Improvements in Railway Vehicles and in Apparatus connected therewith.
Year: 1893

page_text: COMPLETE SPECIFICATION.
Improvements in Railway Vehicles and in Apparatus connected
therewith.
We, FREDERICK UPHAM ADAMS, Engineer, of 581 Burling Street, in the
City of Chicago, County of Cook, and State of Illinois, and ROBERT WALBRIDGE
HAMILL, Merchant, of 2126 Prairie Avenue, in the said City of Chicago, and
State of Illinois, United States of America, do hereby declare the nature of this
invention and in. what manner the same is to be performed, to be particularly.
described and ascertained in and by the following statement :-
This invention has reference to the construction of railway trains with, the
primary object of diminishing atmospheric resistance to their movement in order
that a higher speed of such trains may be attained with a given expenditure of
motive power.
The general invention contemplates the provision of substantially continuous
outer surfaces of the train.in unbroken lines and the convergence of said surfaces
so far as practicable either at both.extremities of the train or at its head alone.
The provision of substantially continuous outer surfaces of the train involves
inclosure of the running gear and flush and flexible connection of the cars with each
other, and the convergence of the train surfaces involves a modification of the
present exterior form of the locomotive and tender or of these and the rear car of
the train as well. The general idea outlined is that which has been applied to the
lateral and bottom surfaces, of vessels with reference to their freer passage through:
the water in which they float and, although the same idea has been suggested in.
connection with railway trains with a view to their freer movement through the air,
no construction has yet been disclosed, so far as we are aware, by which the
application of this idea to modern railway trains is made practicable.
The structural conditions of modern railway passenger trains which are to be
recognized in any practical application of what may be called the ship principle thereto,
include the contact of the wheels with the track; the flexure of the train; the lateral,
oscillatory movement of the cars upon their trucks, a limited rotary movement of
each truck with respect to the car and lateral, vertical and oblique movements of
the ends of contiguous cars with respect to each other. In addition to these may
be mentioned the necessity of frequent access to the running gear, that of removing
or changing trucks, and that of detaching and uniting the cars. Moreover, in pro-
viding for higher speeds of railway trains new conditions are established relating.
to the supply of air to the interior of trains since such higher speeds make
impracticable to employ the usual means of open doors and windows for such air
supply. Our invention as a whole therefore embraces improvements in the con
struction of the exterior of trains, including, the locomotive and tender as well as
the cars, and in means for supplying the interior of trains with atmospheric air.
In the accompanying drawings by which we seek to illustrate our invention:
Figure 1 is a top. view and Figure 2 a side view of a complete train provided.
with all our several improvements.
Figure 3 is a partial' vertical section illustrating the housings of the engine and
tender.
Figure 4 is an enlarged vertical, transverse section through the engine in the.
line 4 4 of Figure 3. and further illustrating the engine housing.
Figure 5 is a perspective view of a detached car of a train containing our
improvements.
.
Figure 6 is an end elevation of a car.
Figure 7 is a side elevation of the adjacent end portions of two, coupled cars.
containing our improvements.

page_text: Figure 8 is an under side view of the adjacent end portions of two coupled cars.
Figure 9. is a vertical transverse section in the line 9-9 of Figure 19.
Figure 10 is a longitudinal vertical section of a truck and its bottom housing in
the line 10-10 of Figure 9.
Figure 11 is a vertical longitudinal section of the adjacent end portions of two
coupled cars in the line 11-11 of Figure 6.
Figure 12 is a horizontal section in the line 12-12 of Figure 11, affording a
larger illustration of a hood clamping device.
Figure 13 is a side elevation of the clamping device shown in Figure 12 on the
same scale.
Figure 14 is a central vertical section in the line 14-14 of Figure 15 of
an automatic gravity support for the extensible and flexible portion of the car
hood.
Figure 15 is a horizontal section in the indirect line 15-15 of Figure 14.
Figure 16 is a front view of the lower portion of a locomotive tender, certain
parts being broken away to better show the air ducts which this figure is intended
to illustrate.
Figure 17 is a horizontal section in the line 17-17 of Figure 16.
Figure 18 is a vertical transverse section in the line 18-18 of Figure 19.
Figure 19 is a horizontal section in the line 19-19 of Figure 18.
Figure 20 is a central vertical section in the line 20-20 of Figure 19.
For a general understanding of the exterior of "a train having our improvements,
reference is made to Figures 1 and 2 of these drawings. The locomotive has its
principal forwardly directed surfaces inclined rearwardly and outwardly from points
in a central vertical plane of the locomotive so as to present wedges, point forward,
to the air, and it also has its gearing inclosed laterally within parallel housings.
The tender also has its running gear housed laterally in substantial continuation
with the lateral housing of the engine gearing and desirably has a horizontal
bottom to such housing, a few inches from the track, through which the wheels
project. The tender has its sides in the same planes with the sides of the cars
and a back of substantially the same height and shape as the end of a car with
which it is to connect. The tender also has a roof which may either incline
upwardly from front towards the rear, as shown, or proceed rearwardly from the
level of the locomotive cab. The cars at the rear of the tender have housings at
the sides and beneath the running gear in lines continuous with the gear housing of
the tender, and their end platforms are inclosed at the sides, beneath and overhead
by housings which are prolongations in straight lines of the sides, roof and gear
housings, the meeting extremities of these platform housings being flexible and
extensible to allow flexure of the train. The rear end of the rear car of the train
may desirably be tapered, as illustrated in Figures 1 and 2, to prevent suction
when the train is in rapid motion. It will be understood that the train may contain
any desired number of service as well as passenger cars and that, if. end platforms
are omitted, the flexible housings for the spaces between cars may be applied
directly to the car bodies.
Figures 3 and 4 are sections illustrating the locomotive housings. The
instead of being formed of separated bars has a continuous covering A' upon a
guard A
suitable frame A' and above the guard the front end of the boiler B is placed a
wedge-shaped housing B¹ provided with a door or doors B2. The steam dome B
of the boiler has a similar wedge-shaped front B and the cab C is also provided
with a wedge-shaped front C¹. The gearing of the locomotive is laterally inclosed
by housings D the peculiarities of which are best seen in the transverse sectional
Figure 4. These housings are preferably made of sheet metal having vertical
portions d, inwardly and downwardly curved or inclined lower portions d' and
inwardly and upwardly inclined upper portions d. These housings are secured to
the frame or other parts of the locomotive either directly or by any suitable struts
rarms, as d³, the supporting devices varying according to the pattern of the engine

page_text: frame or the judgment of the constructor. The upper edges of these housings
extend inwardly to the boiler, casing and other surfaces encountered thereby and
may desirably be attached to the boiler casing or such other surfaces in a manner
indicated in Fig. 4. The side and top portions d and d of said housings are
provided with doors d' through which free access may be had to the gearing.
The running gear of the tender E is inclosed at the sides by housings E¹ which
conform in inclination with the lower portion d¹ of the gear housing D of the
engine, and such gear housing of the tender has desirably a fronte (Figure 16)
and a bottom through which the wheels project into contact with the track. The
construction of this bottom, if present, will be better understood from the descrip-
tion of the bottom of the gear housing of a car, hereinafter given, with which it
will essentially correspond. The side housings for the running gear of the tender,
having doors E, may be either fixed to the body of the tender, as indicated in
Figure 2, or they may be sustained from the trucks. The rear end of the tender
and its housing conform in height, width and shape to the end of the adjacent
car F, and the top of the tender is covered by a roof E³. This roof is here shown
as being upwardly and rearwardly inclined and it is provided with doors E' for the
admission of fuel, a pipe E' descending to the tank from the top of the roof for
the admission of water. The tender as shown has a rear platform E, reached by
lateral steps like those leading to the end platforms of the cars, said platform and
steps being housed above, below and at the sides by a continuation of the roof,
sides and gear housing. Such extensions of the roof and sides form a rigid hood
or part of a hood, to which, if présent, is added a flexible and extensible portion
If the
adapted to join with a corresponding hood extension upon an adjacent car.
platform and the rigid portion of the hood be omitted, such flexible portion of the
hood will be applied directly to the rear end of the tender itself. The flexible hood
extension will be more fully described in connection with the cars.
The general form of the housings for the running gear and for the platforms of
the cars is illustrated in the perspective Figure 5 and more in detail in Figures 6, 7,
8, 9 and 10. The car F here illustrated is of the American model having end
platforms and end doors f¹. The roof and sides of the car are prolonged in
straight lines to form a rigid portion F¹ of a hood, in which are situated doors F'
flush with the car sides and embracing the steps f' which lead to the platform.
The gear housing F' of the car comprises downwardly and inwardly directed
sides, a bottom F and ends F, the latter being desirably outside the steps
leading to the platform and in or substantially in the same vertical plane with the
end of the rigid portion F' of the hood.
Describing these various matters more in detail, the bottom F5 of the gear
housing consists of a flat structure illustrated as being formed of cross-boards
fastened to longitudinal string pieces, as indicated by full and dotted lines in the
under side view, Figure 8. This bottom F' has openings f' for the wheels formed
to allow the necessary oscillation of the wheel truck upon its vertical axis, and is
so sustained that it may practically preserve its lateral relation to the car body
and at the same time its parallelism with the track. For this purpose it is
suspended from points in or near the axes of the trucks and preferably from the
running gear, though it may be either wholly or in part sustained from the car.
As a suitable means for supporting the bottom F' from the trucks when the latter
have three axles each, we prefer to employ beneath each truck a swiveled hanger F'
comprising an upper member 3 and a lower member ft. The member f³ forms a
bearing box embracing the middle axle of the truck at its middle point and has a
circular supporting flange f' from which the member of the hanger is sus-
pended, in a manner obvious from the sectional illustration in Figure 9. The
suspension of the bottom F from the middle points of the middle axles (which
are in the vertical axes of the trucks) or otherwise from points in the axes of the
trucks by swiveled hangers, manifestly allows the trucks to oscillate horizontally
on their king-bolts with respect to the bottom F of the housing as well as with
respect to the car body, and said car bottom when so suspended may therefore

page_text: preserve its proper relation laterally to said car body. A suspension of the
bottom F from the axle of course, preserves the distance of the said bottom from
.the tracks notwithstanding the rise and fall of the car body. on its suspending
springs. This latter fact, however, may be disregarded as the points of suspension
of the floor or bottom F may be either the central points of the truck frames or
of the central line of the car body itself, instead of the middle points of the middle
axles, as shown. In addition to suspending devices at or near the trucks. asus-
pending chain fo may connect. the bottom Fin.its median line with the bottom of
"the car in its median line. at any point.or. points between the end trucks or at the
extreme ends of the car, and.this device may be.employed whether said bottom F
be otherwise suspended at its ends from an axle.or from the truck or from the .car
itself. However sustained, it is desirable that the bottom F shall, preserve a sub-
stantially horizontal position, and to attain this object it should have. suitable. con-
nections, or bearings with the axles or with the truck frames. Bearing devices
engaging with the axles are shown in Figures 9: and 10. consisting of brackets f
attached to the, bottom Fo-and rising therefrom into contact or proximity with an
axle or axles of each truck. Chains hanging from the axles or from the truck
frames will serve the same. purpose.
The lateral walls of the gear housing should be such as to permit oscillation of the
car body without corresponding oscillation.of the floor F. Said lateral walls may be
variously constructed to attain this end. As shown in Figures 5, 7, 8, 9 and 11
said lateral walls are composed each of a series of flexible, self-rolling curtains
which extend from the lower edges of the car body to the outer edges of the
floor F³. As here shown, each of the curtains F8 is attached to a roller f³.which
may be of the well known spring-winding order common in window shades and
therefore not necessary to be here illustrated in detail, the said rollers 8 being
mounted in brackets for other suitable bearings at the margins of the floor F³
and the curtains being drawn upward for connection with the. car body. These
curtains FB may desirably be of elastic sheet metal and, if guides and supports for
their free side edges be considered desirable, metal bars F may be employed for
this purpose, being pivoted to the lower edges of the car body, movably sustained
by chains and provided with longitudinal grooves in their opposite sides to
receive the edges of the curtains, all as indicated most clearly in Figure 9. Said
grooved bars. F' will not extend to the edges of the floor F' but will be short
enough to permit the fullest oscillation of the car body without striking said floor.
They should, however, be of sufficient length to afford a practical support to the
curtains and to close the principal portion of the spaces between the latter. In this
form of side enclosure, the curtains F8 will be each provided with one or more
handles by which they may be drawn upward or lowered and they may connect
with the car body by any suitable latch or detachable fastening, many forms of
which are familiar. The lateral housings may consist entirely of series of such
curtains or certain portions of said lateral housings may be of other construction.
Another form of lateral housing which will be understood without illustration
may consist of overlapping plates, the upper plates being pivoted to the car body
and the lower ones to the bottom F³, and such plates may be provided with doors
to give access to the wheels and their journals. In case the curtains with their
spring rollers be employed it is obvious that said spring rollers will take up and let
out the curtains as the car body oscillates upon its trucks, and in case the over-
lapping plates be employed their overlapping parts will slide upon each other in
such oscillations of the car, the bottom F remaining substantially horizontal.
Whatever the form of the extensible side walls between the car body and the
bottom F it will be desirable to extend the vertical sides of the cars downward
below the sills, as indicated at F in Figure 9, in order that the curtains or other
form of lateral housings may at all times freely clear the journal boxes and hangers
of the trucks.
Beneath the platforms the bottom F" is separate from the bottom F and is rigid
with the car body, its outer edge. being secured to a continuous marginal frame Fu

page_text: bordering the rigid part of the hood and forming the outer vertical" frames of
the side doors F. Said doors F have each an inwardly inclined lower portion F¹³,
as indicated in Figures 5, 7 and 8, extending to the lowermost step leading to the
platform, and below said step the bottom F has upwardly and outwardly inclined
portions F to complete the inclosure which embraces the platform. The
bottom. F of the platform housing will have lateral and oscillating movements
with the car body, because rigidly attached thereto and it will have slight lateral
movement with reference to the bottom F and the lower portions of the side
housing F. This will of course sometimes bring the bottom and side surfaces of the
lower housings slightly out of line in the swaying of the cars upon their trucks,
but the projections so produced will be so slight and so temporary as to produce no
appreciable effect.
.2
The inner edge of the bottom F1 may be sustained from the car in any suitable
manner but preferably by a vertical partition f10 completely dividing the inclosed
space beneath the car and contributing to the exclusion of dust, raised by the
wheels, from the car interior.
The doors F preferably slide, as indicated in Figures 5 and 18, and projects
slightly as practicable beyond the side surfaces of the cars. The windows of the
cars are also made as nearly flush with the car sides as possible. As the car
interiors will be supplied with air and ventilated without need of opening the
windows the latter will preferably be fixed or incapable of sliding, and, in that case,
the glass may be located practically in the same plane with the outer side surfaces
of the car body. The car sides themselves should also be without vertical ribs ór
panel frames or other projections calculated to occasion resistance to rapid motion
by engagement with the atmosphere.
The bottom F of the gear housing may be dropped to the track and the car
raised to allow a defective truck to be replaced; and the said bottom is desirably
provided with sections of shallow track rails, as shown at fin Figures 10 and F1
and in dotted lines in Figure 8, over which the truck wheels may be run out from
beneath the car in this operation..
The flexible and extensible hood extensions G are severally continuous and form
prolongations of the car sides and roofs and of the gear housing sides and bottom's,
as indicated in Figure 5 and other figures. For the general purpose of our inven-
tion they may be of any suitable construction and may be combined with any
suitable devices for extending them or holding them extended. It is considered
preferable, however, that they be of the foliated or accordion order illustrated in
the drawings and that they be automatically projected by gravity so that the hood
extensions of coupled cars will meet and retain contact with each other. A suitable
construction to afford such gravity projection of these hood extensions is herein
shown in Figures 11, 14 and 15, while the form and arrangement of the hoods
themselves is further and more fully shown in Figures 5, 6, 7 and 8. The extensible
section G of the hood is made of any suitable material, as rubber and canvas, and
is attached at its inner edge to the outer margin of the roof, sides, door frame and
bottom of the housing for the platform or running gear, all which terminate in'a
vertical plane. Its outer edge is attached to a rigid, continuous, annular frame G¹
which corresponds in contour and transverse dimensions with a section of the car
and its gear housing and is preferably formed of angle iron, as indicated in
Figures 11 and 12, presenting a somewhat broad, inwardly directed face plate, as
indicated in Figure 6. This extensible hood section G is sustained from the rigid
parts of the car by one or more suitable supports connected with this marginal
frame G, a preferred form of such supports being shown in Figures 14 and 15
with a view to the automatic extension of the said flexible hood section by gravity.
In these figures H is a bracket pivotally connected with the hood frame G' and
desirably by a universal joint h, as shown, ¹ being a ball formed as an upward
projection on the outer end of the bracket H and 2 a socket piece of familiar
construction secured to the hood frame G. The bracket H has a shank H' which
is adapted to move backwardly and forwardly and also laterally in- or upon a
d

page_text: :
support I which is rigidly secured to the car, and said shank H' has an upward and
inward inclination in or upon its support whereby when the hood section G is
retracted or compressed its marginal frame G' is raised, and, conversely when said
hood section. extended said marginal frame descends. Gravity of the flexible
hood section therefore tends to project it and to hold it projected. As here shown,
the support I consists of a frame embracing two parallel side pieces I¹ united by
horizontal cross-pieces I I. Between the side pieces I' 1' are mounted cross-bars i i
in the same inclined plane beneath the bracket shank H' and a cross-bar i¹ above
said bracket shank. These cross-bars are preferably provided with or consist of
rollers, as shown, and beneath the cross-bar¹ and upon the subjacent cross-bars i
the bracket shank H¹ slides freely backwardly and forwardly. The cross-bar i¹ is
slightly in the rear of a point directly opposite the central cross-bar i so that the
bracket H may rise and fall at its outer end and tilt upon said central bar i when
the bracket is extended. The bracket shank H. has also a central, vertical,
longitudinal slot embracing a pin connected with the upper and lower cross
plates II of the support I and, the space between the side plates I¹ being
considerably greater than the width of the bracket shank H', the latter may vibrate
laterally upon the pin is as an axis when lateral strain is applied to the marginal
hood frame G. The hood extension G will, however, normally project in line with
the car to which it belongs, but if special means are necessary to this end, springs **
arranged on opposite sides of the bracket shank H¹ at a distance from the axis pin
may be employed. Such springs are herein shown as being placed around a
rod which passes through a horizontal slot of the bracket shank and through
vertical slots in the side plates I' of the support I.
It is preferable that two supporting devices for the hood frame G¹ be employed
and that they be located in a central vertical plane of the car, as indicated in
Figures 6 and 11. By reference to Figure 11 it will be seen that the brackets
at the bottom of the hood have their joint heads directed downwardly instead of
upwardly as at the top, and that the supports I are connected with the substructure
of the car frame or platform through intermediate castings. These matters may
be varied and supports for the hood frame, differing from those described, may be
employed without departure from the general invention herein set forth. To retract
the hoods, levers connected with the hood plates G¹ by chains, trained over pulleys,
may be employed, as shown in Figures 6 and 11.
For the purpose of giving to the foliated hood sections G a smoother exterior
surface and lessening their engagement with the atmosphere when the train is in
rapid motion, said sections may be provided with an elastic exterior covering, as of
rubber, as indicated by dotted lines at 9 in Figures 8, 11 and 12, and when this is
employed the folding or extensible substructure may be modified since it need not
in that case be relied on as the closing wall.
The end plates G¹ of the hood extensions may be directed into register with each
other when cars are coupled, by means of inclined projections g', Figure 12, and if
need be said end plates may be locked together by means of a latch device, such for
example as is shown at g' in Figure 12 and in side view in Figure 13. The latch g²
is pivoted to a suitable lug ga upon one of the end plates G¹ and carries at its
opposite end a spring pin which hooks over a projection on the opposite end
plate G. The latch may be held retracted by a spring catch g.
;
The means for supplying fresh air to the interior of the train which are deemed
preferable are shown in Figures 3, 4, 6, 9, 11, 16, 17, 18, 19 and 20 of the drawings.
These or any other suitable devices will involve the induction of the fresh air at the
head of the train where it will be free from smoke, dust and cinders produced or
raised by the train in motion. The air supplying devices should also be combined
with means for heating the induced air in cold weather in order that it may enter
the cars at the proper temperature and without producing cold drafts and also in
order that special heating devices in the several cars may be omitted. Many
systems of air induction for railway trains adapted to take the air at the head of the
train and to heat the same on its way to the passenger cars have already been

page_text: devised and such contrivances may be employed in trains containing cars of our
invention. Said cars contain two longitudinal air ducts, one for cold and the other:
for hot or heated air. These ducts are desirably arranged centrally beneath the
car roof but may be elsewhere located if desired. They extend through the ends:
of the car and are there provided with flexible and extensible prolongations having
end plates, essentially like the flexible extensions of the car hoods, so that when two.
or more cars are coupled together the main air ducts of different cars are made
continuous with each other. The hot and cold air ducts are provided with outlets.
leading to passages in which their contents are intermingled, and said passages.
deliver into the car interior at various points so as to furnish air of suitable tempera-
ture to all parts of the car without the production of the drafts which would be
incident to the separate induction of cold and warm air or to the introduction of the
air at one end or side of the car only. The air passages of the car are also provided
with valves by which the relative quantities of cold and warm air may be supplied
to the car when the weather is so cold as to require the introduction of warmed air.
The valves of said air passages are also such and so arranged that the temperature
of the different cars of the train may be regulated independently as their occupants.
may desire, and a car remote from the source of heat may be given as high a.
temperature as one nearer thereto.
The system of air distribution in the passenger cars is especially illustrated in
Figures 9, 19 and 20. L and M designate respectively the main cold and warm
air ducts extending lengthwise through the car. As here shown and as preferably
constructed the cold air duct L is, wider than the warm air duct M and the latter
has its upper portion within the former, the desirable object of such construction
being to cause the cold air to pass as largely as practicable into contact with the
thin wall of the warm air duct so that when both said ducts are used for air of
different temperatures the cold air may take a quantity of heat from the warm air
through such wall. These ducts L and M are fixtures in the several cars of the
train and are provided with short flexible and extensible sections L M¹ external
to the car ends and having end plates 1 m respectively which should be vertically.
and laterally sustained in the same planes with the end plates G₁ of the hood
extensions & by ornamental supports 9', as indicated in Figures 5 and 6, or
otherwise.
Each car is provided with lateral branches 'm¹ (Figure 9) which converge and
deliver into longitudinal distribution pipes L. From these pipes L³ proceed
vertical ducts L3 situated at suitable points at or in the sides of the cars, and
having openings for the discharge of air into the car interior. As shown in
Figure 20 these vertical pipes L³ descend between the windows and in the corners
of the car but this arrangement may obviously be varied without affecting the
result.
The cold air duct L is provided with deflecting devices adapted to send a part
only of the air admitted at the head of the car into the lateral branches and
distributing pipes. Of the deflecting devices as here shown L L are two plates
arranged vertically in the cold air duct L' with their adjacent ends pivoted on the
vertical pivot at a point centrally opposite a branch duct 1, their free ends being
adapted to be moved laterally by any suitable external meaus, as for example,
handles projecting through slots 1. The two plates L' may be integral with each
other if desired, but are preferably separate, as shown. A short plate pivoted at
the junction of the plates L and extending to or into the mouth of the adjacent
branch, swings at its free end from side to side of the latter and serves to send
into the branch the air caught by the deflector L which is directed towards the
forward end of the car, the air not thus deflected passing onward through the
duct L into the corresponding duct of the next car at the rear. Each lateral
branch m' leading from the warm air pipe M is provided with a valve m² whereby
the quantity of warm air sent to the distributing pipes may also be controlled. The
warm air pipes should also be provided with valves m³ near the ends of the car.in.

page_text: order that, the said duct may, be closed at the rear end of the train, no matter
which end of either car shall be brought into that position in making up the train.
Of course if a car is specially designed to always occupy a rear position in the
train, as indicated in Figures 1 and 2, the rear end of said duct in that car may be
permanently closed and the valves m³ omitted. The free ends of the deflectors L
in the cold air duct are adapted to be thrown inward into contact with the warm
air pipe or with each other so as to practically close said cold air duct near the
rear end of the last car of a train. Further and different provisions which are
obvious may also be made for this purpose.
In case the central overhead arrangement of the air ducts illustrated in the
drawings be adopted and it be still desired to preserve the central overhead position
of the lighting fixtures, the ducts may be divided to accommodate the latter, as
illustrated in Figures 19 and 20, but when side. lamps are employed this feature
may be omitted.
Describing the construction which we prefer for the induction of cold and warm
air to the main ducts of the cars above described, reference is had to Figures 3,
4, 16, 17 and 18 of the drawings.
Beginning with the engine, N represents a pipe which presents an open
funnel shaped mouth at the head of the engine on each side of the latter and
which takes air into a chamber N' surrounding, wholly or in part, the steam boiler
of said engine. From this space pipes N2 lead downward and thence rearward
alongside the fire box of the engine, as indicated in Figures 3 and 4, the inner
walls of said ducts N being preferably the walls of the fire box in order that they
may be highly heated in the ordinary use of the engine. These ducts then become
the warm air pipes and they have their continuation in pipes N' N' connected
with the tender E and joined with the engine sections N2 by flexible connections N*.
The pipes N rise into junction with horizontal pipes N' which are arranged within
the vertical side walls of the tender and which converge in a central vertical
duct N provided at its upper end with a rearwardly directed, flexible extension
that communicates with the front end of the warm air pipe M of the adjacent car,
as shown in Figure 3. The horizontal portion of the vertical pipe N° shown on
the tender in Figure 3 will be present only in case the latter has the rear hood
shown in that figure. At the front of the horizontal portion N° of the hot air pipe
on the tender an interior valve is indicated in Figure 3 and provided with an
external crank arm n, seen also in Figure 16, by which the valve may be turned to
close the passage partially or wholly as may be desired. Of course in warm
weather there will be no occasion for the use of the warm air of this duct and
if the mode. of heating the air herein shown be employed it will be desirable to cut
off the warm air passage in advance of the cars and the device for this purpose,
located as shown, will be found convenient for operation at the hands of the
engineer or fireman..
it
Cold air may also be admitted at the front of the engine by suitable pipes, but
may also be admitted in a pure state at the sides of the tender, as indicated in
Figures 3, 16, 17 and 18, in which O.O are cold air pipes arranged at the sides of
the tender and having open ends at the front of the latter. These pipes also extend
rearwardly to the rear end of the tender, as shown in Figures 3 and 18, and there
communicate with vertical pipes O¹ which terminate in a short section O' that
registers with the cold air pipe L of the car through the medium of a flexible
extension, as indicated in Figure 3.
The cars are ventilated preferably through the roof in which ventilating pipes
provided with revoluble hoods P may be placed for the purpose, as shown in
Figures 5, 6 and 7.
Inasmuch as the distinctive feature. of our invention; so far as it relates to the
external shape of the cars, consists in the employment of housings for the running
gear. extending in straight lines to the extremity of the car (the roof and sides of
which are also instraight: horizontal lines) and terminating in flexible and

page_text: extensible prolongations of the gear housing and car sides, it will be within this
part of our invention if the bottom and sides of the gear housing be rigidly
attached to the car body and allowed to oscillate therewith. In this case the
bottom and sides should be separately detachable and the holes in the bottom
for the wheels should be of such greater width as will allow the lateral and
vertical movements of the bottom which accompany the oscillation of the car
bodies upon their trucks. In this suggested modification, the bottoms F³ and the.
bottoms F may be made integral and the whole bottom, extending from end
to end of the car, may be detachably upheld so that it may be lowered upon
the tracks when a truck is to be removed. The vertical ends or partitions of the
housing beneath the car body should in this case be detachably held in place in
order that by their removal a truck may be replaced without raising the car body.
to such height as would otherwise be necessary. Other modifications may be made
in the various branches of our invention.
At
With the improvements herein set forth we believe that railway passenger
trains may be run at greatly higher speeds than have heretofore been attained,
without the use of heavier engines than are now employed and without, the
expenditure of greater power than is now required to attain present speeds.
the same time greater comfort will be afforded passengers by reason of the
exclusion of dust and cinders and the supply of pure air at a proper temperature
and without drafts.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed, we declare that what
we claim is :
1-A railway car provided with a housing beneath the car body and embracing
the running gear and also provided with flexible and extensible annular hoods which
form prolongations of the car and its said housing, substantially as and for the
purposes set forth.
2-In combination with a car body, a housing for the running gear continuous
with the car sides, a continuous, flexible and extensible hood attached to the margin
of the end of the car and of its gear housing, a substantially rigid open plate or
annular frame attached to the outer margin of the hood and means by which the
hood is automatically projected, whereby the car, thus equipped, is adapted to form
a junction with another car similarly equipped, in the longitudinal lines of their
external surfaces.
3-In combination with a car having a gear housing, an extensible hood
consisting of an interior jointed and folding portion, a flat, elastic exterior portion
covering the folding part, and a marginal, open frame at its free edge, said hood
being applied flush with the exterior of the car and its housing.
-
In combination with a railway car, a housing for the running gear
comprising a bottom and extensible side walls connecting the bottom with the car
body.
.5: In a railway car, the combination with the car body, of an inclosure for the
running gear comprising a bottom and lateral walls composed of downward
extensions of the car sides and extensible portions reaching from the latter to the
bottom.
6 In combination with a locomotive engine, a housing for the running gear
having its upper portion directed inwardly over the wheels.
7: In combination with a locomotive engine, lateral housings for the running
gear having their upper portions directed inwardly over the wheels, a wedge-
shaped, rearwardly and upwardly inclined close-surfaced guard in front, and a
wedge-shaped front for the boiler above said guard.
8-In combination with a locomotive engine, lateral housings for the running
gear having their upper portions directed inwardly over the wheels, a wedge-shaped,
close-surfaced guard and a cab having a wedge-shaped front..
B

page_text: 9 A locomotive tender having a back of substantially the vertical and lateral
dimensions of a car with which it is to be connected, a roof having its front on or
below the level of the locomotive cab, a housing for the running gear and a flexible
and extensible hood continuous with the sides, top and gear housing and adapted
to meet and abut a like hood on an adjacent car whereby the space between the
back of the tender and the adjacent car will be enclosed by a housing substantially
flush with the sides, bottom and top surfaces of the car and tender.
10: A railway train comprising a locomotive having lateral housings for the
gear which are directed inwardly over the wheels, a wedge-shaped, close-surfaced
guard and wedge-shaped fronts for the boiler and cab; a high backed tender
having a gear housing, a roof and a flexible and extensible hood section continuous
with the roof, sides and housing; and a car provided with a gear housing, and
with a flexible and extensible hood section continuous with the roof, sides and
gear housing and adapted to meet and abut the similar hood section on the
tender.
11-A railway train comprising an engine, tender, rear car and an intermediate
car or cars, the engine and tender having lateral housings for the running gear,
the engine having its principal forwardly directed surfaces wedge-shaped, the cars
having housings for their running gears, the rear car having its rear end of
substantially the height of the adjacent car and provided with a roof, and the
tender and cars being provided with flexible and extensible, annular hood
sections projecting from the sides, roofs and housings into contact with each
other, and the train as a whole being provided with means for supplying the
interior of the cars with fresh air taken from the front portion of the train.
12: In a railway train, a car provided with a longitudinally arranged main air
supply duct, longitudinal ducts at the sides of the car connected with the main
duct, and vertical ▪ducts leading from said side ducts and discharging into the car
interior.
13 In combination with a car, a flexible and extensible hood having a
substantially rigid end plate, an air duct extending lengthwise of the car and also
provided with a flexible and extensible extremity which is supported laterally and
vertically from the end plate of the hood.
14: In an air supply system for railway passenger trains, the combination with
a passenger car, of two main longitudinal pipes, one for cold and the other for
heated air, both adapted to communicate with corresponding pipes on an adjacent
car, and passages leading from both said main pipes to common openings whereby
warm and cold air may be mixed at said openings or on their way from the main
pipes to said openings.
15-In an air supply system for railway passenger trains, the combination, with
a passenger car, of two main longitudinal pipes, one for cold and the other for
warm air, both adapted to communicate with corresponding pipes on an adjacent
car, distributing pipes for delivering air at various points to the car interior,
branch pipes leading from both main pipes to said distributing pipes, and means
for controlling the relative quantities of air delivered from said main pipes to the
distributing pipes.
16: In combination with a passenger car having two main longitudinal pipes,
one for cold and the other for warmed air, passages leading from both said pipes
to common openings in the car interior, and means for regulating the relative
quantities of cold and warm air on its way from the main pipes to said openings,
sections of pipes forming prolongations of both said main pipes mounted on a more
advanced car or cars of the train and open to receive outer air at or near the head
of the train, and means for heating the contents of the warm air pipe on its way
to the passenger car.
17: In an air supply system for railway passenger trains, the combination,
with a passenger car provided with a longitudinal main air pipe which delivers into
the car interior, of a locomotive engine having an air induction pipe mounted

page_text: thereon and mediately connected with the main air pipe of the car, said air pipe
on the locomotive being arranged in contiguity with heated surfaces of the
engine.
Signed at Chicago, Illinois, this 21st day of June A.D. 1892.
FREDERICK UPHAM ADAMS.
ROBERT WALBRIDGE HAMILL.
D. Young & Co.,
11 & 12, Southampton Buildings, London, W.C.,
Agents for the Applicants.