IMPROVEMENTS IN AND APPERTAINING TO VEHICLES FOR THE CARRIAGE OF GRAIN IN BULK AND OF OTHER ARTICLES, MORE ESPECIALLY ON RAILWAYS
Year: 1880

page_text: LETTERS PATENT to William Phillips Thompson, of the Firm of W. P. Thompson
and Co., Patent Agents, of 6, Lord Street, Liverpool, in the County of Lancaster,
and 323, High Holborn, in the County of Middlesex, Civil Engineer, for an
Invention of "IMPROVEMENTS IN AND APPERTAINING TO VEHICLES FOR THE
CARRIAGE OF GRAIN IN BULK AND OF OTHER ARTICLES, MORE ESPECIALLY
ON RAILWAYS." A communication from abroad by Treat T. Prosser, of
Chicago, in the State of Illinois, in the United States of America.
PROVISIONAL SPECIFICATION left by the said William Phillips Thompson at
the Office of the Commissioners of Patents on the 2nd March 1880.
WILLIAM PHILLIPS THOMPSON, of the Firm of W. P. Thompson and Co., Patent
Agents, of 6, Lord Street, Liverpool, in the County of Lancaster, and 323, High
Holborn, in the County of Middlesex, Civil Engineer. "IMPROVEMENTS IN
AND APPERTAINING TO VEHICLES FOR THE CARRIAGE OF GRAIN IN BULK AND
OF OTHER ARTICLES, MORE ESPECIALLY ON RAILWAYS." A communication from
abroad by Treat T. Prosser, of Chicago, in the State of Illinois, in the United States
of America.
This Invention relates to carriages for railways, in which the carriage itself or a
surrounding shell rotates instead of being supported on wheels or a cylinder
armed with tires, and capable of containing freight is used instead of a pair of
wheels.
There are various modes in which this can be done.
For transporting grain in bulk the freight car is composed of a stationary grain
receptacle and a surrounding revolving shell, the length of which exceeds the
gauge of the track. This shell is encircled-by-flanged-rings-or tires for supporting
the car on said track. By this means greater elasticity against shocks is obtained
than in freight cars where a cylinder is suspended between two wheels. On the
axis of the grain cylinder I place a winch, by which it may be revolved to discharge
the load, said winch being at other times locked by a rack bar and pin. When
the grain cylinder or cylinders are surmounted by a platform a trap-door should
be left in the platform to afford convenient access to the grain cylinder. I
frequently connect two or more of these cylinders together in a single draught

page_text: frame, their transverse length being about twice the gauge of the track, so as to be
well balanced, and at the same time light, rigid, and stiff. This draught frame can
also be used for carrying ordinary freight above the cylinders like a box van.
The
cylinders are preferably constructed of narrow, practically segmental, plates of iron
or steel joined by coupling strips, and if not encased in a rotating shell have tires
securely fastened to them. To keep the tires in true position each tire is forced by
hydraulic power onto a broad ring of the shell, hammered so as to bring the surfaces
into intimate contact, and then both tires secured and held in position true by
suitable rigging till the entire cylinder connecting them is built, and rivetted
strips are then rivetted on each side of the tire to prevent the possibility of its
moving.
The ends are preferably dished plates stiffened and rivetted to the cylinder.
Felt, cardboard, or other elastic material is inserted in the joints to deaden shocks
and consequent noise. Internal diaphragms or flanges in rotating cylinders prevent
the grain shifting, and the interior can be lined with felt, leather, or the like to
prevent grinding action in the grain. Openings for admission of grain are closed
when on a journey by double slides operated by locked screwed rods and tapped
lugs; there can be several equidistant holes.
The cylinder heads are provided centrally with hollow ventilating journals or
trunnions forced tightly into cheek plates, and held by nuts; a perforated jointed
pipe connects the nuts on opposite ends of the cylinder. To assist the ventilation
through the journals fine perforations are studded over the cylinders at intervals,
through which the air drawn through the journals and grain escapes. The diameter
of the cylinders is preferably such that their centres coincide with the line of
draught of the train.
The journal box in the draught frame for the journal of the cylinder has inclined
ends, a reversely inclined fixed seat on the draught frame, and a spring or springs
encircling the holding bolts, or introduced between the boxes and seats.
The brakes are applied between the two cylinders when two cylinders are fixed
in one draught frame.
As I find that after my carriages, when grain laden, have travelled a short
distance the grain shakes down I combine with each cylindrical receptacle one or
more hoppers to automatically feed grain into said receptacle as fast as the grain
therein packs under the running and shaking motion of the running car. My
object in this is to keep the receptacle filled to its utmost capacity from the
beginning to the end of the trip, and prevent undue shifting and agitation of the
grain, which results where no provision is made for compensating for the inevitable
packing of the grain when the car is running. I also cause a continual circulation
of air from the hopper through the grain and perforations in the cylindrical
receptacle. I also surmount the rolling grain receptacles with a fixed platform
serviceable to protect the said receptacles from wind and weather, as well as to
carry back freight that cannot be loaded in bulk. The hollow journals are made
to communicate with spouts from the fixed sheltered hoppers in the draught frame,
and I sometimes project an archimedean screw into each of the hollow bearings to
assist the weight of the grain and the ventilating currents of air in forcing grain
into the centre of the receptacles. The screw conveyers are rights and lefts, and
should be removable, so as to be interchanged when the motion of the car is
reversed.
It is sometimes desirable that the flanged tires should have some comparatively
independent elastic action to lessen vibrations and noise, and that the overhanging
cylinder ends should have a tendency to push aside rather than mount obstructions;
also to arrange the cylinders in the draught frames to accomodate themselves to
curves and inequalities of track. For this purpose I construct the cylinder ends
dome shaped with flanged tires mounted on overhanging enlargements expanded
into the tires to secure the tires, and joined to the cylinder along one side, but
open along the other side for the reception and retention of a rubber or other
elastic packing, and arrange the draught frame in a peculiar manner hereafter

page_text: described. The enlargements raises the cylinder, so that it can pass over higher
obstructions, and the domed ends have a tendency to plough off loose obstructions
to one side the track rather than to throw them onto the rails. The journals of
the rolling cylinders on each side are connected by a vibrating trussed frame
composed of a top and bottom chord and an angular brace rigidly secured together
at their ends by stay bolts, which also secure the box seats to the brace under the
top chord. These box seats are plates of metal about the same width as the
vibratory frames at their points of connection, and are each provided with a
transverse recess having reversely inclined edges corresponding to the smaller
inclined top surfaces and chamfered edges of the journal boxes bearing against
them. The boxes have free space to slide on the inclines, thus allowing limited
horizontal and vertical play to the cylinders in running round curves or over
uneven track. Flanges also with some play keep the journal boxes in place in
the frames. The vibratory frames are connected by king bolts to the draught
frames. These latter are preferably of two parallel beams connected by solid
blocks at intervals, and are rigidly secured together by end sills. The king bolt
passes through the centre of the vibratory frame, and is encircled by a spring
confined between a check plate under a collar in the king bolt and a loose disc
encircling the king bolt below the spring with a chamfered edge corresponding to
the inclined edge of a rather larger recess in a plate secured to the lower chord of
the vibratory frame. The vibratory frame is stiffened in the centre with stay
bolts, which also secure the recessed plate and a somewhat similar strengthening
plate on the top chord. A nut on the lower end of the king bolt regulates the
compression of the spring and washers, or distance plates are placed between the
lower chord of the vibratory frames and the lower beam of the draft frame, so
as to keep the centre of the former a little elevated above the latter to allow of
vertical rocking in the vibratory frame. All holes in frames and discs through
which the king bolt passes are enlarged to allow limited play.
The king-bolt could have a bead on its lower end and the collar become a nut,
and in all cases it is made sufficiently long to pass through the side sills of a super-
imposed box car resting on springs round the king bolt, and nuts on the king bolts
are screwed down upon the side sills.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said William Phillips Thompson in the Great Seal Patent Office on the
31st August 1880.
WILLIAM PHILLIPS THOMPSON, of the Firm of W. P. Thompson and Co., Patent
Agents, of 6, Lord Street, Liverpool, in the County of Lancaster, and 323, High
Holborn, in the County of Middlesex, Civil Engineer.
"IMPROVEMENTS IN AND
APPERTAINING TO VEHICLES FOR THE CARRIAGE OF GRAIN IN BULK AND OF
OTHER ARTICLES, MORE ESPECIALLY ON RAILWAYS." A communication from abroad
by Treat T. Prosser, of Chicago, in the State of Illinois, in the United States of
America.
This Invention relates to carriages or freight cars constructed with a special view
of carrying grain in bulk, in which the carriage itself, a cylindrical receptacle, or a
surrounding shell, rotates directly on the track, instead of being supported on
wheels. I will first describe it with reference to Figures 1, 2, and 3.
Each such cylindrical receptacle is in communication with one or more hoppers
to automatically feed grain into said receptacle as fast as the grain therein packs
under the rolling and shaking motion of the running car, so as to keep the
receptacle filled to its utmost capacity from the beginning to the end of the trip, to
prevent, the udue shifting and agitation of the grain which results where no
provision is made for compensating for the inevitable packing of the grain when
the car is running.
The shell of the receptacle is preferably perforated to provide for a continuous
circulation of air through the grain, the air entering through the hopper, and
assisting the entrance of the grain to compensate for the packing of that in the
receptacle.
The rolling grain receptacles are in this example surmounted by a fixed platform,
serviceable to protect the said receptacles from wind and weather, as well as to
carry back freight that cannot be loaded in bulk.
On Sheet 1 of the accompanying Drawings Fig. 1 is a plan view of freight car,
shewing the hoppers D, the perforations in cylinder, the platform E, part of which
is shown broken away to expose one of the rolling receptacles underneath; Fig. 2
is a side elevation of the same; Fig. 3 is a section in a vertical plane indicated by
line x, x, Figs. 1 and 2.
The car illustrated in these Figures (1 to 3) consists of two rolling receptacles A, A,
connected by journals to suitable bearings on the side sills of a stout rectangular
frame B, by which they are drawn, the end sills of the frame being provided with
suitable draw heads for that purpose. The receptacles are made preferably of stout
sheet iron in the form of cylinders closed by suitable heads at the respective ends.
The cylinders are girded with rings C in cross sectional form resembling that of
the rim of an ordinary car wheel, by which rings they are supported upon the
track, so that the load will bear down directly on the track, and not on the journals
of the cylinders or receptacles. These journals A' are made hollow, and protrude
through the bearings of the frame B, so as to communicate with the bottom or
spout of fixed hoppers D, D, one of which is mounted over the end of each hollow
journal on frame B. The hoppers are made of quite considerable capacity, so that
they may carry grain in sufficient quantities to feed into the rolling receptacles as
long as the grain therein continues to pack, so as to keep the receptacles filled full
up all the time: Of course the receptacles must be filled originally as solidly full
as possible, but under the constant shaking and pounding resulting from propelling
thein over the track the grain is bound to pack, so that very soon after starting a
vacancy would be formed in the receptacles if no provision were made to compensate
for the packing of the grain by feeding in more grain as fast as needed. This is a
matter of great importance. If a vacancy were allowed to be formed in the

page_text: receptacles the grain would constantly shift therein, by reason of which the smooth
running of the car would be greatly interfered with, resulting in extraordinary
wear and tear, besides endangering the healthy condition of the grain by the
generation of too much friction and heat. I feed the compensating grain to the
centre of the receptacle, because by reason of the centrifugal force developed by
the rotation of the receptacles the tendency to a vacancy will be along the centre.
To assist and urge the grain to pass from the hoppers into the receptacles, as well
as to create a circulation of fresh air through the grain, I perforate the shell of the
receptacles with numerous small holes, as shown at a, Fig. 1. In consequence of
the rotation of the receptacles air currents will be drawn in at the centre through
the hoppers and hollow journals, and discharged through the holes a, creating
sufficient draught to keep the grain in a cool and healthy condition, and tending
to urge the grain from the hoppers into the receptacles to compensate for the
packing. The hoppers should be so covered as to protect the grain therein from
wind and weather, while air can enter them freely.
The frame B supports a platform E above the grain receptacles, which serves to
protect the latter, and constitutes a means for carrying freight that cannot be
transported in a rolling receptacle. Thus the car may carry grain from the interior
to the seaboard, and take back on its platform such wares or commodities as are
usually transported upon a platform car.
The grain receptacles may be filled through doors in their sides, in which case
when they are under a platform suitable trapdoors should be formed in said
platform; they are emptied either through such side doors or through man holes
in their heads.
Of course the hoppers may be replenished at any time if they do not contain
enough grain to provide for any unusual packing of the grain in the receptacle.
For the purpose of still further assisting the feed from the hoppers into the
rolling grain receptacles a screw conveyer F may be inserted in each hollow
journal or trunnion of such receptacle, the conveyer being held stationary therein,
and the rotation of the hollow journal around it effecting the screw feed. The
conveyers are rights and lefts, and should be removable so that they may be
interchanged to provide for shifting them from the right to the left journal, and
vice versa, to correspond with the direction of motion of the car.
The grain receptacles or freight car A may be made stationary with a surrounding
cylindrical shell which supports the receptacle A axially, and is provided with
flanged rings to run on the track. This mode of construction permits of the body
of the car being made longer than the gauge of the track, and it also provides for
elastic action between the points where the revolving shell rests on the track, and
the points where the body of the car is supported, thereby not only relieving the
load from a large proportion of jolting jars, but also reducing very greatly the
wear and tear. In these two particulars this freight car differs materially as
regards its principle of operation from a car in which the freight cylinder is
arranged between two wheels connected by an exterior cylinder.
In Sheet 1 of the accompanying. Drawings Fig. 4 is a side elevation partly in
section showing the stationary grain receptacle and outside revolving shell; Fig. 5
is a transverse section thereof in the vertical axial plane of one of the cylinders...
In these two Figures A refers to the grain cylinder or receptacle of the car B
to the surrounding revolving shell, and C to the draught-frame, which may be
constructed to accommodate two grain cylinders A, as shown in this instance. The
grain cylinder A is provided with an axle D rigidly secured to its heads beyond
which_it_projects_to_enter_bearings in the side sills of the frame work. The heads
of the revolving shell B are provided with central bearings E which, in the example
shown, revolve around and form the supports of the axle of the grain cylinder.
The shell rests and rolls on the track, being to that end constructed with encircling
flanged rings F, and carries both the grain cylinder and the draught frame.
The flanged rings resemble the tread of an ordinary car wheel; they are placed
at some distance from the heads of the revolving shell so that shocks occasioned

page_text: by running over inequalities in the track and other causes are in the first instance
received by the cylindrical portion of the revolving shell, and do not reach the
bearings of the grain cylinder until their force has become greatly modified by the
elastic action of the shell.
The axle of the grain cylinder protrudes at one end through its bearing in the
side sill of the draught frame to receive a winch G, by which it may be revolved
to discharge the load. When the car is running the winch will be locked to a rack
bar H by a pin I, or in any other suitable manner to hold the grain cylinder
rigidly in position against turning. To provide for loading and unloading the
grain cylinder has an opening a and the revolving shell a corresponding opening b.
When the grain cylinder is surmounted by a platform, as shown, a suitable trap
door should be made therein to afford convenient access to the grain cylinder for
loading purposes.
The manner of connecting the grain cylinder and the revolving shell may be
changed in various ways without departing from the principle of the Invention;
so may the means for holding the grain cylinder stationary, as well as the mode
and means for discharging the load.
In Sheet 2 of the accompanying Drawings Fig. 6 is a side elevation of a car
constructed as hereinafter described having two rotating freight receptacles or
cylinders; Fig. 7 is a plan view of the same; Fig. 8 is a vertical transverse
section through the axis of one of the rotating freight receptacles or cylinders;
Fig. 9 is a cross section of one of the rotating freight receptacles or cylinders;
Fig. 10 is a vertical axial section of one end of one of the rotating freight
receptacles showing the hollow journal and air distributing pipe; Fig. 11 is a
sectional detail view showing on an enlarged scale the mode of securing the tire
to the cylinder and paper and felt linings. The same letters of reference are used
in the designation of identical parts in all Figures on Sheet 2.
The freight receptacle or body of the car is a cylinder A, two of which are
preferably connected to a single draught frame, as shown in Figs. 6 and 7, although
each car might have only single freight receptacle instead of two, as is apparent.
The length of this freight cylinder is preferably made about twice the length of the
track gauge, so that when resting on the track the weight of said cylinder will be
approximately balanced on the rails of the track. In the construction of the freight
cylinder pains are taken to get it balanced throughout as nearly as practicable; it
is also very important to make the cylinder as light as possible, and at the same
time give it the necessary degree of stiffness and rigidity throughout to prevent
undue vibrations in running. These considerations, besides other minor con-
siderations, have led to constructing the shell of the cylinder of comparatively
narrow plates of iron instead of rolling it out of a single plate. It should of course
be understood that other parts of this Invention are not dependent upon the
peculiar construction of the cylinder, to be presently described in detail, as any
other part or parts of the Invention may be used with advantage in connection
with freight cylinders differently constructed.
The freight cylinder is constructed of a number of narrow practically segmental
plates a, which are joined together by coupling strips a' to which the adjacent
edges of plates a are riveted, leaving a narrow space between the edges of said
plates a. The cylinder is encircled by a pair of flanged steel tires B, the tread of
which cross-sectionally is like the tread of an ordinary car wheel. In order to
provide for the exact parallelism and axial coincidence of these tires, points of great
if not vital importance, it is most expedient to build the cylinder in the tires while
the tires are being maintained in proper juxtaposition by suitable rigging. To this
end each tire is forced under heavy pressure upon a wide hoop 6 of boiler iron,
the ends of which hoop while they abut are yet disconnected. The hoop is
then hammered on the inside to make the contact between it and the tire
as intimate as possible, and prevent all possibility of slippage of one on the
other.
The tires thus prepared are suitably rigged, and then the plates a of the shell

page_text: successively riveted to the hoops b, the coupling strips a' for closing the spaces
between the plates a and connecting them together being applied as the securing of
the several plates a progresses, or after all the plates a have first been riveted to the
hoops b of the tires, as convenience or circumstances may dictate. Narrow strips b'
are then riveted to the shell along the edges of the flanged tires B to fix them
against all possible lateral movement. The heads A¹, A', which may be made of
single plates of boiler iron are then riveted to the shell, flanges being preferably
formed on the heads to overlap the ends of the shell for making the rivet joints.
The heads are preferably slightly dished with the convexity on the outside, and are
further stiffened by angle irons on the inside, as shown in Fig. 9. In order to
guard against the transmission of vibrations from plate to plate it is expedient to
introduce lining strips a² of card board, rubber, felt, or other suitable material along
all the seams to break direct contact of the metal surfaces. Such lining will also
act as a sound deadener. It is important to prevent as far as possible motion of
the grain in the cylinder. To this end projecting longitudinal flanges or ribs A³ of
wood or other suitable material are secured on the interior of the cylinder to extend
sone little distance into and take hold of the grain. The heads of the cylinder
are similarly flanged or ribbed on their interior sides for a like purpose. The
stiffening angle irons thereof will alone suffice probably; and to obviate any.
grinding action of the cylinder on the grain by reason of what little independent
motion the grain may obtain, the interior may, if found expedient, be lined with
felt, leather, or other suitable material sufficiently soft and smooth for the purpose,
as shown at a³, Fig. 11.
Openings a are formed in the cylinder for the introduction and removal of the
grain, each of these openings being closed by double slides C, C', which are operated
by a rod C journaled in the heads of the cylinder, and provided with a right hand
screw-thread engaging a tapped lug c on slide C, and a left hand screw-thread
engaging a tapped lug c¹ on slide C¹. To one end of rod C³ a wrench can be applied
to turn it when the slides are to be opened or closed. A suitable contrivance may
be applied to lock the rod after the slides have been closed. In the present example
three such openings a' with covering slides C, C₁, are shown.. The heads of the
cylinder are also provided with sliding doors D, three in number, for cleaning
purposes. These doors are arranged equidistant as are also the openings in the
shell in order to preserve the balance of the cylinder.
The cylinder heads are provided centrally with hollow journals E, to which the
draft is applied. Each journal is forced tightly into a cheek plate E', and has a
screw threaded end adapted to a nut Es on the interior of the head of the
cylinder.
The cheek plate and nut are rigidly screwed to opposite sides of the heads of the
cylinder, and aid very materially in stiffening the same. A perforated sectional
pipe Es connects the nuts E2 on the respective heads of the cylinder. The pipe E³
consists of two lengths connected together, after they have been screwed home into
their respective nuts E' by a union coupling E. The journals E are made tubular
for the twofold purpose of admitting air to the perforated pipe E³ for ventilating
the grain, and maintaining a circulation of air through the journals themselves to
prevent the overheating of the same. For ventilating the grain the shell of the
cylinder is to be provided with numerous perforations for the escape of the air taken in
through the tubular journals; and additional perforated pipes F may be used for
introducing air at various points into the body of the grain. These additional
pipes may extend obliquely from head to head..
These freight cylinders-are-made--of-such-a-diameter that-their-axes-will-be-
about the height of the drawheads of ordinary cars above the track. The cylinders
are connected, preferably in pairs, to a rectangular draught frame G, the end sills
of which are to be provided with suitable draw heads so placed that the line of
draught will be just below the plane of the journals. The end sills are tied together
by rods G¹, which may consist of tubes for the sake of stiffness. The side beams of
the draught-frame, which may be made of several planks united together, are at the

page_text: proper points provided with metal seats H, firmly secured in recesses in the lower
edges of the side bars, and adapted to receive the boxes in which the journals of the
cylinders turn.
The journal boxes consist of an upper half I and the lower half I'.
The upper half I is formed with inclined ends i and fits snugly in a recess in
seat H with reverse inclines h. The two halves of the box are interlocked, as
shown, to prevent motion at right angles to the axis of the journal bearings, and
the whole box is firmly held in and to its seat H by two bolts K and K' passing
through the two halves of the box and extending through slots in the seat H and
the side beam of the draught frame.
The upper ends of these bolts are encircled by stiff springs K² and K³ which are
confined between a plate K on the top of the side beam of the draught frame, and
washers or cheek plates and nuts on the ends of the said bolts; a single spring
might be used for each journal box instead of two. The bolt holes in the halves of
the box are somewhat larger than the diameter of the bolts K and K¹ so as to
provide for slight independent motions of the bolts and boxes. If it should be
found expedient to provide for elastic action between the journal boxes and their
seats H the springs K² and K³ might be introduced between the boxes and seats,
suitable modifications of the parts, such as will readily suggest itself to a skilled
car builder.
The lower half of each journal box contains a reservoir for a suitable lubricator,
to be fed by cotton waste or otherwise to the journal. It will be observed that by
reason of the construction and arrangement of the journal boxes, their seats, and
the springs, the draught will be more gradually transmitted to the cylinders than
it would be if horizontally sliding boxes seated against springs were used, and that
the action of the springs is the same whether the car be drawn in one direction or
the other. In turning curves the boxes will yield sufficiently to amply provide
for the slight obliquity which the draught frame must assume with reference to
the cylinders, and the cylinders with reference to each other.
A light box superstructure should be erected on the draught frame to house in
the freight cylinders.
This superstructure (not shown in the Drawings) will not only afford safe travel
through the train by the train hands in the exercise of their functions, but might
be utilized for carrying light freight or as emigrant cars. The brakes are to be
applied preferably between the two freight cylinders, where two are connected to
one draught frame.
The brake shoes might be of wedge like form and might be drawn up between
the cylinders to act on the flanged tires of the same. In that way the brakes
would be very effectually applied with the exercise of but little power, for the
action of one cylinder would balance the action of the other on the brakes.
Sometimes it is very desirable that the flanged tires should have some
comparatively independent elastic action to lessen vibrations and noise in running,
and that the overhanging ends of the cylinders may have a tendency to push aside
rather than to mount obstructions; also to connect the rolling cylinders in pairs
to the draught frame, and in such a manner that the said cylinders may adjust them-
selves independently as well as conjointly on the draught frame to the end of
running with a minimum amount of friction in passing curves, switches, frogs, and
inequalities of the track, and of relieving the draught frame from cross strains to a
great extent; also to combine the advantages of a box car or van with the
advantages of a rolling cylinder car.
The rolling cylinders are constructed with dome-shaped ends and with flanged
tires mounted on enlargements joined to the cylinder along one side, but open
along the other side for the reception and retension of a rubber or other suitable
elastic packing.
In Sheet of the accompanying Drawings Fig. 12 is a side view, partly in
elevation and partly in section, of a freight car as it appears when constructed with
two pairs of cylinders and a superimposed box car or van. In Sheet 4, Fig. 13 is

page_text: a vertical transverse section in the axial plane of one of the rolling cylinders;
Fig. 14 is a detail view in section showing one of the vibratory frames and its
connections with the journal boxes of the cylinders, the draught frame, and the box
car; Fig. 15 is a plan, the box car having been removed; Fig. 16 is a diagram
showing the car running on a curve. The same letters of reference are used in the
designation of identical parts in all Figures of Sheets 3 and 4.
The rolling cylinders are composed of the shell A encircled by the flanged tires
A¹, A¹, the dome-shaped heads A2, A2, and the hollow journals A³, A³. The shell
and dome-shaped heads are preferably formed of seamless sheet metal. The dome-
shaped heads terminate in cylindrical ends adapted to enter the shell, to which they
are secured by rivets or bolts. The ends of the shell project some distance beyond
the rivet seams, and are expanded preferably by spinning into the flanged tires,
which have an irregular interior contour in order that they may be securely held
in position on the overhanging ends of the shell when said ends have been expanded
into the tires. The tires are so much larger than the main body of the shell that
by the expansion of its overhanging ends circular recesses are formed between
these expanded ends and the heads A, in which circular recesses a rubber or other
elastic packing a is inserted. This elastic packing cushions the tires on the
cylinder and in great measure absorbs shocks upon said tires, so as to lessen the
injurious effect of such shocks on the cylinder. These shocks are also in a measure
diverted from the cylinder because the tires are seated upon enlargements of its
shell angularly joined thereto or extending therefrom. The elastic packing also
serves as a sound deadener. Seating the tires upon enlargements of the shell has
the effect of elevating the cylinder above the track to that extent beyond the line
to which the tires would lift it if secured upon the plain portions of the cylinder,
so that the cylinder can pass higher obstructions between the rails. The dome-like
shape of the cylinder heads is not only desirable by reason of the superior strength
imparted thereby to the whole cylinder, but also because by reason of this form
the overhanging ends of the cylinder will push aside any obstructions they may
run against, and furthermore because the grain can be much more readily dis-
charged from the ends of a cylinder having such dome-shaped heads. The shell A
has a slide a¹ covering an opening through which to load and unload the cylinder.
The hollow journals A³ of the cylinder are firmly secured within the hubs of cheek
plates A' on the interior side of the dome-shaped heads. The inner ends of the
hollow journals are connected by a sectional perforated pipe A, through the per-
forations of which the air entering through the hollow journals is discharged into
the mass of grain in the cylinders. In order to maintain a circulation of air
through the grain for ventilating and drying purposes the cylinder has very
numerous fine perforations. In damp weather the hollow journals may be
temporarily plugged up if deemned expedient.
The rolling cylinders are connected in pairs by means of vibratory frames C, C,
one of which connects the journals of the cylinders at one end thereof, and the
other of which connects the journals of the cylinders at the other end thereof.
The vibratory frames are exactly alike in construction, so that it is only necessary
to describe one of them in detail. It is a trussed frame composed in the main of a
At the ends the chords
top chord c, a bottom chord c¹³, and an angular brace c².
and brace are rigidly secured together by stay bolts c, which also secure the box
seats to the brace under the top chord. The box seats are plates of metal of
about the same width as the vibratory frame at the points of connection therewith,
and are provided with a transverse recess having reversely inclined edges, as
clearly shown in Fig. 14. The journal boxes B in which the cylinder. journals-turn-
-have a flat top surface, on which the flat portion of the recess bottom of the box
seat can find a solid bearing, but their upper edges are chamfered to form inclines
corresponding to the inclined edges of the recesses in the box seats.
The flat bottom of the box seat recess is of somewhat greater extent than the
flat top of the box, in order that the vibratory frame with its box seats and the

page_text: journal boxes may have some longitudinal motion on one another without bringing
the inclines on the box seats in contact with the inclines on the journal boxes.
The height of the journal boxes is somewhat less than the distance between the
recess bottom of the box seat and the bottom chord of the vibratory frame, between
which the said boxes are included. Hence the vibratory frame may rise up on the
journal box or boxes to some extent, whenever an incline of its box seats is forced
against an incline of the journal boxes, or vice versa. This loose connection of tho
journal boxes with the vibratory frame also admits of. a limited independent
vertical play of the cylinders in running over joints and uneven places of the track,
so that under such circumstances there will be no binding of the boxes on the
journals and consequently no heating of the latter. The journal boxes are held in
position as against endwise displacement by flanges b, which overlap the sides of
the vibratory frame; but a certain amount of play is also provided for between
the flanges of the boxes and the sides of the vibratory frame, in order that the
boxes may assume oblique positions within certain limits without binding on the
vibratory frame, and thus accommodate themselves to the constantly shifting
relative positions of the cylinders.
The vibratory frames are connected to the draught frame by king-bolts H. The
draught frame G when made of wood has its sides constructed preferably of two
parallel pieces of timber at intervals connected by solid blocks of wood, as best seen
in Fig. 12, leaving suitable openings for the accommodation of the vibratory frames.
The sides of the draught frame are rigidly secured together by end sills, of which
two are employed at each end to correspond to the two longitudinal beans of each
side, in line with which the end sills are arranged, so that shocks received by the
end sills will be transmitted in direct lines to the beams of the sides. The draught
frame constructed in this manner possesses very considerable elasticity and is
strong and durable.
Suitable draw-heads should be attached to the end sills.
The king-bolts H pass through the centre of the vibratory frames. The arrange-
ment of the several king-bolts and the construction and combination of parts
immediately associated therewith being the same for all, it will only be necessary
to explain these points with regard to one. For the purpose of providing for
elastic action between the draught frame and the vibratory frame and consequently
the cylinders a spring F is employed, which encircles the king-bolt, and is confined
between a cheek plate f under a collar f' on the king bolt and a loose disc E,
which encircles the king bolt below the spring, and has a chamfered edge
corresponding to the inclined edge of a recess in a plate D secured to the lower
chord of the vibratory frame. The recess in plate D is a little larger than disc E,
so that there may be some little motion of these parts without causing the inclines
to act one on the other. In order to stiffen the vibratory frame at the centre
stay-bolts, h, h, are employed between the chords, which stay bolts serve also to
secure the plate D, and a somewhat similar plate placed under the top chord for
additional strength. The lower end of the king-bolt is provided with a nut h', by
turning up which the spring F may be compressed to any desired degree. Washers
or distance plates h² are placed between the lower chord of the vibratory frame
and the lower beam of the draught frame, so as to keep the centre of the vibratory
frame a little elevated above the lower beam of the draught frame, in order that
said vibratory frame may rock to a limited extent in vertical planes in the opening
of the draught frame. All the holes in the draught frame and the vibratory frame
and discs through which the king bolt passes are somewhat larger than the king
bolt, in order to afford the latter a little lateral or canting play without wrenching on
the vibratory frame. It will be understood that a head might be formed on the
lower end of the king-bolt, in which case the collar f¹ would have to be replaced
by a nut, the upper end of the king-bolt being suitably formed to admit of the
application of the nut above the spring F.
The king-bolts are made sufficiently long to pass through the side sills of a box

page_text: car I, which is superimposed. upon the draught frame G resting upon springs K
encircling the king-bolts. Nuts are applied to the upper ends of the king-bolts to
screw down upon the side sills of the box car. The box car is made of such a
height that as an entirety the compound rolling cylinder and box car will be of
about the same height as an ordinary box freight car, if desired. The floor of the
box car is provided with suitable hatchways i over the cylinder to correspond with
the openings therein, in order to afford facilities for loading and unloading the
cylinders through the box car.
The length of the cylinders is somewhat less than the distance between the sides
of the draught frame, or the distance between the journal boxes of two opposite
vibratory frames, so that the cylinders may have some endwise play without
turning the vibratory frames.
The draught frame should be strengthened by cross ties at several available
points along its length.
Suitable brakes should be applied to act on the flanged tires of the cylinders.
The rolling cylinders of this freight car or van have such freedom of action that
the car can run with great ease and little friction on curves of much smaller radius
than they are now usually constructed, or as may be seen by inspecting Fig. 16 of
the Drawings, which Figure shows the car running on a curve of a radius of about
three hundred feet. In starting the car the draught frame pulling upon the
vibratory frames causes them to ride up on the journal boxes of the cylinder
journals, in consequence of which a compression of the springs I takes place; but
the resilience of the springs quickly returns the vibratory frames after the car has
been started, and the first great strain in overcoming the inertia of the car has been
exerted. In stopping the car the vibratory frames move in the opposite direction
but very little, being held comparatively steady by the king-bolts, but the
momentum of the cylinders forces the journal boxes against the opposite inclines of
the vibratory frames, pushing them up and compressing springs F. Thus elastic
action between the draught frame and the cylinders in stopping, starting, and
buffing is provided for by the springs F, and in addition to this elastic action there
is a yielding action due to the lifting of the draught frame, vibratory frames, and
box car by the inclines of the journal boxes operating on the inclines on the
vibratory frames. The canting tendency of the king-bolts is counteracted by the
springs encircling them, the springs being then acted on by the cheek plates f
above, as well as by the bevel-edged plates or discs E below.
By connecting the cylinders in pairs to the draught frame through intermediate
vibratory frames it is entirely practicable to place two pairs of cylinders of large
capacity within a single draught frame so as to extend the length of the entire car
to about the length of the ordinary box freight car or van.
Having now described this Invention, as communicated to me by my foreign
correspondent, I wish it to be understood that what I believe to be new and desire
to protect under the hereinbefore in part recited Letters Patent is,―
1st. In a freight car for transporting grain the combination, substantially as
specified, of the rolling grain receptacle, and a fixed hopper or hoppers adapted to
feed grain into the receptacle while the car is running to compensate for packing
so as to keep the receptacle filled to its fullest capacity.
2nd. In a freight car for transporting grain the rolling grain receptacle having
hollow journals and perforations in its shell, substantially as and for the purpose
specified.
3rd. In a freight car for transporting grain the combination, substantially-as-
-specified, of the rolling grain receptacle having perforations in its shell, the hollow
journals thereof, and the fixed hopper or hoppers adapted to feed grain into the
receptacles while the car is running.
4th. In a freight car the combination, substantially as specified, of the rolling

page_text: grain receptacle or receptacles, the frame for drawing them, and the platform
supported on the frame above the receptacles.
5th. In a freight car for transporting grain the combination, substantially as
specified, of the rolling grain receptacle, the hollow journals thereof, the screw
conveyers in the journals, and the hoppers.
6th. A railroad freight car composed of a stationary grain receptacle and a sur-
rounding revolving shell, the length of which exceeds the gauge of the track, and
which is encircled by flanged rings for supporting the car on said track, all substan-
tially as and for the purpose specified.
7th. A freight cylinder, the flanged tires of which are frictionally secured on
metal hoops, which are in turn positively secured to the cylinder, substantially as
before set forth.
8th. A freight cylinder, the flanged tires of which are frictionally secured between
riveted confining strips on metal hoops, which are in turn positively secured to the
cylinder, substantially as before set forth.
9th. A freight cylinder lined on its interior surface with felt or its equivalent,
substantially as and for the purpose set forth.
10th. The combination, substantially as before set forth, of the head of the freight
cylinder, the tubular journal thereof, the cheek plate on the exterior of said head,
and the nut on the interior thereof.
11th. The combination, substantially as before set forth, of the tubular journals,
the nuts on the interior of the heads of the cylinder, and the sectional perforated
pipe for connecting the said nut.
12th. The combination, substantially before set forth, of the journal box having
inclined ends, the reversely inclined fixed seat on the draught frame, and the spring
or springs for yieldingly connecting the draught frame to the journal box.
13th. The rolling cylinder of a freight car having dome-shaped ends or heads,
substantially as before set forth.
14th. The rolling cylinder of a freight car having its flanged tires seated on
overhanging enlargements thereof, substantially as before set forth.
15th. The rolling cylinder of a freight car having its flanged tires seated on
overhanging enlargements expanded into the tires for securing said tires, substan-
tially as before set forth.
16th. The combination, substantially as before set forth, of the rolling cylinder
of a freight car, the flanged tires seated on overhanging enlargements of the cylinder,
and the elastic packing under the overhanging enlargements.
17th. The combination, substantially as before set forth, of a pair of rolling
cylinders of a freight car, the vibratory frames for connecting the journals of the
cylinders, the draught frame, and the king-bolts for connecting the vibratory frames
to the draught frame.
18th. The combination, substantially as before set forth, of the vibratory frames
and the journal boxes for the cylinder journals loosely arranged in the vibratory
frames, and having inclines on top to act on corresponding inclines in the vibratory
frames.
19th. The combination, substantially as before set forth, of the draught frame,
the vibratory frames for connecting the journals of a pair of rolling cylinders, the
king-bolts, the springs included in the vibratory frames, and the journal boxes
having inclines on top to act on corresponding inclines on the vibratory frames.
20th. The combination, substantially as before set forth, of the draught frame,
the king-bolt, the vibratory frame, the spring within said vibratory frame, and the
disc or plate under the spring having inclined edges to act on corresponding inclines
on the vibratory frame.
21st. The combination, substantially as before set forth, of a single draught
frame and two pairs of rolling cylinders, each pair being connected to the draught
frame by separate vibratory frames and king-bolts.

page_text: 22nd. The combination, substantially as before set forth, of the rolling cylinders,
the draught frame, and the box car.
In witness whereof, I, the said William Phillips Thompson, have hereunto
set my hand and seal, this Tenth day of August, in the year of our Lord
One thousand eight hundred and eighty.
W. P. THOMPSON. (L.S.)