Improvements in Railway-cars.
Year: 1889

page_text: COMPLETE DI DUIFICATION.
Improvements in Railway-cars.
We, WILLIAM WAREN GREEN, of 444 Washington Boulevard in the City of
Chicago, county of Cook, and State of Illinois, United States of America, Engineer
and JAMES MURISON of Farwell House in the City of Chicago, county of Cook, and
State of Illinois, United States of America, Manufacturer, do hereby declare the
nature of our invention and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement :--
Figure 1 is a plan view of the bed-frame.
Figure 2 a side elevation of the same.
Figure 3 a partial plan of the same, showing a slight formal modification.
Figure 4 a side elevation of the car body.
Figure 5 an end elevation of same.
Figure 6 a partial horizontal section of the same in line - of Figure 5.
Figures 7 and 8 vertical cross sections of the same.
Figure 9 a partial vertical section in line y-y of Figure 8.
Figure 10 a partial vertical transverse section, and
Figure 11 a partial vertical section through one of the joints.
7
This invention consists in certain improvements in the construction of railway-cars,
particularly with relation to their frame-work, substantially as hereinafter described;
the main object and purpose of these improvements being to enable iron and steel,
preferably the latter, to be advantageously employed as the principal component
element of such structures without necessarily departing materially from the forms, or
shapes of railway-cars heretofore in use, while at the same time retaining, both in the
cars themselves and in their manufacture, certain incidental or resulting advantages
not heretofore attained in iron cars, nor in the old fashioned wooden cars."
To this end we prepare a metallic frame-work, (comprising the bottom or bed-
frame, the sides, ends, and top) of which the several component members are adapted
to be manufactured in large quantities in any suitable manufactory, and to be inter-
changeable in different cars, so that the cars may be put together and completed at
the manufactory, or the parts may be made and fitted at the manufactory and then
shipped to distant places and there put together, as convenience may require. Being
thus made up, these cars can be readily and cheaply repaired in case of accidental
damage, by simply removing the damaged part and substituting a similar inter-
changeable part, procured from the manufactory, or kept in stock for the purpose,
and, in case a car should become so greatly damaged that it is deemed best to destroy
it, those parts which are not damaged can be readily removed and used in the
construction or repair of other cars, without the necessity of altering or refitting them
for such purpose, thus effecting a large saving both of labor and material, and a
consequent reduction in the cost of maintaining the equipment of a railroad. Besides
these advantages in the manufacture and repair of railway-cars, cars constructed
according to our improved plan, are much stronger and more durable than the wooden
cars heretofore in use: and hence are capable of carrying heavier loads, are less liable
to destruction, and consequent loss of life and property, in case of derailment, or
collision, and are practically fire-proof, all which qualities give them great practical
superiority over the old wooden cars; while at the same time, the manner in which
they are constructed and their parts fastened together, prevents the metallic portions
from jarring or rattling, and their joints from working loose, while in service on the
railway. The result is, a car of ornamental and handsome configuration, stronger and
more durable than the wooden cars, practically fire proof, incapable of "telescoping'
in case of collision, or of fracturing and splintering in case of derailment, com-
paratively light in proportion to its strength and size, inexpensive in construction and

page_text: adapted to be readily and conveniently repaired, or, in other words, a car possessing
the form and beauty of the old fashioned wooden cars, with the strength, durability
and safety of steel structures, and hence without the disadvantages heretofore
attendent upon the use of wood, on the one hand, or metal on the other hand, in the
construction of railway-cars.
Having thus stated the general objects and advantages of our new system of car
building, we will now proceed to describe the means by the use of which we attain
these desirable results, making reference to the accompanying drawings for greater
clearness of description:
Referring to Figures 1, 2, 3, which represent the bottom or bed-frame of our
improved car-frame, B B indicate the sills, or lateral longitudinal members of the
bed-frame, and A A the stringers, or longitudinal members between and parallel to
the sills. All these longitudinal members of the bed-frame are composite in character.
The stringers, A, are each composed of two steel plates, bb, preferably about one
quarter of an inch thick, and eight inches deep, set edge-up, parallel to each other,
and spaced apart by an interposed wooden beam, a, or preferably by a series of
interposed wooden or metallic blocks or clips a¹ (see Figure 3) through which the
two metal plates are bolted or riveted together, as shown at rr; the whole forming a
comparatively narrow but deep girder, of great vertical strength and lateral stiffness.
The sills B, are constructed in substantially the same manner as the stringers A,
but with certain modifications to adapt them to their exterior position in the frame.
In the sills, we prefer to space the two vertical steel plates, b b, by means of an
interposed wooden beam or plank, a, instead of the blocks or clips, a¹, and to make
the outer plate a little less in depth than the inner plate, countersink it in the side of
the wooden spacing-beam or plank, a, and countersink the outer heads of the bolts or
rivets, r, in the outer steel plate, thus leaving a portion of the outer side of the wooden
beam or plank a, exposed below, and flush with the outer steel plate b, for convenience
in nailing on the side-boarding of the car.
In putting together the bed-frame of the car, the longitudinal members, A B, thus
constructed, are arranged substantially parallel to each other, and, at suitable intervals
along the portions intermediate between the ends of the bed-frame, are spaced apart
by metal blocks or struts, c, preferably spool-shaped, through which blocks or struts,
the longitudinal members are all bolted together by tie-rods, c¹, extending from side
to side of the car-frame, and provided with countersunk screw-nuts at their ends, or
with a head at one end and a nut at the other.
These
The longitudinal members A B, at their extremities, are fastened firmly and strongly
together by angle-irons, f, interposed between each proximate two members.
angle-irons may be constructed in the form of separate U-shaped clips, and bolted to
the sills and stringers as shown in Figure 1, or by bending the ends of the steel
plates 6 at right angles so as to meet each other as shown in Figure 3.
The outside steel plates of the sills are made longer than the sills themselves, and
are bent around the corners of the bed-frame so as to extend transversely of its ends
and lie flat against the extremities of the sills and stringers and against the connecting
devices, f, between them, and preferably to abut against each other as shown at 61,
and they are bolted firmly to said connecting devices by bolts g, a steel plate e is
placed across each end of the frame, so as to cover the points between the abutting
extremities of the bent side-plates b, and is secured in position by the bolts g, which
pass through the plates e band spacing devices f, and fasten the whole firmly
together.
Referring to the Figures 4, 5, 6, 7, 8, 9, 10, 11 for the details of the superstructure,
the latter may be described as follows:
Transverse members, D, are constructed of steel, in three or more pieces, d d¹,
riveted or bolted firmly together, so that the entire member D, will act substantially
as one integral plate when in the structure, but its parts, d d¹ will be capable of
separation and independent detachment, and removal for purposes of repairing the
structure. The parts d constitute the side-posts of the car-frame, and are preferably
bent inward at their upper ends to form ribs or horizontal portions d². The ends, d²,

page_text: 66
of opposite standards, d, are connected by pieces, d', which may be suitably raised or
arched above the middle of the car to support or form the arch or raised deck" now
generally employed in railway passenger cars. The arched pieces, d', may thus be
removed without interfering with the side posts, or standards, should occasion arise
therefor; and, with any given form of side-posts, different forms of arch or raised
deck may be used, or the old fashioned straight deck or roof may be employed
according to the taste of the constructor.
Being made in separate parts, the transverse members D, can also be handled more
easily during the work of constructing the car, or for purposes of transportation.
The component parts of these members, D, are intended to be made in conformity to
a common standard, as respects size and shape, and being, therefore, interchangeable,
may he manufactured in large quantities and kept in stock ready for use when
needed.
The several transverse members, D, arranged along the car, while alike in respect
to the matters of construction above specified, may, and preferably do differ somewhat
in their other details. The middle member, marked D', is intended to be composed
preferably of two members D D, spaced by a strip of wood or blocks or clips of metal,
and secured together by rivets. The corner members, marked D2, are designed to be
composed of angle-iron, and the angle filled with wood or sheet metal rounded to form
a neat round corner to the car. In order to brace the superstructure more strongly,
the members D, which intervene between the middle members D' and end members D³,
may be slightly inclined towards the middle member, as shown in Figure 4, and a
portion or all of them are further strengthened by inclined braces, d³, extending down
to the bed-frame. All these members D, D1, D2, and braces d³, are secured to the bed-
frame by flanges and rivets, and the braces, d³, are also fastened at their upper ends, to the
side-posts d. Hollow struts, H, are placed between each two proximate side-posts and
between the side posts and braces d³ a few feet above the bed-frame; and a tie-rod, h,
is passed through the whole line of posts, braces and struts from end to end of the
car, on each side, and provided with tightening nuts at the ends, by means of which
all the transverse members are firmly connected and clamped together, so as to form a
stiff, strong structure. A similar line of struts and tie-rods forms the upper plate, I,
of the side-frame, and strongly braces the top of the frame.
Along the top of the car on each side of the arched or raised deck, the side posts d
are further connected together by a strip of angle-iron, J, which extends the whole
length of the car, and to which the lower ends of the arch-pieces d' and the inner ends
of the bent portions d² of the side posts d, are firmly bolted together through flanges
formed on the ends of the parts d' d2 and fitting against the faces of the angle-iron, as
shown in Figure 9, a mode of construction which facilitates the removal of the
detachable parts and involves comparatively little expense in constructing and putting
together, and, besides, enables transverse tie-rods, k, Figure 10, to be applied if
considered desirable.
The entire structure is further strengthened by a longitudinal truss-rod, K, on each
side of the car, which extends through the several transverse members in the vicinity
of the middle of the frame and thence down to the lower corners of the bed-frame, as
shown in Figure 4.
The top-plates I, and angle-iron strips, J, project from each end of the car, and are
there connected by a curved or arched plate, L, as a support and frame work for the
over-hanging ends of the roof.
The corner posts, D2, are connected to the door-posts, G, by flat strips of metal, m,
to which the corner posts are fastened by the tie-rods h and struts H. Similar
connections, m¹, may also be provided at the upper end of the door-frames.
At the points where those longitudinal members which are composed of tie-rods,
and tubular struts, connect with the transverse members of the frame, we preferably
strengthen the joints and render the whole structure more rigid and unyielding, by
means of metal socket-pieces, T, interposed between the sides of the transverse
members, and the ends of the struts, as shown in Figure 11. These socket-pieces are

page_text: provided, at their outer side, with a projecting boss, t, containing a recess adapted to
receive and retain the end of the strut, and a perforation central of the recess, to
permit the insertion of the tie-rods. Thus constructed, they are placed against
opposite sides of the transverse frame-pieces, d, and clamped firmly thereto by
bolts, t. Their main purpose is to strengthen the joints and frame, and prevent the
end-thrust of the struts from injuring the frame-pieces d. To further strengthen the
joint and guard against rattling, we make each socket centrally concave on the inner
side, as shown at t2, provide a small filling hole, t³, leading into the cavity, and, after
the parts have been secured in position, fill the concavity with solder (or other suitable
material of like character).
In applying our improvements to cars which are provided with side doors-for
example, the ordinary passenger cars in use on European railways-the longitudinal
truss-rods, K, are to be either omitted altogether, or else extended from the corners of
the bed-frame up over the tops of the side door frames. In such cases, the tie-rods, h,
will extend only from the ends of the car to the door-posts, and from one door post to
another, thus being made in sections, with the door-frames intervening between thein.
The door-frames will be made of steel plates or wooden joists fitted between the
upright standards d, and attached thereto in any suitable manner. With a car thus
constructed, all the uprights d may be placed vertically, and the sectional tie-rods h
connected to them, or extended through them and connected to the door-frames; and
the braces d³ which intervene between the two doors, may be inclined at any preferred
angle, and may be supplemented by additional bracing devices if preferred, the object
being to render the whole structure of the side of the car frame as strong and rigid as
if the side doors were not employed, and the continuous truss-rod, K, and the tie-
rods h, were used as first above described.
Our improved car-frame may be covered outside, and lined inside, with any suitable
material designed and ornamented to suit the taste. We prefer, however, to employ
for this purpose a composite-hoard consisting of sheet-metal faced on one or on both
sides with some fibrous material such as asbestos paper or board, straw board, or other
paper board, attached to the sheet metal by cement, rivets, or other suitable fastening,
and properly embossed or otherwise ornamented. For exterior coverings, we also
prefer to treat the fibrous facing in any suitable way to render it fire-proof, water-
proof, and weather proof; but we do not deem it necessary to describe the process of
such treatment, because many processes suitable for the purpose are already well
known in the arts, and because this kind of covering is not an essential element of our
invention, but only a material which is recommended as serviceable.
Having now particularly described and ascertained the nature of our said inven-
tion, and in what manner the same is to be performed, we declare that what we
claim is :
1. The combination of the spool-shaped metal struts c, and the tie-rods c¹, with a
series of longitudinal members A, B, arranged parallel to each other, and each
composed of two metal plates, b, connected together by bolts or rivets, r, extending
through an interposed spacing material, and by the tie-rods, c', extending through the
struts, c, from side to side of the frame, substantially as described.
2. The combination of a series of longitudinal members, A, B, and terminal spacing
members, with the outside metal plates 6 bent around the corners of the frame so as
to extend longitudinally of its sides and transversely of its ends, and bolted to the
spacing members f, substantially as described.
3. The combination of the longitudinal members A B, the terminal spacing
members f, and the outside metal plates b bent around the corners of the frame, with
the transverse end-plates e and spacing members f, substantially as described.
4. The combination of the composite longitudinal members A B, the struts c, the
tie-rods c², the terminal spacing members f, the outside plates 6, bent around the
corners of the frame, and the transverse end plates e, bolted to the bent plates b¹ and
spacing members f, substantially as described.

page_text: 5. In a car-frame, the combination of the metal side pieces d, bent at their upper
end to form the ribs d³, with separable pieces d¹ for the arch or raised deck, sub-
stantially as described.
6. In a metal car-frame the combination of the metal side pieces d, bent at their
upper ends to form the ribs d', with the separable pieces d¹ for the arch or raised
deck, and the angle-iron longitudinal member, G, connecting the parts d³ ³, sub-
stantially as described.
7. In a metal car-frame, the combination of the angle-iron corner posts, D2, with
the transverse frame pieces D, and their longitudinal connections, substantially as
described.
8. In a metal car-frame, the combination of the transverse frame pieces, D, their
longitudinal connections; and the sills B, with the braces d³ extending from the sills
to the top plate, substantially as described.
9. In a metal car-frame, the combination of the transverse frame pieces D, and the
longitudinal members H K, with the socket pieces T provided with the exterior socket
for the tubes and the perforations for the rods, and clamped to opposite sides of the
frame pieces by the bolts t¹, substantially as described.
10. In a metal car-frame, the combination of the transverse frame pieces D and the
longitudinal members, H K, with the socket pieces T provided with the exterior
socket for the tubes, the perforation for the rods, the interior concavity t³, and the
filling hole and clamped to opposite sides of the frame pieces by the bolts t', sub-
stantially as described.
Dated this 28th day of May 1889.
FELL & WILDING,
1, Queen Victoria Street, London, E.C., Agents for the Applicants.