An Improved Electric Railway System.
Year: 1892

page_text: Date of Application, 30th Mar., 1892
Complete Specification Left, 28th Dec., 1892-Accepted, 4th Mar.,, 1893
PROVISIONAL SPECIFICATION.
An Improved Electric Railway System.
I; HONORABLE EBEN MOODY BOYNTON, of West Newbury, Massachusetts,
United States of America, Civil Engineer, do hereby declare the nature of this
invention to be as follows:-
My invention relates first to electric motors for use with "bicycle" cars and means
for connecting such motors with the driving wheels and the overhead guide wheels,
and second to improved means for suspending an electric conductor inside of the
overhead guide-beam.
The main object of my invention is to so suspend the car from the motor, that it
is entirely independent of the same, permitting the latter to perform the slight
undulations inseparable from running on any kind of road, without compelling the
car to partake of same. A further advantage claimed, is the possibility for each
driving wheel to place its axis normal to the rail, no matter if running on a
tangent or on a curve, thus permitting an easy running on the latter, without any
unnecessary friction between the wheel and rail and also without danger of the
wheels climbing the same rail.
The secondary object of my invention is the use of the over-head guide-beam of
my bicycle system, as a guard and supporter for one or more, electrical conductors
placed in its interior. The facility this combination offers for giving the conductor
the necessary number of supports permits the use of a conductor of a much larger
cross-section than is possible under the present trolley, systems, and also gives the
opportunity for the utilization of a conductor of a higher specific, resistance than
copper. This reduces the construction expenses very materially, at the same time
making it possible to utilize a much heavier current than a copper conductor of
the smaller section, which the larger cost of material, necessitates, is able to carry.
The current can be returned to the generator either through the supporting rail or
through the overhead guide-beam.
While the drawings show the application of my electric motor to a one-storey
car, I do not wish to limit myself only to such, but also intend to apply it to two-
storey cars if so desired.
The said "Electric Railway System" will be described in connection with, the
accompanying drawings, making a part of this Specification.
Fig. 1 on Sheet 1, is a plan view of the car showing the top guide, wheels.
Fig. 2, Sheet 2, is an enlarged section of the same taken on the line X, X, Fig. 1,
also in addition showing the overhead guide beam with the suspended electric con-
ductor.
Fig. 3, Sheet 3, is a side elevation of the motor and support, partly broken away,
also, showing the guide beam.
Fig. 4, Sheet 4, is an inverted plan, view of the motor with the bottom of the
car broken away.
Fig. 5, Sheet 1, is an inverted plan view of the supporting springs.
Fig. 6, Sheet 1, is a sectional elevation of the supporting column, showing the
ball bearing.
Fig. 7, Sheet 1, is a plan view of one of the ball bearing plates with a section
through E taken on line Z, Z, Fig. 6.
Fig. 8, Sheet 5, is an elevation of a car, partly in section showing one, driving
wheel and one supporting wheel.
Fig. 9, Sheet 5, is the same, with the, difference that, both wheels act as driving
wheels.
In the drawings Sheets 1 to 5, inclusive A A represents the body of the car,
A' the driving wheel that runs on the rail A" and is fastened on the shaft B B, the

page_text: latter revolving in the bearings R R and carrying the frame work CC. To CC
are fastened by the belts C¹the frames D D of the two motors. The armatures QQ
and commutators Q'Q' are also fastened on the shaft B B. QQ are the brushes,
V V are the field magnets and V1 V' the field magnet coils.
The frame CC is rigidly connected with and supports the solid or hollow
column E to which the guide-arms II and guide wheels KK are fastened. This
column E also carries a hub or flange G held in position by a key G', on this
flange rests another and similar one H but loose, permitting it to revolve around E,
and to lessen the friction between these two flanges, balls H' are inserted between
them, as shown in detail in Figs. 6 & 7. To keep these balls in position the
flanges G and H are provided with grooves H H. Springs OO at their
middle supported by ears H" H" on Hand having their ends fastened in links 0101
transfer the weight of the car to the column E and to the driving wheel A'. The
links O'O' are inserted between and pivoted to brackets PP by bolts PP, and
these brackets are fastened to the car itself. A bearing F is inserted in the top
of the car to keep the column in position and insure an easy turning of the same..
The trolley wheel U transfers the current from the conductor M down to the
motor and from the latter to the supporting rail A" in the usual manner.
This trolley wheel can either, as shown, be supported by the arms II and thus
partake in the movement of the latter, always insuring a central position, or, as
shown in dotted lines in Fig. 3, be supported by a separate arm and be independent
in its movements.
A roller L fastened on the top of the column has the object to prevent too
large undulations in a vertical direction of the driving wheel and column, thus
insuring a constant distance between the rail A" and rollers K K and also
preventing the driving wheel from leaving the rail.
As the guide wheels KK embrace the guide-beam L on both sides it compels
the axis of the driving wheel to take a position normal to the rail, as well when
running on a tangent as on a curve, thus preventing any climbing of the rail and
any grinding between the flanges of the driving wheel and the rail A", reducing
the extra friction in. rounding curves to a minimum.
When the car is running on a tangent and is entering a curve the guide-
wheels KK leave their middle position and move towards one or the other side
of the car, depending as to which side the curve turns, thus imparting part of
a revolution to the column E, and, as driving shaft, motors and driving wheel all
are rigidly connected with E, the latter transfers this movement to the driving
wheel A¹.
As Figures 2, 5 and 6 illustrate, the turning of the column does not interfere
with the movement of 'the car, as the springs OO and the hub H in which they
rest; are not fastened to the column, but permit the latter to revolve loosely in
said hub.
Fig. 4 illustrates the method by which the forward pull or pressure of the driving
wheel is transferred to the body of the car resulting in the forward motion of the
latter. The vertical rollers S S, journaled in the arms S'S' fastened to the frame C
are in contact with other rollers S S mounted in a horizontal position in
bearings T T', the latter being bolted to the braces T T, fastened to the
beams TT These rollers S₁S" are not cylindrical, as their sides, instead of
being straight lines, are arcs of a circle with the centre in the axis of column E, the
object being to insure a constant contact between the rollers S' and S¹¹, when the
former move to one side or the other. Both rollers S S and SS" may be
mounted in such a manner that the distance of their axes from the centre of
the column E may be regulated. This is not illustrated in the drawings as the
same may be done in many different ways.
...The combination of these rollers will permit an easy up and downward, motion
of the motor without compelling the car to partake in the same, suspended as it
pis, only from the springs OO with no positive connection with the running gear
whatever.

page_text: This independence of the motor permits also, as shown above, almost any angular
position that the driving wheel may take in relation to the car, thus permitting the
car to run around the sharpest curves without any difficulty.
The motors may as illustrated in Fig. 8, only be applied to one of the driving
wheels and the other run idle, simply as support, or, if desirable, the latter may
also, as illustrated in Fig. 9, be supplied with motors and thus assist in propelling
the car.
It is obvious that the special features of this invention, may in many ways be
varied without changing the leading idea of the same.
Referring to Sheet 6, Fig. 1, is a cross-section of an elevated structure, showing
a bicycle-car in position and the overhead guide-beam with an electric conductor.
in its interior.
Fig. 2, is an inverted plan of the overhead guide-beam, showing the conductor
HERBERT J. ALLISON,
Agent for the Applicant.
COMPLETE
SPECIFICATION.
An Improved Electric Railway System.
I, HONORABLE EBEN MOODY BOYNTON, of West Newbury, Massachusetts,
United States of America, Civil Engineer, 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 :-
My invention relates first to electric motors for use with "bicycle" cars and

page_text: means for connecting such motors with the driving wheels and the overhead guide
wheels, and second to improved means for suspending an electric conductor inside
of the overhead guide-beam.
The main object of my invention is to so suspend the car from the motor, that it
is entirely independent of the same, permitting the latter to perform the slight
undulations inseparable from running on any kind of road, without compelling the
car to partake of same. A further advantage claimed, is the possibility for each
driving wheel to place its axis normal to the rail, no matter if running on a tangent
or on a curve, thus permitting an easy running on the latter, without any unnecessary
friction between the wheel and rail and also without danger of the wheels climbing
the rail.
The secondary object of my invention is the use of the overhead guide-beam of
my bicycle system, as a guard and supporter for one or more electrical conductors
placed in its interior. The facility this combination offers for giving the conductor
the necessary number of supports permits the use of a conductor of a much larger
cross-section than is possible under the present trolley systems, and also gives the
opportunity for the utilization of a conductor of a higher specific resistance than
copper. This reduces the construction expenses very materially, at the same time
making it possible to utilize a much heavier current than a copper conductor of
the smaller section, which the larger cost of material necessitates, is able to carry.
The current can be returned to the generator either through the supporting rail or
through the overhead guide-beam.
While the drawings show the application of my electric motor to a one-storey
car, I do not wish to limit myself only to such, but also intend to apply it to two-
storey cars, such as are described in the Specification of my application No. 6145
of even date herewith, if so desired.
The said "Electric Railway System" will be described in connection with the
drawings filed with the Provisional Specification.
Fig. 1, on Sheet 1, is a plan view of the car showing the top guide wheels.
Fig. 2, Sheet 2, is an enlarged section of the same taken on the line X, X, Fig. 1,
also in addition showing the overhead guide-beam with the suspended electric
conductor.
Fig. 3, Sheet 3, is a side elevation of the motor and support, partly broken
Away; also showing the guide-beam.
Fig. 4, Sheet 4, is an inverted plan view of the motor with the bottom of the
car broken away.
Fig. 5, Sheet 1, is an inverted plan view of the supporting springs.
Fig. 6, Sheet 1, is a sectional elevation of the supporting column' showing the
ball-bearing
Fig. 7, Sheet 1, is a plan view of one of the ball bearing plates with a section
through E taken on line Z, Z, Fig. 6.
Fig. 8, Sheet 5, is an elevation of a car, partly in section showing one' driving
wheel and one supporting' wheel.
I
Fig. 9, Sheet 5, is the same, with the difference that both wheels act as driving
wheels.
In the drawings Sheets 1 to 5 inclusive, A, A, represent the body of the car;
A' the driving wheel that runs on the rail A" and is fastened on the shaft B, B,
the latter revolving in the bearings R, R, and carrying the frame-work C, C.
To C, C, are fastened by the bolts C' the frames D, D, of the two motors. The
armatures Q, Q, and commutators Q', Q', are also fastened on the shaft B, B.
Q", Q, are the brushes.
V, V, are the field-magnets, and V₁, V', the field-magnet coils.
The frame C, C, is rigidly connected with and supports the solid or hollow
column E, to which the guide arms I, I, and guide-wheels K, K, are fastened.
This column E also carries a hub or flange. G; held in position by key G'. On
this flange rests another and similar one H, but loose permitting it to revolve
around E, and to lessen the friction between these two flanges balls H₁ are inserted

page_text: between them, as shown in detail in Figs. 6 and 7. To keep these balls in position
the flanges G and H are provided with grooves H, H. Springs O, O, at their
middle, supported by ears H", H", on H and having their ends fastened on
links O¹, transfer the weight of the car to the column E and to the driving-
wheel A¹. The links 01, 0, are inserted between and pivoted to brackets P, P,
by bolts P1, P1, and these brackets are fastened to the car itself. A bearing F is
inserted in the top of the car to keep the column in position and to insure an easy
turning of the same. The trolley-wheel U transfers the current from the
conductor M down to the motor and from the latter to the supporting-rail A" in
the usual manner. This trolley-wheel can either, as shown, be supported by the
arms I, I, and thus partake in the movement of the latter, always insuring a central
position, or, as shown in dotted lines in Fig. 3, be supported by a separate arm and
be independent in its movements. A roller I, fastened on the top of the column,
has the object to prevent too large undulations in a vertical direction of the
driving-wheel and column, thus insuring a constant distance between the rail A"
and the rollers K, K, and also preventing the driving-wheel from leaving the rail.
As the guide-wheels K, K, embrace the guide-beam L on both sides, it compels
the axis of the driving-wheel to take a position normal to the rail as well when
running on a tangent as on a curve, thus preventing any climbing of the rail and
any grinding between the flanges of the driving-wheel and the rail A", reducing
the extra friction in rounding curves to a minimum. When the car is running on
a tangent and is entering a curve, the guide-wheels K, K, leave their middle
position and move toward one or the other side of the car, depending as to which
side the curve turns, thus imparting part of a revolution to the column E, and as
driving-shaft, motors, and driving-wheel all are rigidly connected with E the latter
transfers this movement to the driving-wheel A¹.
As Figs. 2, 5, and 6, illustrate, the turning of the column does not interfere.
with the movement of the car, as the springs O, O, and the hub H in which they
rest are not fastened to the column, but permit the latter to revolve loosely in the
said hub.
Fig. 4 illustrates the method by which the forward pull or pressure of the
driving-wheel is transferred to the body of the car, resulting in the forward motion
of the latter. The vertical rollers S, S, journaled in the arms S', S', fastened to
the frame C, are in contact with other rollers S", S", mounted in a horizontal
position in the bearings T₁, T, the latter being bolted to the braces T, T, fastened
to the beams Tu, T. These rollers S", S, are not cylindrical, as their sides,
instead of being straight lines, are arcs of a circle, with the center in the axis of
the column E, the object being to insure a constant contact between the rollers S¹
and S when the former move to one side or the other. Both rollers S, S, and
S", S, may be mounted in such a manner that the distance of their axes from the
centre of the column E may be regulated. This is not illustrated in the drawings,
as the same may be done in many different ways. The combination of these
rollers will permit an easy up-and-down motion of the motor without compelling
the car to partake in the same, suspended, as it is, only from the springs 0, 0,
with no positive connection with the running-gear whatever. This independence
of the motor permits also, as shown above, almost any angular position that the
driving-wheel may take in relation to the car, thus permitting the car to run
around the sharpest curves without any difficulty.
The motor may, as illustrated in Fig. 8, only be applied to one of the driving-
wheels and the other wheel run idle simply as a support; or, if desirable, the latter
may also, as illustrated in Fig. 9, be supplied with motors, and thus assist in the
propelling of the car.
It is obvious that the special features of this invention may in many ways be
varied without changing the leading idea of the same.
Referring to Sheet 6, Fig. 1, is a cross-section of an elevated structure, showing
a bicycle-car in position and the overhead guide-beam with an electric conductor
in its interior:

page_text: inside same.
Fig. 3, is a sectional elevation of Fig. 2, taken on the line X, X.
Fig. 4, is a cross-section of Fig. 2.
Fig. 5, gives an enlarged detail view of the conductor-support.
Fig. 6, is an inverted plan like Fig. 2, with two conductors instead of one.
Fig. 7, is a cross-section of Fig. 6.
Fig. 8, is a variation of Fig. 5, showing the same in two sections.
In these figures on Sheet 6, A, A, is the arch supporting the overhead guide-
beam E.
B, B, is the car, with the driving-wheel K resting on rail L.
A¹, A¹, is the supporting-column.
The top of the car is guided by the rollers H, H, and the current is taken from
the conductor D by the trolley-wheel M, and is returned to the generator through
rail L. As shown in Fig. 4, the conductor D is suspended from a block F, of
insulating material, fastened to the top of guide-beam E by bolts G, G. Fig. 5
gives a more detailed view of F, also showing the slot I, of a form corresponding
to the section of D, in which the latter is resting, held there by friction or in any
other suitable manner. The insulator F can also be divided in sections, as shown
in Fig. 8. The distance between the insulators F will be regulated by the stiffness
of the conductor D, as it is desirable to have as few as possible, thus giving less
opportunity for leakage of current and relying upon the surrounding air-space as
the best insulator. If it is not desirable to return the current to the generator.
through the rail L or guide-beam E, the latter perhaps being constructed of wood,
a second conductor can be inserted inside E for this purpose, as shown in
Figs. 6 and 7. The conductors may be supported by one and the same insulator,
or, which is preferable, by separate ones, as shown in the drawings, thus insuring
better insulation.
I do not confine myself to any special form of this conductor, as it is obvious
that many other forms may serve the purpose; neither do I limit myself to any
particular form of the insulators, as these may either be in one piece or in several
sections, as their main purpose is to support the conductor.,
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
1. In a railroad car, the combination with the car-body of a frame fastened to
same, extending vertically therethrough and revolvable about al vertical axis, a
supporting wheel at the base of such frame and laterally supporting wheels in the
frame above the car body, substantially as set forth.
2. In a railroad car the combination with the car body of a frame fastened to
same, extending vertically therethrough and revolvable about a vertical axis, said
frame supporting the top of the car by means of springs, a supporting wheel at the
base of such frame and laterally supporting wheels in the frame above the car body,
substantially as set forth.
3. In a railroad car, the combination with the car body of a frame, fastened to
same, revolvable about a vertical axis and arranged to be capable of movement in
a vertical direction independent of the car-body, a column fastened to said frame
and laterally supported in a bearing in the roof of the car, the top of the column
being provided with arms carrying guide-wheels suited to embrace the top guide-
rail, a shaft journaled in said frame and a supporting wheel mounted on the shaft,
substantially as set forth.
4. In a railroad car, the combination with the car-body of a frame, fastened to
same, revolvable about a vertical axis and arranged to be capable of movement
in a vertical direction independent of the car-body, a column fastened to said
frame and laterally supported in the roof of the car, the top of the column
being provided with arms carrying guide-wheels suited to embrace the top

page_text: guide-rail, means for securing the central position of the frame, a shaft journaled
in said frame and a supporting wheel mounted on the shaft, substantially as
set forth.
5. In a railroad car, the combination with the car-body of a frame, fastened to
same, revolvable about a vertical axis and arranged to be capable of movement in
a vertical direction independent of the car-body, a column fastened to said frame
and laterally supported in a bearing in the roof of the car, the top of the column
being provided with arms carrying guide-wheels suited to embrace the top guide-
rail, springs transferring the weight of the car to a hub loosely mounted on the
column, means for supporting the hub and means for securing the central position
of the frame, a shaft journaled in said frame and a supporting wheel mounted on the
shaft, substantially as set forth.
6. In a railroad car the combination with the car-body, of a frame fastened to
same near one end thereof and revolvable about a vertical axis and arranged to be
capable of movement in a vertical direction independent of the car-body, electric
motor field-magnets fastened to the frame, a shaft journaled in same, a driving-
wheel and armatures mounted on the shaft, the armatures to be acted on by said
field-magnets, and said wheel forming the support for that end of the car, substan-
tially as set forth.
7. In a railroad car the combination with the car-body of a frame, fastened to
same, revolvable about a vertical axis and arranged to be capable of movement
in a vertical direction independent of the car body, a column fastened to said
frame and laterally supported in a bearing in the roof of the car, electric motor
field-magnets fastened to the frame, a shaft journaled in same, a driving wheel and
armatures mounted on the shaft, the armatures to be acted on by said field-magnets,
substantially as set forth.
8. In a railroad car, the combination with the car-body of a frame, fastened to
same, revolvable about a vertical axis and arranged to be capable of movement in
a vertical direction independent of the car-body, a column fastened to said
and laterally supported in a bearing in the roof of the car, the top of the column
being provided with arms carrying guide-wheels suited to embrace the top guide-
rail, electric motor field-magnets fastened to the frame, a shaft journaled in same,
a driving wheel and armatures mounted on the shaft, the armatures to be acted on
by said field-magnets substantially as set forth.
9. In a railroad car, the combination with the car body of a frame, fastened to
same, revolvable about a vertical axis and arranged to be capable of movement in
a vertical direction independent of the car-body, a column fastened to said frame
and laterally supported in a bearing in the roof of the car, the top of the column
being provided with arms carrying guide-wheels suited to embrace the top guide-
rail, means for securing the central position of the frame, electric motor field-
magnets fastened to the frame, a shaft journaled in the same, a driving wheel and
armatures mounted on the shaft, the armatures to be acted on by said field-magnets,
substantially as set forth.
10. In a railroad car, the combination with the car-body of a frame, fastened to
the same, revolvable about a vertical axis and arranged to be capable of movement
in a vertical direction independent of the car-body, a column fastened to said
frame and laterally supported in a bearing in the roof of the car, the top of the
column being provided with arms carrying guide-wheels suited to embrace the top
guide-rail, springs transferring the weight of the car to a hub loosely mounted on
the column, means for supporting the hub and means for securing the central
position of the frame, electric motor field-magnets fastened to it, a shaft journaled
in same, a driving wheel and armatures mounted on the shaft, the armatures to be
acted on by said field-magnets, substantially as set forth.
11. In a railroad car, the combination with the car-body of two frames fastened
to same, one in each end of the car, both extending vertically therethrough, and
revolvable about vertical axes, a supporting wheel at the base of one of said frames,
electric motor field-magnets fastened to the other frame, the latter having a shaft

page_text: journaled in it, a driving wheel and armatures mounted on the shaft, the armatures
to be acted on by said field-magnets, each of said frames also being provided with
lateral supporting wheels above the car-body, substantially as set forth.
12. In a railroad car, the combination with the car-body of two frames fastened
to same, one in each end of the car, both extending vertically therethrough and
revolvable about vertical axes, electric motor field-magnets fastened to each frame,
the latter having a shaft journaled in each of them, a driving wheel and armatures
mounted on each shaft, the armatures to be acted on by said field-magnets, each
frame also being provided with lateral supporting wheels above the car-body,
substantially as set forth.
13. A bifurcated beam having in its interior blocks of insulating material, from
which blocks one or more conductors are suspended, substantially as set forth.
14. A bifurcated beam and a car provided with wheels bearing against the
beam, utilizing the same as a guide, said beam having in its interior blocks of
insulated material, from which blocks one or more conductors are suspended,
substantially as set forth.
Dated this 28th day of December 1892.
HERBERT J. ALLISON.

page_text: Date of Application. 30th Mar., 1892
Complete Specification Left, 29th Dec., 1892-Accepted, 4th Feb., 1893
PROVISIONAL SPECIFICATION.
Improvements in Railway Vehicles.
I, HONORABLE EBEN MOODY BOYNTON, of West Newbury, Massachusetts,
United States of America, Civil Engineer, do hereby declare the nature of this
invention to be as follows:-
My invention relates to an improved construction of two-storey cars the object
of which is to combine a high degree of strength, with lightness and cheapness of
construction, durability and large seating capacity. It also provides passengers
with more comfort and privacy, by dividing the coaches into a number of smaller
compartments, made independent of each other, with separate entrances to toilet
rooms and for entering or leaving the car.
In the accompanying drawings
Fig. 1 is a side elevation of my two-storey cars, partly in section, in which
both floors are utilized for sleeping compartments and toilet rooms.
Fig. 2, is a plan of the same, partly in section.
Fig. 3, is an elevation of one end of the car, the side wall being removed,
showing a lower floor divided into sleeping compartments and toilet rooms, and
an upper floor serving as a smoking room.
Fig. 4, is a sectional elevation of the same taken on line y, y, Fig. 3.
Fig. 5, is an enlarged elevation of Fig. 1, with the side wall removed.
Fig. 6, is an enlarged section of Fig. 1, taken on line =,, Fig. 2.
Fig. 7, is a sectional plan of Fig. 1, taken on line w, w, and partly broken
away.
•
Fig. 8, is another sectional plan of Fig. 1, taken on line v, v.
In these drawings A represents the body of the car; A is a second floor,
dividing the car into two apartments A" and A. These apartments are as
shown in Fig. 1 divided into a number of sinaller compartments C, C, and D, D,
by insertion of several transverse partitions B, B. Doors H, H, are inserted
in B, B, permitting entrance into adjoining toilet rooms D, D, or if preferred, the
doors H, H, between adjoining compartments may be unlocked, permitting inter-
course between the same. The compartments are on both sides of the car provided
with doors F, F, for entrance and exit, making all of them independent of each
other, thus giving privacy and convenience and obviating the necessity of disturbing
the other passengers.
In the doors F windows F are inserted to provide light and
permitting a view of the country traversed. Additional windows on each side of
the doors F may be provided if found necessary; a, a, are door frames, and a¹, a¹,
are window frames. Seats K, K, are placed at both transverse partitions B, B, in
each compartment; these seats may be changed into a bed and so transforming C
into a sleeping compartment as shown in Fig. 8.
The toilet rooms D, D, have windows G, G, with frames a¹, a'; L, L, are water
closets, and M, M, are wash basins fastened to the wall in such a manner that they
can be turned into a horizontal position when in use and in a vertical position when
it is desired to draw the same and have them out of the way.
The lower compartment A communicates with the upper compartments A"
through a spiral staircase N as shown in Fig. 1. The lower compartment can also
be entered through door H opening out to the platform as shown in detail in
Fig. 8.
In Fig. 3 only the lower apartment A is divided into smaller compartments,
the upper one A being left as one apartment, suitable for a smoking room or other
purposes. In this case the seats are placed on both sides of the center aisle giving

page_text: opportunity for intercourse between the passengers and for entering the lower
apartment.
Fig. 6 gives an enlarged section of Fig. 1 showing the arrangement of the seats;
they are placed on opposite sides of the car to insure a proper balancing of the
same. The positions of doors H for entering the toilet room are also indicated,
but shown more clearly in Fig. 8.
Dated this 13th day of September 1892.
HERBERT J. ALLISON,
Agent for the Applicant.
COMPLETE SPECIFICATION.
Improvements in Railway Vehicles.
I, HONORABLE EBEN MOODY BOYNTON, of West Newbury, Massachusetts,.
United States of America, Civil Engineer, 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 :-
My invention relates to an improved construction of two-storey cars the object
of, which is to combine a high degree of strength, with lightness and cheapness of
construction, durability and large seating capacity. It also provides passengers
with more comfort and privacy, by dividing the coaches into a number of smaller
compartments, made independent of each other, with separate entrances to toilet
rooms and for entering or leaving the car.
In the drawings filed with the Provisional Specification
Fig. 1 is a side elevation of my two storey cars, partly in section, in which both
floors are utilized for sleeping compartments and toilet rooms.
Fig. 2, is a plan of the same partly in section.
Fig. 3, is an clevation of one end of the car, the side wall being removed,
showing a lower floor divided into sleeping compartments and toilet rooms, and an
upper floor serving as a smoking room.
Fig. 4, is a sectional elevation of the same taken on line y, y, Fig. 3.
Fig. 5, is an enlarged elevation of Fig. 1, with the side wall removed.
Fig. 6, is an enlarged section of Fig. 1, taken on line 2, 2, Fig. 2.
Fig. 7, is a sectional plan of Fig. 1, taken on line w, w, and partly broken
away.
Fig. 8, is another sectional plan of Fig. 1, taken on line v, v.
In these drawings A. represents the body of the car; A¹ is a second floor,
dividing the car into two apartments A" and A". These apartments are as shown
in Fig. 1 divided into a number of smaller compartments C, C, and D, D, by
insertion of several transverse partitions B, B. Doors H, H, are inserted in B, B,
permitting entrance into adjoining toilet rooms D, D, or if preferred, the doors H, H,
between adjoining compartments may be unlocked, permitting intercourse between
the same.
The compartments are on both sides of the car provided with doors F, F,
for entrance and exit, making them all independent of each other, thus giving
privacy and convenience and obviating the necessity of disturbing the other
passengers. In the doors F windows F are inserted to provide light and
permitting a view of the country traversed. Additional windows on each side of
the doors F may be provided if found necessary; a, a, are door frames, and a¹, a',
are window frames. Seats K, K, are placed at both transverse partitions B, B,
in each compartment; these seats may be changed into a bed and so transforming C
into a sleeping compartment as shown in Fig. 8.
1
The toilet rooms D, D, have windows G, G, with frames a¹, a¹; L, L, are
water closets, and M, M, are wash basins fastened to the wall in such a manner
that they can be turned into a horizontal position when in use and in a vertical
position when it is desired to draw the same and have them out of the way.
The lower compartment All communicates with the upper compartments A"

page_text: through a spiral staircase N as shown in Fig. 1. The lower compartment can
also be entered through door H opening out to the platform as shown in detail in
Fig. 8.
In Fig. 3 only the lower apartment A is divided into smaller compartments,
the upper one A being left as one apartment, suitable for a smoking room or
other purposes.
In this case the seats are placed on both sides of the center aisle
giving opportunity for intercourse between the passengers and for entering the
lower apartment.
Fig. 6 gives an enlarged section of Fig. 1 showing the arrangement of the seats;
they are placed on opposite sides of the car to ensure a proper balancing of the
same. The positions of doors H for entering the toilet room are also indicated,
but shown more clearly in Fig. 8.
Having now particularly described and ascertained the nature of the said inven--
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
1. A passenger car, running on one rail, having a second floor dividing the same
into an upper and lower apartment, substantially as set forth.
2. A. passenger car, running on one rail, having a second floor dividing the same.
into an upper and lower apartment, said lower apartment, by insertion of transverse
partitions being subdivided into a number of smaller compartments, substantially as
set forth.
3. A passenger car, running on one rail, having a second floor dividing the same
into an upper and lower apartment, said upper apartment by insertion of transverse
partitions being subdivided into a number of smaller compartments, substantially as
set forth.
4. A two-storey passenger car, running on one rail, having one floor divided into.
a number of parlors and toilet rooms, substantially as set forth.
5. A two-storey passenger car, running on one rail, having both floors divided
into a number of parlors and toilet rooms, substantially as set forth.
Dated this 28th day of December 1892.
HERBERT J. ALLISON.