Improvements in Railway Cars or Coaches.
Year: 1889

page_text: Date of Application, 11th June, 1889-Accepted, 13th July, 1889
COMPLETE SPECIFICATION.
Improvements in Railway Cars or Coaches.
I, ROBERT SAMUEL CRAWFORD FULLER, of 575, Broadway in the City, County, and
State of New York, United States of America, Book-keeper, 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 an improvement in railway coaches or railway cars of the
American type, that is to say railway carriages to which access is had at the ends and
not at the side as in English Railways.
My Invention has for its object to provide platforms for such cars or coaches
whereby, when the coaches are coupled up, the platforms of adjacent carriages will
meet, and to so construct the platforms that they will remain in contact throughout
their width irrespective of the curves over which the train may travel.
A further object of the invention is to provide a gate capable of folding, when
closed, at the side of the coach out of the way, and when open, of extending from
one coach to the adjacent coach, parallel with the outer sill of the platform. A further
object of the invention is to provide a means whereby the platform of the rear coach
of the train will be enclosed at the sides and outer end also.
The invention consists in the combination with the rigid platform of a railway coach,
of an auxiliary platform pivoted thereon, capable of independent movement, and in
the novel construction, and combination of the several parts, as will be hereinafter
more fully set forth and pointed out in the claims.
Reference is to be had to the accompanying drawings, forming a part of this
specification, in which similar letters and figures of reference indicate corresponding
parts in all the views.
Figure 1 is a partial side elevation of two coupled railway coaches having my
improvement applied thereto.
Figure 2 is an end view of the rear coach of a train.
Figure 3 is a horizontal section on line 33 of Figure 2.
Figure 4 is a partial perspective view of the sliding door especially adapted for my
improved coach.
Figure 5 is a horizontal section on line 5-5 of Figure 1, illustrating the position
of the auxiliary platforms when the coaches are upon a curve.
Figure 6 is a bottom plan view of Figure 5; and
Figure 7 is a perspective view of one of the end sills of the fixed platform.
It is the prime object of the present invention to provide for the safety of passengers
on railway coaches by causing the platforms of said coaches to remain in contact
under all conditions of travel, whereby an essentially continuous platform is obtained
between each of the opposed coaches, and also to provide a guard at each side of the
platform capable of convenient and expeditious manipulation to admit passengers and
to permit the exit of the same. In addition to the above it is a further object of
the invention to provide coaches with an entrance of much greater width than here-
tofore, and to so construct the doors of said entrance that they will not interfere with
the ingress or exit of passengers when open, and yet may be closed in as convenient a
manner as any sliding door now in use.
In carrying out the invention, the floor of the coach at the ends, and preferably
immediately within the same, is horizontally recessed, as at 10, and likewise the ends
of the sills 11, as shown in Figure 5, the end walls of which recesses are inclined
inward, as illustrated at a, the center of the said walls being provided with a
concavity a', and the surfaces between said concavity a¹ and the end walls a of
the recess are beveled inwardly at a' in the direction of the side of the coach.

page_text: Slightly in advance of the cavity a¹ a metal plate or block 12 is pivoted upon
the basewall of the recess 10, to the forward end of which block a bow spring 12°
is rigidly secured, the extremities of which are preferably rounded. In advance of
the center of the spring a vertical friction roller 13 is journaled, as best shown in
Figure 5. The side sills 14 of the platform are secured to the equivalent sills of
the coach body or bottom, and are united by the end sill 15 having the usual convex
front. The end sills and bottom of the coach are usually connected by a series of
short beams 16, as illustrated in Figure 6, which beams and the side sills 14 are
tied together and strengthened by transverse, preferably radial brace bars 17.
I desire it, however, to be understood, that although I have described and
shown one form of the fixed platform, I do not confine myself thereto, as other
equivalent construction may be employed.
One end sill of the fixed platform of the coach is provided with a horizontal
recess 18 at each side of the center extending practically to the ends (see figure 7)
and in order to impart strength to the said recessed section of the sills, two or
more ribs 19 are formed upon the upper surface, extending from the rear edge
within a suitable distance of the front. The end sill at the opposite extremity of the
coach has attached to the front convex surface, a series of metal arms or fingers 20,
usually consisting of rectangular bars of metal having a tapering outer extremity and
a lug projected downward from the inner extremity, which lug is secured directly to
the sill in any approved manner, as shown in Figure 2. The fingers 20 are
arranged at intervals at each side of the center of the sill, and project horizontally
a sufficient distance beyond the sill to extend preferably entirely across the recessed
face of the opposite sill when the coaches are upon a straight track.
The fingers are so graduated in length that when attached to the sill their extremi-
ties will be in the same horizontal plane. The fingers 20 are adapted to sustain the
projecting end of the auxiliary platform 21 pivoted upon the rigid platform, as best
ahown in Figures 1 and 5, from which, and in connection with Figure 6, it will be
observed that even when the coaches are rounding a curve of small radius the fingers
continue to support the pivoted or auxiliary platform.
The auxiliary platforms are pivoted one at each end of the coach, and are pre-
ferably rectangular in general contour, of equal width with the stationary platform
and of sufficient length to extend beyond the same, as best illustrated in Figures 1
and 6. Each platform 21 is pivoted at its inner end by passing a suitable bolt 22
through a slot 23 produced contrally of said end, and into the fixed platform. The
pivotal point of the platform is preferably in longitudinal alignment with the pivot of
the spring-carrying block 12, as best illustrated in Figure 5.
At each rear end of the pivotal platform, an essentially triangular metal plate 24
is rigidly secured having a recessed under face and inwardly chamfered outer ends,
as best shown at 6 in said Figure 5, the plates being so located that the narrow end
will terminate at each side of the pivotal point of the platform. The plates 24 are
adapted to constitute an extended rear bearing surface for the pivoted platforms to
sustain the major portion of the friction in their manipulation. The recess in the
under surface of the plates permits the extremities of the spring 12ª to have normal
bearing against the rear edge of the platform.
When two opposed platforms are brought together in the process of coupling, the
Blot 23 in said platforms permits the latter to fall back upon the spring, which acts,
Firstly, as a buffer, and Secondly, to keep the platform in contact.
As the auxilary platforms are pivoted at one point only to the fixed platforms,
namely, at the rear, when the coupled coaches are upon a curve the auxilary platforms
will remain in contact or stationary, while the under platforms, fixed securely to the
coaches, will separate at the under side, and conform to the radius of the curve; but
the movements of the fixed platforms do not in the least interfere with the movements
of the auxilary platforms above them, by reason of the recess 10 in the former, as
clearly illustrated in Figures 5 and 6, one Figure showing a bottom and the other a
plan view of opposed and coupled platforms.

page_text: The auxilary platforms are preferably made of such thickness that their upper faces
will be essentially flush with the unrecessed surface of the coach floor or bottom.
In the forward or outer end of each auxilary platform, at or near the center, an
opening is made, the surface around said opening being rebated, and the said rebated
surface and the openings are covered by a hinged or sliding door 25, which door is
intended, when open, "to expose the drawhead 26 of the coupling 27 when desired.
The auxilary platforms may be constructed of any desired material, and may be
braced in any approved manner.
At each end of each coach upon one side, a recess 28 is provided, and upon the
opposite side a smaller recess 29 is provided, which recesses extend preferably from
the bottom of the coach body, or immediately above the platform upward to within a
suitable distance of the top. as best illustrated in Figure 1. The larger recess 28 is
adapted to receive a gate 30, constructed in the form of lazy-tongs, which gate, when
folded up, will lie suugly within the recess 28 against the sido of the car, as shown
at the left in Figure 1. The inner end of the gate is pivotally connected with the
vertical standard 31 secured within the recess 28 at or near the inner wall, and the
outer end of said gate is attached to a rigid bar or frame 32 having a roller 33
pivoted in the lower end adapted to travel upon the track 34 secured to the pivoted
or auxilary platform, each of the said platforms being provided with a track upon
the upper face extending parallel with the outer side edges.
The onter rigid bar or frame 32 of the gate, is provided at or near the top with an
attached socket 35. If in practice it is found desirable two or more friction rollers 33
may be attached to the bottom of the frame; when such is the case, the intermediate
rollers are secured to the lower end of the lazy-tongs constituting the body of the
gate.
In each recess 29 a latch 36 is pivoted near the vertical wall, as shown at the right
in Figure 1 which latch is normally sustained in a horizontal position by means of a
spring 37, or equivalent device. The latch 6 is secured within the recess at a sufficient
height to enter the socket 35 of the gate, when the said gate is opened outward to
form a guard for the platforms. The gates 30 are male fall enough so that when
opened out to connect the en is of opposed coaches the lateral yield will be sufficient
to permit the coaches to round a curve without exerting an undue strain upon the
gates.
For a purpose hereinafter described, upon each end of the coach adjacent to the
recess 29, an upper and lower bracket is secured, in which the rear frame or standard
of another gate 38, also constructed in the form of a lazy-tongs is pivoted. This
second gate 38, attached to each end of each coach, is preferably male of a sufficient
length only, when opened out, to extend to the outer end of a single platform. When
not in use the gate is folded up as closely as possible and turned inward to a contact
with the end of the coach, and is held in such position by passing a hook secured to
the free end of the gate through a staple attached to the car; any equivalent fastening
device may be employed, or, if desired, as illustrated in Figure 2, a hook 69 may be
attached by a suitable chain to the car, adapted for engagement with the gate.
To the under surface of the hood 40 of each coach, at the outer end, a transverse
bar 41 is attached adapted to extend slightly downward from the said hood, upon which
bar 41 the upper end of a gate 42 is hinged, which gate is similar in construction to
the gates heretofore described. The gate 42 is adapted for use only upon the last
coach of the train, when the gate at the rear end is suffered to drop down to the
vertical position illustrated in Figure 2. The lower end of the gate adapted for
contact with the platform of the coach, is provided with a horizontal base bar 43, to
which bolts 44, of any approved construction are secured, said bolts being intended
for introduction into suitable apertures produced in the said platform.
I do not. however, confine myself to any specific ineans for securing the bottom of
the gate 42 to the platform, as any well known device may be substituted for that
shown. When the gate 42 is not in use it is folded up and carried to a horizontal
position beneath the hood 40, and is sustained in that position, as illustrated in

page_text: Figure 1, by means of a chain and book 45, or equivalent device, attached to the hood
near the body of the coach, which chain is carried outward in contact with the under
surface of the gate, and the hook is then secured to the outer edge of the bood by
means of any well known device.
It is necessary to the successful operation of the platforms that the brake rod and
wheel be removed from contact therewith, and to that end a vertical pocket 47 is
formed in the face of the coaches, preferably adjacent to the side recesses 28, in
which pocket a brake rod and wheel are located. The pockets are of sufficient size
only to conveniently accommodate the brake device, and the said device may be
connected with the brake by a chain 48 passing over a suitable pulley 49, as best
illustrated in Figure 3. By reason of this construction, the brake device is, to a great
degree protected from the weather, and is also convenient of access.
The doorways 50 of the coach are made wider than heretofore, and the partition at
one side of the said doorways is double, as best shown at 51 in Figure 3. The space
intervening the two partitions 51 is sufficient to receive two doors 52 and 53 when
placed side by side. The door 53 is provided with a transverse groove 54 in one face,
extending nearly from side to side, as best shown in Figures 3 and 4, and the other
door 52 is provided with a lug 55 near one side edge, adapted to enter the said groove.
The doors are placed face to face with the lug 55 in the groove 54 before being inserted
between the partitions 51. Thus, when suitable stops are employed, when the door
carrying the lug has been thrown outward a given distance, a continued movement
in the same direction will bring the lug against the outer wall of the groove 54, and
thereby will draw the other door a sufficient distance outward to close the doorway,
as illustrated in Figure 3.
In operation, when the rear gate 42 upon the rear coach is brought downward to a
vertical position, the two side gutes 30 and 38 are opened outward until they are
brought in contact with the end gate, whereupon they are secured to the latter by any
suitable device.
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. The combination, with a rigid platform, of an auxiliary platform pivoted thereon,
capable of independent movement and provided with an opening in the forward end,
and a door covering said opening, capable, when open, of exposing the drawhead,
substantially as shown and described.
2. The combination, with a rigid platform and a spring at the rear of the same, of
an auxiliary platform pivoted upon the fixed platform, capable of independent move-
ment and bearing against the said spring, substantially as shown and described.
3. The combination, with a rigid platform and a spring pivoted at the rear of the
same, of an auxiliary platform pivoted upon the fixed platform, slotted at the pivotal
point to have longitudinal movement, the said platform being capable of independent
movement, and having a bearing against said spring, substantially as and for the
purpose specified.
4. The combination, with the bottom of a railway coach. provided with a horizontal
recess in the upper face, a platform rigidly secured to the said bottom and a spring
pivoted in the floor recess, of an auxiliary platform pivoted upon the fixed platform,
capable of independent movement and having the rear end in contact with the said
spring, substantially as shown and described.
5. The combination, with the bottom of a railway coach, provided with a horizontal
recess in the upper face, a platform secured to the said bottom and a spring pivoted
in the floor recess, of an auxiliary platform pivoted upon the fixed platform, capable
of independent movement and contact with the said spring, and wear plates secured
to the end of said platform at each side of the center, having a recessed under face,
all combined for operation, substantially as shown and described.
6. The combination, with the bottom of a railway coach, provided with a horizontal

page_text: recess in the upper face having an irregular rear wall, a platform rigidly secured
to the said bottom, and a spring pivoted in the floor recess, of an auxiliary platform
of greater length than the fixed platform, pivoted to the rear and capable of
independent movement and bearing against said spring, diagonal wear plates secured
to the rear end of the platform, one at each side of the center and provided with a
recessed under face, and a door hinged to the pivoted platform at the forward
end, adapted to cover the recess produced therein, all combined for operation,
substantially as shown and described.
7. The combination, with the bottom of a railway coach, provided with a horizontal
recess in the upper face having an irregular rear wall, a platform rigidly secured to
the said bottom, a block pivoted in the floor recess near the center, and a bow
spring rigidly secured to the said block, of an auxiliary platform pivoted to the
fixed platform and having a movement independent thereof, and bearing against
the said spring, a friction roller journaled in the base wall of the floor recess in
contact with the pivoted platform, and wear plates secured to the rear of the plat-
form, one plate at each side of the center, the said plates provided with a recess
in the under face to receive the ends of the bow spring, all combined for operation,
substantially as shown and described.
8. The combination, with a rigid platform, of an auxiliary platform pivoted
thereon, of geater length than the fixed platform, and means, substantially as shown
and described, for supporting the outer projecting ends of the pivoted platform, as
and for the purpose specified.
9. The combination, with a rigid platform, of an auxiliary platform pivoted
thereon, capable of independent movement and of greater length than the fixed
platform, and fingers secured to the end sills of the fixed platform adapted for
contact with the under face of the projecting portion of the pivoted platform, all
combined for operation, substantially as shown and described.
10. The combination, with a rigid platform, and fingers horizontally secured to the
end sill of the same, and an opposed platform the upper surface of which is recessed
to receive said fingers, of an auxiliary platform pivoted upon each fixed platform,
having their ends projected beyond the sills above the fingers to contact with each
other, substantially as shown and described.
11. The combination, with a rigid platform, and a spring pivoted at the rear of the
same, of an auxiliary platform pivoted upon the fixed platform, capable of independent
movement and having a bearing against said spring, and horizontal fingers attached
to the end sill of the fixed platform adapted for engagement with the under face of the
pivoted platform, substantially as shown and described.
12. The combination, with a rigid platform, a spring pivoted to the rear of the
same, and graduated fingers horizontally secured to the end sill of the fixed platform,
of an auxiliary platform pivoted upon the fixed platform, capable of independent
movement and of greater length than the said fixed platform and slotted for contact
with the said spring, all combined for operation, substantially as shown and described.
13. The combination, with a fixed platform provided with an end sill having a recess
at each side of the center, and ribs formed upon the recessed face, of an opposing
fixed platform, fingers horizontally secured to the end sill of the latter platform adapted
for contact with the said recessed siil, and an auxiliary platform pivoted upon each
of the fixed platforms having square abutting outer ends projected beyond the sills of
the said fixed platforms and above the said fingers, all combined for operation, sub-
stantially as shown and described.
14. The combination, with a railway coach provided with a fixed platform, and an
auxiliary platform pivoted upon the fixed platform, of a folding gate attached to one
side of the coach near each end, and adapted to project over the platform of the adjacent
coach and to be secured to said coach, substantially as shown and described.
15. In a railway coach, the combination, with a body provided with side recesses
at each end, a fixed platform, and an auxiliary platform pivoted upon the fixed
platform, of a folding gate secured within one of the side recesses, adapted to travel

page_text: '
upon the platform, and a spring-actuated latch secured in the opposite side recess,
all combined for operation, substantially as shown and described.
16. In a railway coach, the combination, with a body provided with side recesses
at each end, a fixed platform, and an auxiliary platform pivoted upon the fixed
platform, of a folding gate secured within one side recess, a horizontal, spring-
actuated latch secured in the opposite side recess, and a second folding gate pivoted
upon the ends of the coach adjacent to the recess carrying the latch, all combined for
operation, substantially as shown and described.
17. In a railway coach, the combination, with a body provided with side recesses at
each end, a fixed platform, and an auxiliary platform pivoted upon the same, of a folding
gute secured within one side recess, a spring-actuated latch held within the opposite
recess, a second folding gate pivoted upon each end of the coach contiguous to the
spring-actuated latch, and a third folding gate secured to the end of the coach hood,
substantially as shown and described.
18. In a railway coach, the combination, with a body provided with side recesses at
each end, a fixed platform, and an auxiliary platform pivoted to the fixed platform
and extending beyond the same, of a folding gate secured within one of the side
recesses of the coach, a spring-actuated latch secured within the opposite recess, a
second folding gate pivoted at each end of the coach, a third folding gate hinged
to the end of the coach hood provided with a locking device at the lower
end, adapted for contact with the outer end of the pivoted platform, and means,
substantially as shown and described, for securing the end gate in a horizontal
position beneath the hood, as and for the purpose specified.
19. In a railway coach, the combination, with a body provided with a pocket formed
in each end, and a fixed platform, of an auxiliary platform pivoted upon the fixed
platform, and a brake device located within the said pocket, substantially as and for
the purpose specified.
20. In a railway coach, the combination, with a body provided with side recesses
at each end, a fixed platform, a pocket in each end adjacent to one of the said
recesses, and an auxiliary platform pivoted upon the fixed platform, of a folding
gate secured within one side recess, and a latch horizontally held in the opposite
side recess, a second folding gate pivoted at each end of the coach, a third folding
gate hinged to the end of the coach hood, provided with a locking device adapted
for contact with the outer end of the pivoted platform, a brake device located within
the pocket of the body, and means, substantially as shown and described, for re-
taining the end gate in a horizontal position beneath the hood, substantially as and
for the purpose specified.
21. In a railway coach, the combination, with a body having a bottom provided
'with a horizontal recess in the upper face, a platform rigidly secured to the bottom,
and a spring pivoted in the floor recess, of an auxiliary platform pivoted upon the
fixed platform, of greater length than the fixed platform, capable of independent
movement and having the rear end in contact with the said spring; a sliding,
folding gate secured at one side of the coach body, adapted to travel upon the
auxiliary platform, a latch attached to the opposite side of the body, a brake device
located in a pocket formed in the end of the coach body, a second folding gate
pivoted to each end of the coach, and a third folding gate hinged to the end of the
coach hood, with means, substantially as shown and described, for locking the end
gate in a vertical and in a horizontal position, as and for the purpose specified.
22. The combination, in a railway coach provided with doorways having a double
spaced partition at one side, of two sliding doors located between the partitions,
onė door provided with a transverse groove extending nearly from side to side, and
the other door having secured thereto a lug capable of entering and sliding in the
said groove, substantially as shown and described.
23. In a railway coach, the combination, with a body provided with a pocket at
each end, doorways having a double spaced partition, and fixed platforms, of an
auxiliary platform pivoted upon each of the fixed platforms, a brake device located

page_text: within the said pocket, sliding doors located between the said partitions, one door
provided with a transverse groove extending essentially from side to side, and the
other door with a lug capable of entering the said groove and sliding therein, all
combined for operation as and for the purpose specified.
R. S. C. FULLER.
By A. M. & Wm. Clark,
53, Chancery Lane, London, Patent Agents.