank i5 which rises to a predetermined level higher than the water compartments and which has communication with the rear tank through drain openings l@ and as its forward portion l5', which is of gradually reduced height, set off from its main portion by vertically disposed transversely extending plates El having openings Il therein so that water may ilow in the expansion tank longitudinally of the tender. Bulkheads I3, l are respectively provided in the rear tank and the side tanks to check surge oi' water longitudinally of the tender, and are respectively formed with openings i9, l in order that water may iiow iroinone tank to another and maintain an even level in the tanks. The usual pipe is provided for delivering water from the tender to the boiler of the locomotive engine.

A filling opening 2i is formed through the top wall 22 so that the water compartments or tanks may be lled from an overhead tank at a station along the track by a spout thrust inwardly through the lling opening. Through this filling opening passes a funnel 23 which tapers downwardly to a small outlet at its lower end and has its upper portion projecting upwardly through the filling opening 2l, and normally closed by a cover 2li. This cover is hinged at its iront end by hinges 25 so that it may be swung upwardl to open position and, at its i'ree rear edge, carries a handle 2t for swinging the cover to raised position and a latch 2 for engaging a keeper and securing the cover closed. The reduced opening at the lower end oi the funnel is normally closed by a, gate 29 having a hinge mounting at its front edge so that it may swing vertically from raised or closed position against the lower end of the funnel, to lowered or open position. A bar or arm 3i extends from the hinged end of the gate and carries a weight 32 which urges the gate upwardly and normally holds it closed. 'When a lling spout oi an overhead tank is thrust into the funnel through the upper end thereof, the force of water flowing from the spout will open the gate and, when the spout is withdrawn, the weight will return the gate to its closed position. The funnel also serves as a manhole through which a workman may enter the water charnber I2 for inspecting, cleaning, or repairing the same, and, in order that the Workman may readily desend and climb out of the water chamber, there has been provided rungs 33 in the funnel and a ladder 35i which is attached to and extends downwardly from the funnel at a side thereof. lt will thus be seen that the water chambers of the tender may be lled from an overhead tani; of the type commonly provided at stations along a railway track.

In order that the water chambers may be filled from the water pan 8 as the train moves along the track, there has been provided a diagonally extending filling pipe 35 having a forwardly curved scoop 35' at its lower end. This scoop is pivotally mounted for swinging movement from raised or inoperative position, as shown in Fi.;- ure 6, to the lowered position of Figure 5 and is connected with a lifting arm 3S by a link 3l.

' Conventional mechanism is employed for operating the lifting arm to raise and lower the scoop and includes an operating valve mounted at the iront of the tender, where it may be conveniently reached by an engineman. When the scoop is lowered, it extends into the water pan or trough and, since the tender is moving forwardly, water will pass upwardly through the pipe 35 to the upper end thereof where it is discharged through the forwardly projecting elbow 3.9 and the discharge spout or nozzle lili. The nozzle lil is located in the space l5 between plates with plate El at its rear and deflecting irons [iii at its sides and extends under the rear slope sheet or plate il of fuel space il? with the plate E2 cut away as at 22 between plates back to plate Il so that water can flow unrestrictedly from the nozzle fl-.i downwardly an i forwardly at an angle parallel to and against t ie sloping plate or rear wall t! of the fuel space. Openings it are formed through plate 22 for air and water rise into the sloping section i5 of the expansiechamber and then through the openings il plates il into the expansion chamber i5, thereby retarding rise of water in the expansion cham ber until the niain chambers have been lilies to the desired high level and providing for the reception or the air to prevent air resistance to the lling of the chamber to such level. stiu in or" incoming water discharged from the nossle del strikes a divider i3 which is V-shaped in cross section and tapers downwardly as well as rearwardly. Since the incomin'T stream of water spread by the divider, its force is directed downward, laterally and forward so 'that it will now into the water chamber or compartment l2 and through the bulkhead openings I9 into side com pertinents it and to the front of tank i3 thi' forward bulkhead I8 and openings therein. Therefore, damage will not be done tc the walls oi the tender by the incoming water which is discharged from the nozzle lll under very high pressure when the tender is traveling at hig'" speed, viz, 60 to 8G miles per hour or more. The water fills the rear chamber l2, the side chainbers ifi, and the front chamber i3, in order that tests may be made to determine if the water chambe s need filling, there have been provided a number oi test cocks @5 located at dirlerent levels at one side of the front of the tender, where they may be opened by an engineman mai: ing the test.

Overflow pipes 46, 47, 48 and 49 are disposed vertically at the sides of the tender and have their upper ends communicating with the water chambers and the expansion chamber and their lower ends passing through the bottom of the tender and terminating in nozzles identified by primed numbers corresponding to the identifying numerals of the pipes. Upper ends of the pipes 46, 48 and 49 have reversed, downwardly extending elbows with inlet ends communicating with the water chambers below their return bends, and the upper end portions of the pipes 41 are bent laterally as shown at fila extend at an upward incline toward the center of the expansion tank at its highest level and terminating close to side walls of a channel F- formed across the top of the expansion chamber, the bottom wall of which forms a walkway, so that ia trainman may easily cross the expansion tank when walking along the top of the tender. The discharge nozzles at the lower ends of the pipes extend rearwardly ata downward incline, as shown in Fig. 1, and, referring to Figs. 3 and 4, it will be seen that these nozzles are also deiiected to project outwardly at opposite sides of the tender. Therefore, when water flows through the overflow pipes, it will be discharged rearwardly of the tender at a downward incline and outwardly from opposite sides of the tender so that it will be deposited in the gutters 9 at the sides of the track. In view of the fact that the transversely i bent upper ends of the pipes have syphon-breakers 5| and shields 5l therefor, the water tanks or compartments will not be liable to be emptied. When water overflows from the tender, due to overlling of the compartments, or surging, it flows downwardly through the pipes and since it is discharged below the tender, and laterally therefrom, into the gutters, formation of ice upon the tender will be prevented, and damaging overflow from the top vents formerly used is eliminated. It should also be noted that air which would normally be trapped in the chamber by inrushing water is discharged through theoverflow pipes, thus eliminating back pressure and allowing a greater -amount of water to be scooped and eliminating damage to the tank by excessive pressure of air and water. When surging occurs, the water enters the expansion chamber and then flows back into the main water chamber l2 at the back of the tender through openings Iii and I1 after scoop has been lifted from water trough and surging has leveled olf, thus adding to the amount of water retained in the tank while scooping. In case any water collects upon the top of the rear water chamber, it will drain therefrom through the drain pipes 52 located at rear corners ofthe tender near the pipes 46.

The present invention has been designed for the purpose of allowing rapid iling of the tender with water when the tender is traveling at high train speeds, in such manner as to reduce waste of water while preventing bulging or disruption of walls or leak-straining of seams of walls or other damage to the tender, itsI running gear or to the tr-ackway, or damage to a following car or to cars traveling on other tracks and passing the tender while it is being filled by scoop operation, by which the water is being delivered in large volume and under great pressure liable to cause such damages unless the water is properly distributed throughout the water compartments immediately on delivery and unless dangerous pressures from air and excessive water supply are relieved. Excessive supply is particularly likely to happen at the higher speeds of from 60 to 80 miles or more per hour and to cause abnormally high pressure particularly if the pick-up action of the scoop begins when the water compartments are from one-half to two-thirds full, and

the apparatus must therefore function to rapidly 75 parts of the running gear of the tender` and to;

distribute the water to the compartments and to give highly effective overflow and pressure relief actions in order to prevent damages of the character referred to. The present invention has also been designed to facilitate the distribution of the water to the water chambers of the tender with greater facility and with a material saving of time in carrying out this operation when the tender is filled from an overhead tank.

The speed of travel of high speed trains, those traveling at the rate of to 60 miles per hour, and particularly those travelling at the rate of from to 80 miles per hour or higher, as well as the large sized locomotives and tenders employed in high speed trains and the amount of water carried and consumed, make it necessary to use means whereby the tender may be rapidly replenished with water without using a track pan of abnormal length and in order to prevent loss of time so that a high speed Schedule may be maintained. The use of a water scoop enables the operation of replenishing the tender to be carried out while a train is traveling and without reduction of speed. To meet service conditions, however, it is necessary also to provide the tender with a top filling inlet whereby it may be replenished with water from a water column at high pressure and in large volume to enable the tender to be quickly iilled while standing at water stations. In the operation of filling from either a water column or water scoop, it is desirable or essential to provide means to permit the air pressure to build up sufficiently and without water waste, to effect quick distribution of the water throughout the waterchambers while permitting overflow of excess water when the tank is filled as well as to permit escape of air from the respective chambers at the proper times to prevent dangerous over-pressures and to be lled to the desired maximum level. In order to secure these results when a scoop is used the top lling opening must be kept sealed against the discharge of air and water and against the forcible opening of its closure means under pressure while the pressure in the region thereof is building up to the desired degree to effect quick distribution of the water.

Prior to and during the stages of the development of my invention, in tests conducted for the purpose of the locomotive tenders of a wellknown railroad, it was found that at the higher speeds named water began to be discharged from vents in the vertical wall immediately back of the coal space within two or three seconds after the scoop had been dropped into the pan and soon thereafter the water began to spray out from under the cistern cover with evidence of considerable pressure. The top of the tank back of the coal space was soon filled with water which then splashed over the side coping in waves, providing water in suflicient body to account for damages of the kind mentioned. Indeed, at the higher speeds the pressure was so'great that the lock of the cistern cover was forced and the 3 cover blown open, to release an on-rushing colthe provision of means for permitting excess water and air to escape at the proper time and discharging the excess water without damage to the tender running gear or to the trac away. The divider 43 is provided to check the force of the Water ilowing from the outlet 630 of the conductor 35 and to divide the stream for distribution to the compartments l2 and I4, whereby the full force of the pressure is prevented from falling on any single wall and distribution of the water is facilitated. The chamber E5 and its extension I5 are provided to receive the air forced upward in compartment I2 as the water rises in the compartment so as to allow the water to rise to the intended maximum level, to build up an air pressure which assists in effecting distribution of the water, and to form an auxiliary reservoir or compartment in which excess water may be temporarily received and surging reduced. rIhe gate 29 is provided to normally close the funnel inlet 23 and to seal the same against escape of water and air during scooping for the purpose described. This gate relieves the cover 2li from the severe pressure to which it otherwise would be subjected in scooping and the liability or" the cover being forced open. The counterweight keeps the gate normally closed and the gate in effect acts as a check valve opening under the force of the water when it is taken from a water column but closing against the pressure inside the tank when scooping` The vents in the return bends at the tops of the sets of overow pipes of comparatively small diameter, which are arranged to allow overflow of water at spaced intervals longitudinally of the tender from the several compartments, are provided to -allow escape of air as the water rises and are necessary to prevent the vent pipes, the

upper ends of some oit which are below the level of the water in the surge tank i 5 when full, from acting as syphons to draw water from the tank after the scoop has been raised. During scooping the pipes allow air and excess water to escape and the excess water is discharged at the lower ends of the pipes at such angles as to prevent darne-.ge to the running gear of the tender or to the ballast of the trackway, whereby disturbance or washing away of the ballast is avoided.

By the above described construction and arrangement of parts water scooping at all speeds is permitted, and permitted at very high speeds without damage to tender, trackway, or other cars. The construction described, by the use of the check-valve gate 29, also permits of the use of a top lling inlet, for taking water from a water column, on a tender having a high speed scoop, so as to prevent ordinary waste through the inlet while the scoop is being used or loss of water in large quantity due to the forcing open of the inlet cover and the blowing out of water through the inlet.

In Figs. 12, 13 and 14 there has been illustrated a modified construction. In this embodiment, certain elements correspond to those previously described and are indicated by the same reference numerals. The overflow pipes 53, 54, 55 and 55 correspond to the pipes 46, lll, 48 and 49, but the reversely bent upper end portions 55' of the pipes 55 are larger than the correspondingly bent upper portions of pipes 8, and the bent upper portion 56 oi the pipe 5S extends rear wardly of the tender into the side water chamber instead or" forwardly and near its upper end the pipe 56 is provided with a vent connection 5? co l.- municating with the top of the front water compartment i3 of the tender. The pipes 53 and 56 each has a diagonally extending outlet spout 53 at its lower end passing through the frame 5S having the nozzle angle within the frame to clear swing of trucks directly below it as illustrated in Fig. 14. The pipes 54 and 55 each has an outwardly bent lateral extension E at its lower end from which extends a downwardly inclined nozzle or spout 6I for discharging water into the gutter. The pedestals S2 are cast integral with the water bottom frame 63 and since the side extensions E@ pass outwardly, as shown in Fig. 13, they will be well supported and braced against strain longitudinally of the tender when a train is in motion.

In Figs. 15 through 18 the tender has its frame 63 formed with side pockets 53 each provided with an inlet 64 at its top and an outlet 65 at the outer side of its lower end. The inlet is surrounded by a flange 66 to which the lower end of the overflow pipe 6'! is secured by a welded joint 63 and the outlet is also surrounded by a ange 89 to which the inner end of a downwardly inclined nozzle or spout 'lll is secured by a welded joint 'l I. By using this construction there will be provided a cast metal water bottom tender frame wherein the casting or frame serves as a part of the overflow pipes.

While the construction of means designed for the stated purpose is preferred, it will, of course, be understood that changes in the form, proportion and arrangement of parts, falling within the scope of the appended claims, may be made without departing from the spirit or sacrificing any of the advantages of the invention.

What is claimed is:

1. In a locomotive tender, a fuel space in the tender, the tender also having a rear water chamber and a front water chamber and side water chambers extending longitudinally of the tender between the rear water chamber and the front water chamber, means for delivering water into the tender to ill the water chambers, and a series of overilow pipes disposed vertically in the tender at spaced intervals along said chambers and having discharge nozzles at their lower ends for discharging water at the bottom of the tender, the upper portions oi the overflow pipes being arranged above the level of the maximum water level line of the chambers and provided with air vents and having downwardly bent inlet ends communicating with the water chambers below the maximum water level line.

2. In a locomotive tender, a fuel space in the tender7 a rear water chamber in the tender back of the fuel space having its forward portion extending under the fuel space and divided therefrom by a wall extending forwardly at a downward incline, the tender also having a front water chamber and side water chambers between the front and rear water chambers in communication therewith, an expansion chamber back of the fuel space disposed over the rear water chamber and communicating at its base therewith,

the walls of said chamber being closed above its base -against the escape of air or water through said walls to the atmosphere, means for delivering water into the rear chamber to fill the water chambers, and overow pipes disposed vertically in the tender with their upper ends communicating with the water chambers and the expansion chamber and their lower ends provided with nozzles extending outwardly at an angle at the sides of the tender to discharge water into gutters at the sides of a track.

3. In a locomotive tender, a water chamber, an expansion ch-amber over the water chamber communicating at its base with the water chamber and having its walls closed above its base against the escape of air or water` through said walls to the atmosphere, means for delivering water into the water chamber, and a series of overflow pipes in the tender disposed vertically at spaced intervals longitudinally thereof and having their upper ends communicating with the upper portion of the water chamber and the expansion chamber, and discharge nozzles at the lower ends of the overflow pipes projecting outwardly at the bottom of the tender.

4. In a locomotive tender having a body and a frame supporting the body, a fuel space in the body and water chambers in the body, means for delivering water into the water chambers, said frame having pockets at its sides, overflow pipes extending vertically in the body with their upper ends communicating with upper portions of the chambers and their lower ends communicating with the pockets, and nozzles leading from the pockets and extending outwardly from sides of the tender at a downward incline.

5. In a locomotive tender having a body and a metal frame supporting the body, water chambers in said body, said frame having pockets at its sides formed as parts of the frame, means for delivering water into the Water chambers, and overflow pipes in the body having the upper ends communicating with upper portions of the water chambers and having lower ends arranged to discharge into said pockets, and discharge nozzles projecting from the pockets. t

6. In a locomotive tender having a body and a frame supporting the body, water chambers in said body, said frame having pockets at its sides formed with upper inlets and lower outlets, means for delivering water into the water chambers, overflow pipes disposed vertically in said body with their upper ends communicating with upper portions of the water chambers and their lower ends mounted in the inlets of the pockets by sealed joints, and nozzles mounted in the outlets of the pockets by sealed joints and projecting outwardly at sides of the tender.

7. A locomotive tender having a water containing space extending substantially the full length thereof, means for introducing water into the tender to ll said space, and a longitudinal series of overiiow pipes arranged at spaced points along said space and having their upper ends communicating with the top of said space and having their lower ends arranged to discharge overflow water below and outwardly beyond the bottom of the tender.

8. A locomotive tender having a water containing space, means for introducing water into the tender to fill said space, and a longitudinal series of overflow pipes arranged at spaced points in the tender and having induction ends communicating with the top of said space and nrovided with Eamti-Sphonage means therein and having eduction ends projecting outwardly Aat and arranged to discharge overflow water laterally beyond the bottom of the tender.

9. A locomotive tender having a water containing space, means for introducing water into the tender to iill said space, and a series of overflow pipes arranged at intervals along said space and having downbent upper ends communicating with the top of said space and provided with air vents extending outward to the atmosphere at the top of the tender and having their lower ends arranged to discharge overow water' below th bottom of the tender.

10. A locomotive tender having a rear Wate chamber, side water chambers, and overnow water discharging means comprising series of pipes arranged at intervals along said chambers at the sides of the tender and having downbent induction ends communicating with the tops of the chambers and provi-:led with air vents leading outwardly to the atmosphere at the top of the tender and having eduction ends projecting outwardly at the bottom of the tender and arranged to discharge overflow water at the sides thereof laterally beyond the tender.

l1. The combination in a locomotive tender of a rear water chamber, side water chambers, an expansion chamber located above and communicating with the rear water chamber, means for introducing water into the water chambers, and overiiow pipes arranged in said chambers at spaced intervals longitudinally of the tender, said pipes having induction ends communicating with the tops of the upper portions of the chambers and being provided with anti-siphonage means therein, and having educticn ends projecting outwardly beneath the bottom of the tender and arranged to discharge overflow water at the sides thereof laterally beyond the tender.

12. A locomotive tender having a longitudinally extending water containing space, means for supplying water to said space, and a series of overflow pipes arranged in spaced relation longitudinally of the tender and having goosenecked upper portions terminating in downbent inlet ends communicating with the upper portion of the water space and provided with air vents leading to the outside of the tender, said pipes having lower portions extending beneath the tender and terminating in discharge nozzles bent laterally and rearwardly to discharge water in the latter named direction beyond the sides of the tender.

13. A locomotive tender having a water chamber, a top filling inlet for delivering water into the water chamber, means for normally closing said inlet, an expansion chamber extending upwardly from the top of the water chamber, said expansion chamber being independent of the filling inlet and having its walls closed above its base against the escape of air or water to the atmosphere through said walls and being in communication at its base with the upper portion of the water chamber, and independent vent devices communicating respectively with the upper portions of the water and expansion chambers for venting air from the chambers and venting water therefrom when the water rises above predetermined levels in the respective chambers.

14. A locomotive tender having a water chamber, means for delivering water into the charnber, an expansion chamber extending upwardly from the top of the water chamber, said expansion chamber being in communication at its base with the Water chamber and having its walls closed above its base against the escape of air or water to the atmosphere through said walls, and independent vertical vent pipes communicating at their upper ends respectively with the upper portions of the water and expansion chambers for venting air from the chambers and venting Water therefrom when the water rises above predetermined levels in the respective chambers, said pipes having their lower ends arranged to discharge below and outwardly beyond the bottom of the tender.

l5. A locomotive tender having a Water chamber, means for delivering water into the chamber, an expansion chamber located above the water chamber and in communication at its base with the Water chamber and rising therefrom and having its wall portions above its base closed against the escape of air and water through said walls, and separate overow pipes for venting air from the water and expansion chambers and venting water therefrom when the water rises i2 above predetermined levels in the respective chambers, said pipes having goosenecked upper ends communicating with the respective chambers, discharge nozzles at their lower ends arranged to discharge below and beyond the bottomof the tender, the goosenecked upper ends of the pipes communicating with the water chamber being provided With anti-siphoning vents leading outward to the atmosphere at the top of the tank.

CARL F. KANTOLA.

REFERENCES CITED The following references are of record in the ile of this patent:

UNITED STATES PATENTS Number Name Date 1,640,037 Johnson Aug. 23, 1927 g() 1,731,101 Hicken Oct. 8, 1929

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