Year: 1886

page_text: Date of Application, 24th Aug., 1886.
Complete Left, 24th May, 1887.
Complete Accepted, 24th June, 1887.
I, HERBERT JOHN HADDAN, of 67 Strand, in the County of Middlesex, Civil
Engineer, do hereby declare the nature of this invention, to be as follows :—
The general object of this invention is to provide a combined chair-car, dining-car
and sleeping-car of large capacity adapted to replace a train of ordinary day cars and
sloepers which shall be so adapted as to best cleave the air, and which shall be free
from dust smoke or cinders so annoying in ordinary trains.
More particularly the object of the invention is :-To decrease resistance and con-
sequently the cost of running. This 1 accomplish by using a single large car, thus
securing increased interior capacity per ton of dead weight. By placing part of
weight on the wheels to which the power is applied, thus utilising this weight to give
traction, and allowing engine and working parts to be made as light as possible con-
sistent with strength. By mounting car on large wheels, obtaining their acknowledged
advantages.
By giving car such a form as to reduce resistance of air.
By avoiding couplings, thus preventing the rocking effect of cars upon each other,
and other evils attendant upon loosely connected trains.
A further object is: To increase comfort of passengers. This I propose to
accomplish.
By mounting car on air cushions and giving it a lateral pendular swing restricted
within narrow limits by pneumatic or other buffers thus decreasing jar and swaying.
By avoiding inconvenience and danger of passing from one car to another.
By affording commodious sleeping apartments, dining room, parlours, toilet-
rooms etc.
By placing engine in rear or by providing a pipe to carry the discharge from the
smoke-stack to the rear, relieving passengers from smoke and cinders.
By such disposition of windows as will give protection against drafts and dust.
By such an arrangement of seats as will give each passenger a separate seat, and
each occupant of a sleeping section a separate compartment containing a single

page_text: reclining bed-chair, which compartment may be isolated from the rest of the car, or
thrown open at will of occupant.
By rendering possible, by the single large car, a simpler and more effective system
of heating, lighting and ventilation.
The car is mounted on four fourwheeled trucks, the front pair of trucks being
located between the middle and front end of the car, and the rear pair between the
middle and rear end, or at the rear end of the car. In the latter case the rear truck
is entirely behind the car, and its wheels serve as the front and drive wheels of the
locomotive, the boiler and cylinders of which are to be so disposed as to allow a
portion of the car supporting frame to rest on the drive wheel truck.
In the case where the rear pair of trucks is located between the middle of the car
and the rear end thereof, the locomotive is placed upon either the front or rear pair of
trucks, its smoke-stack extending through an opening in the roof of the car, and dis-
charging the smoke, gas and cinders into a pipe laid on the roof of the car which
conducts it to the rear of the train. The car surrounds the engine house and is
entirely separate from it enough play being allowed to permit the swing of the car.
The framework of the car consists of four longitudinal steel trusses. The trusses
rest on a pair of cross girders, one located between each pair of trucks.
The outside trusses extend around the front end of car, which is circular or nearly
so in plan, and form the framework of the walls of car. The two interior trusses
which support most of the weight, form the frame-work of longitudinal partitions. The
parts of the interior trusses which project beyond the trucks toward the ends of the
car may, however, be omitted, and in general, would be in order to leave the front and
rear parlours free from obstructions. The outside trusses would be braced beneath the
windows, to sustain the required weight. To the bottom chords of the four trusses
are attached cross beams on which the car floor is built. On the frame-work thus
formed, the car is constructed.
A rigid frame-work support rests on a pair of trucks. It consists of four legs which
are arranged in pairs and extend obliquely from a bed-frame to points between each
two side wheels of the double truck, where they are secured to cross transoms. The
lattor may be either rigidly secured to the truck frames or they may rest on friction
rollers and be provided with centrally located depending studs by means of which
they can be pivotally secured to each truck and thereby allow the trucks to turn
horizontally independently of each other. The bed-frame supports a set of cylinders.
The bottoms of these cylinders, inside, are rounded and into them are screwed
hollow plugs the inside surfaces of which have a slight taper. In the cylinders are
the rubber bags, with tubular necks which pass down through openings in the hollow
plugs and are held firmly in place by further hollow plugs, the outsides of which are
turned tapering to fit inside of the first named plugs. The second plugs are inserted
in the rubber tubes and are forced up by double nuts, working on opposite threads on
the plugs, thus compressing the rubber between outside of the second plugs and
inside of first plugs, giving an air-tight joint, which may be improved, if necessary,
by the application of some appropriate material to the outside of the joint. To the
second hollow plugs are attached pipes through which air can be forced into the
rubber bags in the cylinders.
The pistons are dished on under side and work with a snug, but not necessarily air
tight fit in the cylinders.
The piston rods, at their upper ends, are united by a cross shaped casting or forging
in the slot in the middle of which is bolted a swinging piece to the ears of which are
bolted the two boxes which embrace the ball of the universal joint. Pipes from the
cylinders unite at a point directly beneath the universal joint, thus connecting the air
chambers and equalizing the pressures in all. They may be connected by a pipe with
a fifth cylinder in which air is kept at a higher pressure (being supplied if desired by
the air pump which supplies the air brakes) and from which air may be admitted to
the four cylinders by a cock or an automatic valve, when the air pressure within them
falls below a certain limit. The horizontal transoms are curved at the required points
to embrace the cylinders.

page_text: The employment of four cylinders instead of one enables the load to be divided and
they may be made as large as desirable without interfering with the tie rods which
support the cross girder of car, since these will come between the cylinders. The
universal joint may be brought lower, and air may be supplied to make up for any
which may be lost by leakage.
Through the centre of the spherical journal a bolt extends, its head and nut being
countersunk in the sphere. On the bolt within a slot formed centrally through the
spherical journal, are strung the upper ends of four tie-rods more or less. The tie-rods
extend from thence down to points on the cross girder, preferably, to points where the
lower chords of the trusses cross the girder, and serve to support the girder and hence
the car.
The construction of the other supporting frame over the other pair of trucks
is the same as that above explained and the car is thus supported upon the pistons
which in turn rest upon air cushions supported upon the trucks.
The particular form of universal joint above described is not however, necessary to
the practical working of the car, but, is set forth at length to show one very satisfactory
form.
In case of breakage or leak in cylinder, the casting or forging which connects the
piston rods will rest on the upper ends of the cylinders which will be protected by a
rubber or other suitable cushion, and the car will ride safety until the accident is
repaired.
The car swings laterally and remains horizontal or nearly so at all times, but to
prevent constant swinging and swaying and to restrict the swing within narrow limits,
air cushions are employed. For this purpose cylinders similar to the cylinders which
support the car are secured to the cross girder on opposite sides of the king bolt
and each piston rod is cushioned with rubber when it abuts against the king bolt.
To communicate the motion of the trucks to the car without bringing a strain on the
ball and socket joint, and without interfering with the lateral or rotatory motion of
the car, the following construction is used.
To the cross transoms of the framework support is attached a tie beam which serves
to take up horizontal strain on the frame-work. The frame is further braced by
diagonal ties which are attached to the said beam. To the middle of the beam is
secured the king bolt which extends downwardly through a bevelled slot in the cross
girder. The king bolt may be strengthened in its position by ties rods leading to the
corners of the frame-work. The motion of the truck, is, by means of the king-bolt,
transmitted directly to the lower portion of the car, simultaneously with its trans-
mission, through the universal joint, to the upper portion of the car, and yot, because
of the elongated slot allows the base of the car to swing laterally and the frame-work
support to tilt forwardly and backwardly and turn horizontally.
This is one of several equivalent constructions which might be employed to accomplish
the same purpose, and hence I do not wish to restrict myself to this exact device.
The shape which the forward end of the car should assume to obtain the least
resistance from the air, is an important item in the practical working of the car.
The front end of the car should therefore be rounded or pointed in circular, elliptic or
ogival form, the latter would be the least expensive to construct, and most convenient
in use.
Three four-wheel trucks may be employed to support the locomotive, and one or
two of these support the end of the car. The front one carries the coal box, and the
middle one is the drive-wheels of the locomotive. To equalize the weight, the water
tank is preferably attached to the locomotive in a position over the rear truck.
Water and coal are taken in through openings in the roof of car.
In order that the locomotive may be removed from the car for such repairs as
cannot be made as it stands, the car is constructed to come apart in a vertical
transverse plane through the front cross girder.
The two parts of car are supported on trucks run under them from side tracks. The
covering is made so as to be easily removed. The splices which unite the two parts of
the truss are taken off, and the two parts of the car resting on the false trucks are
rolled off, leaving locomotive clear.

page_text: Of course, the smoke stack will have to be made in two sections the upper one of
which can be taken off.
The following is one of the several improved interior arrangements:
A general parlour is located at either the front or rear end of the car or there
may be parlours at both ends, furnished with arin-chairs, rockers etc.
To the iron uprights of the truss frame are attached posts and to these are framed
the window sills and lintels and uprights. The outside and inside walls are flush with
outside and inside of posts. The windows are set obliquely. Two of these open
vertically and one horizontally. The oblique setting gives better view to front and
rear while the horizontal motion of one of the windows allows it to be opened an
amount dependant on direction and force of wind without admitting wind or dust,
protection being afforded by the shoulder formed by the contiguous post.
The space between windows inside may be occupied by a mirror.
The inside wall below windows is hinged, affording a receptacle for bedding.
The arrangement of curtain rods is as follows, between each section a pair of tubular
poles project from the walls to which they are firmly bracketed. The outer ends rest
in boxes suspended from ceiling by rods, which rods may also serve to sustain electric
light fixtures. Horizontal tubular cross poles also rest in the boxes and are additionally
supported by vertical rods. Portions of theso tubular poles slide in the rods, and can
thus be removed from the boxes, and the curtains which are strung on the side poles
can be run on to tho cross poles as far as the suspending rods, when the sliding
portions are replaced in the boxes and the curtains fastened on inside.
To prevent curtains from being raised from outside, cords are attached to their lower
edges, passed through rings in the floor beneath them and are fastened to other rings
farther inside. The rings are hinged and when not in use occupy rocosses in floor.
The double curtains between sections, the over lap of curtains in front and the mode of
fastening, insure complete privacy to the occupants of each section.
The preferred construction of the smoko conduit is as follows: The front end of the
conduit is open, and at intervals throughout the length of the conduit it is provided
with forwardly flaring lips rising from the sides of the base of the conduit at the roof
of the car adapted to gather and conduct the air within the conduit and thus increase
the draft in the smoke stack of the engine. The conduit might conveniently be formed
in sections, each provided at its front end with flaring mouth in. which the rear end of
the preceding section is inserted.
By enclosing the trucks by the car and suspending the car from supports on the
trucks the bottom of the car may be brought below the tops of the wheels or below the
axles, and the wheels bo made as large as desired.
The interior trussos might be omitted and the outside trusses braced above and
below the windows. The object of this modified construction would be to free the
interior of the car from partitions leaving it open and commodious. To allow the
windows to slide up, the horizontal over the window would be constructed of two
channel pieces with an opening between them and the diagonal ties should be attached
to the external faces of the horizontal in pairs.
Where doors occur a larger panol and suitable bracing should be employed.
The inside ceiling of the car is attached to curved roof supports between the planes
of the interior trusses or ties, and between the planes of the interior trusses and the
walls it is attached to the girders. The space between the inner terminals of the
ceilings and the ends of the second ceiling is adapted to ventilating purposes and
is shielded from rain and dust by the arched extended roof and caves.
Dated this 24th day of August 1886.

page_text: COMPLETE SPECIFICATION.
Improvements in Railway Cars.
I, HERBERT JOHN HADDAN, of 67, Strand, in the County of Middlesex, Civil
Engineer, do hereby declare the nature of this invention, a communication to mo
from abroad by Irving Hale of Willetts Point, New York and i. W. Richards of
New York City both in the United States of America, Manufacturers, and in what
manner the same is to be performed to be particularly described and ascertained in
and by the following statement :-
This invention relates to an improvement in railway cars.
In a train of cars as hitherto constructed and propelled the locomotive is separato
from the load it pulls, and must therefore be given sufficient weight to furnish the
requisite traction, and in order to provide for the heaviest load up the steepest grade
and with the worst condition of rails the ongine is given a great weight, which when
the load is lessened and grade less steep and track in good condition, becomes so much
dead weight to be carried. The resistance which the air exerts upon a train moving
at a high rate of spoed is also a very important factor in the expense of running a
train; yet no attention is paid to this matter in the ordinary train, the cars having
flat fronts and being coupled together in such a manner as to leave spaces between
them, greatly increasing the resistance with every additional car. The loose couplings
also allow the rocking and swaying motions which the cars exert upon one another,
and thereby materially increase the resistance, especially in long trains. The
separation of the cars also renders it difficult to satisfactorily light and heat them.
Again, the common method of mounting the cars so that their floors are above the tops
of the wheels necessitates either the use of very small wheels or an unsafo elevation of
the car body. The advantage of larger wheels in lessening the frictional wear and
heating is thus lost. The capacity of a small car is also much loss in proportion to its
weight than that of a larger car, and the frame work has not hitherto been constructed
of such material and arranged in such a manner as to obtain the greatest strength and
capacity with a minimum weight.
The cars as hitherto constructed and connected are dangerous to couple; it is
disagreeable for passengers to pass from car to car the passengers are cramped for
room; the seats are not shaped to admit of a comfortablo reclining position; the
ventilation is imperfect; the heating of cars by stoves is unsatisfactory and dangerous,
while the heating by steam is complicated and rendered difficult by reason of the
necessary couplings between cars and frequent separation of cars; as the engine
is in front and outside of the cars, the opening of a window is liable to admit
smoke, cinders, and dust; the view to the front is cut off by the cars and engine; in
sleeping cars the compartments are too cramped and not sufficiently private, and the
tilting and jarring of the cars is unpleasant.
The general object of the invention is to provide a combined chair-car, dining car,
and sleeping car of large capacity adapted to replace a train of ordinary day-cars and
sleepers, which shall be so adapted as to best cleave the air, and to offer a minimum
resistance to running and which shall be commodious, comfortable and free from dust,
smoke, or cinders so annoying in ordinary trains.

page_text: More particularly, the object of the invention is to decrease resistance, and
consequently the cost of running. This I accomplish by using a single large car,
thus securing increased interior capacity per ton of dead weight; by placing part of
weight on the wheels to which the power is applied, thus utilizing this weight to give
traction and allowing engine and working parts to be made as light as possible con-
sistent with strength, by mounting car on large wheels, obtaining their acknowledged
advantages; by enclosing wheels and locomotive, thus to a great extent protecting the
working parts from dust and the boiler from loss of heat; by giving car such a form
as to reduce resistance of air; by avoiding couplings, thus preventing the rocking
effect of cars upon each other and other evils attendant upon loosely connected trains.
A further object is to increase comfort of passengers. This I propose to accomplish
by mounting car on air cushions and giving it a lateral pendular swing restricted
within narrow limits by pneumatic or other buffers, thus decreasing jar and swaying;
by avoiding inconvenience and danger of passing from one car to another; by
affording commodious sleeping apartinents, dining room, parlors, toilet-rooms, &c.,
and by arranging parlors so as to afford a free view to front and rear; by placing
engine in rear or by providing a pipe to carry the discharge from the smoke-stack to
the rear, relieving passengers from smoke and cinders; by such disposition of windows
as will give protection against drafts and dust; by such an arrangeinent of seats as will
give each passenger a separate seat and each occupant of a sleeping section a separate
compartiment containing a single reclining bed-chair, which compartment may be
isolated from the rest of the car or thrown open at will of occupant; by rendering
possible by the single large car a simpler and more effective system of heating,
lighting and ventilation.
With these ends in view the invention consists in cortain features of construction
and combinations of parts as will be hereinafter described and pointed out in the
claims.
In the accompanying drawings, Fig. 1 is a view of the car in sido elevation.
Fig. 2 is a plan view of car floor (omitting locomotive and running gear) showing
arrangement of rooms etc. Fig. 3 is a side elevation of the three forward trucks,
carrying locomotive, tender, and the front car-supporting frame, with longitudinal
section through roof and smoke conduit. Fig. 4 is a plan of the top of the car-
supporting frame and cylinders. Fig. 4° indicates the arrangement of the pipes
connecting the car-supporting cylinders with the air cylinders. Fig. 5 is a transverse
vertical section on A. B. Fig. 1 through the forward main cross girder of car and the
universal joint by which it is suspended. Fig. 6 is a transverse vertical section
through one of the car-supporting cylinders, showing one method of constructing air
cushion. Fig. 7 is a horizontal section, on A. B. Fig. 5, through the universal joint
by which one main cross girder of car is suspended. Fig. 8 is a transverse vertical
section taken next to one of the verticals of the outside longitudinal truss. Fig. 9 is
a view in elevation of one panel of outside wall of car, showing construction of truss
and arrangement of windows. Fig. 10 is a horizontal section of same, through X X
Fig. 9. Fig. 11 is a plan view of rods for supporting curtains which, when drawn,
separate the section from rest of car. Figs. 12 and 13 show a modification of the car,
which is constructed to run on two tracks (four rails) and is two stories in height.
The car represented in Figure 1 is mounted on five four wheeled trucks. The rear
half of car is supported by the two rear trucks situated between the middle and rear
end of car; the front half is supported on the three front trucks which are situated
between the middle and front end of car. They also carry the locomotive and tender
(see Fig. 3,) the tender being in front and the smoke stack in rear. The latter projects!
into a conduit Q Figs. 1 and 3 on the roof of the car which carries the smoke to the
The car surrounds the trucks and locomotive and is separate from them, enough
play being allowed to permit swing of car. If it is desired to put the locomotive
behind the car, the latter ends at a point between the two rear trucks (at E, Fig 1).
The rear truck is outside the car and supports part of the car, while its wheels serve as
the front and drive wheels of the locomotive. Two trucks instead of three would then
be used under front end of car.
rear.
A

page_text: In the first form of car, which is preferred, the method of mounting the locomotive
and tender and car supporting frame on the three trucks is indicated in Fig. 3. The
front truck carries the fuel box F, the middle truck constitutes the drive-wheels of the
locomotive, and the rear truck which carries no part of the car supports the other end
of the boiler, on which the water tank W may be placed. On the forward and middle
trucks rests a rigid framework support. Its two rear legs L rest on brackets B
attached to the fire box of locomotive and its front legs L' rest on a cross transom R
which is pivoted to the truck frame so that the truck can turn freely under the
support. The support is properly braced and is strengthened by horizontal tie bars Y
which are prolonged beyond the front legs of support and form with the cross
transom R. the bottom frame work of the fuel box F. To the four legs L, L' are
attached the stringers Z, Z and to these are attached the cross transoms M, M forming
a frame which carries four cylinders C, C, C¹, C₁, (Figs. 3 and 4) disposed at the
corners of a rectangle. The diagonally opposite cylinders C, C are attached by pipes
to an air cylinder and the cylinders C, C' to a similar air cylinder C³, Figs. 4
and 4". In the cylinders C, C, C¹, C', work four pistons P, P¹, which together with
four pistons similarly mounted over the two trucks under rear end of car, support the
car as hereinafter described. The pistons are supported by compressed air in the
cylinders affording a gently yielding and elastic support.
To prevent leakage of air the following device is used in each cylinder, Fig. 6.
The bottom of the cylinder inside is rounded and into it is screwed the hollow plug L,
the inside surface of which has a slight taper. In the cylinder is the rubber bag R,
with a tubular neck, which passes down through opening in hollow plug L, and is
held firmly in place by the hollow plug U, the outside of which is turned tapering to
fit inside of plug L. This plug is inserted in the rubber tube, and is forced up by
the double nut N, working on opposite or differential threads on I and U, thus
compressing the rubber between outside of plug U and inside of plug L, giving an
air tight joint which may be improved, if necessary, by the application of some
appropriate material to the outside of the joint. To the hollow plug U is attached a
pipe, through which air can be forced into the rubber bag in cylinder C. The
piston P is dished on under side, and works with a snug but not necessarily air-tight
fit in the cylinder C.
Air is forced into the rubber bags in the cylinders until the pistons, with their load,
are supported near the top of their cylinders. The air is then permanently shut off
by a cock in air pipe. The rubber bag is of such size that when this is accomplished
it shall be somewhat distended, not enough to unduly strain it, but to such an extent
that when the piston is at the lowest point it will occupy, due to the jolting of the
car, the bag will still be slightly distended, and hence will always press snugly
against the sides of the cylinder and piston, preventing leakage, but bearing no strain
other than that due to this slight distention. The cylinders are to be of such
dimensions as to make the air pressure per square inch moderate. In case of breakage
or leak in cylinder the cross X will rest on the upper end of the cylinder which will
be protected by a rubber or other suitable cushion, and the car will ride safely until .
the accident is repaired.
As stated above, the diagonally opposite cylinders (, C, Figs. 4 and 5 are connected
by air pipes to each other and to the cylinder C, while the cylinder C, C, are similarly
connected to the cylinder (". The cylinders C and C³ contain air at higher pressure,
from which by cocks in the pipes any loss of air in the four supporting cylinders may
be supplied. The diagonal pairing of cylinders keeps the air in the cylinders of each
pair at the same pressure, and enables either pair to support the load alone in case of
a leak in either cylinder of the other pair.
Another arrangement of the cylinders, which will probably be preferred, is the
following: The cylinders are connected exactly as before, except that the pipes are
simply attached to the cylinders and no rubber bags are used. The four supporting
cylinders C, C, C, C are filled below the pistons with a non freezing liquid which
also fills the connecting pipes and bottoms of cylinders C and C, rising in the latter
to a height depending on the load, and compressing the air in tops of these cylinders.

page_text: •
The air bas no means of escape and the liquid may be retained by devices similar
to those employed in hydraulic presses. The slight unavoidable loss can be supplied
from time to time by pumping liquid into the cylinders or connecting pipes. The car
is mounted on the pistons as follows: Figs. 34 and 5. The four pistons support
the casting or forging X. From the latter hangs the pendant piece V and to this
piece are hinged the arms A which enclose between them in suitable bearings b,
(Fig. 7) the hollow sphere S. Through this sphere, Fig. 7,
which are attached the tie rods T, T, T³, T', (figs. 5 passes the bolt B to
which pass through
openings in the hollow sphere, and in combination with the struts S¹, St, support the
cross girder G, and the longitudinal trusses M, M', resting thereon. The above is
described as a convenient form of universal joint; any other form accomplishing the
same result may be used. A similar cross girder is suspended in the same way from
a similar support on the trucks under rear end of car. On these two girders the car
is supported as hereinafter described. The car is thus suspended at points above
its center of gravity by two universal joints which permit swinging or turning in
any direction while at the same time the trucks can turn under the supports, the
whole arrangement giving great flexibility. The car also swings laterally and remains
horizontal or nearly so at all times; but to prevent constant swinging and swaying
and to restrict the swing within narrow limits, the following device is used, Figs.
3 and 5.
On the cross girder G are attached two buffer cylinders U, U which may be similar
to the supporting cylinders described above, or may contain springs instead of com-
pressed air. The pistons of these cylinders abut against and are pressed against
opposite sides of the king bolt K which is rigidly attached to the horizontal
stringer S figure 5, which is a part of the four legged frame work support. This
king bolt is properly braced by rods, attached to its lower end and to the frame
work support. It is directly under the universal joint and works in a bevelled slot in
the cross girder G. Its main object is to transmit the motion of the trucks and frame
work support directly to the cross girder G, and hence to the car, without bringing
strain on the universal joint by which the car is suspended, and without preventing
the rotatory motion or lateral swing of the car, which lateral swing, however, it
assists in regulating, as just described. This is one of several equivalent constructions
which might be employed to accomplish the same purpose, and hence I do not wish to
restrict myself to this exact device.
On the two cross girders G, the car is built as follows: On the extremities of the
cross girders (Figs. 5 and 8) rest two longitudinal steel or iron trusses m, m', which
extend the entire length of the car and around its curved ends, forming the frame
work of the walls. Two additional interior trusses may be used if desired which
would form the frame work of longitudinal partitions. All these trusses are supported
by the cross girders G at points at such distance from the ends of the trusses as will
enable them to bear the maximum load. Theoretically these points should be about
one fifth the length of the truss from each end.
The ends of the car are rounded in order to decrease the resistance of the air,
which at high speeds is the greatest factor in the total resistance. Experiments havo
hitherto shown that a prism having tapered or rounded front end goes through the
air with about one-half the resistance encountered by the same prism having an
abrupt or flat front. The front end of the car should therefore be rounded or pointed
in circular, elliptic or ogival form, the form which would be the least expensive to
construct and most convenient in use being the most practical, since the difference in
resistance between the different curved forms is not sufficient to warrant any material
increase of cost or inconvenience in room.
To the truss frame work of the car may be attached, so as to form a part of it, the
framework for front and rear platforms as shown in Figs. 1 and 2 and to these cow-
catchers may be attached. In order to facilitate such repairs of locomotive as are too
extensive to be made as it stands in the car, the car is constructed so as to come apart
along a cross section through the forward cross girder G. The chords of the trusses
are spliced at these points by fish plates bolted on, and the covering material is made

page_text: easily detachable. The parts of the car can thus be separated, the front part can be
left on skids, the rear part rolled off on its own rear trucks and auxiliary trucks put
under its forward end, and the locomotive with the forward car support, cylinders,
and swinging cross girder G can be run off on a side track for repairs.
The structure of the frame of the car is shown in Fig. 8 which gives a cross
section taken next to one of the verticals of the outside truss. The construction
of the outside truss is indicated but will be more fully explained in describing
arrangement of windows etc. A floor beam g is attached to the lower chords M of
the outer trusses at the foot of each vertical V and also to the lower chords of
the interior trusses if such are used; but if not (as will probably be the case), it is
attached to the sills H which extend the entire length of car. These sills, where
the floor beams cross them, are supported by tierods R which are attached to the
curved member of light roof girders g', preferably of the bow string type, which thus
support the middle portions of the floor, and transmit the load to the outer trussos.
The tie rods may be covered with brass moulding or otherwise rendered ornamental,
and may be utilized for attachment of hooks, light fixtures etc.
Where necessary, the rows of tie rods are covered with partitions separating interior
portion of car from the outer (see fig. 2), but in other places they are uncovered, the
interior portion of car being an open parlor connecting outer portions. In the
interior part of car, between the rows of tie rods, the ceiling is attached to
the curved portion of the roof girders at C, in the outer portions to the horizontal tie
rods as indicated at C. The space between these lattor ceilings and the roof proper
is used for ventilating purposes, the ventilators open into it either through the ceilings
or through the space V, and are thus protected from the dust, rain, etc. that would
enter if they opened directly into the outside air. This space may be more
completely protected by curving the edges of the roof downward into slightly
projecting caves.
The framework of the car as thus constructed may be covered with wood as in the
present method of car construction; but it is considered preferable to make the car
fire-proof by using sheet metal of various kinds, tastefully painted, and ornamented,
using only so much wood in detached pieces as is absolutely necessary for framing,
The elegance of the car can be retained by the ornamentation of the metals and
richness of upholstery and hangings. The walls may be made non-conductors of
heat and sound by filling with mineral wool or other suitable material. By these
means a car can be constructed that will be equally beautiful, cooler in summer and
warmer in winter, lighter, and which will be stronger to resist the effects of collision
and will be proof against firo. For protection against the fire of the locomotive in
case of accident, the portion of the car surrounding the locomotive is made absolutely
fire-proof. If liquid fuel is used, as is intended, arrangements can easily be made by
which a sudden stopping of the car will shut off the supply of fuel, extinguishing the
flame-jets, leaving no fire whatever in the locomotive..
Fuel and water are supplied to the locomotive through openings in roof of car. The
smoke stack projects through an opening in the car-roof Fig. 3. It is thought that
the short distance from the smoke stack to the rear of the car, as compared with an
ordinary train of cars, and the discharge of the smoke above the roof of the car which
is wide will cause the smoke and cinders to pass to the rear without entering the
windows; but to insure this result, the smoke stack may empty its contents into a
large conduit Q laid on the roof which will conduct them to the rear.
The preferred construction of the smoke-conduit is that shown in Fig. 1. The front
ond of the conduit is opon as shown at q, and at intervals throughout the length of
the conduit is provided with forwardly flaring lips q', rising from the sides of the base
of the conduit at the roof of the car, adapted to gather and conduct the air within the
conduit, and thus increase the draft in the smoke-stack of the engine. The conduit
might conveniently be formed in sections, each provided at its front end with a flaring
mouth, in which the rear end of the preceding section is inserted.
The following is one of several approved interior arrangements

page_text: P, P, represent general parlors located at both ends of the car furnished with arm-
chairs, rockers &c.
p, is the pilot's seat, (if locomotive is on forward trucks, as is preferred no pilot
house is necessary, as engineer can see through front windows of car) separated from
parlor by railing. By a system of electric alarm, supplemented for safety with a
bell-cord, signals are transmitted to the engineer. To avoid possibility of error the
electric connections will be so arranged that every message received in the locomotive
will be automatically repeated at the pilot's station, enabling him to know whether or
not the message was received. If no return signal comes, he uses bell-cord.
of necessity, by pressing a button, or moving a lever he reverses engine and throws
on the air brakes.
In case
Lis ladies' parlor. S is a smoking room. If preferred, this space may be divided
into state-rooms or it may be used as a dining room, or a parlor connecting two sides
of car. T, T, aro toilet-rooms. C, C, C, C, are closets. R is conductor's & porter's
room. F is a buffet. The kitchen, the steam beating apparatus if separate from
locomotive, storage batteries for electric light, &c., can be placed in a compartment
constructed on the forward truck of the rear pair of trucks, but entirely distinct from
the swinging car proper. The remainder of space B over the two rear trucks may be
utilized for baggage.
S are sections each containing one reclining bed-chair with or without an upper
berth. By curtains each section may be isolated from rest of car at will of occupant.
The less desirable space near doors may be occupied by ordinary scats S¹.
The Doors to car are shown at D, on each side, near front and rear. Each door is
double, one side for entrance, one for exit. One slides and the other is hinged. At
these places the members of the truss must be so disposed as not to interfere with the
openings.
The general structure of the truss is shown in Figs. 9 and 10 which represents,
respectively, a side elevation and horizontal soction, on line x, x, of Fig. 10 of one
panel of the outside wall of the car, corresponding to one section.
To the iron uprights I of the truss frame are attached the posts P, and to these are
framed the window-sills, and window cap e and the uprights u, u, u². The outside
and inside walls are flush with outside and inside of posts P, except the rectangles
bounded by s, u, e', Pand s, u, c', P, which are cut away to receive windows W, W¹, W².
These are set obliquely, as shown. W, and W open vertically and W¹ horizontally,
as indicated by the cleats w. The oblique setting gives better view to front and rear,
while the horizontal motion of W₁ allows it to be opened an amount dependent on
direction and force of wind without admitting wind or dust, protection being afforded
by the shoulder formed by post P. The space O between windows inside may be
occupied by a mirror. To give room for opening windows, the diagonal ties of the
truss above windows are attached outside the chords as shown, below windows they
are inside, so as to interfero less with the floor-beams.
Fig. 12 shows the arrangement of curtain-rods for each section. The tubular
rods and project from the walls, to which they are firmly bracketed. The ends
rest in the boxes B, suspended from ceiling by rods R², which rods may also serve to
sustain fixtures for electric or other light. The tubular rods T and T also rest in the
boxes B, and aro additionally supported by rods r. The portions s¹, r of the tubular
rods slide in the rods, and can thus be removed from the boxes B, and the curtains
which are strung on t and t, can be run onto T3, and T3 as far as suspending rods r,
when the sliding portions s',, are replaced and the curtains fastened on inside.
To prevent curtains from being raised from outside, cords are attached to their
lower edges, passed through rings in floor beneath them, and are fastened to other
rings farther inside. The rings are hinged, and when not in use occupy recesses in
floor. The double curtains between sections, the wide lap of curtains in front and the
mode of fastening insure complete privacy to the occupants of each section.
If the section contains an upper berth, the curtains will be provided with hooks on
the inside at the height of the upper berth when open, by which the curtains may be

page_text: hooked to the berth, causing the lower parts of the curtains to hang from the berth
and making them independent of the upper portions and the curtain rods, the upper
part of one of the curtains or a portion of it may be provided with hooks instead of
curtain rings and may be let down by the occupant of the upper berth, permitting
him to enter and leave his berth without disturbing the privacy of the occupant of the
lower berth; the latter can get in and out by raising the lower part of the curtain
without drawing the curtain and exposing the upper berth.
The modification represented in Figs. 12 and 13 consists in arranging the car to
run on a double track or four rails, instead of on a single track, or on a single track
of wider gauge than now used, and increasing the capacity of the car. Fig. 12 is a
plan view of trucks and car supporting frame of this character, and Fig. 13 is
a partial vertical section of the car. The four legs L rest with their feet at the
centers of the four trucks, and the cross girder G extends transversely between
the two pairs of trucks. The car is two stories in height, making the car about as
high as it is wide. The upper chords of the interior longitudinal trusses form the
floor sleepers for the upper story, thus leaving the interior of the upper story free
from obstructions and capable of being divided into rooms of grand dimensions; or it
might form one long saloon.
Some of the many advantages of the above described car may be stated as follows:
The weight of the car being partially borne by the drive wheels of the locomotive,
this weight is sufficient to give the necessary traction, and the locomotive itself can be
made as light as is consistent with strength; the tractive power increases as the load
increases; the single large car is lighter than a number of small cars having the same
total capacity, and the weight is further reduced by using a properly proportioned
steel truss frame work; that part of the resistance produced by the striking of cars
against each other and their mutual swaying and jerking effects, is avoided by making
the car a single whole; the dangers and inconveniences of couplings with all their
attendant evils are avoided; the resistance of the air, which is of paramount importance
at high speeds, is greatly reduced by the absence of open spaces at intervals along the
train, and especially by properly shaping the front end of the car; by suspending
the car around the trucks, its bottom may be brought near the ground giving greater
safety, while the wheels may be made as large as desirable; the wheels, locomotive,
and all working parts being thus enclosed, they are to a great extent protected from
dust and the boiler and cylinders from loss of heat; the suspension of car at points
above its center of gravity puts it in a state of stable instead of unstable equilibrium,
and gives it a balancing power that tends to keep it nearly horizontal at all times;
the width of the car and the proximity of its bottom to the ground, renders actual
overturning an impossibility on ordinary level ground; the universal joints give great
flexibility; the interposition of air cushions between the car proper, and the running
gear will greatly lessen the unpleasant jarring and vibration that exist when steel
springs or even rubber cushions are used; steam heating from the locomotive, (the
main obstacles to which lie in the troublesome couplings between cars and their
frequent separation from each other and the locomotive) is rendered practicable; the
same remarks apply to lighting by electricity from a dynamo on the locomotive or
from storage batteries, or both; ventilation is facilitated; the arrangement of the
windows enhances the view and permits the partial opening of a window for the
admission of air while preventing the entrance of strong draughts; passengers are
freed from the annoyance of smoke and cinders; an uninterrupted view in all directions
is obtained; greater privacy and more commodious sitting and sleeping compartments
are secured, and comfort increased in every direction; the car is stronger in case of
accidents, and is proof against fire.
It is evident that numerous changes might be resorted to in the construction and
arrangement of the several parts without departing from the spirit and scope of the
invention. For example, any number of trucks might be employed, and the trucks
might have more than four wheels.
Any number of air cylinders might be employed to cushion the pistons which
sustain the car, and springs or rubber cushions might be employed in the place of air.

page_text: i
The support and universal joint might be of other forms, and the interior arrangements
modified as experience may dictate. Hence I do not wish to limit myself strictly to
the construction herein set forth, but,
Having fully described the invention what I claim as new and desire to secure by
Letters-Patent, is :-
1st. A railway car adapted to rest in part upon the drive wheels of its locomotive,
and at the same time swing independently of the locomotive, substantially as set
forth.
2nd. A railway car adapted to surround its locomotive, rest partially upon the
drive-wheels of the locomotive, and swing horizontally and laterally independently of
the locomotive, substantially as set forth.
3rd: In a surface track railway car, the combination with a set of trucks and car
supporting frames placed on the trucks, of universal joints located within the car body
and connecting the car and the supporting frames, substantially as set forth.
4th. In a surface track railway car, the combination with a set of trucks, and
car-supporting frames on the trucks of universal joints located within the car-body
above its center of gravity, and connecting the car with the supporting frames
substantially as set forth.
5th. In a surface track railway car, the combination with a set of trucks and a car
body, of car supporting frames resting on the trucks and passing upwardly into the
body of the car and universal joints connecting car supporting frames and car body at
points above the center of gravity of the body.
6th. In a railway car in which the car and its locomotive bear upon the same
truck, the combination with a car supporting frame placod on the truck, of a universal
· joint adapted to connect the car with the truck indepondently of the locomotive,
substantially as set forth.
7th. In a railway car, the combination with a set of trucks and car supporting
frames resting on the trucks, of pistons secured to the car by universal joints, said
pistons being adapted to rest on yielding cushions secured to the supporting-frames,
substantially as set forth.
Sth. In a railway car, the combination, with a set of trucks, cylinders secured to
the trucks, and elastic air-tight bags inclosed in the cylinders of car supporting
pistons adapted to rest on the air tight bags when the latter are inflated, substantially
as set forth.
9th. The combination with a railway car and supporting pistons attached thereto,
of cylinders attached to trucks and a non-freezing liquid within said cylinders which
liquid by the action of the pistons is forced into air chambers connected with the
cylinders, compressing the air in said air chambers and causing it to act as a cushiou
for the car, substantially as described.
10th. In a railway car, the combination with a set of trucks, cylinders secured to
the trucks, and pistons moving within said cylinders, of a car and universal joints
connecting the car and piston rods.
11th. In a railway car, the combination with an elastic air tight bag adapted to
form a cushion for a car supporting piston, of a hollow plug adapted to enter the
mouth of the bag through the cylinder and a double nut adapted to force the plug
into the mouth of the bag and form an air tight joint, substantially as set forth.
12th. In a railway car, the combination with the car and its trucks of cylinders
secured to the car, projections attached to the trucks, pistons working in the cylinders
and abutting against the projections, and pneumatic or other cushions between the
pistons and the bottoms of their cylinders whereby the Interal swing of the car is
gradually checked, substantially as set forth.
13th. In a railway car, the combination with the car body suspended on the truck
at a point above the axles of the truck, of a king bolt adapted to work loosely in a
slot, substantially as described, formed in a portion of the car body below the point of
support, for the purpose substantially as set forth.
14th. In a railway car, the combination with a pair of cross girders suspended in

page_text: swinging adjustment from frame works on the trucks, of longitudinal steel trusses
resting on the cross girders and forming the frame work of the car, substantially as
set forth.
15th. The combination with trucks and a car having its forward end rounded or
pointed and a universal joint connecting said car with the trucks, of a locomotive
bearing upon one of the car-trucks, substantially as set forth.
16th. The combination with a car body adapted to replace a train of cars, and
having its ends rounded or pointed, so as to cleave the air, of a locomotive located
within said car and resting in part upon wheels which support one end of the car.
17th. In a railway car, a wall panel corresponding to a seat section, provided with
an oblique vertically sliding front and rear window and a with a horizontally sliding
front window, for the purpose substantially as set forth.
18th. In a railway car, a set of curtain polos occupying three sides of a seat section,
and provided with detachable soctions, adapted to convey the curtains from the front
poles to the side poles and vice versa, substantially as set forth.
19th. In a railway car, a curtain provided with hooks about midway of its length
whereby it can be attached to the edge of an upper berth when the latter is down,
permitting the upper part of the curtain, or a flap therein to be detached from the
curtain poles and dropped without disturbing the lower portion, substantially as set
forth.
20th. The combination with a car body adapted to replace a train of cars, of a
locomotive within said, car-body and so situated as to leave space available for
passengers between it and each end of the car body, substantially as set forth.
21st. A surface railway car in which the floor of the car is below the tops or axles
of the wheels, and having gangways between the outer sides of the wheels and the
walls of the car, substantially as set forth.
22nd. In a railway car, the combination with the arched roof, the central ceiling
and the lower side ceilings of ventilators opening between the central and side ceilings
into a fresh air chambor guarded by the roof, substantially as set forth.
23rd. In a railway car adapted to replace an entire train and having a locomotive
inclosed within it, the combination with a smoke conduit leading from the smoke-stack
of the engine rearwardly along a car, of openings at intervals along the conduit adapted
to admit air and increase the draft, substantially as set forth.
24th. The combination with a car and its propelling engine, the said car and
engine presenting but a single external structure, of a smoke conduit leading rearwardly
along the roof of the car, said conduit being composed of sections having flaring
mouths, substantially as set forth.