Part 1

TRANSCRIBER’S NOTE

Italic text is denoted by _underscores_.

Some minor changes to the text are noted at the end of the book.

1896.

BOYNTON BICYCLE RAILWAY SYSTEM.

OFFICERS: EBEN MOODY BOYNTON, President and Treasurer. DR. JAMES B. BELL, Vice-President. D. C. REUSCH, Secretary.

OFFICE: 32 NASSAU STREET, ROOM 615, NEW YORK.

[Illustration: _A Bicycle Electric Car in Practical Operation at Bellport, L. I. Has been run 7,500 miles. Weight, complete, 6 tons. Rate of speed attained on 1½ miles of track, 60 miles per hour. Highest speed on 8° curve._]

[Illustration: _Interior of Electric Motor Car “Rocket,” at Bellport, L. I., on Long Island Boynton Bicycle R. R._]

THE

BOYNTON BICYCLE RAILWAY SYSTEM.

The thirty pound bicycle has safely carried ten times its weight. A man has in one day propelled himself and his machine _five hundred and fifteen miles_. The principle of the bicycle, saving enormously in weight and friction, is here presented for application to existing and to future steam and electric roads without change of gauge or interference with existing trains.

Turn a plank up edge-wise and it will carry many-fold greater load than it would flat-wise: so by constructing two-story cars, about four feet wide and fourteen feet deep, greatly increased strength and lightness may be secured.

The cellular construction of the bamboo makes it extremely light and yet strong; so it is with the Bicycle car, constructed with veneer and steel, and composed of eighteen separate compartments corresponding to the cells of the bamboo.

It is the aim of this invention to reduce the undulations and friction of a car in motion, thereby largely increasing safety and speed, and saving wear and tear on both rolling stock and track.

Engines are now required to drive from four to eight wheels held in line back of the cylinders. On rounding curves the framing is strained by friction and wedging, entailing a large loss of power. The wheels, rails, and cars throughout suffer proportionately from grinding and shearing. The Bicycle engine, with its double-flanged wheels, follows any curve with a small loss of power.

One or more driving-wheels running on a single rail is the simplest of all means of transportation; so manifest is it that the U. S. Patent Examiner, in charge of the railroad department, writing to the Hon. E. M. Boynton, the inventor, calls it “a practical solution of the problem of increased rate of speed—simple, inexpensive, practical.”

A driving-wheel six feet in diameter can doubtless be made to run a Bicycle locomotive one hundred to one hundred and twenty miles an hour with short stroke engines, and double the number of revolutions they now make, its speed being limited only by friction and air pressure. Ninety miles an hour, however, would probably for the present satisfy all reasonable wants for express trains, and a proportionately lower rate of speed for local and freight trains.

The overhead guiding beam is set inward, on curves, tipping the train toward the center of the curve, thus counteracting the centrifugal force, like a bicycle.

Practice has demonstrated that the twenty-two ton Bicycle locomotive is so truly balanced, that when running on a tangent, the upper horizontal bearing-wheels seldom touch the overhead guide beam, an inch space being left between them; and it is found that even when running on curves, at high rates of speed, as the train is made to lean inward to balance the centrifugal force, the friction of the overhead or guiding-wheels is but trifling.

The _Engineering News_ of March 2, 1889, says:

“That the motion of a train running on a single rail in this manner might be very much smoother and safer, seems to us reasonable, or at least a chance worth thorough investigation. It is a wholly different matter from narrowing the gauge. So long as the reliance for stability is on the support of a pair of rails (the center of gravity falling between them), all narrowing of gauge must be a disadvantage; and as it is impossible to maintain a pair of rails exactly horizontal, there must inevitably be a jerking of the train from side to side, which, at high speed, becomes exceedingly dangerous; because, whenever the level is not perfect, there is a tendency created to lateral impact against one rail or the other. In bicycle motion all this tendency is eliminated. There is nothing but the forward motion to maintain perpendicularity in the vehicles (except when the top guard-rail comes by accident into action), nor is anything more needed. Hence there is only the vertical irregularities of the rail to be taken into account; and even if they should cause considerable bouncing at points, it is directly up and down, without tendency to cause lateral motion, the center of gravity being directly over the point of support tending, unaided, to stay there.[1] Taking into account this great potential advantage and the smaller cross-section of the train, it appears reasonable that a much higher rate of speed may be safely maintained than is either possible or safe with double-rail vehicles.”

[Illustration: _Cross Section of Bicycle Structure and Bicycle Electric Car._]

Comparing weight to work done, about one ton of train weight is now required to convey a passenger, and the average freight train, empty, weighs more than the paying freight carried by it; whereas it is practicable for the Bicycle trains to be made to carry more than five times their own weight without five-fold loss of wasteful friction, thus affecting a saving of at least ten-fold in freight, and twenty-fold on passenger trains. The Bicycle cars already built, seat 108 passengers, and weigh complete only five tons.

ADVANTAGES OF THE BICYCLE SYSTEM.

The peculiar construction of the two-story Bicycle cars, four feet wide, fourteen feet deep, and forty-two feet long, shaped like a plank turned edge-wise, makes them many fold lighter and stronger.

Speed and economy of transportation with reduced cost of construction.

A great saving of expense in grading and land damages.

A greater proportion of paying to non-paying load by the use of narrow two-story deep cars.

A great reduction in cost and wear of rolling stock.

A large saving of friction in rounding curves by the substitution of Bicycle spindles for ordinary car wheel axles, and consequent economy of power in moving trains, and a rate of speed more than double that heretofore obtained on railways, with comfort to passengers, and economy in the conveyance of freight.

Greater safety; as a train grooved between an upper support and lower rail renders any derailment impossible, and the train must run true, smooth and safe.

Spreading of rails by this system will be entirely unknown, the weight being centralized on the rail, both on a curve and a tangent.

A many-fold saving in the consumption of fuel, as the weight of cars drawn would be about one-sixth the weight of the ordinary cars, and the seating capacity double.

The two-story cars of this system are 14 feet in depth, 42 feet long, leaving 6½ feet in the clear for each series of compartments, and are reached in loading and unloading by two-story platforms in the depots and spiral staircases at the end of such cars as may be thought desirable on through trains. The material of which the car is constructed is wood veneer, held in place by steel bands and rods. The cars now in use have nine compartments below and nine above, each room having seating capacity for six people, face to face, seated as in a hack, 108 seats in a car. This cellular construction, like the bamboo, insures great strength and lightness. A triple band of steel encircles the car lengthwise. At the top, center and bottom, ten bands of steel encircle the car vertically opposite each division wall of the compartment, which practically divides the car from top to bottom. Eighty-eight steel rods run through between the seats across the car, the ends being in the steel frame, and thus draw the whole solidly together. The corners of the car, being covered with steel, are protected, and the strength and lightness are unsurpassed. Thus one hundred pounds is made to do the work which requires ten hundred to thirty hundred pounds in the old-fashioned heavy two-rail car.

There are eighteen doors on each side of the car, making thirty-six in all.

The veneer of which the car is constructed is three thicknesses of one-eighth of an inch each, with grain of inner layer running opposite to that of outer layers. The seats are of thin veneer running across the car, two in each compartment. This car will seat 108 persons and weighs a little less than five tons.

At the top of the car, as shown in illustration on page 9, are the bolsters holding the trolley wheels which support it in an upright position. On each end, and supporting the car, are trucks which swivel the same as ordinary car trucks, and are supplied with wheels forty inches in diameter. These wheels are constructed of the best quality of steel, light and yet very strong. Spiral springs are used in cushioning the motion of the car, and are placed in the bolster directly under the center of the car.

MOTION OF THE BICYCLE CAR AS COMPARED WITH STANDARD GAUGE CARS.

The spiral springs placed in the center of the Bicycle car allow only a vertical motion, whereas the ordinary standard gauge cars, from their width and the arrangement of their springs, allow an extreme swaying motion, which in a long journey becomes very trying, and to a great many persons is the cause of “sea-sickness.”

When a Bicycle car is rounding even very sharp curves, and at a rapid rate of speed, the swaying motion or tendency to throw the occupant laterally, is very slight and can scarcely be felt. The reason for this is obvious, as the Bicycle car is held rigidly, so far as any lateral motion is concerned, but tilts naturally to the right or left according to the direction of the curve.

With these cars it has also been found, that the greater the speed the smoother they run, providing the rail itself, upon which the cars run, is true. But supposing for the sake of argument that the rail is not smooth or true, even the uninitiated can readily see, that the Bicycle car having only half the number of wheels, meets only one-half the inequalities of the rail, and wherever these occur, cause only a vertical motion, whereas the standard gauge cars have both the lateral and vertical motion, in consequence of being let down first on one side and then on the other.

As we have already shown, the Bicycle car is absolutely controlled by the overhead structure, both from any tendency to bound or leave the track in any possible manner; in fact by its momentum it is also self supported, like the bicycle, causing only a slight strain on the structure, even when maintaining a high rate of speed. This being a fact it can readily be seen that the side motion of the car could not in any case be great, and a speed of even 100 miles an hour could be maintained without inconvenience to passengers.

It has frequently been asked, could a person breathe going at that rate of speed? It is not necessary to say he could, as we are constantly traveling over 1,000 miles per hour, without suffering any inconvenience, as in either case the atmosphere is carried with us.

And again:—What would be the effect if a number of people were seated on one side of the car? Would it not throw it out of balance?

These narrow cars bring the weight of the passengers on one side within one foot of the center, the height being fifteen feet, the side strain overhead would be one-fifteenth of the weight of the highest number of passengers (36) possible to be seated on one side, and would only be about 75 pounds on each of the four overhead trolley wheels. This would only be a trifle, as they are constructed to carry from two to five tons weight. This is an extreme case, however, as the cars ordinarily would be about evenly balanced.

A DOUBLE TRACK ROAD OF EVERY SINGLE, AND A FOUR TRACK OF EVERY DOUBLE.

The illustration on the opposite page shows how this is accomplished. On the side of the structure where the Bicycle trains are shown, we have an ordinary standard gauge, four feet eight and one-half inches. This gives us four feet and eleven inches from center to center of each rail, and as shown, with cars four feet wide, we have eleven inches between trains. This is ample.

On places were the curvature is considerable, cars could be made still narrower to accommodate four in each compartment instead of six, and to allow more space to clear one another in rounding curves where the overhang is considerable.

On such a road as shown here, two rails could be used for through express trains solely, with no possible interference, and every opportunity would be given for a very high rate of speed.

The value of such a line to business men would be incalculable, giving them a rapid, comfortable and safe transit, and at one-third the cost to railroad companies of the present so-called express trains.

Any business man, to whom time is valuable, would pay almost any price to reach the various places in order to facilitate his numerous business transactions.

The other two lines could be used for local passenger traffic and the carrying of freight.

[Illustration]

[Illustration: _Bicycle Palace Car._]

COST AND ADVANTAGES OF UPPER STRUCTURE.

The cost of changing an ordinary double-track road, with wooden structure similar to that illustrated on page 9, would depend on the price of timber in the locality where the change was to be made. A wooden structure would in many cases be sufficient, provided it were made of the proper strength, and would last a great many years with a very slight cost for repairs.

On these structures could also be carried the numerous telegraph and telephone wires, and with suitable wire on the sides would furnish fencing, which is necessary to keep the track clear from cattle and other obstructions.

It will be noticed that the cross timber, upon which the rail rests, is bolted to and forms a part of the upper structure, so that from no cause whatever could the rail settle, allowing the train to drop out, but in any case the structure and track must settle together. In a structure of this description, posts would be required to be set from twenty to thirty feet apart, and the longitudinal guide-beams would be trussed together, making them very stiff and strong.

It must always be borne in mind that the strain on these structures would be but slight, either on tangent or on curves, and yet the structure should have sufficient strength to keep the overhead guide-beams true, so that the supporting and the upper guide-rail both are in the same vertical plan.

According to the Bicycle principle, the Bicycle cars would be able to keep themselves in an upright position, while in motion, without any assistance of the upper guide-beam; but to quote the _Engineering News_, “Of course as stability depends on the existence of rapid forward motion, and that motion ceases at stations, and is liable to have to cease at any moment from accidental causes, provision must be continuously made by overhead rail and guide-wheels, or otherwise, for support in case of need. Otherwise if the vehicles stop, they will at once tip over. But a provision of this kind, which is only called into action in case of stoppage or sudden casualty, is one thing: an overhead rail which is continuously relied on for support is another and quite a different thing. In the latter case, the conditions might not be more favorable for smooth motion than on the ordinary double-track rail. In the former case, the top guiding-wheels need not be in contact with the overhead rail at all, except at stations, and hence there is much less necessity for exact construction or great strength or durability, and the evident possibility of maintaining much higher speed with smooth motion, because, the faster the speed the stronger should be the forces tending to maintain vertically, if the Bicycle principle be, in fact, capable of such extension, and the action of these forces is perfectly smooth and uniform.”

After a year’s constant use on the Coney Island road, with a wooden structure which was only put up for temporary use, the effect on the guide-beam was hardly perceptible. We have run on this road over 7,000 trips, or about 25,000 miles, and the rubber bands on the trolley wheels of the cars are not worn at all. These facts will bear investigation, and certainly ought to show conclusively the amount of overhead strain on the structure, as the road is full of sharp curves, and the effect of the strain should be apparent here if anywhere. Note Mr. Pond’s letter.

“HON. E. M. BOYNTON, President Bicycle Railway Co., 32 Nassau Street, N. Y.

“DEAR SIR:—I wrote you on the allowance of patents on your Bicycle Railway System as follows:

“‘It presents, I think, a practical solution of the problem of increased rate of speed, as also of the problem of an increase of the ratio of paying to non-paying load, whether in freight or in passenger traffic.

“‘I think both these results are altogether feasible, and are rendered so by the system you propose, which is simple, inexpensive and practical.’

“After my ride of Saturday last on your road, I will add, that I regard the predicted success as mechanically and practically accomplished. Upon careful examination, I believe the conditions to be more favorable to safety at a very high speed than in the standard road.

“The whole catalogue of risks arising from ‘spreading’ of the track is eliminated from railroading by this system.

“The freedom from lateral oscillation at high speed—at any speed—is remarkable, but very easily explained. Accustomed to write a great deal upon moving trains, I can write a steadier, smoother hand on this car than ever on any other. The evident capability of very high speed is surprising. Ride upon the tender and watch the guide-wheels aloft, and see for yourself how much the machine, when at high speed on a tangent, stands right up of itself, ‘bicycle fashion,’ and how little work is required of those same guide wheels; and, in short, to see the train pass is to see the ‘poetry of motion.’

“It would seem that to run 100 trains, each of sufficient capacity to carry 100 persons a mile and three-quarters, all on half a ton of coal, should attract the sharp attention of railroad people. Such a fact admits of some astonishing deductions, but can probably be explained by the very great reduction of friction, and the reduction of non-paying weight per passenger to be hauled, from six to thirty fold, which are realized in your system. To be able withal to transform a single track standard road into a double track line, with more than a doubling of capacity, is another startling and very tempting fact. I see no reason why your system should not, and every reason why it should, be universally adopted by existing roads in the interest of speed, safety and economy.

“BENJ. W. POND, _Examiner U. S. Patent Office_.”

N. B.—Mr. Pond is and has been Chief Examiner in the Railway Department of Patents for twenty years past.

[Illustration: _Bicycle Box Freight Car. 30 feet long. 5 feet wide. Weight, 3½ tons. 9 feet high. Capacity, 7 tons._]

[Illustration: _Bicycle Coal Car. 24 feet long. 5 feet wide. Weight, 3½ tons. Capacity, 7 tons._]

[Illustration: _Bicycle Flat Car. Length, 30 feet. Width, 5 feet. Weight, 3 tons. Capacity, 7 tons._]

[Illustration: _Elevated Railroad Station showing the two Express and the two Local Trains of the Boynton Bicycle System and the manner of getting in and out the trains from the lowest Stations. Where height is sufficient the entrance to the Express trains is made directly in an Elevator from the Street._]

THE EFFECT OF WIND PRESSURE.

In a recent scientific review, the writer, while admitting advantages of the Bicycle System under ordinary circumstances, says: “A high gale of wind striking against the sides of these two-story cars would press them against the upper rail with a force which nothing could resist.” Our present location should have given this matter the severest possible test, located as we are in close proximity to the ocean and exposed on a trestle over a mile long and high above the level of the sea, where terrific gales of wind have swept against the sides of the cars. We have as yet had no difficulty in keeping the track, and have failed to perceive any signs of being carried away by this “irresistible force” of which he speaks; on the other hand, we would not answer for the safety of a standard gauge train passing over the same place under like conditions, as instances of locomotives being blown off the tracks and down embankments are authenticated. Certainly a gale of wind which is strong enough to endanger Bicycle cars or structures, would carry the heaviest standard gauge train off the track.

In the Bicycle System the trains as they pass along serve in a measure to ballast the structure at the very point where the wind pressure blowing against the sides of the cars would have any effect.

FARMERS AND CHEAP SUBURBAN ROADS.

[Illustration]

The possibilities of this system of railway construction are immense. Small feeding roads may be built in sparsely settled districts, where the farmer of moderate means may build his own roads, and transport his grain and produce to town with but a trifling cost. A road sufficient for this purpose could be built for probably about two thousand dollars per mile, especially in districts where timber is readily obtainable. This would be a great boon for farmers, as at present some of their products scarcely pay for raising, and their only means of transportation to the large towns is by horses and wagons.

A very light rail may be used in this description of railroad by placing longitudinal timber underneath, which could be formed by a tree hewn or sawed on one side for the rail to rest on. Passing underneath is the cross-timber placed at right angles, to the side of which supports for the upper structure are fastened. Bicycle locomotives may be constructed weighing from two tons up to any weight according to the load necessary to be drawn.

Where the surface is moderately level, longitudinal timbers may rest on the ground. From their strength and stiffness the danger from washouts would be very little. These structures may be composed of lighter or heavier timber, as it all depends upon the weight which they are required to carry.

[Illustration: _Elevated Double Track Georgia Pine Structure. Cost, $20,000 per mile._]

BICYCLE ROADS IN MOUNTAINOUS DISTRICTS.

There are numerous places where the Bicycle System will commend itself, and where the necessity for the construction of a standard gauge track becomes a very expensive operation, especially in mountainous districts, where solid granite must be cut away in order to get the required space. The actual space occupied on the surface for a Bicycle road, need only be enough to rest the supporting rail, where a standard gauge road would require a great deal of expensive work to prepare a level surface the necessary width, upon which to rest the ties. A longitudinal iron or wooden beam upon which to rest the rail is all that would be required for the Bicycle line, thus bridging all inequalities, and saving greatly in expense.