Improvements in Convertible Cars for Running on Rails.
Year: 1898

page_text: Date of Application, 3rd Oct., 1898-Accepted, 3rd Oct., 1899
COMPLETE SPECIFICATION.
Improvements in Convertible Cars for Running on Rails.
I, JOHN ALBERT BRILL, Manufacturer, a Citizen of the United States, residing
at 1110, South 47th Street, in the City and County of Philadelphia, State of
Pennsylvania, 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:-
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My invention relates to improvements in the class of cars known as
vertible or combination cars which can be converted from an open or summer
car to a closed or winter car or vice-versa.
For many years attempts have been made to provide devices whereby the
ordinary cars then in use could be readily converted from the open to closed
class or vice-versa with but varying success as each of these devices required
either an absolutely new construction of car or employed so many complicated
devices that their use was impaired or where simplicity was sought for if it
were at all attained it was secured by sacrificing the appearance of the car.
It is the aim and object of my invention to maintain the general appear-
ance of the car now in use, and instead of complicating its construction to sim-
plify it and to employ the various devices wherein the hereinafter described
results are attained without sacrificing the appearance of the car, or rendering
the use of such devices more difficult through unnecessary complications
As a general rule, all cars which are intended for use during the summer
months and which are called "summer' cars, have transverse seats which
extend clear across the car, while others are provided with transverse seats and
a longitudinal aisle between them, and both have openings extending out of
the car side onto a longitudinal step located below the flooring of the car, allow-
ing passage between the seats during exit and entrance to the sides of the car on
the one hand, and movement from the platform door at the end on the other.
It is to this class of car that my improvements are mainly intended, the main
object, as before suggested, being to utilize the transverse seat open car having
apertures in its side extending from the sills to the roof for the purpose of con-
verting it into a winter car, the sides of which, when closed, bear absolute
resemblance to the permanently fixed sides of a closed car, said closure being
effective against the elements and against rattling and shaking.
Many attempts have been made to convert closed cars into open cars, the
said cars having been provided with a continuous fixed panel between the belt-.
rail and the sills with either transverse or longitudinally disposed seats. The
devices for converting this class of car into what has been called an open car.
consisted in nothing more or less than a series of movable shutters adapted to
open the sides of the car above the belt-rail, which 'devices acted in substantially
the same way as the window sashes at present do; the lower fixed panel com-
pletely and permanently closing the sides of the car below the belt-rail. It is
plain that such a kind of car cannot be used for the purpose of side entry or
exit, and is not a true open or summer car when converted, as above recited,
in any sense of the word.

page_text: -
Again, it has been attempted to provide devices for convertng a car of the
open or summer class, having transverse seats and side openings for entrance
or exit, which seats are disposed at each side of a central longitudinal aisle,
into a closed or winter car, but in this attempt no provisions have been made
for closing up the aisle of the car so that the seats will run completely across
the car when the same is employed as an open vehicle.
Where devices have, apparently, been efficient for the purpose of closing the
sides of an open car, such devices have involved a side post or stanchion of con-
siderable depth or thickness owing to the presence of a plurality of separated
grooves, or such devices required that the car be conformed, in horizontal
cross-section, on the arc of a circle, giving the car a circular appearance, which
not only required a special construction of car to suit the particular devices
employed, but subtracted from the interior area of the car, giving it more trans-
verse bulge or extension at its upper portion in order to lay out the curve of the
arc, thus rendering its employment impossible or hazardous in cities having
narrow streets; or unnecessary height must be given to the car in order that the
arc of the circle in which said devices are intended to move may be of sufficient
length to accommodate said devices without unnecessarily increasing the bulge
or width of the car, or reducing its internal area; and one of the most serious
objections to the employment of devices of this class, for which the car has to
be specially conformed, is that they, when not in use or when the car is used
as an open car, lie across the roof of the car, and, in a measure, if not absolutely,
obstruct the upper or roof ventilation or render it more difficult of accom-
plishment.
An attempt has also been made to do away with the objectional feature of a
multiplicity of the grooves in the side posts with the object of reducing the
depth of the posts, for obvious reasons. The means for accomplishing this end
compelled a segmental formation of the car and a continuation of the side posts
around the car from sill to sill, thereby increasing the cost of the construction
of the posts, the grooves which were eccentric in the roof section of the posts,
and the panels which were to move in the grooves, were necessarily disposed
almost completely across the upper portion of the car to store them out of the way
when converting the car from the closed to the open class.
This construction has many serious objections, inasmuch as it would require
not only the specially constructed circular form of car, before referred to, but
necessitates the employment of devices attached to the panels to bring them
back to their position to the side when re-conversion of the car from open to the
closed form is desired.
Another form of so-called convertible car has been shown in a prior patent
in which the side posts of the completely open car has been provided with a
groove leading from an intermediate portion of the post about on the line with
the usual belt-rail to a point up into the roof, the grooves being adapted to
carry a compound panel consisting of a sliding sash movable in the grooves on
trunnions or studs, with a sash pivoted to the bottom of the lower panel, the
lower sash being adapted to be swung down between the posts to close the space
between them, the lower panel not being guided in any of its movements by a
groove, but being carried bodily by the upper sash or panel moving in the
grooves. This device is impracticable, for many reasons, among which it would
require the removal of the transverse seats in order to properly swing the lower
sash or panel into place, or away from the side of the car, stops would have to be
provided to limit its outward movement, which stops might interfere with the
egress from or ingress to the 'transverse aisles between the seats; there would
be considerable difficulty in closing up the seam between the edges of the lower
and swinging panel and the posts, and making the device weather-tight; and
when the compound panel was raised up into the roof for the purpose of con- 5
verting the so-called closed car into an open car, this compound panel having
the lower sash as a fixture, would project out into the interior space of the car,

page_text: or, if a casing were made to receive said compound panel, such as the usual
roof linings, it would project unnecessarily, and disadvantageously into the
space of the car by reason of the fact that the parts of the panel were inseparable.
It has also been attempted in open cars to provide the same with a series of
curtain devices consisting of a series of articulated shutters, each shutter moving
in a separate. groove in the side posts, the grooves being diverted from a sub-
stantially vertical plane as they ascend the post to a substantially horizontal
plane where they run under the roof of the car. This construction requires
great depth of post, and in the construction referred to, the overlapping shutter
ends were not closely abutted, and means, other than the shutter itself, had to
be employed to make the side of the car weather-proof. In fact, in this latter
construction it was not intended that the shutters should be employed for the
purpose of converting an open car, as such, into a closed car, as such, where these
articulated shutters carried glass panels that were necessarily very small and
of little utility.
It is, therefore, the object of my invention not only to dispense with the com-
plicated and inefficient devices which have preceded my invention in attempts
to accomplish these results, but to simplify, cheapen, and make them more
efficient, and render their employment more expeditious in every relation, allow-
ing of their use in cars of the accepted type, the latter being highly important
for obvious reasons.
In carrying out the preferred form of my invention I utilize a car-body having
platforms at either or both ends, with doors thereat, and which have side posts
or stanchions leading from the floor or side sills to the upper portion or roof,
and in the opposed sides of these posts are located grooves, one of which is pre-
ferably at the bottom of the other, thereby forming a duplex groove, or intercom-
municating grooves at that point, and near the upper portions of these posts said
grooves diverge and pass in separate lines along a horn or continuation of the
posts that extends from the substantially upright portions of said posts to
beneath the roof of the car, and in these grooves are located a plurality of closing
sections or panels comprising a lower or base panel and an upper or sash-panel,
which sections are adapted to lie one above the other in the same vertical plane
when lowered to close the car side and to lie one under the other under the
roof of the car when raised.
The lower section will, when lowered to close the car side, constitute the outer
wall or base panel of the closed car body and the upper sash will lie upon the
same so that the general appearance will be substantially similar to that of
the crdinary closed car body.
The invention further consists in the novel details of improvement and the
combination of parts that will be more fully hereinafter set forth and then
pointed out in the claims.
Reference is to be had to the accompanying drawings forming part hereof,
wherein
Figure 1 is a side elevation of a portion of a car-body, embodying my improve-
ments, showing the panels lowered to form a closed car, with platform entrance
to the interior:
Figure 2 is a vertical cross section thereof, showing one side closed and one
side open:
Figure 3 is an enlarged detail sectional view of the upper portion of the
car-body at the roof, showing the base panel and sash panel separated and held
in their respective grooves beneath the roof, stored out of the way while the
car is being used as an open car;
Figure 4 is a cross section, enlarged, on the line 4 4, in Figure 2;
Figure 5 is a cross section, enlarged, on the line 5, 5, in Figure 2:
Figure 6 is a side elevation of the side post made in one piece and detached;
and
Figure 7 is a rear elevation thereof:

page_text: Figures 8, 9 and 10 are respectively enlarged sections on the lines a, a, b, b,
and c, c, Figure 6;
Figure 11 is a detail edge view of the base panel and the sash panel, showing
the latter surmounting the former;
Figure 12 is a face view thereof;
Figure 13 is a view corresponding to Figure 11, showing a modified form of
base panel;
Figure 14 is a side view thereof;
Figure 15 is a section through a car, showing means for converting the seats
of a certain form of closed car into seating arrangement for an open car;
Figures 16 and 17 are respectively plan and end views of seat and back
sections;
Figure 18 is a view showing the seats of a certain form, arranged for con-
version into open or closed car form;
Figure 19 is a side elevation of one of the fixed seats;
Figure 20 is an elevation of the arm rest of one of the fixed seats, and a
detachable back for the detachable seat, showing the detachable connection;
Figure 21 is a rear view of the detachable seat;
Figure 22 is a plan; and
Figure 23 an end view thereof;
Figure 24 is a plan view of the arm rest; and
Figures 25 and 26 are respectively a plan view and side elevation of a modified
form of seat panel.
In the accompanying drawings, in which similar numerals of reference indicate
corresponding parts in the several views, 1 indicates, generally, the car body
which may be of any suitable construction, with the exceptions hereinafter
noted; the seats are preferably placed transversely but may, in some cases, be
located longitudinally if desired. The car has side steps 1", and platform 1b,
and end doors.
At 3 are side posts or stanchions which extend vertically from the floor or
bottom sills of the car to the roof, against which posts the seat panels a are
secured, the posts carrying all the grooves, sashes and panels, and curtains on
the outside of the seat panels.
The upper ends of these posts are shown secured to a longitudinal top rail
and panel 4, hitherto made in two pieces, removed from each other, but which I
make in one piece, and which takes the place of the separated top rail and
panel used in prior constructions, to which panel the carlines 4" and side roof
boards 5 are secured. Interiorly, the head lining is secured to the finishing
strip 6 (when the post is built up) or directly to the post when made in one
piece, as hereinafter described, which with the ventilator rail 9, to which the
extreme end of the post is secured, form a space 7 within which the base panel
and sash panel are held and contained when the car is being used as an open
car; the balance of the roof being constructed in the usual way with venti-
lators, and upper deck C as shown in Figure 2
developed with my improvements, so I do not limit myself to this exact construction
Any other form of car can be
For the sake of cheapness I make the post in two pieces, 3, 8.
The upper ends of posts 3 are shown recessed, and provided with a step 3b,
shown by full lines in Figure 3, upon which rests one end of a curved brace or
horn S, which constitutes a continuation of the post 3, and to the end of which
the rail 9 is secured, which horn lies beneath and follows the contour of the
roof 5. It will be understood that there is one of these horns 8 to each post 3,
and the sides of the posts 3 and the horns are flush, or in other words, said
braces are the same thickness as the posts.
This is one method of making the post, viz.: in sections, but it is apparent
that the same may be made in one piece if desired as shown in Figures 6 to 10,
in which the post proper 3, and horn or extension 8 are made in one piece, and
the hereinafter described grooves are formed in its sides.

page_text: Both forms of posts are provided alike with grooves, as follows:-At 10 is a
groove formed in the sides of the intermediate posts, (or on one side of the end
posts,) which groove extends from the bottom of the post up along the same and
enters the horn 8 and terminates at the rail 9, or at any other desired point,
being curved under the roof 5, as clearly indicated in Figure 3. There is one
of such grooves 10 on each side, fore and aft, of the posts 3 and horn 8.
Commencing at a point, substantially where the belt rail would be in usual
closed car, and at the bottom of the grooves 10, are formed grooves 11 which
are preferably narrower than the grooves 10, the grooves 10 and 11 being prefer-
ably parallel and inter-communicating for a portion of their length The
grooves 11 do not extend throughout the entire length of grooves 10 but at a
suitable distance below the top rail and panel 4 said grooves separate or diverge,
as shown in Figures 3, and 6, the arc of the groove 10 where it diverges follow-
ing substantially the outline of the inner portion of the car, and being longer
and struck on a greater radius than the groove 11, allows of the groove 11
being disposed on a shorter curve, permitting the storage of the sash panel, and
reducing the friction on the base panel in the groove 10, the groove 11 follow-
ing the curve of the roof, substantially. The grooves 10 and 11 in the posts 3
may be formed, in part, by means of strips 12, secured on the sides of said
posts, as shown in Figure 5, the arrangement being as follows: The post 3 is
shown cut away on the side to form two steps 10", 10b, and the strip 12 is corre-
spondingly cut to form steps 12", 12" and these steps are so arranged as to be
opposed, whereby the grooves 10 and 11 are formed on opposite sides of the
posts 3. In order to provide for the curtain, hereinafter described, toward the
inner side of the post vertical grooves 13 are formed in the posts which extend
partially into the lower ends of the horns 8 and open out at a shoulder 8", above
which is the curtain casing, and which defines the recess in the horn of the post
into which the head lining G and finishing strip 6" are let. These grooves are
shown formed by an L-shaped recess 13" in the strip 12, and by a finishing strip 14
that extends upwardly along the inner face of posts 3 to the shoulder 8. The
groove 11 does not necessarily extend entirely to the bottom of the post 10 but
stops at a point about in line with the seat as shown in Figure 2.
The grooves 10 are adapted to receive the edges of the vertically movable
flexible base panels 15, as well as the sash panels 16, whereby said panels and
sashes may be raised and lowered. The panels 15, when lowered, constitute
the side walls of the car body and the panels 16 extend vertically above them
and in the same plane, because the grooves 11 are, for the greater part of the
distance between the sills and top rail 4, or opening in the car side, parallel
with the grooves 10, as clearly shown in Figure 5.
The edges of the panels 15 are guided in the grooves 10, and the panels 16
have pins or trunnions 17 that project through the grooves 10 and into the
grooves 11, the trunnions being either let into the frame 17" of the panel or
secured by a frame 17 thereto, as shown in Figure 5. The sections 15 are
flexible, and for this purpose they are composed of thin plates of vulcanized
fibre, or other composition material, wood, metal, or like self-supporting
material 15, the plate being presented to the exterior of the car; and for the
purpose of strengthening the plates cleats 18 are secured to said plates either
distanced apart or close together
I prefer that these cleats or ribs be separated or spaced as shown in Figures 11
and 12. Both the plate and the ribs move in the groove 10, (the panel 15 being
wider than the panel 16) so that the space between the posts is effectively sealed.
By supporting the flexible plate on the ribs it can be made of much stiffer
material than could one not so supported, and the ribs not only reduce the
friction resulting from the movement of the plate in the groove 10, but divide
up the strain so as to cause the plate to more readily conform to the curvature
of the groove, besides strengthening the plate at all points.
I prefer to make the plate of vulcanized fibre, which may be painted exteriorly

page_text: if desired, to conform to the general color scheme of the car, and in order to
finish it off on the inside, a carpet or other flexible lining 15b (Figure 11) may
be employed.
Among the metal plates which I have found sufficiently flexible and otherwise
suitable for this purpose are galvanized iron and brass. When these metal
plates are employed, the car can be finished without paint so far as the base
panels are concerned, and the surface of the plates may be oxidized, or other-
wise treated to produce new and pleasing results. In this regard I consider my-
self to be the first to have employed an exterior panel on a car, and to have
finished the same without paint, such as by oxidizing or a like treatment.
A brass plate, oxidized on its exposed surface, to correspond with the color
scheme of the car, is new with me, and produces a very finished and artistic
appearance to the car. The upper or top cleat 18" takes the place of the usual
beit rail, and is adapted to have the sash panel 16 rest upon it, and to make
a tight joint the cleat 18" is shown provided with a bead 18b to receive a
groove 16 in the lower rail of the sash (see Figure 11)
By preference the sash panel 16 is made in two portions, a lower high por-
tion 16b and an upper low portion 16°, and they are pivoted together by hinges 19,
so that the sash may bend when pushed up under the roof, as shown in Figure 3.
In order to enable the section 15 to be raised and lowered in its grooves the
same may be provided with a socket piece 20, see dotted lines in Figure 1.
In order to allow of the lower rail of the sash 16b to properly clear the top
rail 4 while it is being raised into the pocket 7 the said rail is recessed on the
inner side as shown at 4*, Figure 3.
Both sections of the sash panel carry panes of glass, thus providing light
at the sides when down, and when in use as a closed car the sash panel can be
raised up into the pocket 7 to temporarily open the sides of the car, the friction
of the upper trunions in the groove 11 while the upper section 16° is in an almost
horizontal position sustaining the entire panel in place. However, stops may
be used for this purpose if desired.
The articulated sash panel formed by the sections 16b, 16°, hinged together,
and the grooves 10, 11 being disposed in the pocket 7 on the posts on curves of
varying radii, allows the base panel 15 to lie in the groove 10 close to the inner
side or head lining of the car, its flexibility allowing it to partake of the curve
of the groove 10 which is of greater radius than groove 11, while the straight
sections of the sash pancl, the frames of which are free from any groove, they
being supported by the trunions in the groove 11, lie over the panel 15 in the
pocket 7. It will be noticed that between the top rail 4 and the ventilator rail 9,
or in other words, substantially the extremes of the upper and enlarged por-
tions of the posts, the grooves 10 and 11 are wider apart centrally, and approach
cach other at the upper end of the horn 8.and the vertical portion of the posts.
This disposition of the groove 11 in relation to the groove 10 gives great freedom
of movement to the inflexible sections of the sash panel, and keeps it entirely
free during all of its movements from contact with the base panel, as clearly
shown in Figure 3, while the short or low section 16° of the panel 16 lies in the
contracted or upper portion of the pocket 7, the groove 11 at this point approach-
ing a horizontal position, the trunnions on the sash panel being placed one on
each side of the upper rail of the upper section 16° and one on each side of the
upper rail of the section 16b for this very purpose.
In converting the car from closed to open the sash panel 10 is first raised
into the position shown in Figures 2 and 3, and the base panel raised after it
In re-converting the car the base panel is lowered into position, and then the
sash panel lowered on top of it, the groove 11 and trunions 17 maintaining the
sash panel firmly in position against the top rail 4 and rail 18".
Instead of making the section 15 from a flexible plate 15" and ribs 18 the
same may be composed of a plurality of slats 15b placed contiguous and having

page_text: their edges suitably grooved or matched and connected together by a wire or
wires 15, passing through aligned apertures in said slats, as shown in Figures 13
and 14.
As before stated it is my object to completely convert a closed into an open
car, or vice versa.
In prior constructions, where devices have been employed for converting cars
into open and closed, and where seats extending transversely from the side
posts have been present, a longitudinal aisle existed between the ends of the
seats, so that when the said car was used as an open car the space between the
adjacent ends of the transverse seats was entirely lost, no devices being present
for extending the conversion to the seats as well.
One of my improvements herein consists in providing detachable seat or seat
and back sections, adapted to be readily secured in place to fill up the aisle
between the inner seat ends, and to be readily detached for storage, whereby,
when the car is to be used as an open car the seats can be completely extended
across the car between the opposing side entrances, thereby utilizing the entire
seating capacity of the car, and causing it to conform to the conventional open
car form.
I have provided devices to accomplish these results in connection with two
forms or styles of seats, shown in Figures 15 to 24 inclusive, in which
Figures 15-17 represent a seat having a central and fixed back rest and benches
on both sides, and in Figures 18-24 is shown the usual swing back seat having
a single bench, the latter construction allowing of a reversal of the seats at
trip ends in the usual way, but I wish it to be understood that I consider my
invention as extending to the employment of any form of detachable seat, or
seat and back sections, whereby the aisle between the transverse seats can be
closed to completely extend the seats across the car from side to side.
Referring to Figures 15 to 17, 30 is the detachable seat section comprising
the fixed back 31, oppositely extending benches 32, 33, and legs 34. The fixed
seat sections 35 abut end on against the seat panels a to which they are secured,
and to the side posts 3, if desired, in the usual way, the said sections having the
fixed backs 30, and opposing benches 37. The detachable section 30 is a com-
plete seat in itself, its back and benches being made to correspond in height and
width to the corresponding parts of the fixed seat sections 35, and it being of a
width to snugly fit into the space (a portion of the central aisle) between the
fixed bench ends.
In order to lock the section 30 fast to the fixed sections 35, and to prevent
displacement of the former section I provide a sliding bolt 38, carried by a
casing 39 set into the top of the back 31, and which bolt, when the section 30
is in position between the fixed sections 35 can be thrown into a striker plate 40
secured in the end of the back 36, there being preferably two bolts at each end
of the back 31, and opposite striker plates 40 in each of the backs 36, so that
the section 30 can be locked in place at both ends.
To further lock the section 30 in place and to take the strain off from the
bolts 38 I fix to the sides of the benches 32, 33 two outwardly extending
Tshaped studs 41, the T end of which is horizontal, and which is adapted to
pass into a T shaped groove 42 formed in a plate 43 set into the end of the
bench 37 (Figure 17), both benches 37 being likewise provided with the slotted
plates, and both ends of the benches 32, 33 being provided with the T shaped
studs.
By using these, the section 30 can be slid into place, the studs engaging the
grooves causing perfect alignment of the seat ends, and when the bolts 38 are
shot to lock the section 30 between the sections 35, the strain on the bolts.
during use of the seats will be relieved.
In this way a complete transverse seat is provided for use when the car is
converted into the open form, it being only necessary to shoot the bolts 38 back.

page_text: and draw out the sections 30 to reconvert the car to the closed form of seat,
leaving the longitudinal central aisle free to provide access to the seats, when the
section 30 can be stored away for future use.
In Figures 18-24 another form of seat, very much employed both in open and
closed cars is shown, whereby the previously recited results are obtained, the
only difference in substance, apart from specific devices employed, being the
separate means for independently hinging the central back and making it readily
attachable and detachable.
At 44 are the fixed seat sections comprising the benches 45 fixed to the
panel a and to the post 3, if desired, and supported at the ends by the legs 46
between which and the panel extend the braces or foot rests 47 in the usual
manner. The swinging seat backs 48 are suspended to swing in the usual
way between sockets 49 on the posts and lugs 50 formed on and brackets 51
secured to the benches 44 in the usual way.
As thus constructed the seats can be used for travel in either direction in a
closed car, the central aisle 2ª being clear for passage.
When the car is to be converted to the open form with seats traversing the
car from side to side, the detachable seat section 52 comprising the bench 53
and leg 54 can be used, or used in conjunction with the detachable swing back 55,
which latter has the usual side brackets 56 and studs 57
To detachably secure the bench 53 between the ends of the benches 45 to
close the aisle 2" and provide a seat extending clear across the car, I fix to the
ends of the bench 53 outwardly extending pins 58, which are adapted to be
dropped into sockets 59, formed in a plate 60, which latter is let flush into the
ends of the benches 45, the side rails 61 of the bench 53 being recessed as at 62
to allow it to clear the brackets 51 on the benches 45.
When in this position the cross bench is completed, the leg 54 being further
secured to the flooring if desired.
To attach the back 55 in place the studs 57 are let down into sockets 63 formed
on the inner side of the bracket-lugs 50, where said section is free to swing as
desired, both of the backs 48-55 being provided with stops to hold them in
position in the usual way.
In addition to the base panel 15 and sash panel 16 I provide a curtain 21, for
use in summer, to completely close the side opening, or in winter to cover the
sash panel 16, which curtain has the usual cross-bars or ribs 21°, and which
may be wound upon a spring roller 22 in well known manner.
Whenever a curtain, or the like, has been employed in cars of the open class
it has been placed vertically in line with the outside of the seat panel or seat
end, closely adjacent the top rail and sign board (both of which are dispensed
with in my construction and for which the combined top rail and panel 4 has
been substituted), and located completely outside of any additional device used
to close up the side of the car.
In my construction the curtain is located well within the car body, out of the
way of rain, etc., and being within the devices added to form closures for the
car side can be readily used independently of them, or in conjunction therewith
as before described.
The casing for the roller is placed directly above the shoulder 8ª formed on
the inside of the posts 3, which shoulder is above the lower line of the top rail
and panel 4, and removed some distance inwardly therefrom, the casing com-
prising the moulding 25, running along the inside of the car, and the rail 24
which is fixed to the finishing strip 6 of the post 3 when built up or to the post
itself when made of one piece, the moulding being fixed to the rail 24, to which
latter the lower edge of the head lining 6 is secured as shown in Figures 2, 3.
The pocket formed by the moulding and rail is divided up into sections by the
plates 23 on which plates the curtain roller 22 is mounted in the usual manner
The pocket within the moulding is in direct communication with the upper

page_text: end 26 of the groove 13, in which the cross bars 21ª of the curtain are adapted
to move.
In the preferred form, as shown in Figures 2, 3, etc. the groove 13 and its
branch 13 (which latter is intended to receive the usual curtain wire) extend
along the side posts 3 to the sill, the posts being exterior to the panels a, but in
Figures 25 and 26, I have illustrated a panel having a vertical outwardly extend-
ing rib a produced thereon, either by forming the rib separately and securing
it thereto, or by casting it integrally therewith, the rib extending down to the
base of the panel near or to the flooring, and which is provided with grooves 10"
and 13 produced on one or both sides for the base panel and curtain slats and
which, when the panel is thus formed constitute continuations of the grooves 10
and 13 to the flooring, the post 3 being shouldered as at a³, dotted lines Fig. 2
to set on top of the rib a¹, the lower portion of the post being conformed to pass
inside of the panel a, and through the bench 45, 37, as shown in dotted lines
at a, same figure.
In this way the cost of grooving the entire length of the post may be dis-
pensed with, and all danger of injury to the grooves, owing to their being formed
in wood and exposed, at the level of the panels, to contact with passing vehicles,
is entirely obviated.
With the car so constructed, when it is desired to produce a closed car the
base panels 15 are lowered to the position shown to the left in Figure 2, and then
the sash panel 16 is lowered, and part of the trunions 17 of said panel will ride
through a portion of the groove 10, (Fig. 5) and thereby the panels 15 and 16
will be brought into vertical alignment, the lower end of the sash panel rest-
ing upon the upper end of the base panel, as hereinbefore described; but the
upper portion of sash panel 16 will remain above the junction of grooves 10
and 11, as shown at the left in Figure 2, the trunions 17 and the head 18" keep-
ing the parts in line.
When it is desired to produce an open car the sash panel 16 will be raised,
whereupon its trunions 17 will pass through the groove 11 (the frame of the
panel being entirely clear of either groove) so that the sash will lie under the
roof 5, and then the base panel 15 will be raised, and as it travels in groove 10
it will lie below the sash panel 16, as shown at the right hand portion of
Figures 3 and 4.
It is evident that the base panel 15 can be let down while the sash panel 16
is raised, if desired.
From the foregoing it will be understood that by making the two grooves 10
and 11 parallel, coincident, and intercommunicating for some distance, and
having them diverge at the storage point, and by having the trunions on the
sash to enter the deeper groove 11 the base panel 15 and sash panel 16 will travel
independently, and no switches are necessary to cause them to follow their
respective grooves, while at the same time they will align, end on end when
lowered, to give the appearance of the usual car body. By this construction the
base panel 15 slides past the grooves 11 without any additional guide but the
groove 10.
By having the double sash panel hinged or articulated and supported on
trunions, the same may conveniently lie under the curved roof of the car, because
it will bend or break between its ends and thus a narrower pocket or space for
the same and a greater curve to the roof can be given than if the sash were
rigid throughout.
From the foregoing description of the preferred form of construction of the
side posts and the panels co-operating therewith, it will have been apparent that
the combination of a base panel, such as described, and a trunnioned sash panel,
such as described, with intercommunicating grooves for a part or their entire
length, may be embodied specifically in forms other than that previously
described. A form which embodies some of the previously described features

page_text: could comprise the two parts 3 and 8 either made in one piece or separately, as
previously described, and provided upon their sides or faces with two
grooves 10, 11, both separated, the groove 11 being the outer one, and which
would be adapted to receive the trunnions 17 for supporting the articulated
sections of the sash panel 16, which would have on its end a belt rail or rib such
as 18", but wider, while the groove 10 would be adapted to receive the base panel,
either the self supporting flexible sheet or plate with co-acting ribs, or the
articulated panel shown in Figures 11, 12, 13, and 14, as previously described.
This latter form of post, groove, and panel may be substituted for that herein-
before described, and in its operation the base panel may be moved downwardly
in the groove to close the lower portion between the opening in the posts, while
the sash can be likewise lowered through the trunions moving in the groove 11
until the rail 18", as modified, rests completely on top of the upper edge of the
base panel 15 bridging the distance between the grooves 10, 11, and completely
closing up the space between them.
In many respects the operation of this modified form of device is similar to
that of the preferred construction before described, with the exception, of course,
that the separate panels move in separated grooves in the posts, the features of a
flexible base panel moving entirely within the groove, and an articulated sash
panel moving on trunions within another groove in close proximity to the base
panel, the sash panel being otherwise free from the groove to allow it to accom-
inodate itself to the curve of the groove, being preserved. While this form of
construction has many advantages, it is yet open to the objection that the grooves
being separated below the horn or extension 8, or between the points where the
post extends substantially between the sides of the car, increases the depth of
the post, and either compels the use of a wider car-body to accommodate it, or
some of the interior space of the car-body must be absorbed.
It is true that the difference in depth between the post having separated grooves
and that previously described, in which the grooves are intercommunicating
for the major portion of their length, does not amount to more than several
inches, under ordinary conditions but the saving of these several inches in depth
of post, especially in cars designed for use in cities having narrow streets, is a
factor of considerable importance Besides, there is a further consideration of
unnecessarily added weight to the car, extra cost of material, and workmanship,
while in the duplex or intercommunicating form of grooved post this extra
weight and cost of material, the depth of post, and cost of grooving the post, is
materially dispensed with.
I do not limit my invention to the precise details of construction shown and
described as they may be varied without departing from the spirit thereof.
Having now particularly described and ascertained the nature of the said
invention, and in what manner the same is to be performed, I declare that what
I claim is
First. A car having side openings, defined by upright posts, and grooves
formed in the sides of the posts opposing each other, combined with means for
closing said openings comprising a panel moving bodily in and guided by said
grooves, and another panel having trunions projecting into the grooves by which
said latter panel is guided up and down, the grooves being adapted to bring the
panels into perpendicular alignment, substantially as described.
Second. The combination in a car having side posts provided with a plurality
of grooves, of panels movable between the posts, one of said panels moving bodily
within the opposing grooves of said posts, the other panel being provided with
trunions or pins which move in the other set of opposing grooves, the latter panel
being free of the grooves. except as to its trunions, substantially as described.
Third. The combination in a car having side posts provided with a plurality
of grooves, of panels movable between the posts, one of said panels being flexible
between its ends and moving bodily within the opposing grooves of said posts,

page_text: and another panel having sections hinged together, said sections having outwardly
extending pins or trunions which move in the other set of opposing grooves, the
latter panel being free of the grooves except as to its trunions, substantially as
described.
Fourth. A car having side openings, defined by upright posts, and grooves
formed in the sides of the posts opposing each other, combined with means for
closing said openings comprising a lower panel sliding in the opposing grooves,
and another upper panel guided by trunions moving in a separate set of opposing
grooves, the grooves being adapted to bring the panels into perpendicular align-
ment, substantially as described.
Fifth. A car having side openings defined by upright posts, a plurality of
intercommunicating grooves formed in the opposing sides of the posts, combined
with means for closing said openings comprising a panel moving bodily in and
guided by one set of said grooves, and another panel having trunions projecting
into the other set of grooves by which said latter panel is guided up and down,
substantially as described.
Sixth. A car having side openings defined by upright posts, and a plurality
of grooves formed in the opposing sides or said posts, said grooves being as to
each post of varying depth, combined with means for closing said openings,
comprising a panel moving bodily in and guided by the set of grooves of less
depth, and another panel having trunions projecting into the grooves of greater
depth by which said latter panel is guided up and down the posts, substantially
as described.
Seventh. A car having side openings defined by upright posts, and a plurality
of grooves formed in the opposing sides of each of said posts, said grooves being
intercommunicating for a portion of their length and divergent thereafter, com-
bined with means for closing said opening, comprising a panel moving bodily
in and guided by one set of said grooves and another panel having trunions pro-
jecting into the other set of said grooves by which said latter panel is guided up
and down, the divergent grooves separating the panels in different paths, sub-
stantially as described.
Eighth. A car having-side openings defined by upright posts, and a plurality
of grooves formed in each of the opposing sides of said posts, said grooves being
intercommunicating, and as to each set one groove being wider and the other
deeper, combined with means for closing, said openings comprising a panel
moving bodily in each of the wide grooves, and another panel having trunions
projecting into the deeper set of grooves by which said latter panel is guided
up and down the posts, substantially as described.
Ninth. A car having side openings defined by upright posts, a plurality of
intercommunicating grooves formed in cach of the opposing sides of said posts,
said grooves being intercommunicating for a portion of their length and diverging
from each other thereafter, one of said grooves as to each set being wider and the
other deeper, combined with means for closing said opening comprising a panel
moving bodily in and guided by said wider set of grooves and another panel
having trunions projecting into the deeper set of grooves by which said latter
panel is guided up and down, substantially as described.
Tenth. A car having one or more side openings defined by upright posts,
combined with separate panels adapted to close said openings, means on the
opposing sides of said posts for guiding said panels up and down said posts in
substantial perpendicular alignment, and further means on said posts adapted
to separate said panels and cause them to lie in different planes as said panels
are bodily moved upward, substantially as described.
Eleventh. A car having side openings defined by upright posis, pockets or
receiving spaces formed above said openings between the posts, a plurality of
said pockets,
independent panels movable between said posts and in
and
said panels to
be brought into substantial perpendicular alignment for a portion of the length
means
carried by
said
posts adapted to
cause

page_text: of said posts, and further means adapted to allow of a movement of the panels in
said pockets and to separate them thereat and to cause them to lie in different
planes therein, substantially as described.
Twelfth. A car having side openings defined by upright posts, grooves formed
in the opposing sides of said posts, combined with means ior closing said open-
ings comprising a set of separate panels, the lower or base panel consisting of au
exterior sheet of flexible self-supporting material backed by transversely dis-
posed ribs or cleats movable in the opposing grooves, and an upper panel consist-
ing of two sections hinged together, said sections being provided with means for
supporting them in the opposing grooves independently of the base panel, sub-
stantially as described.
Thirteenth. A car having side openings defined by upright posts, grooves-
formed in the opposing sides of said posts, combined with means for closing said
openings comprising a set of separate panels, the lower or base panel consisting
of a series of articulated interlocking bars secured together to move in unison,
and an upper panel consisting of two sections hinged together, said sections
being provided with means for supporting them in the opposing grooves inde-
pendently of the base panel, substantially as described.
Fourteenth. A convertible car comprising a body having posts, a roof, horns
or extensions on said posts under said roof, said posts and horns or extensions
having grooves that lie one at the bottom of the other and diverge and pass in
separate lines along said horns or extensions, a lower section or panel guided
in one pair of grooves, and a sash guided by the other pair of grooves, sub-
stantially as described.
Fifteenth. A convertible car comprising a body having posts, a roof, horns or
extensions on said posts under said roof, said posts and horns or extensions having
grooves that lie one at the bottom of the other and diverge and pass in separate
lines along said horns or extensions, a lower section or panel guided in one pair
of grooves, and a sash guided by the other pair of grooves, said sash having two
portions pivotally connected together, substantially as described.
Sixteenth. A convertible car comprising a body having side posts, a roof, horns
or extensions on said posts under the roof, said posts and horns or extensions
having grooves one at the bottom of the other that diverge at the upper part
of the posts and pass in separate lines along the horns or extensions, lower
sections or panels adapted to slide in one opposed pair of grooves, and a sash
having pins adapted to travel in the corresponding pair of grooves and to lie
one above the other beneath the roof of the car, substantially as described.
Seventeenth. A convertible car comprising a body having side posts, horns or
extensions on said posts under the roof, said posts having grooves one at the
bottom of the other that diverge at the upper part of the posts and pass in
separate lines along the horns or extensions, a lower section or panel adapted to
slide in one opposed pair of grooves and a sash having pins adapted to travel in
the corresponding pair of grooves and to lie one above the other beneath the
roof of the car, said sasli being composed of two portions pivotally connected
together, substantially as described.
Eighteenth. A convertible car comprising a body having side posts, horns or
extensions on said posts under the roof, said posts having grooves one at the
bottom of the other that diverge at the upper part of the posts and pass in
separate lines along the horns or extensions, a lower section or panel adapted to
slide in one pair of opposed grooves and composed of flexible pieces, and a saslı
adapted to be guided by the other pair of grooves, said section or panel and
sash being adapted to pass up under the roof, substantially as described.
Nineteenth. A convertible car comprising a body having posts, a roof, horns
or extensions on said posts under the roof, grooves leading along said posts and
horns or extensions, a lower section or panel guided in one pair of grooves, and
a sash guided by the other pair of grooves, said sash having two portions
pivotally connected together, substantially as described.

page_text: Twentieth. A convertible car comprising a body having posts, a roof, horns
or extensions on said posts under the roof, a pair of grooves one lying at the
bottom of the other and extending along said posts and horns or extensions, the
lower section or panel guided by one pair of grooves, and composed of a flexible
plate having cleats, and a sash adapted to be guided by the other pair of grooves,
substantially as described.
Twenty-first. A convertible car comprising a body having posts, a roof, horns,
or extensions on said posts under said root, said posts having grooves that he
one at the bottom of the other and diverge and pass in separate lines along said
horns or extensions, a lower section guided in one pair of grooves and a sash
guided by the other pair of grooves, a curtain carried by a spring roller and
pivotally disposed between a pair of horns or extensions, and grooves in said
posts adapted to receive pins or projections extending from said curtain, sub-
stantially as described.
Twenty-second. A convertible car comprising a body having posts, a roof,
horns or extensions on said posts under said roof, said posts having grooves that
lie one at the bottom of the other and diverge and pass in separate lines along
said horns or extensions, a lower section or panel guided in one pair of grooves
and a sash guided by the other pair of grooves, the upper edge of the lower
section and the lower edge of the sash having a corresponding bead and groove
for one part to fit snugly upon the other, substantially as described.
Twenty-third. A convertible car comprising a body having posts, a roof, horns
or extensions under the roof on said posts, said horns or extensions having
grooves, and the posts a double groove one lying at the bottom of the other, said
grooves being formed by steps 10%, 10%, in the post, and a strip 12 having
steps 12, 12, secured along the side of the posts, substantially as described.
Twenty-fourth. A convertible car comprising a body having posts, a roof,
horns or extensions under the roof on said posts, said horns or extensions having
grooves, and the posts a double groove one lying at the bottom of the other,
said grooves being formed by steps 10", 10b, in the posts, a strip 12 having
steps 12", 12b, secured along the side of the posts, said posts also having a
groove 13 formed by a step 13" in. the strip 12 and a cleat 14 secured upon the
face of the post. substantially as described.
Twenty-fifth. The combination of a post or stanchion for a car having formed
therein a single groove comprising a plurality of depressions of varying depth,
and a plurality of panels independently movable in said grooves, substantially.
as described.
Twenty-sixth. As an article of manufacture, a post or stanchion for a car
having formed therein two grooves, one opening into or communicating with
the other for a portion of their length, and diverging from each other at a point
intermediate their ends, substantially as described.
Twenty-seventh. As an article of manufacture, a post or stanchion for a car
having formed therein two grooves, one opening into or communicating with the
other for a portion of their length and diverging from each other at a point
intermediate their ends, one of the grooves being of greater length than the
other, substantially as described.
Twenty-eighth. As an article of manufacture, a post or stanchion for a car
having formed therein two grooves, one extending to the lower end of the post,
the other being located within the former and being of less downward exten-
sion, both diverging from each other at a point intermediate their ends, sub-
stantially as described.
Twenty-ninth. The combination of a post or stanchion for a car having two
grooves formed therein one of greater width than the other, the latter being
located within the former and of greater depth, and panels adapted to move in
the separate grooves, substantially as described.
Thirtieth. As an article of manufacture, a post or stanchion for a car, having
two grooves formed therein, one of greater width than the other, the latter

page_text: being of greater depth and located within the wider groove for a portion of
the length of said wider groove, substantially as described.
Thirty-first. A car post or stanchion having grooves formed therein, com-
prising a wide groove extending to the bottom of the post, and a narrower and
deeper groove in the wider groove, said latter groove starting from a point
above the termination of the wider groove, both grooves being parallel for a
portion of their length, and diverging from each other above said parallel por-
tion, substantially as described.
Thirty-second. A car post or stanchion having an enlargement or horn at
one end, and grooves formed in said post which are intercommunicating for a
portion of their length, and which diverge from each other at and on said horn,
substantially as described.
Thirty-third. A car post or stanchion having an enlargement or horn at one
end, grooves formed in said post which are intercommunicating for a portion
of their length, which diverge from each other at said horn, and which are dis-
posed in said horn on the arcs of circles, substantially as described.
Thirty-fourth. A car post or stanchion 3 having an enlargement or horn 8
extending therefrom, and grooves 10, 11 formed therein, the groove 10 being of
greater width and extending from the bottom of the post to and along the inner
edge of said horn, the groove 11 being within the groove 10 and deeper and
extending from a point above the end of groove 10 to and diverging from the
latter at the horn, and extending along the horn above the groove 10, sub-
stantially as described.
Thirty-fifth. A car post or stanchion 3 having an enlargement or horn S
extending therefrom, and grooves 10, 11 formed therein, the groove 10 being
of greater width and extending from the bottom of the post, to, and along the
inner edge of the horn on the are of the circle, the groove 11 being within the
groove 10 and deeper and extending from a point above the end of groove 10
to and diverging from the latter at the horn, and extending along the horn above
the groove 10 on the are of a circle for a portion of its length of lesser radius
than said groove 10, substantially as described.
Thirty-sixth. A car post or stanchion having a portion extending away from
the perpendicular, the post and extension having the two grooves 10 and li
formed therein, and a curtain groove 13 formed in the post between said
grooves 10 and 11 and the inner edge of the post, said grooves 13 terminating
substantially at the point of divergence of the extension, substantially as
described.
Thirty-seventh. A post comprising the part 3, an added horn or extension 8,
and grooves 10 and 11 formed in the said post and diverging at and upon said
horn, a groove 13 formed in the post and terminating adjacent the point of
divergence of grooves 10 and 11, substantially as described.
Thirty-eighth. A post comprising the part 3, an added horn or extension 8,
and grooves 10 and 11 formed in said post and diverging at and upon said horn,
a groove 13 formed in the post and terminating adjacent the point of divergence
of grooves 10 and 11, combined with a curtain fixed adjacent the horn and
termination of groove 13, and adapted to have one end moved therein, sub-
stantially as described.
Thirty-ninth. A post comprising the part 3, an added curved horn or exten-
sion 8, and grooves 10 and 11 formed in said post and diverging at and upon said
horn, substantially as described.
Fortieth. A post comprising a part 3, having the steps 10ª, 10b, stepped
strips 12 secured to the face of said parts to form with the steps 10", 10b, grooves
therein, and a finishing strip 14 secured to the inside face of the post to form
with the strips 12 another groove, substantially as described.
Forty-first. A car post comprising the part 3, a stepped recess formed in the
inner transverse face of the post at the top by the riser 3 and shoulder 3b, a
horn 8 secured to said post and provided with interlocking surfaces to engage

page_text: with said stepped recess, the horn being flush at its side faces with the side
faces of the post and with the riser and shoulder, and grooves on the part 3
continued on the horn, substantially as described.
Forty-second. A car having openings and opposing side posts, intercom-
municating grooves formed in said posts, and panels adapted to move in said
grooves, one of said panels moving bodily in one set of the grooves, the other
having trunions moving in the other grooves, substantially as described.
Forty-third. A car having side openings and opposing side posts, intercom-
municating grooves formed in said posts, one of said grooves being deeper than
the other, and separate panels, one of which is wider than the other and adapted
to move bodily in the shallow grooves, the other having trunions moving in
the deeper grooves, the latter panel being free of the grooves, substantially as
described.
Forty-fourth. A car having side openings and opposing side posts, said posts
having grooves formed therein, the grooves being intercommunicating for a
portion of their length and divergent thereafter, and separate panels adapted to
move in said grooves, substantially as described.
Forty-fifth. A car having side openings and opposing side posts, said posts
having grooves formed therein, the grooves being duplex and intercomniuni-
cating for a portion of their length, and divergent thereafter, and separate
panels adapted to be moved in and brought into vertical alignment in the duplex
portion of said groove and separately from each other in the divergent portion,
substantially as described.
Forty-sixth. A car having side openings and opposing side posts, said posts
having grooves formed therein, the grooves being duplex or intercommunicating
for a portion of their length and divergent thereafter, a lower panel adapted to
move bodily in one of said grooves, and an upper sash panel having articulated
sections provided with trunions, said trunions moving in the other of said
grooves with the sash clear of both grooves, substantially as described.
Forty-seventh. A car having side openings and opposing side posts, said posts
having grooves formed therein, the grooves being duplex or intercommunicating
for a portion of their length and divergent on curved lines thereafter, a lower
panel adapted to move bodily in one of said grooves, and an upper sash panel
comprising a lower deep and an upper shallow sash both hinged together and
provided with trunions which move in the other groove with both sashes clear
of both grooves, substantially as described.
Forty-eighth. A car, adapted to be converted into an open or closed car by
means comprising side sections formed in separate parts, and posts having
opposing grooves extending under the roof of the car, said grooves where they
lie under the roof being disposed in different horizontal planes, and where they
are perpendicularly disposed, or substantially so, being disposed in the same
horizontal plane, the separate parts of the side sections standing in alignment
in the perpendicular portion of the grooves, and in the separate grooves under
the roof, substantially as described.
Forty-ninth. A car having posts with opposing grooves, and a panel com-
prising a single flexible sheet or plate of self-supporting material adapted to
move in said grooves, substantially as described.
Fiftieth. A car having posts with opposing grooves, each of said grooves
being in part straight and curved, and a panel comprising a single flexible sheet
or plate of self-supporting material adapted to move in the straight and curved
portions of said grooves, substantially as described.
Fifty-first. A car having posts with opposing grooves, and a flexible sheet or
plate of self-supporting material, having longitudinally disposed cleats or ribs
secured on one side thereof and adapted to move in said grooves, substantially
as described.
Fifty-second. A car having posts with opposing grooves, and a flexible sheet
or plate of self-supporting material having longitudinally disposed cleats or ribs

page_text: spaced apart and secured on one side thereof and adapted with the sheet to move
in said grooves, substantially as described.
Fifty-third. A car having posts with opposing grooves curved in part and a
flexible sheet or plate of self-supporting material forming an exterior car panel
having longitudinally disposed spaced cleats or ribs secured to said sheet on the
inside thereof relative to said curve, substantially as described.
Fifty-fourth. A car having openings therein, grooves disposed about said
openings and a single sheet of flexible and self-supporting material adapted to
move in said grooves to wholly or partly close said opening and to form an
exterior panel of the car, substantially as described.
Fifty-fifth. A car having an opening therein, groove disposed about said open-
ings, and a flexible sheet of self-supporting material having ribs or cleats secured
thereto and adapted to move in said grooves to close said opening, substantially
as described.
Fifty-sixth. A car having an opening therein, grooves disposed about said
opening, and a flexible sheet of self-supporting material having longitudinally
disposed and spaced ribs or cleats secured thereto and adapted to move in said
grooves to close said opening, substantially as described.
Fifty-seventh. A flexible sheet metal panel, combined with grooved supports
partly straight and partly curved for supporting said panel, and additional means
for stiffening said sheet transversely, said means moving in the groove con-
jointly with the panel, substantially as described.
Fifty-eighth. A flexible sheet metal panel having transversely disposed ribs
or cleats secured thereto, combined with guides for movably supporting the said
panel, substantially as described.
Fifty-ninth. A flexible panel composed of a single and homogeneous sheet of
metal of sufficient thickness to constitute a self-supporting body, and posts
having opposing grooves curved in part for movably supporting the said panel,
the panel being adapted to be transversely flexed by the curved portions of the
groove and to move freely up and down therein, substantially as described.
Sixtieth. A car panel comprising a single homogeneous sheet of flexible metal
having transversely disposed ribs or cleats secured thereto, combined with guides
for movably supporting the panel, substantially as described.
Sixty-first. A flexible base panel of self-supporting material having trans-
versely disposed ribs, secured on one side, and a flexible fabric secured on the
ribs to cover the panel, substantially as described.
Sixty-second. A car having posts with opposed grooves formed therein, a panel
of self-supporting material having transversely disposed ribs secured on the
inside of said panel, the latter being exposed, a sheet of flexible fabric secured
over the ribs, the panel and ribs working in the grooves. substantially as described.
Sixty-third. A compound sash comprising the sections 16, 16°, hinged to-
gether, the section 16° being shorter, the sections having side pieces 17ª, trunions
extending from the side pieces of section 16b at or near the cross pieces thereof,
and a single trunion extending from the side pieces of section 16° at or near its
cross piece only, substantially as described.
Sixty-fourth. The combination of grooved posts and a perpendicularly
separable panel 15, 16, the panel 15 having a top rib 18, an intermediate and
longitudinal bead 16 on the top rib, and a superposed and mediately located
groove in the lower cross piece of panel 16 to receive the bead, substantially
as described.
Sixty-fifth. The combination with the fixed benches 45 the ends of which
oppose each other, said ends having the upright brackets 51 having U-shaped
bearings, the detachable swinging back 55, and means for rotatably and detach-
ably securing the back in said bearings, substantially as described.
Sixty-sixth. The combination with the fixed benches having the brackets 51,
the detachable back 55 having the frames 56 and studs 57 on the frames,

page_text: enlargements 50 on the brackets, and an open recess in the enlargements to
receive the studs, substantially as described.
Sixty-seventh. The combination with the opposing ends of the fixed benches 45,
having detachable plates 59 in their said ends adjacent their longitudinal edges,
the plates being provided with bearings or recesses opening upwardly, of the
detachable bench 53 having the outwardly extending studs 58 on its cross-pieces
for detachable engagement with the said recesses on the opposing fixed-seat ends,
substantially as described.
Sixty-eighth. A car having upright posts 3 having the horns or extensions 8,
the ventilator rail 9 secured to the inner end of said horn, the panel 4 secured at
the outer side of said posts, the carlines secured at their ends to the rail 9 and
panel 4, the roof 5 secured to said rail 9 and panel 4, the rail 24 secured to the
inner side of the posts adjacent the panel 4, and the inner lining 6 extending
between the rails 9 and 24, substantially as described.
Sixty-ninth. A car having transverse seats and side posts at the ends of the
seats, said posts defining the sides of openings in the car side extending from
the floor upwards, the posts having a plurality of opposing grooves extending
wholly or in part to the floor, said grooves being exterior to the seat ends, a
curtain movable in the inner of said grooves to close the space between the floor-
ing and posts, and a plurality of panels adapted to work in the outer set of
grooves to close the said space, both the curtain and panels being independently
movable, substantially as described.
Seventieth. The combination with the seat arms 51, of the swinging back 55
detachably secured to said arms, substantially as described.
Seventy-first. The combination with the fixed seats 45 of the detachable seat
section 52 having the seat 53 and central leg 54, the lugs 58 extending from the
ends of the seat 53, one on each side of the center of each seat, and the plates 59
having the recesses 60 secured to the ends of the seats 45 and adapted to let
in the lugs 58 from above, substantially as described.
Seventy-second. The panel a, having the rib a¹ on its exterior, and grooves 10
and 13 formed in its sides, the post 3 having a shoulder a³ resting on the rib a¹,
and having grooves 10, 13 aligning with the rib grooves, and an extension at of
the post passing inside of the panel a, substantially as described.
Seventy-third. A flexible sheet metal panel having an exterior surface arti-
ficially oxidized to conform to the color scheme of the car, combined with grooved
supports partly straight and partly curved for supporting said panel, and addi-
tional means for stiffening said panel transversely, said means moving in the
grooves conjointly with the panel, substantially as described.
Seventy-fourth. A flexible sheet metal panel having its exterior surface arti-
ficially oxidized, said panel having transversely disposed ribs or cleats secured
thereto, combined with guides for movably supporting the said panel, sub-
stantially as described.
Seventy-fifth. A flexible panel composed of a single and homogeneous sheet
of metal of sufficient thickness to constitute a self-supporting body, the exterior
surface of said panel being artificially oxidized, and posts having opposing
grooves curved in part for movably supporting the said panel, the panel being
adapted to be transversely flexed by the curved portions of the groove and to
move freely up and down therein, substantially as described.
Seventy-sixth. A car panel comprising a single homogeneous sheet of flexible
metal having transversely disposed ribs or cleats secured thereto, the exterior
surface of said panel being oxidized, combined with guides for movably sup-
porting the panel, substantially as described.
Seventy-seven. A flexible sheet. of metal of sufficient thickness to constitute
a self-supporting body artificially oxidized on the exposed side to conform, with-
out the use of paint, to the color scheme of the car or other vehicle, combined
with grooves for supporting the said sheet said sheet being adapted to slide
into said grooves, substantially as described.

page_text: Seventy-eighth. A flexible sheet of self-supporting metal oxidized on the
exposed side to conform, without the use of paint, to the color scheme of the car,
ribs secured transversely to said sheet of metal, and grooves in part straight
and curved formed in supports for said sheet, substantially as described.
Seventy-ninth. A brass plate or other colored metal, oxidized on its exposed
side to conform, without the use of paint, to the color scheme of the car, said
plate being provided with transversely disposed ribs or cleats, combined with
grooves formed in suitable supports for movably guiding said plate, substantially
as described.
Eightieth. A self-supporting and flexible plate of brass, oxidized on its exposed
side to conform, without the use of paint, to the color scheme of the car, ribs
secured transversely to said plate on the side opposite its oxidized surface, and
posts having opposing grooves in which said plate and ribs are movable, sub-
stantially as described.
Dated this 30th day of September 1899.