On page [31] we give an illustration of our switches. The standing vertical bar reaches from the tie or roadbed to the top of upper structure, with a crank top and bottom, thus operating top guide-beam and lower rail simultaneously. When full throw of the switch is made, the ends of the rail and guide-beam are brought directly opposite, making the joints similar to the old stub switch. These switches are thrown and locked the same as those now used. The length of the shifting guide-beam and lower rail is thirty feet. The swing of the guide-beam is eighteen inches, while that of the rail is about six. The difference between the two, twelve inches, gives the tilt to the car which facilitates the switching of cars or locomotives, leaning them to the right or left, thus reducing friction. We have two in use on our Coney Island road and have had no difficulty in switching our heaviest locomotive. Indeed the matter of switching only appears to be complicated, whereas, in fact, it is very simple and safe. No contingency can possibly arise where these cars and locomotives could not be switched.
Bicycle Railway Switch.
BICYCLE SLEEPING AND ACCOMMODATION COACH.
The illustration on page [33] describes the Bicycle sleeping and accommodation coach. The upper story is furnished with upholstered seats for thirty-six people. The lower floor has six sleeping apartments containing berths thirty-six inches wide. There are also three toilet rooms, one between each two compartments. The upper story is furnished with a door at each end of the car, which is reached by means of a spiral stair case from the lower car platform. In the lower story the doors are arranged on the sides of the car opposite each compartment and toilet room. The passengers may enter the compartment directly from the sides or through the toilet room. Every arrangement for comfort and convenience of passengers is designed for these cars.
Bicycle Sleeping and Accommodation Coach.