Improvements in or connected with Wagons and Carriages for Railways.
Year: 1892

page_text: Date of Application, 7th July, 1892
Complete Specification Left, 6th Apr., 1893-Accepted. 20th May, 1893
PROVISIONAL SPECIFICATION.
Improvements in or connected with Wagons and Carriages for
Railways.
I, ROBERT MANLY CUSHMAN, of 60 Liberty Street, New York, in the United
States of America, and 18 Bishopsgate Street, in the City of London, England,
Engineer, do hereby declare the nature of this invention to be as follows:-
This present invention principally refers to improvements on an invention for
which a Patent was granted to Edward Griffith Brewer as a communication from
James Thorn Goodfellow and myself, the 11th day of November 1884 No. 14863,
now the property by assignment dated the 2nd day of September 1890, and registered
at the Patent Office the 26th day of September 1890, of The Tubular Frame
Wagon Company Limited, for so-called tube frame wagons and carriages, although
the invention is partly applicable to the construction of wagons and carriages of
other types.
I shall describe the invention particularly with reference to tube frame wagons
and carriages, yet it is very applicable to other kinds made with timber or structural
iron soles.
The first part of the invention applies to the construction and arrangement of
those wagons wherein means are provided for discharging the load through or by
the bottom of the wagon, for which purpose instead of providing hopper bottoms
or openings as described in the Specification of Patent dated 20 August 1888
No. 12012 I arrange the hopper bottoms with openings in such manner that two
flaps or doors can be opened or closed on each side of a central axis. This central
axis is carried by the truss rods on the foot of the king-post which is forged in the
same piece as the truss rod and attached to the tubes by malleable iron clips. The
axis extends across the car and carries the hinges for the two central doors. The
outer doors are carried on hinges suspended by a wrought iron hanger which is
bent over the lower tube of the outer sills and attached to the central sills by
wrought iron straps bent over the lower central tubes and rivetted to the hanger.
The doors are operated by chains attached to the outer ends by adjustable screws,
the said chains being connected from each door together at a sufficient distance
above to enable them to swing into a vertical position. These connecting chains
are continued by larger chains to sheaves, on each side of the wagon, which sheaves
are situate at a sufficient height to enable the doors to be completely closed when
the chains are wound round the winding gear. This latter consists of a shaft
passing through a tube running across the car, such tube being attached to the top
of the sill tubes of the wagon by means of malleable iron castings. On the ends of
the shafts are keyed or otherwise secured two sheaves, on one of which there is a
ratchet wheel for retaining it in any required position. The chains are attached to
the periphery of the sheaves by eye bolts, and by rotating the shaft by a lever
attached to the square end of the shaft the doors are raised or lowered. A pawl is
attached to the side of the wagon by means of a wrought iron strap provided with
an iron dog to prevent the jar of the road from releasing same from the ratchet.
The sides of the wagon are preferably made of sheet iron or steel, and when such is
employed, they are connected to the under frame by means of Z iron running along
the top of the outer sill tubes, and the side of the wagon is rivetted to the outer
side of this Z iron; and the side is also attached to the under frame by means of
Tiron stakes fastened to the upper tubes of the under frame by means of bolts.
The floor is made sloping from the axis of the outer door to within a short distance
of the top end of the wagon, and is carried where the floor crosses the sill tubes by
means of a plate passing across the car between the upper and lower tubes, and

page_text: rivetted to same; above the transom it is supported by a T shaped iron carried on
cast iron brackets, and midway between this and the top end of floor there is
another Tiron running across on the underside and supported at both ends by cast
iron sockets which are rivetted to the sides of the wagon. The floor is also rivetted
to the end of the wagon by means of iron.
By the above means a car is constructed in such manner that the load can be
automatically discharged through the door aperture without any shovelling whatever
after the doors are opened, being necessary, while the gear for operating the doors
is protected from injury by the load.
The invention further relates to the draft and buffer portions of these and other
wagons and carriages as hereafter described, whereby the same are rendered
stronger, lighter, and more capable of resisting strain, as well as of reducing lateral
motion, and especially as applied to wagons having side buffers, than heretofore.
The end sill or headstock is made of channel iron, and the transom of wood edged
with channel iron, the two, viz. the headstock and transom, being braced together with
or by diagonal braces, also made of channel or round iron, the said braces extending
from the point where the central tubes meet the transom beam, to the outward ends
of the end sill or headstock and behind the buffers. These braces are bolted to the
channel iron headstock by bolts passing through the headstock to the buffers. The
headstock castings should be made of malleable metal and overlap the edges of
the channel iron and are thus applicable to the four tube sills, and these malleable
metal castings are provided with two side brackets whereby their position can be
reversed when required to adapt them to receive the floor sills. The draw rigging
tube sockets and draw hook guides are held in position by bolts passing through the
rigging tubes and back to and through plates attached to the transom, whereby
rigidity is afforded to the draft portion of the car frame. The draw hook passes
through the end sill, behind the same, and in the draw bar there is a buckle
fastened to the draw bar by pins passing through the buckle and eyes forged in the
draw bar.
A laminated spring is inserted in this buckle, the outer ends of which act against
the inner ends of the buffers on which cast shoes are fitted. The buffer rods or
spindles then pass through guides attached to the face of the end sill.
The draw bar is continued back through the transom and through a coiled spring,
and there secured by a washer, nut, and pin.
Dated this 6th day of July 1892.
BREWER & SON,
33, Chancery Lane, London, Agents for Applicant.
.
COMPLETE SPECIFICATION.
Improvements in or connected with Wagons and Carriages for
Railways.
I, ROBERT MANLY CUSHMAN, of 60 Liberty Street, New York, in the United
States of America, and 18 Bishopsgate Street, in the City of London, England,
Engineer, 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 :—
This present invention principally refers to improvements on an invention for
which a Patent was granted to Edward Griffith Brewer, as a communication from
James Thorn Goodfellow and myself, the 11th day of November 1884, No. 14863,
now the property, by assignment dated the 2nd day of September 1890, and
registered at the Patent Office the 26th day of September 1890, of The Tubular
Frame Wagon Company Limited, for so-called tube frame wagons and carriages,
although the present invention is partly applicable to the construction of wagons
and carriages of other types.
I shall describe the invention particularly with reference to tube frame wagons

page_text: and carriages; yet the arrangement of hopper bottom as hereinafter described is
very applicable to other kinds of cars, made with timber or structural iron soles ;
and the said invention will be readily understood by the following description,
having reference to the accompanying drawings; Fig. 1 shewing a half vertical
longitudinal section and a part elevation of a wagon of "tube-frame" construction,
having my improvements applied thereto, Fig. 2 shewing a half central transverse
section and half end elevation of a similar wagon, but drawn to a larger scale than
the previous figure; and Fig. 3 shews in plan view so much of the framework of a
wagon as will be necessary to explain my draw and buffer gear applied thereto.
The first part of the invention refers to the construction and arrangement of
those wagons, wherein means are provided for discharging the load through or by
the bottom of the wagon, for which purpose, instead of providing hopper bottoms
or openings as described in the Specification of Patent dated 20 August 1988,
No. 12012, I arrange the hopper bottoms with openings as shewn particularly with
reference to Figs. 1 and 2, that is to say, in such manner that two flaps or
doors A A B B can be opened or closed on each side of a central axis C. This
central axis ( is carried by the truss rods D on the foot of the king-post E, which
is forged in the same piece as the truss rod and attached to the frame tubes F by
malleable iron clips G. The axis C extends across the car and carries the
hinges for the. two central doors A B¹. The outer doors A B are carried on
hinges suspended by a wrought iron hanger H (clearly shewn on the right hand end
of Fig. 1), which is bent over the lower tube of the outer sills and attached to the
central sills by wrought iron straps bent over the lower central tubes and rivetted
to the hanger. The doors A A B B¹ are operated by chains J attached to the
outer ends by adjustable screws JJ', the said chains J being connected from each
door together at a sufficient distance above to enable them to swing into a vertical.
position. These connecting chains J are continned by chains K of suitable size to
sheaves K' on each side of the wagon, which sheaves K¹ are situate at a sufficient
height to enable the doors to be completely closed when the chains K are wound
round the winding gear. This latter consists of a shaft L passing through a
tube L' running across the car, such tube L' being attached to the top of the sill
tubes F of the wagon, by means of malleable iron castings, such as L2, Fig. 2. On
the ends of the shafts L are keyed or otherwise secured two sheaves L³, on one of
which there is a ratchet wheel for retaining it in any required position. The
chains K are attached to the periphery of the sheaves L³ by eye bolts or the like,
and by rotating the shaft L by means of a lever adjusted to the square end thereof,
the doors A A B B are raised or lowered. The pawl M is attached to the side
of the wagon by means of a wrought iron strap M', and is provided with an iron
dog M² to prevent the jar of the road from releasing same from the ratchet. The
sides N of the wagon are preferably made of sheet iron or steel, and when such is
employed, they are connected to the under frame by means of Z iron N¹ (see
sectional side of Fig. 2), running along the top of the outer sill tubes F, and the
side of the wagon is riveted to the outer side of this Z iron; the side is also
attached to the under frame by means of T iron stakes N2 fastened to the upper
tubes of the under frame by means of U shaped bolts. The floor P is made sloping
from the axis of the outer door to within a short distance of the top end of the
wagon, and is carried where the said floor P crosses the sill tubes F by means of a
plate P, Fig. 1, passing across the car between the upper and lower tubes, and
riveted to the floor; above the transom Qit is supported by a T shaped iron I'²,
carried on cast iron brackets, and midway between this and the top end of floor
there is another T iron Pix, running across on the underside and supported at both
ends by cast iron sockets which are riveted to the sides of the wagon. The floor
is also riveted to the end of the wagon by means of L iron.
Although mention is made in this Specification of the use of malleable cast and
other iron, it is to be understood that steel or other metals may be employed for
the various purposes herein specified.
By the above means, a car is constructed in such manner that the load can be

page_text: automatically discharged through the door aperture, without any shovelling what-
ever (after the doors are opened) being necessary, while the gear for operating
the doors is protected from injury by the load. The dotted lines Fig. 1 indicate
the direction in which the doors open.
The invention further relates to the draft and buffer portions of, more
particularly, tube frame wagons and carriages, as hereafter described, whereby the
same are rendered stronger, lighter, and more capable of resisting strain, as well
as of reducing lateral motion, and especially as applied to wagons having side
buffers, than heretofore.
The draft and buffer constructions are shewn at all the figures of the drawings,
the enlarged plan view Fig. 3 being especially clear.
The end sili or headstock R is made of channel iron, and the transom Q of wood
edged with channel iron, the two, viz. the headstock R and transom Q, being braced
together with or by diagonal braces R', also made of channel or round iron, the
said braces extending from the point where the central tubes F meet the transom
beam Q, to the outward ends of the end sill or headstock R, and behind the buffers.
These braces R₁ are bolted to the channel iron headstock R by bolts passing
through the headstock to the buffers. The headstock castings should be made of
malleable metal, and may in some cases overlap the edges of the channel iron, and
are thus applicable to the four tube sills F. The draw rigging tubes and draw
hook guides are held in position by bolts, passing through the rigging tubes S
and back to and through plates attached to the transom Q, whereby rigidity is
afforded to the draft portion of the car frame. The draw hook T passes through
the end sill R behind the same, and in the draw bar there is a buckle T', fastened
to the draw bar by pins passing through the said buckle T' and eyes forged in the
draw bar T².
'
A laminated spring U is inserted in this buckle T¹, the outer ends of which
act against the inner ends of the buffers V, on which cast shoes V₁ are fitted. The
buffer rods or spindles then pass through guides attached to the face of the end
sill.
The drawbar T is continued back through the transom and through a coiled
spring T3, and there secured by a washer, nut, and pin.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
:-
1. In wagons and carriages for railways, adapted to discharge the load through
or by the bottoms thereof, the flaps or doors A. A', B B', located on each side of
a central transverse axis C carried from the underframe, the central doors being
hinged on axis C, and the outer doors A B on hinges carried by hanger H, a
floor P, sloping upwards to the ends of the wagon, in opposite directions from the
axes of doors A B, in combination with chains J, connected by adjustable bolts to
each set of doors, and connected by chains K, passing over sheaves K', to
sheaves L³ on square ended shafts L, ratchet wheels and pawl devices M M², and
tube casings L' for the transverse shafts L, together with the necessary fixings and
constructional fittings, all substantially as and for the purposes herein set forth.
2. In wagons and carriages for railways, the arrangement and construction of the
draft and buffer devices, primarily composed of side buffers V provided with
shoes V, acting against the two ends of a laminated spring U, a buckle T' through
which the spring U is passed, hook and drawbar TT2 connected to the buckle,
passing through the transom Q and provided with spring T3 on its inner end, and
the draw-rigging tubes S, together with the various parts appertaining to the fixing
and construction of the buffer and draw-gear, in combination with the under-
carriage of "tube-frame" construction, all substantially as and for the purposes
herein set forth.
3. The wagons and carriages for railways adapted to discharge the load through
or by the bottoms thereof, having flaps or doors A A' B B', a floor P sloping

page_text: upwards from the doors towards the ends of the cars in opposite directions, devices.
for opening and closing said doors, and all as claimed in Claim 1, in combination
with an underframe of tubular construction, all substantially as and for the
purposes herein set forth.
4. The combination, in a car constructed with a tubular underframe, of the
devices for discharging the load through or by the bottom, and the side buffer and
draft devices, all substantially as and for the purposes herein described with
reference to the accompanying drawings.
Dated this 6th day of A 1202
BREWER & SON,
London and Leeds, Agents for Applicant.