CERTAIN IMPROVEMENTS IN RAILWAY CARRIAGES
Year: 1863

page_text: LETTERS PATENT to Louis Marcel Bournique, Mechanician, and Jean
Baptiste Vidard, Engineer, at Paris, in the French Empire, for the
Invention of "CERTAIN IMPROVEMENTS IN RAILWAY CARRIAGES."
PROVISIONAL SPECIFICATION left by the said Louis Marcel Bournique
and Jean Baptiste Vidard at the Office of the Commissioners of Patents,
with 'their Petition, on the 14th July 1863.
We, LOUIS MARCEL BOURNIQUE, Mechanician, and JEAN BAPTISTE VIDARD,
Engineer, at Paris, in the French Empire, do hereby declare the nature of the
said Invention for "CERTAIN IMPROVEMENTS IN RAILWAY CARRIAGES," to be as
follows, that is to say-
Our Invention has for its object certain improvements in railway car-
riages, by which a greater number of passengers can be carried in a rail-
way carriage, than is usually done by having the body of one carriage placed
over the other. By placing the support of the springs of the carriage at the
side of the frame, so as to allow the frame to be. lowered, and by making such
other arrangements (such as the reduction of the size of the wheels, and of the

page_text: axle boxes) as to permit the floor of the lower body of the carriage to
be constructed at such a level as to allow sufficient heighth for two roomy
bodies to be placed one over the other, and yet to pass through the
structures of existing railways.
The width of the carriage may be
increased by placing the signal lamps at each end of the carriage instead
of on the sides.
Having now given an outline of our Invention, we would have it clearly
understood that we do not confine ourselves to the exact details as described, as
thesame may be varied without departing from the principle of the Invention,
which will be more completely set forth in our Complete Specification.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Louis Marcel Bournique and Jean Baptiste Vidard in the
Great Seal Patent Office on the 12th January 1864.
TO ALL TO WHOM THESE PRESENTS SHALL COME, we, LOUIS
MARCEL BOURNIQUE, Mechanician, and JEAN BAPTISTE VIDARD, Engineer,
at Paris, in the French Empire, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Fourteenth day of July, in the year of our Lord
One thousand eight hundred and sixty-three, in the twenty-seventh year of
Her reign, did, for Herself, Her heirs and successors, give and grant unto us,
the said Louis Marcel Bournique and Jean Baptiste Vidard, Her special licence
that we, the said Louis Marcel Bournique and Jean Baptiste Vidard, our exe-
cutors, administrators, and assigns, or such others as we, the said Louis Marcel
Bournique and Jean Baptiste Vidard, our executors, administrators, and
assigns, should at any time agree with, and no others, from time to time and
at all times thereafter during the term therein expressed, should and lawfully
might make, use, exercise, and vend, within the United Kingdom of Great
Britain and Ireland, the Channel Islands, and Isle of Man, an Invention for
"CERTAIN IMPROVEMENTS IN RAILWAY CARRIAGES," upon the condition (amongst
others) that we, the said Louis Marcel Bournique and Jean Baptiste Vidard,
our executors or administrators, by an instrument in writing under our, or
their, or one of their hands and seals, should particularly describe and
ascertain the nature of the said Invention, and in what manner the same
was to be performed, and cause, the same to be filed in the Great Seal
Patent Office within six calendar months next and immediately after the
date of the said Letters Patent,

page_text: NOW KNOW YE, that we, the said Louis Marcel Bournique and Jean
Baptiste Vidard, do hereby declare the nature of our said Invention, and
in what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement :-
Our Invention consists in a new system of railway carriage for passengers.
What specially characterises our new carriage is the combination by which we
compensate for the additional elevation resulting from the super-position of a
closed secondstoryor imperial, which we add by means ofa considerable sinking
of the lower compartment, so as not to exceed the limit of height prescribed
by the restricted railway standard; at the same time allowing a sufficient
height to be given to the entrance of the upper compartment or imperial.
We may employ five methods or ways of attaining the end above stated.
These five methods may be employed either simultaneously or one or more at
a time, but in such a manner as to obtain the lowering or sinking of the floor
of the carriage. Whether employed together or separately, they must always
be associated; the arrangement of the closed imperial between the benches of
which there is an empty space in the middle, by;which passengers may circu-
late from one side of the carriage to the other by a central door.
The plan on which we beg leave to base our demand is intended to show
how the same carriage may be made to contain the three classes of passengers
which at present require three different sorts of carriages.,.
The general disposition or arrangement of the carriage is, 1st, a lower
compartment for first and second class places; 2nd, an upper compartment
or imperial for the third class.
.
First-class passengers travel in the two coupés, the one in front of, and
the other behind the carriage. These coupés contain each nine passengers
five on the bench, and four on the seats opposite, making a total of,-
18 first-class places.
1
:
Second-class passengers occupy two compartments inside between the
two coupés. Each of these compartments contains 12 places,
making in all,-
24 second-class places.
Lastly, the imperial is occupied by third-class passengers of which it
is constructed to contain 34.
say 34 third-class places.
76 places being the total capacity of each carriage.
F
If it were absolutely necessary to have separate carriages for first-class
passengers, the coupés might be replaced by second-class compartments of 12

page_text: places each, and then each carriage would contain 82 places instead of 76.
The upper compartment or imperial which is provided with an entrance at
each end is approached by two double staircases corresponding to these two
entrances, and rendering them easy of access to ladies as well as gentlemen.
The four corners of the lower compartment are rounded off and glazed both
in order not to obstruct the view of passengers in the coupés, and to facilitate
the access of the stairs to those proceeding to the imperial.
Plate I. represents a longitudinal section of our carriage Fig. 1, a part
of which is seen in elevation.
Plate II., shows in Fig. 2, the transverse section, of which the half is a
view from the end in elevation; the other half represents a section of the
coupé.
In order to keep within the limit of height enjoined by the restricted
raiiway standard, as it was necessary to compensate for the additional elevation
resulting from the super-position of an upper compartment or imperial by a
considerable sinking of the floor of the lower compartment, this requirement
has been supplied by the following means :-
1. A lowering of the top of the shafts of the under compartment to the
level of the shafts of the frame, so as to make the floor of the carriage repose
on these latter; the entrance is thereby put on a level with the ground and
without any projection.
2. The use of iron frame shafts in the forme a double T, which are less
bulky, and consequently not so high as wooden shafts, and, moreover,
capable of greater resistance with less weight.
3. The use of a new system of double-jointed attach of the suspension
springs, capable of being placed on the sides of the shafts, and notunderneath,
so as to leave the space occupied by these springs in ordinary carriages free
for the oscillations of the new carriage. (See Fig. No. 3 of the Plate II.)
4. The use of a new model of axle boxes b, which amongst other advan-
tages, offers that of lessening the height between the centre of the axle and
the top of the box, where is applied the suspension spring.
5. The curvature of the side beams (c, Fig. 3, Plate II.) just above the
axle boxes, and corresponding to the bottom of the seats. By this means the
equilibrium will be increased by the radius of the curve given to the side
beams. This increase may be employed to lower the carriage to the same
extent, or to increase the diameter of the wheels.
These different means of lowering, to which may also be added another,
that of diminishing the diameter of the wheels, will also without transgressing
the railway standard of height, allow the imperial or upper compartment to

page_text: be of sufficient elevation for the passengers to circulate without stooping, and
that without diminishing the height of the entrance to the lower compartment,
which will be as high as those of the carriage at present in use. These means
will also, by substituting under the carriages in common use a frame according
to this new system, instead of that at present employed, allow the presentcar-
riages to be utilised by lowering considerably their centre of gravity, or by
allowing the addition of an upper compartment or imperial.
Jointed rods or attaches of the suspension springs (Fig. 3, Plate II.)-
The system of jointed rods connecting the suspension springs to the shafts
of the frame indicated above has, moreover, the double advantage, 1st, of
bringing all the stress produced on the springs to a normal action on the
parts of the rod; 2nd, of facilitating, by means of fastening screw nuts,
the initial free space to be given to the springs, which will permit the height
of coupling and of the carriage to be easily regulated. We obtain the results
by substituting for the eyes or mails of the common system an iron hook D
taking into a jointed socket E, which a screw nut F lengthens or shortens at
will. The socket E is attached to the frame by the cross rods H.. The axle
guards I are formed of two pieces of iron strongly attached with bolts to the
shaft of the frame. The journal of the axle described have no neck or collar,
and terminate in an abutment or pivot of cast steel. The pivot resting on a
screw fixed at the bottom of the box, supports very well itself alone the tail
motion of the locomotive, and does away with the inconvenient friction of the
supports on the necks, henceforth discarded. Four tubes or conduits L, half-
buried in the woodwork of the sides of the carriage on which they form
mouldings,and taking their origin from the gutter or rain groove of the lower
pavilion, carry off and eject the rain water under the frame, instead of
throwing it over the passengers and officials at each station as at present.
The double staircases M giving access to the imperial by both ends of the
carriage are of sheet iron, of a light construction, simple, and cheap. Anangle
iron on the side of the staircase is applied to the carriage, and a T or straight
iron on the opposite side, both being bent according to the form of the stair-
case, are united by the steps in fretted sheet iron, which are rivetted to these
irons at both ends. The steps, raised in a curve behind, to prevent the foot
from advancing too far, and rounded off in front, so as not to prevent a cutting
edge, are covered with a sheet of india-rubber, which is retained in its place
by a rod of striated copper placed at the front of each step. The india-rubber
caoutchouc, while forming an agreeable carpet, contributes also to the
cleanliness of the carriage by inducing passengers to wipe their feet before
entering. A simple washing or merely the rain suffices for cleaning and

page_text: keeping the sheet of caoutchouc in proper order. A single baluster or hand
rail, lined with brass, starts from the lowest step, ascends on one side as far as
the stair head, and descends the other side the same manner to the lowest
step, where it terminates. It is attached merely on the stair head, where it.is
supported by a single bar of hollow iron. Each staircase, forming a whole com-
plete is itself, is fixed by bolts, which rivet the angle iron to the frame of
the carriage, and reposes at bottom on two iron consoles, and on the steps
of the carriage.
The carriage is furnished with a system of break worked by an automotor
of Guerin's system, which allows the breaksman to be dispensed with.
The break, properly called, is of an extreme simplicity. Instead of pressing
against the wheels, like the blocks, whose use it is calculated to suppress; it
acts on the axles by means of a chain of galle surrounding a coupling box or
muff fixed on each axletree. One end of the chain is solidly attached 'to the
framework of the carriage, the other end hold's a lever suspended in the
middle of the carriage, of which the long arm rests on one of the draw and
buffer springs. When the train is in movement it is sufficient for the driver,
either 'with the regulator, or with the brake of the tender or of the coal
waggon, to produce a diminution of speed, the buffers of the carriages are
immediately compressed, and acting on the lever by the medium of the draw
spring, the chain rolls tightlyround the coupling box or muff and produces on
the axles the force necessary to slacken the speed of the carriage according to
the will of the driver, no auxiliary help being necessary for that purpose. On
the other hand, the chain rolls round the axle in two opposite directions, so
that in moving backwards and forwards there is always one of the axles whose
friction contributes to tighten the chain, at the same time increasing so much
the more the power of the break to stop the train. With regard to the buffer
and draw springs, they act under the shock with all the flexibility of the spring,
whilst in the case of traction, their flexibility is diminished by two fixed
points determined by means of an additional sheet,shorter than the others,and
supported by cross pieces. The coupés are wide and deep,allowing a person
to stretch himself out easily. The seats, on being raised and advanced by
means of a double-jointed board, and the stools or "strapontins," on being
unfolded, form couches, as indicated in Fig. 4, Plate II., on a larger scale
than the preceding Figures; the red lines indicate the stools or seats P, Q,
raised; the black lines represent the same unfolded, so as to serve for a couch;
the blue lines indicate them as partially unfolded in the form of seats. It is
in this latter manner that each "coupé" contains 9 places, of which four are
stools or
strapontins," and the five others on the bench, to wit, one seat in

page_text: the middle, in form of an easy chair, with a sofa on either side containing
two places. All the compass of the inside of the "coupé" is furnished
with looking glasses; they are all provided with moveable frames, except
the round ones in the corners and that in the middle. The frame of this
latter contains a round lantern, opening outside, from which it receives a
French moderateur lamp lighting perfectly all parts of the "coupé," but
chiefly a large board or tablet placed below and stretching before the
passengers over the whole width of the "coupé." This board or tablet
consists of three parts, one fixed in the middle protecting the lantern, the
two others, one on the right and the other on the left, are jointed and may
be lowered when the strarpontins or stools are unfolded. The initiated air
and the volatile products of the combustion of the lamp escape by means
of holes in the lantern under the landing place of the staircase.
Within the compartments of second-class there will be bags or nets for
parcels or other objects belonging to passengers. The partitions are furnished
with a looking glass or oval window (bull's eye) and a curtain on each side,
thus allowing passengers to isolate themselves, if wished, in their respective
compartments; or in case of danger, to succour each other by breaking the
glass. Midway on each bench is a leaning board with a stall underneath, so
that of the 12 places contained in the compartment eight are corner ones.
The lighting of the whole interior is effected by means of two carriage lamps
introduced from the outside into lanterns fixed at the two extremities of the
partition so as to light both sides.
A single stepping plate suffices for the
access by the doors of the lower compartment, and notwithstanding the
increase of width of the carriage this step leaves a larger free space, in propor-
tion to the extent of the threshold, than in the carriages at present in use.
The upper compartment or imperial is closed. Moveable window sashes
reigning round the whole compass of both sides allow it to be completely
closed if necessary. A single door at each end, opening inwards, puts it in
immediate and easy communication with the stairhead outside and the interior
of the carriage. Benches in the form of sofa seats formed of simple rods
screwed on consoles of T-iron, and capable of assuming the most commodious
forms, are regularly disposed in the direction of the train so as to leave in the
middle of the compartment, and in its whole length, a free passage for the
circulation of passengers inside. This passage is wide enough to allow any
passenger easily to open and shut the door, which, as has already been said, is
opened inwardly. The first benches next the entrances form a simple seat
whose back leans against the side of the carriage on both sides of the door,

page_text: which, when opened, expands against the right hand bench. The other
benches, which face these, are double seated and double backed, in order to
receive passengers on both sides at once, the faces of these passengers being
turned in opposite directions. The middle bench, which is longer than the
others, extends over the whole width of the compartment and tends to con-
solidate it by binding the two sides together... It consequently contains one
place, more than the others on each side of the double seat at the spot indi-
cated by the axis of the interior passage which this bench interrupts.. This
middle bench also divides the imperial into two compartments of equal extent,
each served by. a double staircase. . Passengers might pass from the one to
the other without, much difficulty by crossing the bench which divides these
compartments. The lighting is effected by means of two small lamps applied
to the side walls of the compartment. The normal height of the buffers and
coupling, being less than in ordinary, carriages, those of the present system
cannot be put on but with similar carriages, and it would therefore be difficult
to employ them in the same train with the carriage in ordinary use. For the
meanwhile, till a sufficient number of them be constructed to allow complete
trains to be formed with carriages of the new system, we have adopted the
following temporary, method. We add, under the staircase, an iron frame
formed of a front transverse piece of T-iron of the same section as the shafts,
and of iron consoles which bend that piece to the frame. shafts above the
wooden transverse beam of the carriage by means of strongle angle iron pieces,
of bolts and rivets, and by bringing the middle of the front transverse beam
to the height of the extreme transverse beams of the ordinary carriages. A
wooden transverse fixed on to the upright sides of the carriage, and at the
same height, receives the other extremity of the slides, bars which support
the buffer, and draw spring, whose extremities pass through a bridle or rod
connected on one side to the rods or shafts of the buffers, and guided on
the other side. by a rod taking into a cast-iron socket situated on the same
.wooden transverse beam. In order to establish the buffers and coupling
at,the height required in the present system it, will be sufficient to. undo
the bolt which holds the frame and merely remove the latter.
What we claim as our exclusive privilege is :-
.
ין -
1st, a railway carriage. having one body placed over the other by means
of supporting springs being placed at the side of the frame so as to allow
the frame to be lowered, substantially as herein-before described and shewn
on Drawings.
2nd, the general arrangements and combination of parts, as herein-before

page_text: described and illustrated on Drawings, with any variations of forms, materials,
and dimensions necessary.
In witness whereof, we, the said Louis Marcel Bournique and Jean
Baptiste Vidard, have hereunto set our hands and seals, this Seventh
day of January, in the year of our Lord One thousand eight hundred
and sixty-four.
0
Witness,
EMILE BARRAULT,
Ingenieur Civil,
LOUIS MARCEL BOURNIQUE. (L.S.)
JEAN BAPTISTE VIDARD.
(L.S.)
33, Boulevard St. Martin.