Improvements in Guards or Fenders for Tramway Vehicles, and the like.
Year: 1898

page_text: Date of Application, 4th Jan., 1893 -Accepted, 12th Feb., 1898
COMPLETE SPECIFICATION.
Improvements in Guards or Fenders for Tramway Vehicles, and
the like.
I, GEORGE HIPWOOD, of 420 Columbus Avenue, in the City of Boston, in the
County of Suffolk and State of Massachusetts, United States of America, Wood
Carver, 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 invention relates to car-fenders particularly for use on street cars propelled
by electricity, cable or other power; and it relates more especially to that class of
fenders in which the forward edge of the fender is provided with shoes which are
adapted to be brought down upon the track by the dropping or swinging down of
the forward edge of the fender by the motor man or driver of the car. My inven-
tion consists in an improved mechanism whereby the forward ends of the shoes are
prevented from being tipped up by the weight of a person falling on or being
transferred to their inner or upper ends thereby affording opportunity for a hand,
arm or limb to get under the front end of the shoe; an improved means for holding
the front edge of the fender down upon the track with a desired pressure;
mechanism whereby swinging or folding down the bunter-guard lifts the forward
edge of the fender proper so that both it and the bunter-guard may be slid under
the car; mechanism for adjusting the height of the fender or distance thereof from
the track and for accommodating the fender to platforms of different heights;
SO that its support will
means for adapting the fender to different cars
clear the car-wheels of different gauges of track; and other combinations and arrange-
ments of mechanism, all as fully described below and illustrated in the accom-
panying drawings, in which:-
:-
Figure 1 is a side elevation of my improved fender applied to a car, a portion of
the dashboard being represented as broken out, and the fender being extended for use
but not dropped onto the track.
Figure 2 is a front elevation of the same.
Figure 3 is a plan view of the same, portions of some of the springs being repre-
sented as broken out.
Figure 4 is a longitudinal vertical section taken on line 4, Figure 3.
the car.
Figure 5 is a side or edge view of the fender with the bunter-guard folded upon
the fender proper, thereby raising it from the track preparatory to pushing it under
In this figure the rod connecting the fender with the sliding supports, is
shown in section, and a portion of the car platform is exhibited in elevation.
Figure 6 is a relatively enlarged view in detail of the under side of one of the
shoes and the spring mechanism connected therewith.
Figure 7 is a plan view in detail illustrating the adjustable mechanism for
pressing the front edge of the fender upon the track.
Figure 8 is a sectional detail taken on line 8, Figure 7.
Similar letters of reference indicate corersponding parts:
a a represent parallel side-bars supported by and sliding horizontally in the

page_text: hangers a provided with suitable antifriction rollers a¹¹, said hangers being sup-
ported by and depending from the under side of the car-body 1 provided with the
usual platform 2 and dashboard 3. 5 is the bunter. These side-bars are connected
at a point some distance from their front ends by a horizontal rod b.
A A' represent the horizontal parallel front and rear bars and A"A" the end bars
constituting a rectangular frame tilting on and between the front ends of the bars a.
The connection between the bars a and this frame consists of two horizontal pins B
which extend inward from the bars a into tubular sockets B', (Figures 3 and 7) said
tubular sockets extending through the end bars A". Thus the pivotal connections
between the rectangular frame and the supporting bars a are telescopic ones, and hence
said bars a and the hangers a' may be set nearer or farther from the wheels 6 in order
to allow the turning of the trucks thereof upon different curves, or to allow for
different gauges of track, by sliding the pivots B in the tubular sockets 11. CC are
springs made preferably of sheet metal and secured at one end to the upper surface
of the front bar A, from which point they extend forward and thence upward and
rearward, as shown at C in Figure 4, to the rear bar A' upon which their rear, free
ends rest. These flat springs are somewhat higher midway between the bars
and are numerous enough to sufficiently occupy the space between said bars so
as to prevent any person falling through the rectangular tilting frame. Moreover
they are sufficiently light and broad to ease the fall of a person thrown upon the
fender and prevent injury to him, and as their rear ends are free, they have no
tendency to cause the person falling upon them to rebound, but rather yield and sag
with the weight of the person. Dare U-shaped rods sliding horizontally in
the bars A A and with their closed ends D extending forward therefrom and held
normally in such position by the spiral springs d. A shoe E is pivoted by means
of a horizontal rod e to each U-shaped rod D, said rod e extending through the
parallel portions of the rod D and the sides E' of the shoe E. In my present improve-
ment however the shoes are made shorter than before and are pivoted close to their
rear ends. This is in order that a body falling or rolling upon the rear end of a
shoe may not tip up the front end and thereby risk an arm, hand or foot being drawn
under the fender by catching under the front edge of the shoe. The spring which
holds the front edge of the shoe normally down consists of a U-shaped wire whose
central portion F bears against the under side of the portion D¹. Thence the wire
is bent into the parallel portions F1 which coil around the rode at F1, the
ends bearing against the under side of the rear edge of the shoe, all as shown in
Figure 6.
Thus by this means the shoe is held normally down. In order however
to substantially fill the space between the rear edges of the shoes and the front of
the rectangular frame, I provide a pair of springs which extend to the rear of each
shoe. To produce these springs I bend a wire into three loops or U-shaped portions.
The central portion of the wire is formed into the U-shape H, see Figure 6, from which
is is coiled at H' around the rod e and is thence bent into the U-shaped loops or
springs H, the opposite ends of this wire being caught at H around the rode and
the whole wire being located between the two coiled ends F of the wire F. Thus
the loops H produce two springs at the rear of each shoe, said springs being
absolutely independent of the shoes. Hence if a body falling on the fender drops
or is thrown to the rear of the shoes, or to the rear of the rods e, it is received by the
springs which being absolutely independent of the shoes will not cause the front
edges of the shoes to be lifted from the ground and catch or draw any part of the
body or clothing under the fender. These springs H" are curved as a whole rear-
ward into the shape indicated in Figures 1, 2, and 4 so as to successfully bridge the
space between the shoes and the rectangular frame of the fender, and are held
yieldingly in such position by the U-shaped portion H underlapping and
bearing against the portion F of the U-shaped spring F, F. The outer or end shoes
are preferably provided with the rearward extensions E whose object is to throw or
push an obstruction to one side of the track. Suitable rollers f, fi not new in this
invention, are furnished each shoe.
The bunter-guard consists of the rectangular frame I, I', I" provided with the

page_text: vertically arranged springs g for receiving an object thrown or falling against the
guard without injury thereto. The lower ends of the end.portions I (Figs. 1, 3, 4,
and 5) are hinged at h to the end bars A of the rectangular frame, and shoulders I
are formed on the portions I', such shoulders resting on the rear bar A¹ of said
frame. A chain J has its lower end secured to the upper bar I of the bunter-guard,
and thence extends up to, around and is secured to a drum J' which has fast on it
a wheel J. This drum is a sleeve which slides longitudinally upon a spindle K
which has its bearings in the stirrup L. The two halves K K of an ordinary
clutch are rigidly secured to the spindle K and drum J¹ respectively, and are held
normally in engagement by a suitable spring n which bears against the wheel Ju
By means of the wheel J the drum J¹ may be moved so that the two halves of the
clutch are out of engagement and then rotated so as to wind or unwind the chain
and shorten or lengthen it as desired. The stirrup L catches upon the lower end
of the hook(Figs. 1, 2 and 4) which is pivoted at to the inner or rear side of
the dashboard and is held normally by the spring with its hook end projecting
through the opening m in the dashboard. By this means the bunter-guard is held
sufficiently vertical to keep the main portion of the fender with its front edge slightly
off the ground, the shoulders I pressing down upon the rear bar A'. By means of
the clutch mechanism above described, the chain J is lengthened or shortened with
the effect of dropping or raising the front edges of the shoes E. Thus the height
of the fender from the ground may be regulated to suit the inequalities of the
road which the car travels over; and also the fender may be adapted to platforms of
different heights. Secured to the cross-bar bare two or more springs N, Figures 3,
4, and 8. These springs consist of stiff wires coiled around sleeves P upon the
cross-bar b which is round in shape. Each of these sleeves is provided with a
tubular radial extension 1" internally threaded to receive a set-screw P. The
central portion of this wire passes around the extension P¹, and the ends,extend
under the rear bar A¹ of the rectangular frame of the fender. As will readily be
seen, the ends of the springs apply upward pressure to the rear portion of the
fender frame, and this pressure may be rendered greater or less by loosening the
set-screws P and turning the sleeves on the rod b. In case of an obstruction
appearing on the track, the driver or motor man presses with his knee the upper
end of the lever, thus causing its hooked lower end to release the stirrup, L. The
springs N then tilt up the rear edge of the fender and bring the front edge upon the
track, the amount of power or force being regulated as above indicated by the
springs P and set-screws P".
The bunter-guard is held normally in its vertical position by means of the exten-
sions or feet R (Figures 4 and 5) each of which, projects forward and downward
against a spring S which is secured at its rear end at St to the rearward extension A¹¹¹
of the side-bar A", as shown in Figure 7. One of these springs is secured to the
inner side of each of the two extensions AI integral with the side-bars A", and
thence extends forward and bears upon the upper sides of the tubes or sockets
above described. The pressure of these springs upon the feet R holds the bunter-
guard in a substantially vertical position after the fender has been dropped to the
track by the motor man.
When it is desired to slide the fender under the car, the bunter-guard is swung
or folded down against the power of the springs S, and is held in such horizontal
position, as shown in Figure 5, by said springs. As the power of the springs N is
usually very great, and as the front edge of the fender is held down by said springs,
as soon as the bunter-guard is released, it is desirable that there should be some
means of easily tilting up the front portion of the fender so that it may be in a
substantially horizontal position before it is pushed back under the car. This is
produced automatically by means of the two jointed levers connecting the rod or cross-
bar b with the end bars I¹. See Figures 1, 3, 4 and 5. Each of these levers con-
sists of the two portions U and V, the former being pivotally connected at U¹ with
a suitable clamp n rigid on the end bar I', and the latter being pivoted at V₁ to
the former and having its rear end loose on the rod or cross-bar b. Extending from

page_text: the hub of the portion V below said portion is a horn or cam W which projects
directly over the extension A of the end bar I. When the bunter-guard is folded
down into the position indicated in Figure 5, these cams or horns W strike and bear
down the extensions A and thus tilt up the front edge of the fender into the
position indicated in Figure 5, so that it is ready to be slid under the car. This is
easily accomplished as the natural portion to be grasped in swinging down the
bunter-guard is the bar I, and thus a powerful leverage is obtained.
Of course the disengagement of the hook T from the hook T¹ by swinging the
former is necessary before the fender can be pushed back. This feature however
is not new in this improvement.
up,
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 a fender, a fender frame; supports extending substantially horizontally for-
ward from said frame; shoes, as E, pivotally sustained near their rear ends by said
supports; and springs extending from the horizontal rods upon which said shoes are
pivoted rearward toward said frame, said springs working independently of the
shoes and substantially bridging the space between the rear ends of the shoes and
the front edge of the fender-frame, substantially as described.
2. In a fender, the fender-frame; supports extending substantially horizontally
forward from said frame; a series of horizontal rods set at right angles to and
sustained by said supports; the shoes E pivotally secured near their rear ends to
said rods; the springs F, F1 extending forward from said rods, coiled
around the same and with their ends bearing against the rear portions
of the under side of the shoes; and the springs H, H', H", coiled around
the said rods, formed with the loops H which extend forward under and bear against
the under side of the portion F of the springs F, F1, and with the loops H
extending rearward and upward and curved to substantially bridge the space
between the rear ends of the shoes and the front edge of the fender frame, sub-
stantially as set forth.
3. In a fender, the substantially horizontal fender frame; shoes extend-
ing forward therefrom; the horizontal supports a pivotally connected at
their forward ends with said frame and supported at their rear ends by
the car body; a horizontal rod connecting said supports at the rear of the fender
frame; the tubes or sleeves P loose on said rod; means for adjusting and setting
said tubes rotatively on said rod; and springs extending from said tubes to and
under the rear portion of the fender frame, substantially as described.
4. In a fender, the substantially horizontal fender frame; shoes extending
forward therefrom; the horizontal supports a pivotally connected at their forward
ends with said fender frame and supported at their rear ends by the car body; a
horizontal rod connecting said supports at the rear of the fender frame; the tubes
or sleeves P loose on said rod and provided with the tubular extensions 1"; means
for adjusting and setting said tubes rotatively on said rod; and the springs N
extending partially around the rear side of the said tubular extensions, thence
disposed around the tubes and extending under the rear portion of the fender frame,
substantially as set forth.
5. In a fender, the substantially horizontal fender frame provided with the
rearward horizontal extensions A; the bunter-guard hinged to the fender frame
and adapted to swing vertically with relation thereto; a substantially horizontal
supporting frame adapted to slide under the car and being pivotally connected at
its forward ends with the fender frame; jointed levers connecting the bunter-guard
with the sliding frame; and cams extending forward from said jointed levers
toward said extensions A, whereby swinging down the bunter-guard brings said
cams into engagement with the extensions A and tilts up the front end of the
fender so that it may be slid under the car, substantially as described.
6. In a fender, the substantially horizontal fender frame provided with the rear-

page_text: ward horizontal extensions A111; the bunter-guard hinged to the fender frame and
adapted to swing vertically with relation thereto; the supporting bars a sliding
under the car and pivotally sustaining the fender frame at their forward ends; the
cross rod 6; the jointed levers U, V pivotally secured at their opposite ends to said
cross rod and the end bars of the bunter-guard; and the curved horns or cams W
integral with the portions V of the jointed levers and extending forward and upward
therefrom, whereby swinging down the bunter-guard brings said cams into engage-
ment with the extensions AI and tilts up the front end of the fender, substantially
as set forth.
7. In a fender comprising a substantially horizontal frame and a substantially
vertical bunter-guard hinged to and extending up from said fender frame; the
combination of said bunter-guard; the car body provided with a dashboard having
the opening m therein; the trip lever pivotally secured to the inner surface of the
dash board and with its lower end formed into hook shape and extending through
said opening; the stirrup L adapted to catch upon the hooked end of said lever; a
drum supported by said stirrup and adapted by means of a clutch to be rotated or
held in stationary position; and a chain secured at its opposite ends to said drum
and the bunter-guard, substantially as described.
8. In a fender, in combination, the supporting bars a sliding under the car; the
tilting fender A, A', A" provided with the tubular sockets B' extending horizontally
from its end bars; and the pin B extending inwardly from the forward ends of the
bars A into said tubular sockets whereby said bars A may be moved laterally with
relation to the fender frame, substantially as set forth.
9. In a fender, the substantially horizontal fender frame A, A¹, A"; the sub-
stantially vertical bunter-guard comprising the bar I formed with the end bars I';
the feet R extending forward and downward from and integral with the lower ends
of the bars I; pivotal connections between said feet and the horizontal fender
frame; and the springs S secured at one end to the fender frame, extending under,
and bearing against said feet, and with their opposite ends overlapping and bearing
upon rigid connections with the fender frame, substantially as described.
Dated this First day of December 1897.
GEORGE HIPWOOD.
Haseltine, Lake & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.