Improvements in the Construction of Railway or Tramway Vehicles.
Year: 1890

page_text: Date of Application, 15th July, 1890-Accepted, 20th Sept., 1890
[Communicated from abroad by GEORGE LYON HARVEY, of 1702, Prairie Avenue,
Chicago, Illinois, United States of America, Mechanical Engineer.]
Improvements in the Construction of Railway or Tramway Vehicles.
I, HENRY HARRIS LAKE, of the firm of Haseltine, Lake & Co., Patent Agents,
45 Southampton Buildings, in the County of Middlesex 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:-
My invention relates to certain improvements in the construction of railway
carriages and its chief object is to secure a very strong and durable car at a minimum
of cost and of the lightest weight consistent with serviceability. A leading feature of
my improvement relates to a construction which will permit of the frame members
of the car being secured together without the necessity of depending on bolting or
riveting, or of weakening by gaining, mortising, slotting or puncturing with bolt or
rivet holes.
In carrying out this feature of my invention I employ preferably for the principal
parts of the trame work of the car, metal beams having the maximum strength with
ininimum weight and size, and I find well adapted for these ends the channel beams
of commerce which are adapted for use in a car of my improved construction for sills
and top plates without change of form, and I can buy in the markets beams of the
precise length required and use then exactly as they come from the dealer. For
certain reasons channel beams are best adapted for the sills and top plates but other
forms of beams may be found entirely suitable, such forms including among others
I and T-beams and angle iron.
Keeping in mind the desirability of securing great strength without unduly
increasing the width and bulk, metallic beams of the sort mentioned are preferably
employed; but my invention is capable of embodiment in a car wherein these beams
are of wood.
I take by preference as the sub-structure of the car side sills consisting of two
metallic beams, channel or U-beams being the best, and these are modified by the
provision of a lip projecting from the web above the plane of the flanges to adapt
them for secure connection with the posts or uprights. For the intermediate floor
sills, I employ two channel beams turned face to face, and these instead of being
straight may be slightly curved from end to end so that their ends are more widely
separated than their centres, and this for the purpose of preventing buckling or
springing of these sills when the car is in collision and to sustain the usual shocks of
service. When of this construction the sills under strain tend to approach each
other more closely at their centres, and this bending effect produced by the shock is
thus provided for more effectually than by the usual form of lattice girder. All of
the intermediate sills may be of this construction or those between the centre and
side sills may be straight and constructed of any form desired. The floor is secured
to the sills by bolts passing through the flooring and between the double sills, the
head or nut thereof taking a hearing on their lower sides thus avoiding the necessity
of laying out and boring holes, whereby the sills will be weakened.
The posts or uprights which formn the frame work for the vertical walls of the car
are also preferably composed of metal beams, the U form of construction being
preferred. These posts are secured with the side sill and top plates by having their
ends projected between the members of the sills and top plates (the latter being
also double and composed of metal beams) and these projecting ends are secured
below the sills and above the plates by means of keys or nuts or in any other con-
venient manner, whereby the frame work is securely tied or anchored together and
the parts are so disposed with reference to each other and so connected as to avoid

page_text: any shearing effect on the fastenings, and the parts are not weakened by rivet and
bolt holes. I preferably employ caps through which the ends of the posts project,
these caps being adapted to rest upon the tops of the plates and on the lower sides
of the sills and being perforated for the passage of the projecting ends of the posts.
These caps are adapted to embrace the lips projecting from the webs of the beans of
which the sills and plates are constructed and thereby prevent their lateral separation.
The frame may be further strengthened by diagonal braces whose ends are passed
between the members of the sills and the members of the plates, respectively, and are
secured with the caps with which the posts are secured by being passed through
apertures in the caps and having nuts or other fastenings applied to their ends.
The inside sheathing of the car I secure to the posts by placing within the cavity
of the latter a wooden stringer and then the web of the metallic post will be apertured
and through these apertures screws may be passed to secure the wooden filling with
the metallic beam, and these apertures will preferably be elongated, permitting also
the passage of screws to secure the sheathing with the wooden filling of the posts.
For the wall covering I employ by preference sheets or broad plates of metal
whose edges are welded, or welded and riveted, to each other or to the frame work.
It is well known that when structures having metal parts riveted together are sub
jected to frequent or constant vibration the rivets or other securing means work
loose owing to the enlargement of the apertures through which they pass or wear on
the fastenings themselves produced by the vibration which has a shearing effect on
the fastening's due to the movement of the parts. This shearing effect I propose to
obviate by the employment of welding as the sole or as an auxiliary means of con-
necting the parts. I also contemplate forming the wall covering from sheets or
plates of metal whose margins are edged or turned over an interposed wooden or other
filling and secured to the wooden lining of the posts by means of screws or nails.
For the roof covering I preferably employ as a lining or sub-structure plates of
metal whose edges are upturned and adapted to be fitted together so as to provide a
water tight joint and over this metal covering I secure a wooden covering formed
from boards whose edges are provided with tongues and grooves, the interlocking
projections being cut on re-entrant angles so as to prevent the passage of water
through the joint in case the roof boards should shrink or warp.
The car door is preferably constructed from flanged metal plates whose inargins
are returned and secured to the body of the plates. This provides a continuous
marginal flange around the door and adds greatly to its rigidity without unduly
increasing its weight or cost.
In passenger cars or other cars having windows I provide a peculiar construction
of window frame, the same being made from metal and of inverted U-shape in form,
the sides thereof being welded or riveted to the web of a T-beam whose head covers
the joint between the window frame and the side of the car body and forms also a
casing for the window.
In passenger cars where it is desirable to render the cars exceeding strong so as to
withstand shock of collision without telescoping or spreading of their side walls I
provide a system of transverse bracing which comprises tie rods extending diagonally
from the floor to the side walls at a point above the floor and from the side walls to
the car roof, these tie rods heing arranged in planes parallel to the car ends and
passed along the backs of the seats.
I have contemplated in some forms of construction the employment of plates which
are bent so as to form posts for each side of the car and extending across the top of
the car form also the carlings to which the roof is secured. These posts are preferably
U-shaped channel beams with their openings presenting inward and their flanges
braced by lattice work, thus furnishing a very strong frame, while the web of these
posts may form a part of the exterior wall of the car. This is entirely feasible and is
also desirable in the construction of passenger cars where the sides are mainly occupied
by windows, and the entire side wall of the car may be made up of these beams
forming the frame and walls together with the window frames, and, if occasion
demands, with narrow panels inserted between the posts and the window frames.

page_text: For the side walls of the car, except at the openings, I use by preference panels
consisting of metal plates having flanged edges and presenting inwardly and on the
interior faces of these plates I affix shelves or strips of metal between which a non-
conducting filling or lining is placed and which shelves or plates prevent the packing
of the material.
In order to strengthen the upper portion of the frame work and also to provide
a letter board I employ a flanged metallic beam secured to the outside of the posts
toward the top of the car and on the faces of this plate lettering may be done.
I have also improved the construction of the body bolster and in my improved
construction I employ for the lower part of the body bolster a metallic channel beam
presenting upwardly and having its flanges cut away at the end to bear against the
side sills, and apertured for the passage of the end of a post of the car.
The upper
portion of the bolster is double, each part consisting of a bar whose ends are also
extended beneath the side sills and headed to engage their outer sides and the bars of
this upper member pass between the up-turned edges or flanges of the lower member
and are adjusted by means of a wedge or key driven between their heads and the end
of the lower member. The upper and lower members are connected by headed bolts
whose substance is passed between the bars of the upper member, thence between
the centre sills of the car and thence through apertures in the channel plate forming
the lower member, to which they are anchored by means of nuts, or keys engaged
with the lower ends of the bolts. A heam is placed between the lower member and
the interior sills so as to strengthen said member.
I have also improved the construction of the draw gear, and this I do by connecting
the draw head with the frame work of the car in such a way that the strain, both in
pulling and buffing, shall be transmitted to the floor timbers and sills and thereby
distributed so as to lessen the liability of breaking the frame timbers and prevent the
pulling out of the draw gear. To this end í provide a draw gear which has a bearing
upon the end sill of the car, and is supported from the longitudinal sills. Instead of
depending on bolts as heretofore commonly done to withstand the shocks of pulling
and buffing I make the draft connection from a steel bar or plate which is forged,
pressed or cast to furnish engaging lugs which are so disposed as to provide side
bearings for the cross timbers and adapted to transmit strains from the draw head
either in pulling or buffing the car to the cross timbers, and through them to the
longitudinal sills of the frame. This plate or bar is provided with integral downwardly
projecting shoulders or lugs to furnish bearings for buffer springs, which are confined
between follower blocks, the latter having a sliding connection with links which are
in turn secured with the draw head. A rod or pin is extended in line with the draw
head through the axis of the spring and through apertures in the downwardly
projecting lugs of the draft plate or bar and follower plates, thus supporting and
guiding said plates and sustaining also the spring.
In one forin of construction of the draw head it comprises a bar hooked at its outer
end and having its body shouldered to engage the front follower plate and reduced
from said shoulder to its rear end, the reduced portion passing through the coils of
the spring, the follower plates and the rear lug of the draft bar or plate. Behind the
rear follower plate a short section of pipe is slipped over the end of the draw bar,
and a key is passed through an aperture in the bar behind the section of pipe
so that in pulling the strain is transmitted through this pipe section and key to the
rear follower plate.
In the accompanying drawings,
Fig. 1 is a side elevation of a freight car with a portion of the wall covering and
roof removed.
Fig. 2 is a plan view of the same with a portion of the roof covering and floor
removed.
Fig. 3 is an end elevation of the same car with a portion of the end wall
removed.
Fig. 4 is a broken perspective of the double plate of the frame with one of the posts

page_text: having its end projected between the members of the plate and secured by being
passed through a cap and having a nut turned on its end and showing also the upper
ends of diagonal bracing rods similarly secured.
Fig. 5 is a similar view of a broken section of the side sills at the junction of a post
therewith showing also the lower ends of diagonal bracing rods and the end of a post
secured with a cap on the lower side of the sills.
Fig. 6 shows respectively a side and an edge view of a short post or stake for a
gondola car, said post or stake having its lower end adapted to be passed between the
members of the divided side sill and to be secured below the same by means of
a nut.
Figs. 7, 8 and 9 are three several views of the corner of the frame of the car
showing a double side sill and double end sill and the method of connecting them
together and showing also means of separating and securing the members of the
end sills. Fig. 6 is a plan view. Fig. 7 is an end elevation of the end sills, and Fig. 8
a front elevation of the end sills and showing the ends of the side sills in
dotted lines.
Fig. 10 is a plan view of an intermediate sill comprising two members curved from
end to end.
Fig. 11 is a side elevation of a portion of the body bolster showing its method of
'connection with the floor timbers.
Fig. 12 is a broken perspective of a metallic roof covering particularly intended to
show the method of forming the joints therein; and
Figs. 13 and 14 show roof boards joined together in a novel manner.
Fig. 15 shows a form of wall covering wherein metal plates have their edges inter-
locked and secured to the sides of the car.
Fig. 16 shows another form of wall covering wherein a post constructed from
a channel beam has secured on its outer sides metal plates, the web of said post and
said plates forming the wall covering; and
Fig. 17 shows the post consisting of two members whose flanges are bent to provide
a space to insert a wooden filling for the securement of the inside finish.
Fig. 18 is a sectional view through the window frame and showing the means of
securing it within the walls of the car and providing a casing therefor.
Figs. 19 and 19* give two views of the car door.
Fig. 20 shows a modified construction of the car shown in Figs. 1 to 5 inclusive and
in which a single side sill is employed.
Fig. 21 is a perspective view of a car, the end wall removed to show the interior
construction thereof and said car, having applied thereto a peculiar form of post and
transverse bracing rods and also provisions for sustaining the non-conducting filling
or lining for the side walls thereof.
Fig. 22 is a side elevation of my improved draw gear and so much of the floor
timbers of the car as are necessary to illustrate the manner of connection.
Fig. 23 is a plan view thereof; and
Fig. 24 shows a modified construction of said draw gear.
In the drawings and referring particularly to the car shown in Figs. 1 to 5 inclusive
the number 25 represents the side sills of the car, each member whereof consists of a
flanged metallic beam, the two members being placed back to back but slightly
separated. The webs of these beams extend beyond the plane of the flanges thereof
as particularly illustrated in Fig. 5 of the drawings, and this extended web forms a
lip marked 26 to adapt the beams for convenient engagement with the posts and with
the caps.
27 represents the posts which in this instance are U-beams and are seated on the
tops of the sills 25, the lower ends of the posts being notched to engage the lips 26.
A bar or bolt 28 is secured by the rivets 29 with the respective ends of the posts
by being passed between the flanges thereof, and the bars 28 at the lower end of the
posts project between the sills 25 and through a cap 30 fitted to embrace and clamp
the lips 26 on the lower sides of the beams 25. A nut or key 31 secures the bar 28
A.

page_text: and plate 30 to the sills. The upper end of the posts are
and caps whereby they are connected to the plates 32.
same form as the sills 25 and are provided with the lips 26
of the drawings.
provided with similar bars
These plates may be of the
as clearly shown in Fig. 4
Instead of rivetting the bars 28 to the posts to form extensions thereof I have
contemplated cutting away the flanges of the posts and extending their webs between
the bars and in such cases these webs may be slightly off-set to adapt them to
be passed between the sill and plate members. The feature of this construction is the
securement of the bearing upon the tops of the sills and the under sides of the plates
and at the same time anchoring the plates and sills together by the passage of the ends
of the posts or extensions thereof between the sill and plate members and securing
them respectively below the sills and above the plates; and I do not therefore limit
my invention to precise details of construction of these posts.
The same principle of securing the posts or uprights to the sills is illustrated
in Fig. 6, wherein is shown a post or stake adapted for use with a gondola car. In
this construction of course the plates are omitted and no caps need be employed,
a simple nut being turned on the bolt ends of the stakes. The frame is trussed
by means of the diagonal tie rods 33, the lower ends of which are passed between the
sill members and through apertures in the lower cap 30 while their upper ends
are extended between the plate members and passed through the caps 30 on top of the
plates to which they are secured by nuts or other fastening devices."
A preferred form for the intermediate sills is shown in Fig. 10, each sill consisting
of two members marked 34, which, as shown, are curved from end to end
and placed face to face so that the ends are more widely separated than the middles of
the members. The bolts by means of which the floor, needle beam and body bolsters
are secured with the sill are passed between the members of the sills and serve
as spacing blocks. These bolts are shown in Fig. 2 of the drawings and are
marked 35. The floor is preferably entirely secured by these bolts which are passed
between the sill members and have nuts or other securing devices on their lower ends
below the sills. The end sills are clearly shown in Figs. 7, 8 and 9 of the drawings.
The end sills comprise two members, the inner one of which, marked 36, is preferably
a channel beam presenting outward and secured to the side sills by means of the angle
plates 37 which are bolted to the side sills and inner end sill respectively as clearly
shown in said figure. Longitudinal body truss rods 38 are extended from end to end
of the car passing through the end sill member 36 and projecting beyond the same.
Over these projecting ends are slipped the distance blocks or washers 39 and hearing
against these is the outer sill member 40. This sill member is a counterpart. of
the member 36 and it is secured on the rods 38 by means of the nuts 41 or in
any other convenient way. The spacing of these end sills apart permits the end posts
to be secured with them in the same way that the posts on the side of the car body are
secured and there will be end plates similar to side plates 32 to which the upper ends
of the end posts will be secured in like manner as shown in Fig. 4. This construction
of end sill gives great rigility and strength to the end of the car which in use
is subjected to the most violent shocks; and the spacing of the members apart in this
way in addition to providing for the securement of the posts protects the bolts which
secure the inner member of the end sill to the longitudinal sills. It will be
understood that the intermediate sills are fastened to the end sill member 36 in the
same way that the side sills are secured.
In Fig. 20 I have shown a construction wherein a single side sill is employed and
in this instance the post has its web extended down along the outside of the side
sill 25, this web being marked 42. The flange of the side sill is cut away on a
re-entrant angle and the upper flange of the sill 25 is knocked down as clearly shown
at 43 in Fig. 20, whereby a firm bearing of the post on the sill is secured and their
lateral separation is prevented. The lower end of the web 42 projects beneath
the bottom of the sill 25 and passes through an aperture in a cap 30 being secured by
a key 31. The rod 4+ is passed down along the inner side of the sill 25 and its lower
end is passed through an aperture in the plate 30 and secured by a nut or other

page_text: -fastening device 31. The upper end of the post 27 and the rod 44 will be secured
with the plate in the same way as its lower end.
In Fig. 11 I have shown the preferred construction of body bolster. It comprises
a channel beam 45 presenting upward and having an intermediate straight portion and
its ends upwardly extended until it meets the side sills. At this point the flanges
are cut away to form the shoulders 46 which engage the inner member of the side
sills and the web of the beam 45 is extended beneath the sills, and apertured for the
passage of the bolts 35. The upper member of the body bolster is marked 47 and
it consists preferably of one or more flat bars, which have a straight middle portion
and their ends bent and inclined downwardly and passed between the shoulders 46
of the plate 45, and thence beneath the side sills and beyond the outer flanges thereof
and headed as at 48 to engage said flanges. A key 49 is driven between the heads 48
and the end of the channel bar 45 and thus the parts are readily and securely fitted
together. The vertical bolts 35 connect the floor sills and the members 45 and 47
of the body bolster and a beam 50 is placed between the channel bar 45 and the
lower sides of the intermediate sills thus giving increased rigidity to the body bolster.
Referring now to Figs. 15, 16 and 17 I have illustrated therein different forms
of wall covering or siding, that in Fig. 15 comprises metal plates, inarked 51, whose
edges are bent as at 52 to adapt them to embrace a filling 53, and a securing nail 54
may be passed through the interlocking edges of the plates 51 and through the filling
into a wooden strip 55, which may be inserted within the hollow of the post as shown
in Fig. 5. Referring again to Fig. 5, the method of securing this filling with the
metallic post will be understood, the web of the post is apertured as at 56 and
through these apertures nails or screws may be passed to secure the wooden post 55
with the metallic post and the apertures being elongated to provide for the passage
of the securing means for the lining or sheathing of the car. In Fig. 16 the wall
covering is formed by welding, or by welding and riveting the plates 51 to the posts 27,
and in this instance the post itself forms a part of the exterior wall of the car. In
Fig. 17 these posts are shown modified by having one flange thereof extended and
bent as at 57 and two of the posts being placed together, a space is provided for
inserting a wooden filling 55 whereby to secure the sheathing or inside finish of the
car.
In Figs. 19 and 19. I have shown my improved construction of door. This door
may be made from a plurality of metal plates 56", united by riveting their
flanges together as shown at 57ª, and the margins of the plates will be returned as
shown at 58 and secured to the body of the door by the rivets 59. A door thus con-
structed has a continuous marginal flange which imparts great rigidity to it without
increasing its cost or making it unduly heavy.
In Fig. 18 I have shown the manner of securing the window frames with the car
body. The frame in this instance is made from a T-bar bent into a U-shape inverted
when placed in the car. 60 represents the wooden part of the frame and it will be
secured to the web of a T-rail 61, whose head covers the joint between the car body
and the window frame and furnishes a casing for the latter, as well as a means of
securing the frame to the car body. The roof covering is illustrated in Figs. 12, 13
and 14.
In Fig. 12 I have shown a sub-structure for the roof comprising metal plates 62,
having one of their edges bent into a V-shape with the point flattened and the other
edge will be bent into a U-shape. The V-shaped end is marked 63 and the U-shaped
end is 64. In laying these plates on the roof the U-shaped margin will be placed
over the V-shaped margin of the adjoining plate and thereby a joint will be formed
through which water cannot pass, and which provides also an air space that prevents
the indrawing of the water by capillary attraction and the rusting of the parts at
the joint. The plates are strengthened by corrugations 65, and these corrugations
extend diagonally of the plates so as to draw the water downwardly and against the
solid sides of the U-shaped margins. These corrugations have therefore the double
function of rendering the plates sufficiently rigid and also carrying the water off
from the roof. Over this metal covering I preferably secure roof board's' such as

page_text: shown in Figs. 13 and 14 wherein 66 represent the board whose edges are tongue
and grooved as shown in Fig. 13.
The mating projections in each case are so formed as that their bearings are inclined
planes and hence when the boards shrink instead of opening the joint it is closed
more tightly. The bevelled face of the lower projection, as shown in Fig. 14, is
provided with a longitudinal groove, marked 67. to conduct away any water which
may find its way through the straight portion of the joint and the roof boards have
the usual surface grooves 68 at the sides of the joint to prevent the passage of water
thereto so far as possible.
Referring now to Fig. 21 I have shown a form of car particularly designed for
the carriage of passengers.
In this instance the posts and carlings are made from
a single bent channel beam, marked 69, the flanges of which are braced by the lattice
work 70. The webs of these standards pass down outside of the side sills and the
flanges are cut away and bent to form a foot for the standards on top of the sill.
The chief cause of damage in collision is the tendency of the side walls of the car
to spread or crush in, the spreading occurring usually when the shock is in the line
of the draft connection and the crushing occurring from over turning or from a shock
at the corners or sides of the car. In the car shown in Fig. 21 I have provided
against this tendency of the walls to separate or crush when in collision by anchoring
or tying the side walls, the roof and the floor together by means of diagonal tie rods,
which are so connected as to withstand both compression and tension, these tie rods
being located in planes parallel to the ends of the car and passing between the backs
of the seats and between the ends of the upper berths in cars of the American pattern,
or through the partitions between the compartments in the cars of European pattern.
The tie rods are marked 71 and are preferably four in number and arranged in
the same vertical plane. The lower pair of these rods have their lower ends fastened
to the intermediate sills beneath the floor and are extended upwardly and outwardly
passing between the seats of the car or through the partitions as before described and
are connected at their upper ends to the sides of the car at or about the point of
connection of the lower ends of the upper rods, and the upper pair of rods project
upwardly and inwardly and are connected to the carlings preferably near the upper
deck lines. Any number of these sets of rods may be used and as they will be
concealed by the interior of the car they are not unsightly, and a car so constructed
is much stronger and less liable to injury than a car of the ordinary construction.
shown in Fig. 21 the side walls of the car below the window spaces are formed by
flanged metallic plates, forming panels 72, the flanges projecting inwardly and on the
inner sides of these plates are shelves or strips 73, to support any suitable non-con-
ducting material used to deaden sound and prevent the radiation of heat.
As
A convenient means for strengthening the upper part of the frame and at the same
time providing a letter board is shown in Fig. 21 and it comprises a metallic beam 74,
which may be secured to the outside of the post 69 toward the top of the car.
The draw gear shown in Figs. 22, 23 and 24 comprises a draw plate or bar,
marked 75, which is constructed preferably from a steel plate and pressed or forged
into the configuration shown particularly in Figs. 22 and 24. This bar will have
projecting from its upper surface an integral lug or shoulder 76, and downwardly
projecting lugs or shoulders 77, 78. The shoulder 76 is designed to engage the
rear side of the end sill member 36, and the shoulders 77, 78 are adapted to sustain the
pulling and buffing strains. The plate may be held up against the under side of
the centre sills by means of the bolts 79, and the shoulders 77, 78 are perforated for
the passage of a rod 80, according to the construction shown in Figs. 20, 23, and
over this rod are slipped a front follower 81, and a rear follower 82. Between these
followers and surrounding the rod is a coiled spring 83, which is ordinarily double.
The links 84, which are in the form of flat straps, are connected at their forward ends
by a transverse pin 85, to a draw head 86, and their rear ends are notched to provide
the shoulders 87, 88, 89 and 90. The followers are also notched on their sides as
shown in the plan view and this adapts the shoulders on the links to engage the
followers in the act of pulling and buffing. For example, when the draw gear is

page_text: under tension, the shoulder 90 will engage the rear follower block 82 compressing
the spring until the shoulder 88 comes in contact with the front follower 81, which
will serve as a stop to limit further movement. While in the act of buffing the
shoulder 87 will engage the front follower block and compress the spring until the
shoulder 89 comes in contact with the rear follower block which serves as a stop to
limit the further movement in that direction.
It will be observed that the follower blocks, both in the act of pulling and buffing,
are respectively brought into contact with the integral lugs or shoulders of the draft
plate or bar and the strain is thence transmitted through the plate to the end sill which
plate is provided in order to resist the buffing strain with a forwardly extending
projection 91 (Figs. 22 and 24) which hooks over the forward member of the end sill.
In the construction shown in Fig. 24 the links 84 are dispensed with and a hooked
draw head 86 is shown. The rear end of this draw head passes through the
shoulders 77, 78 and through the follower plates and the spring, the same as the
pin 80 in the construction above described; but in order to adapt it for action upon
the follower plates the draw head is shouldered, as at 92, and over its rear end is
slipped a sleeve 93, taking a bearing on the rear side of the rear follower plate and
held on the rod by means of a transverse pin 94. A draw head of this construction
can be constructed at such cost as to make its use practical and the usual draft timbers
being dispensed with in this construction the saving of their weight and cost is
considerable. This draw head will also withstand shocks of pulling and buffing
without being pulled out of the car, the shearing of bolts and rivets with which the
ordinary draw gears are connected to the car being avoided. If desired the draw
plate may have upwardly projecting lugs to adapt it for engagement with more than
one of the cross timbers of the car and changes may be made in the structural
features and arrangements of parts.
It will be noted that I employ metal as the chief material in the construction of
my cars and I prefer to use steel wherever practicable, as with this metal is secured
the maximum strength with due regard to weight and the various parts which I have
described as constructed from steel plates may be readily forged, pressed or wrought.
For example in the construction of the cars shown in Figs. 1 to 5 of the drawings, all
of the parts entering into the construction may either be purchased ready for use in
the markets or readily made in any machine shop. It will further be noted that the
manner in which these cars are put together renders it comparatively easy to repair
them should occasion arise, the various parts being so connected as to be readily
separated and many of them being of such form as to be straightened if accidentally
bent. The construction also enables the car to be shipped in the knocked down
condition and to be readily assembled or set up without skilled labour or machine
work. Many of the parts of this car are interchangeable and the ordinary gondola
car may be converted into an enclosed freight car or vice versa by putting one or the
other superstructure on the sills, which in all cases may be of the same form.
A well founded objection to the employment of metal cars which are bolted or
riveted together is that when in collision or when derailed the car frame will be
twisted or distorted and given a 66 set" which cannot be remedied and the car is
therefore rendered unfit for further service. I have found that by connecting the cars
together in the manner which I propose, this difficulty is obviated, as sufficient
elasticity in the joints is provided to enable the car when distorted from violent shock
to resume its normal condition. A car constructed as above described is also very
light as compared with cars of ordinary construction. All dead weight, and super-
fluous parts, such as malleable castings, bolts and rivets are dispensed with and a car
so constructed will last much longer than a car constructed mainly from wood, or
from metal bolted and riveted together.
Having thas fully described my improvements I wish it to be understood that I do
not limit myself to the kind or class of cars to which the same may be applied nor to
details of construction and arrangement of the various parts. It is obvious that some
of the improvements may be embodied in cars where others are omitted, and I do not
therefore limit my invention to a car containing all of said improvements.

page_text: Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed as communicated to me by
my foreign correspondent I declare that what I claim is :-
1. A car frame having each of its side sills composed of two members and posts
or uprights having a bearing on the sill members and extensions of said posts being
projected between the members and secured below them, substantially as described.
2. A car frame having in combination with the side sills and plates, posts whose
ends are projected above the plate and below the sill respectively, and securing means
applied to said projecting ends whereby to anchor the members together, substantially
as described.
3. In a car frame the combination with the side sills and plates thereof, of posts
whose ends are projected respectively above the plate and below the sill and through
suitable caps
and secured with said caps whereby said frame work is tied or anchored
together, substantially as described.
4. A car frame having in combination with side sills composed of a plurality of
members separated to permit the passage of a post between them, a bottom cap
adapted to receive said sills and apertured for the passage of the ends of the post, a
plate constructed from a plurality of members separated for the passage of the upper
end of the post and a cap fitted to the top of said plate and apertured for the passage
of the upper end of the post, and securing means applied to the ends of said post
whereby to anchor or secure the frame work together, substantially as described.
5. In a car frame the combination with the sills and plates thereof, each composed
of a plurality of separated members, posts whose ends are projected botween said
members and above the plate and below the sill and having securing means applied
to said ends, and braces secured with the sills and plates respectively, substantially
as described.
6. In a car frame the combination with the sills and plates thereof, of posts com-
posed of channel beams anchored at their respective ends to the sills and plates and a
wooden filling embraced by the flanges of the posts whereby to secure the car covering,
substantially as described.
7. In car construction the combination with sills having their upper surfaces
inclined, of posts having their ends fitted to the inclined surface of the sills and
having also a bearing on a side face of said sill, substantially as described.
8. In a car frame the combination with the sills, of posts composed of flanged
beams anchored to the sills, a wooden filling embraced by the flanges of the post and
the webs of the posts having elongated apertures for the passage of fastenings whereby
to secure the coverings, substantially as described.
9. In a car frame an end sill composed of two metallic beams separated by
distance pieces and suitably connected with the longitudinal sills, substantially as
described.
10. In a car frame the combination with the longitudinal sills of body truss rods
extended longitudinally of the frame and end sills composed of two metallic beams
through which the truss rods are passed and distance pieces separating the members of
the end sill, whereby the end posts may be projected between said members, substantially
as described.
11. A body bolster for railway cars composed of two members separated at their
middles and their ends converged to contact, the lower member consisting of a channel
beam whose flanges present upwardly and are cut away to form shoulders having a
bearing on the inner side of the side sills and the upper member having its ends
projected beneath the side sills and headed for engagement therewith and with the
end of the lower member, substantially as described..
12. A body bolster for railway cars composed of two members separated at their
middles and converged to contact at their ends, the upper member having a bearing on
the upper side of the center sills of the car and a transverse beam interposed betwen
the lower sides of said sills and the lower member of the body bolster, substantially
as described,

page_text: 13. A car sill composed of two metallic beams curved longitudinally and secured
with their convex faces opposing, substantially as described and for the purpose set
forth.
14. A car sill composed of two metallic beams curved longitudinally and secured
with their convex faces opposing and separated for the passage of bolts whereby the
floor is secured with the sills, substantially as described.
15. In car construction a car sill composed of two metallic beams curved longitudinally
and secured with their convex sides opposing, whereby their ends are more widely
separated than their centers, and distance pieces between said beams to prevent their
contact, substantially as described.
16. A car having its side walls constructed from a plurality of metal plate sections
whose margins are secured together by welding or by welding and riveting, sub-
stantially as described.
17. A car having its side walls constructed from a plurality of metal plate sections
having marginal flanges secured together by welding or by welding and riveting,
substantially as described.
18. A wall covering for cars comprising metal plates having their margins inter-
locked and a filling embraced by said interlocking portions, said covering being
secured to the wall by fastenings passed through the interlocking portions and the
filling, substantially as described.
19. A car having its walls constructed from a plurality of metal plates, some of said
plates having marginal flanges and said flanges having longitudinal corrugations to
provide an aperture to receive a lining stud, substantially as described.
20. In a car body having openings therein for windows or doors, the combination
with a frame around said openings, of an angle bar having its web secured with said
frame and the wall or body of the car and having a flanged head to cover the joint
between the wall and the frame, substantially as described.
21. A car door constructed from a metal plate or plates having its margins bent at
an an gleto the body of the door and returned and the edges of said margins secured
to said body, substantially as described.
22. A roof covering for cars comprising metal plates having one of their margins
bent into a V-form and the opposite margin bent into U-form and said plates being
joined to form the roof covering by fitting the U-formed edges over the V-formed
edges, substantially as described.
23. A roof covering for cars consisting of metal plates having their edges adapted
to over-lap and inter-lock, and the body of said plates having corrugations extending
diagonally thereof, substantially as described.
24. A roof covering for cars consisting of timbers having their edges formed of
interlocking projections, the interlocking projections being joined on an inclined plane,
substantially as described.
25. A roof covering for cars consisting of timbers having their edges formed of
interlocking projections, the interlocking projections being joined on an inclined plane
and a longitudinal groove formed in the face of one of the projections, as and for the
purpose described.
26. The combination with the frame of a car of diagonal bracing rods for the car
body secured with the floor timbers, the sides and the roof structure in planes parallel
to the car ends, substantially as described.
27. The combination with a car frame of bracing rods having their lower ends
secured to the floor timbers toward the longitudinal central line thereof, outwardly
and upwardly projected and connected to the side walls and bracing rods connected
with said side walls and projected inwardly and upwardly and connected to the
roof structure, substantially as described.
28. In car construction the combination with the side sills thereof, of metallic
standards, U-shaped in cross section, having their flanges at the foot of the standard
in-turned and secured to the top of the side sill and their webs projecting along the
vertical face of the sill and secured thereto, substantially as described.
29. In car construction the combination with the side sills thereof, of metallic
57

page_text: standards, U-shaped in cross section, having their flanges at the foot of the standard
in-turned and secured to the top of the side sill and their webs projecting along the
vertical face of the sill and secured thereto and diagonal braces or lattice work between
the flanges above the sill, substantially as described.
30. In car construction the combination with metallic panel wall sections, of a
metallic strip or strips projecting horizontally from the body of the panel, whereby to
support an insulating material, substantially as described.
31. In car construction the combination in the frame work with metallic posts or
frame timbers, of a flanged beam or plate secured to said posts toward the roof of the
car and adapted to provide a longitudinal brace for said posts and a letter board,
substantially as described.
32. A car having a portion of its exterior wall formed by the face of a flanged
metallic post and intermediate panels or sections having their margins secured to said
posts, substantially as described.
33. In a draw gear a plate having a plurality of integral lugs projected from the
face thereof and adapted to engage the sides of one or more of the transverse timbers
of the car whereby to sustain the draw gear, both in pulling and buffing, substantially
as described.
34. In a draw gear a plate having integral lugs to engage one or more of the cross
timbers of the car and oppositely projecting lugs apertured for the passage of a
buffer spring sustaining rod, follower blocks having a sliding bearing on said rod,
and buffer spring or springs interposed between the said follower blocks and
surrounding the rod, and connections between the follower blocks and the draw
head whereby the strain in pulling and buffing is transmitted through the
connections and follower blocks to the integral lugs of the plate, substantially as
described.
35. A draw gear comprising in combination a plate having integral lugs to adapt
it for engagement with the sides of one or more of the cross timbers of the car and
with oppositely projecting lugs apertured for the passage of a draft pin, follower blocks
loosely mounted on said rod between the downwardly projecting lugs of the draft
plate, a buffer spring or springs surrounding the rod and interposed between the
follower blocks, and shoulders on the draft pin to engage the follower blocks both in
pulling and buffing, substantially as described.
Dated this Thirtieth day of June 1890
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, Agents for the Applicant.