US867007A - System of railroads and appliances pertaining thereto. - Google Patents

Description

PATENTBDSEPT, 24, 19o?. vjn H. BoYBs L E.' F. 'VON WILMOWSKY'. A i SYSTEM or RAILROADS AND APPLIANGES PBRTAINING THERETO,

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` APPL'IOATIOH FIIiD JULY 23, 1'900..l

gNo. 807,007. PATENEED SEPT. l2A, 1007. w; E. BOYES & E.-E. voN wILMowsE'Y., SYSTEM .0E EAILROADS AND APPLIANCES PEETAINING TEEEETo.

yAPPLICATION FILED JULY 23, 1900..

No. 867,007. PATEN'EED SEPT. 24, 1907.

w. E'. BoYES & E. E'voN WIEMOWS'KY. SYSTEM `0E EAILROADS AND APPLIANCES PERTAINING THEEETo.

APPLIoATIoN FAILED JULY 2a, 1900. v

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WIT/VESSES: INI/[NTRS PATENTED SEPT. 24, 1907.

w. H. BoYBs & E. P. voN w11.

APPLICATION FILED JULY 23, 1900.

MOWSKY.

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sYsTBM 0F RAILROADS AND APPLIANCES PBRTAINING THERBTO.

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vjv. H. fB'oYs & E; P.y von wILMowsKY. SYSTEM of' 3411.110

ADS AND APPLIANCES BERTAINING THERETO. APPLIoATIoN um) JUL; 2s. moo.

w Esam- @Mm/M No. 867,007. A PATBNTED SEPT. 24, 1907. W. H. Bons-a E. P. YON WILMOWSKY. vszs'rlsa OPRAILROADS AND APPLIANCES PERTAINING THERETO.

APPLICATION FILED JULYl 23, 1900..

6 SHEETS-SHEET 6.

UNITED STATES PATENT oEEIoE`.- y

WILLIAM H. AND ERWIN F. VON WILMOWSKY, OF NEW YORK, N. Y.

SYSTEM oF RArLnoADs AND APPLIANCES PEETAINING THERMO.'

Specification of Letters Patent.

Patented sept. 24, 1907.

Application filed July 23. 1900. Serial No. 24,586.

To all whom it may concern:

Be it known that we,'W1LLIAM H. BoYEs and ERWIN F. VON WILMoWsxY, both of the city of New York,

county of Kings, and state of New York, have invented a new and useful System of Railroads, of which the following is a specification.-

Our main object is to provide means to travel with increased speed and in a smooth, noiseless manner. For this purpose, we have devised what may be calledy an autobalancing system of railroads; it is a true ene-rail railroad, and consists preferably, of an elevated trackgirder of special lconstruction and a half-bisected car which issub-divided into sections and fitted to ridel on said girder.

Half-bisected cars, frequently described as saddle cars. have been used before, but they were not subdivided and not autobalancing, 'L'. ep., they did actually run on one rail, but only for short moments of time, because the slightest force such as a light side-wind or a movement of the passengers would unbalance the car. To counteract this condition, so-called guide wheels werel kept running on the sides of the track-structure on special rails at a higher and a lower level. These guide-wheels, therefore took away from such known systems the 'character of a true one-rail railroad. Such systems were in actual operation two-rail rail' i roads. Our system uses too as well upper as lower guide-wheels, but in a different manner, substantially as safety wheels and to take up centrifugal strains on sharp curves, sothat ordinarily they may not touch the track at all. Further, the known one-rail railroads try to balance the car practically on one line, which obviously is impossible; they generally have a narrow rail', or have wheels supporting the car without lateral freedom relatively to the supporting rail. Our system accomplishes a balancing on principles which are fur 'darnental to two-rails systems. The supporting wheel, in the new system, has a broad, concave, soft face, preferably, and a convex track of great-er width, and permits latealplay of vsaid Vwhe'el andfsaid track, and alsopermits dierent side inclinations ofsaid wheel.

The above peculiar shape of wheelface andtrack provides a centralizing influence, forcing-the wheel always to return to the track-center or rather to oscillatearound the track center line describing a 'practically sinusoidal curve, as said influence Aisthe stronger, the more the said wheel is away fromthe said centerline.1 The cause of this iniiuence is the same as the deviation which a cone Ashows when placed on ahorizontal. table and pushed in a'direction vertical to its axis. The resulting deviation will be called herein evolvi g effect \of an axle or wheel which is supported sub tantially in two areas revolving at different speeds (owingfto the difference of their radii of rotation). This is in anal: ogyl to two-rail railroads. It, also, will be seen .that inf wheel and the center of the track, is, practically, not

conical halvesseparated or not by a small distance; and

tral part of which may or may not be omitted.

The above smoothly acting centralizing influence with enough lateral play is a characteristic feature of Eeffect of climbing wheel-anges in the knownon'e-rail railroads is considered And the' absence of, wheelpared with two-rail railroads, especially for extra high speeds. v f 'l j Another distinctive feature of the -new`system conused 'as in systems known, but under ordinary conditions the lower guide-wheels which are essentially further away from the track-structure than the upper nes, remain passive, and therefore are called herein safety. wheels.

The upper guide-wheels, when the car-sectionf under consideration is centric to the track, have a clearance from the track-structure'of e. g. one inch, and are taining the supporting axle, but in the middle between two adjoining planes of this kind,`and they are fixed either to both ends of thesection or only tothe forward end. In the latter case, therear end 'of the section is fastened to the front end of the adjoining section in such way that a certain lateral play e. g. up to three inches each way is permitted against elastic lateral pressure. Now, the section is constructed in a truckless way, which is feasible' 0W ing to its small weight, the length being nine feet. The expression trucklessness is meant to describe a section in which the axle bearings (except for the up-and-down motionv resulting from the lelastic elements by which said bearings support the 1Weight of the section) are practically stationary in rela- `tion to the car body, sv that wheel and sectionmove practi`cally ,together in yhorizontal direction. Under tally relievedof lateral pressure and'act as true guidelimits in its lateral oscillations, while for the rest ofthe time theyare passive. But they may be made .to press tion. i

As the section is supported in one point, or more `cor -rectly'in two small areas located close together, it will be seen that the'section can be made to turn bythe adthe new system the center of the falce of the supporting-i anges in the new system is an advantage when comf sists in the particular use of the guide-wheels. In al strong side-wind and on sharp curves said wheels are used, but only the two sides. When it is preferred to use an iron wheel-face, the latter mayconsist of two the new system, and forms a contrast when'the jarring 65 A' Y located not within the vertical transverse-plane'con- "I such conditions, theV upper guide-wheels are substalrftg,

wheels when lthe supporting-wheel exceeds certain V against their rails at least with a slight insignificant-L f pressure under all conditions only to. keep .then in mo- -Ijoining `ection or by the guide-wheel concemed with 60 the track may have a hyperbolic cross section, the cen- I wheel referred to. But when itis prevented from doing so by a strong side-wind or at sharp curves, it tends to do it and said guide-wheel is at least partially relieved. Guide reels so located and so used are called herein 1e reved'guide-wheelsi. An essential condition to this relieving of lateral pressure is lateral freedom to the supporting-wheel upon a broad track and location of the pair of guide-wheels ahead of the supporting wheel and practically at tho level of its lowest point and a practically stiff connection between the bearings of the three wheels referred to.

The gravity center of the empty section may be C. ,r/. six inches above the track. Owing to the weight of the motors, which are gearlessil would require undesirable complications to so locate the gravity center that' Ithe same is always below the track. But even 'when the section is empty and the gravity center relatively high, the section is supported in stable equilibrium owing to the width of the wheel-face andIto eventual side-inclination. Besides, adjoining sections uphold each other, and in extreme cases the lowcrfguide-wheels, called safety-wheels, come into p lay.

In the foregoing, the novel and fundamental features of the new system have been described as seen on the working mechanism of a single car section. To make said features operative within a train, the described monocyelic truekless sections are joined exibly in pairs at the top of the saddle and at the car-roof for taking up the motor-and brake-reactions, which otherwise would tilt a monocyclic section. But this is done so,

pressure of a spring or of a rubber cushion. lhc pairsl of sections so formed are joined laterally in the same way just mentioned. To avoid placing the series of sections so as to form a zig-zag line, each two adjoining sections may be provided with lateral spring-including buffers, of the kind which are used in two-rail railroads, but used in such way andlocated in such manner that. there is no looseness, il. e. said buffers may be located at the height of the track or at the same time at the roof and at the car floor. The bodies of the sections are joined besides, on their outside and on the saddle, by flexible canvas such as is used generally in vestibuled trains. Platforms and loose couplings are abolished in the new system. 'lhe inside of the train or, as the same may be called as Well, of the sectional car may form one continuous inclosed space, if so desired. The floors of adjoining sections are joined by overlapping iron plates, as is known from vestibuled trains in two-rail railroads. At stations there is a platform on each side of the track.

As switches for the system a substantial platform, is used movable upon two horizontal rails at right angles to the main track. This platform may be twenty feet long and support two pieces of regular girder fitting exactly the gap in the main track or, when moved to the other position, fitting exactly the. gap between the main track and the side track. One of said pieces is of a curvature of about one hundred feet radius.V

-The flexibility of the car, which may be so long as anytrain, or, as it may be expressed as well, the great interposed rubber and gritty material.

section.

subdivision of momentum of the car has a speci-.il significance at speeds such as one hundred and fifty milt-s an hour, because jarring is prevented thereby, wear and tear of the track and of the motors and of thc rolling stock generally, is reduced by said flexibility. For the wheel-face, cotton duck or any other fibrous material may be used such as skins. hides, leather, with Perforated and corrugated thin-sheet iron plates, which keep away a little from the wheel-face, alternate with the fibrous plates referred to and hold the latter in place. a number of bolts penetrating and compressing both kinds of plates. That the wheel-face is concave, and that it is of soft material, is not essential to the system, so long as the rotating axle of the supporting wheel is supported by two little arcas only a small distance apart, and for so far said areas have a different radius of rotation whenever the car section concerned ceases to be centric to the track. in such way that a centralizing iutluence is exerted, as is well known in two-rail railroads but is new in one-rail railroads.

ln all the foregoing. the general features of the new system have been explained. (hic particular way, in which it is preferred to apply said features, has been shown in the drawings, which form an integral part of the specification. We do not limit ourselves to the particular figures given in specification and drawings. Such figures and dimensions are given merely for the sake of illustration.

Figure ,l is a plan of a section and parts of the adjoining sections and of the track. It is understood that all sections are built exactly alike, except .the front and the rear section which may be of somewhat, pointed shape, and considering that generally only a few of the sections need to be provided with an electric current collector. Fig. 2 is a llongitudinal elevation of one Fig. 3 is a transverse elevation of one section. Fig. 4 is the saine for a double-decked car. liig. 5 is longitudinal elevation of a double-decked car. Fig. 6 isa plauofa complete half-bisected sectional car upon a track shown whileapproaching a track switch, of which latter Fig. 7 is a side clevation. Fig. 8 is a diagram showing from above the relative zigzag position of-two adjoining sections which is to be avoided by making the compressed buffersprings, referred to in the foregoing, of sufficient strength. There is generally a tendency to such nig/.ag formation, because-even when all sections have exactly the smile motive power-each section tends to push the section infront. contributing thereby to overcomethe hetulairresistance of the car. Fig. Si is another diagram showing from above the relative position ef a supporting wheel upon a track in a side wind, the wind being indic-ated by two sm'all arrows. The wheel, :is shown, is kept ruiming slightly against the side wind by the right-hand guide-wheel shown, which latter presses hard on theguide rail while the lefbhand guide-wheel is practically inactive. The rear guide-wheels of thc same section (if there are any) are adjusted so, that they are further apart from each other, practically. than the front guide-wheels. Fig. 10 represent-s` the supporting wheel, its axle and two gearless electric motors and hoopbrakes with their upward reaching levers. Fig. ll is a cut through the supporting wheel parallel. to its sides showing one of the corrugated and perforated sheet-iron plates and the soft material beyond the same. Fig. 12 is a top view of a turnstile giving alternate access 'to the two platforms needed for a halfbisected car at stations. v vA permanent stationary bolt (not shown) prevents the movable part of theturn-` stile to move through more than about a quarter of a circle. Fig/13 is a vertical cut through one of the guidewheels of which each section in the drawings is shown to have four upper ones and four lower ones. This cut shows a number of disks of soft material pressed together by bolts t'. e. essentially the same construction l as used for the supporting wheel. Fig. 14 the same seen from above. Fig. l5 is a diagram of an electric coupler between the gearless electric motor and a disk attached to the axle of the supporting wheel, there being three coiled. springs, of which4 onlyl two are visible. Said disk has upon its periphery the hoopbrakes shown in Fig. l10. Fig. 16 is a bicyclic trolley device seen from above, `which answers for speeds forl which a single trolley would be unsuitable. Fig. 17,

the same, in vertical plane, but iny a position corresponding to Fig. 16; 1f. -e. a line'which is horizontal in Fig. 17 is in reality a. vertical line. Fig. 18 shows the application of the main'features of our invention to a track having two rails close` together on which two wheels in close proximityare running. The lateral play is much greater than in two-rail, railroads. No

flanges are needed; the wheel-faces are large, as neeessary for much4 lateral play. Fig. 19 is a cross-section of the convex track rail and of the rim of the supporting wheel.

. The same 'symbols represent in the drawings identical er analogous partsl is the 4track girder, which may be supported every /forty feet to form an elevated road, in which the car -floor as well as the track girder have a clearance of the groundA of about 12 feet. Or the girder may be supported on widely spaced sleepers close to the ground for interurban roads.

2 is the convextrack consisting of short lengths of cast iron about five feet long and having a rough surface to afford sufficient grip to the soft'wheelface; in resRect to this grip, the well known experience of automobile rubber tires will serve as guide.

3 (Fig. 3)'are rails for the upper Aguidewheels to run on. 4 are similar rails for the lower 'guidewheels I 5 are rails to supply power to the current collector.

6 (Fig. 2) (see below the left-hand central seat) is al longcasing including the long spring (48 in Fig. 16). 7 is a casing containingthe bicyclic trolley (Fig. 2). 8 is folded canvas between sections (Fig'.- 2) (see in the upper left hand corner of the drawing) on that part of the car Where the roof slants down.

9 is'a paneling (Fig. 2) on the lowerhalf of the saddle.

10 is the car-floor. The gap i'n the same, between sections, is bridged oven-besides the folded canvas mentioned in the above-by sliding iron plates.

11 are the sides of the car.

12 are the doors of the car.

v13 is the folded canvas between sections. The same A covers on the sides of the car a gap of four inches,- measured when the car is on a straight track, and of eight inches, when measured while the car is on a curve of about one hundred feet raidus, such measurement taking place on the outside of thecurve.

14 (Fig. 2) is the framework orrtruck, the symbol 14 being marked on the main horizontal member of s'uch truck ofthe motor-wheel.

15 is the saddle of the car, its top is flat, and 24 inches broad, and is reinforced at its ends and in the middle, i. e. atthe points where the whole weight of the section is supported from the axle bearings of the motor-wheel with four intervening springs, 16, the latter being shown in elevation in Fig. 2 and in top view in Fig. 1.

17 (see Fig. 3 and 4)`is the roof of the car.

18 (Fig. -1 and 2) is a cylindrical, vertical hollow space forming the. center of the couplings which join each two neighboring sections, and which are located on the top of the saddle. f

19 (Fig. 1 and 2) is the top of the saddle.

20 (Fig. 3) angle irons reinforcing the upper inside edges of the saddle.

21 (Fig. 1) are uprights of iron of suitable section forming the outside framework of the car. l

22 (Fig. 2 and 3) is the upward reaching lever of the hoop-brakes. l l v 23 (Fig. 1, 2, 3, 5, 18,19) is the face of the'supporting wheel.`

4.24 are the hubs ofthe.' supporting wheel. (Fig. 3).

25`see Fig. 3, forms 'the central part or web of the supporting wheel. The latter is shown to consist of two i equal halves, divided in a medial plane.

26 (Fig. 19) is ametallic rim inclosing soft material, and fastened to the side of tli'e wheel by the bolts shown.

27 (Fig. 19) are the corrugated thin sheet iron plates, which hold back the soft fibrous plates, 28, against centrifugal strains, while all said plates are permeated by the bolts, 29. I

30`(Fig. 1, 2, 4, 5) is the seat 4for the hoop-brakes.

31 isthe 'bolt or axle around which the lever of the hoop-brakes, 22 (Fig. 2) is made to turn. l

32 (Fig. 2, 3, 4, 5) are the upper guide-wheel cases.

33 (Fig. 2) is the brake-rope, located at the very top of the car. It does not operate the lever, 22, directly; but through the medium of the coiled springs, 34. The aim of this is to equalize 4the braking effect, and to make the same simultaneously acting on all the brakes of the train', respectively on all brakes on one side of4 the train.

'. 35 (Fig. 3) are the rotating armature coils of the ele'ctric motor with which each half of the wheell is provided. A

' 36 (Fig. 2 & 3) are the stationary field magnets of the motor wheel.

37 (Fig. 3) are sleeves supporting said magnets and forming the axle bearings (Fig. 3) for the supporting axle, 39, to which latter the two hubs, 24, of the supporting Wheel are fixed. 'l

38 are the coils of the stationary field magnets v (Fig. 3).

39 (see above after 37). 40 (Fig. 4) are tubes for supplying artificial ventilation and during the cold season heated air.

41 arev the passenger seats. 42 & 43 (Fig. 4) are station platforms. 44 are the bicyclic trolley wheels held in the fulj/T crum, 45 (Fig. 3, 16 & 17).

46 (Fig. 15) are the three springs which form the elastic 'coupling between the motor (72) and the supporting axle.

47 are the bearings (Fig. 16 & 17) for the short trolley pole (65).

48 (Fig.'l7, 16) is the long coiled trolley spring.

49 (Fig. 16) is the ariu ot' the bicyclic trolley, which is easily movable around its central pivot (66), so that when one wheel (44) is pushed off its rail (5) by'a slight irregularity oi` ilie latter. its twin wheel (44) is pressed so much harder against said rail, insuring under all conditions good electrical contact. t s

50 (Fig. 3, Fig. 4) are the upper guide-wheels. 5l are the lower guide-wheels.

52 (Fig. i3) are the bolts within the guide wheels which compress the two sides and penetrate the plates of fibrous material.

53 are the cases of the lower guide wheels or safety wheels (Fig. 3).

54 (Fig. 1. 2, 5) is the casing for the supporting wheel.

55 (Fig. 2) is a flanged cylinder-of vulcanized rubber of ample proportions, which is iirinly compressed between an outside metallic cylinder (57) and au iu' side one (56) by screwing dow'n the strong washer plates, (58), on the screw thread with which 56 is provided on its upper end. 57 is fixed to the top of the saddle of the central section shown. 56 is fixed to 'the saddle of the left-hand section of which only a, part is shown.

5S) (Fig. 2) are chains for holding adjoining together in extreme cases.

60 are Ventilating tubes, -the same as 40 (Fig. 3, 4).

6l (Fig. 5) are station indicators located in each section and consisting of a U-tube in which a colored liquid is niade to ascend or descend by Sonie electrical means with magnet and plunger or otherwise.

G2 (Fig. 2) are transverse bars which join the lateral Wheel frames, 14.

63 is an upward projection of the latter Iraines.

64 (Fig. 3 & 16) are plates to which the bearings of the trolley device are fastened.

65 is the short pole of said device.

66 is the pivot of the latter.

67 are two pivoted braces joining the car-roofs (Fig. 1) of neighboring sections. v

68 is a liar to support the motors. The latter are shown in Fig. 1 in two modifications. The centralV section shown contains a motor wheel and the righthand section shown contains a supporting wheel with separate motors.

69 are the armatures of the latter.

70 (Fig. 1 in the right hand section)l are half elliptic springs supporting the car section from the bearings, which latter are located between said motors and the supporting wheel.

71 are projections of which three are fastened to the disk of the hoop-brakes (Fig. 15).

72 represents the motor in Fig. 15, t. e. in the modification shown in the right-hand section of Fig. 1.

What we claim as our invention and desire'to secure by Letters Patent of the United States is as follows:

sections center, which has a varying position relatively to the car owing to (he different distribution of the passengers, and t'oi' ilie purpose of making independent', from said inclinations the deviation of said center from the vertical plane 4contalninj.:'the trackcenter-line and for the further pui'- poseof making allowance for the t, ration effect' by which an oscillation of a wheel around a vertical axis (resulting in said lateral play) is mutually accompanied by an oscillation around a horizontal axis (which resultsl in said iiiclinationsl---substantially as, described.

2. in n one-rail railroad a lialf-biscctedcar` a track girder to support said car practically :it the level oi` its` center of gravity. inwind-faced supporting wheels without flanges which-wlicn the cail is not centric on the track touch the track in at least two poiiits of diilercnt radii of rotation the lesser radius corresponding.Il to 'the side to which it is desired to move the car i'or theipurposc oi` centralizing--in combination with a suitable ti'aciioii sur face of :i width siifliceiit to allow for ilie. display oi the centralizing effectv referred to.

It. In a oinhrail railroad a girder provided with a wide convex traction surface. a half-bisected car, supporting wheels in said cai' with a running face adaptable to said convex traction surface and of a width smaller than this surface and freely oscillating thereon for the purpose oi' keeping the car central to the track on straight or slightly ciii'ved stretches of the latter.

4. in a oneaail railroad a girder track provided with :i wide convex traction-snrface, a half-bisected car riding.; on said track. supporting' wheels in said cnr with a runningl face adaptable to the convex traction surface and of :i width smaller than this surface foi-,keeping the car centric on the track on straight or slightly curved stretches oi iin` latter without the aid of guide wheels, and guide wheelsI located between the supporting wheels at the level of the center of gravity of the car and wiili some clearance from the side of the girder and near the top of the gli-der so arranged as to give io the supporting wheel a direction slightly deviatiuaY from .the exact direction of thc` track and therefore to keep upon the track salti supporting wheels on sharper curves ofthe track and when the car is exposed to a strongr side wind-without the :iid of any iianges of ilie supporting wheel-in combination willi safety wheels running at the bottoni of said girder.

In a one rail railroad for a ii.llfbisected car supportv ing wheels oscillating upon a wider traction surface by virtue of the evolving cii'cct" in combination with guide wheels located between the supportini.r wheels and near the top of the track gli-der and relieved of lateral pressure under ordinary couditioiis, bilt taking up the centrifugal stresses at the level of tlie center of gravity of the car when the car is roundingr curves with considerable speed.

ti. in a one-rail railroad a half-bisected car and :l gti-dcr the sides of which have near tlie bottoni und close to the top rails t'or auxiliary wheels to run on. in combination with a broad tinngeless supporting wheel and :i broader supporting.: i'ail or their equivalents, the latter rail forniing ilie top of said girder.

'i'. In a one-rail railroad a half bisected car and widefaced Supporting wheels, the riin oi said wheels consisting of fibrous plates suitably secured, such as linen duck plates alternatiingr with corrugated sheets of metal of smaller radius, in coiilbiiiatioii with a convex track oi' :i widili surpassing the width of the wheel-face substantially :is

described.

H. For a one-rail railroad a half-bisected car and widefaced supporting wheels with yielding disks of fibrous material held between a number of thin metal plaies and backed by elastic material in combination with a convex track substantially as described.

il. ln a one-rail railroad a sectional balf-bisected car with subdivided motive power and constructed with such distribution of the buildini,r material that the gravity centei' is kept near the middle of tlie height. of the car. ainl. therefore. near the level of the track, in combination willi means to freely permit liniltcd side inclination of each scctioii of the ear. the motion of the gravity center not being disturbed thereby.

lo. in a one-rail railroad a sectional hulfbisecied cnr, a single supporting wheel in the upper half oi' cach scction touching the track at the middle ot the lengthand oivthe width--and of the height of the section and means located between adjoining sections to mutually uphold the sections.

11. ln a one-rail railroad a halfbisected car consisting of monocyciic sections in combination with uprights joining the saddle and the roof ot' the car and with close linkv ing means located at two essentially different levels around said uprights substantially as described.`

12.' In a railroad a half-bisected car consisting of short sections, means to pivot each section at its geometric center and means to keep-said center near the center line of the track in combination with other means to join the ends of the sections by a continuous flexible shell.

li. ln a railroad a half-bisected car consisting of short sections, inside of thc upper halt` of each section in the middle of its length a single supporting shaft the direction of which hasv a fixed relation to the car section in combination with gea'rless motors located around the shaft so arranged that the magnetic field lines are radial to said shaft and in combination with means-consisting in a suitable connection with the car skeleton-of keeping said shaft in alinement-and in combination with guide wheels which act as true guide wheels for the sup-l porting wheels and at the same time as safety wheels for the section body, substantially as described.

14. In a railroad a half-bisected car consisting of short sections substantially without metallic contact between sections, close and at the same time elastic means of linking the sections together, supportingr Awheels with soft adaptable faces' and soft faced guide wheels relieved of lateral pressure and means io pivot each section in combination with a track-supporting girder stiened insides and possessingl a smooth outside and reaching down to the car floor: all for the purpose of avoiding noises, vibrations and jarring.

15. In a railroad a sectional halfbisected car without platforms, individual doors on each side of said car, station platforms on each side of the track, means to a'liord alternating access to said station-platforms and an `inclined step running' along the edge of the station-platform, all for the purpose of avoiding the requirement of special attendants to secure an equal distribution of the passengers. ,X I

16. ln a railroad a car, short sections forming parts-of the car, flexible joints between tbe shells and of the sections, said shells and joints forming a smooth continuous inclosure, with uninteri-uptedinside space, close linking means between the frames of the sections near the highest and near the lowest point within the center plane of the car the whole car forming a vestibuled train without platforms and couplings.

`17. In railroad a car consisting of short sections, firm and elastic linking means between said sections, such as loose concentric metallic cylindersallowing independent side inclinations, oscillations and vibrations of each section and suitable elastic elements, such as-hollow substantial cylinders or elastic gums located between' said metallic cylinders, for firmly opposing thevmotions referred to preserving thereby the required rigidity of the car.

LFI

18. In a railroad a sectional car, flexible joints between sections in combination with a fin on top of the car of suitable height consisting of rigid pieces and of short exible pieces at the section joints the finbeing made of a height to locate the center of side wind pressure at solne predetermined point and for the purpose to steady the general motion of the sectional car and damping the lateral oscillations of the individual sections.

19. In a railroad a sectional car, means to allowv independent oscillations of each section around a vertical axis and around a horizontal axis parallel to the direction of travel in combination with means consisting in a suitable distribution of the weights-to change the radius of gyration concerned in said oscillations in some sections, for the purpose of avoidingl the coincidence of the periods of oscillation of adjoining'sections substantially as described.

20. In a railroad a car consisting of short sections- 4such as having a length of nine feet-, elastic linking means between sections, oblique section-ends joined by flexible material for enabling the car to round curves ot' the track.

21. In a railroad a half-bisected car consistingr of short sections-such as of nine feet lengthsuitable linking means between sections in combination with oblique section-ends and with flexible material-joining the sectionsv for the purpose of enabling the ,half-bisected car to lturn around curves of the track which have a small radius.

2;. In a railroad, a train consisting of a series of monocyclic units, each unit supported near its gravity center, at the lowest point of the supporting wheel, in combination with elastic means to restrain-by the neighboring sections-the various individual oscillations of each unit around a horizontal axis passing through said lowest point, and those around a vertical axis passing through the center of the Wheel.-

23. In a one-rail railroad for a half bisected car the combination of a supportingwheel and a pair of horizontal guide wheels, the latter located at the track-level and at the level of the center of gravity of the car and located at some distance ahead of the supporting Wheel which they'are guiding, for the purpose of relieving the guide-wheels of lateral pressure and of allowing the.

lthe direction of thetrack, in combination with a track the contigui-ation of which allows a free play of the supporting wheels.

We have given in the foregoing a full and complete def WILLIAM H. BOYES. ERWIN F. VON WILMOWSKY.

Witnesses:

WILLIAM A. BONNELL HENRY W. KNIGHT.

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