US1520696A

US1520696A - Load-discharging car

Info

Publication number: US1520696A
Application number: US657058A
Authority: US
Inventors: Campbell Argyle
Original assignee: Enterprise Railway Equipment Co
Current assignee: Enterprise Railway Equipment Co
Priority date: 1922-08-31
Filing date: 1923-08-13
Publication date: 1924-12-30
Anticipated expiration: 1941-12-30

Description

Dec. 30, l924 1,520,696

A. CAMPBELL LOAD DI SCHARGI NG CAR Drginal Filed Ausg. 31, 1922 4 Sheets-Sheet l W' //s ATTORNEY 1,520,696 A. CAMPBELL LOAD DISCHARGI'NG CAR Original Filed Aug. 31, 1922 4 Sheets-Sheet 2 Dec, 30, 1924.

A. CAMPBELL LOAD DISCHARGING CAR 'original Filed Aug. 31. 1922- 4 sheesheet :s

Dec, 3o, 1924.

A. CAMPBELL LOAD DISCHAHGING CAR 'Original Filed Aug. 31, 1922 4 Sheets-Sheet 4 WITNESES aww/JW vf Aam L Patented Ecc. 3G, 1924.

UNITED S'li' FYET GFFCE.

ARGYLE CAMFBELL, QF CHICAGO, ILLNOIS, ASSGNOR 'IO- ENTERPRISE RAILWAY EQUIEMENT CGMEANY, OF CEICAGO, LLI'NOS, A CORPORATION OF ILLINOS.

LGAD-DSCHARGNG CAR.

Original application filed August 3l i922, SerialNo. 585,431, now Patent No. 1,465,7l5, dated August 21,

To all whom 'it may concern.'

Be it known that I, Anovni CAMrnnLL, a citizen of the United States, residing at Chicago, in the county of Cook and State of lllinois, have invented a certain new and useful Improvement in Load-Discharging Cars, of which the following is a full, clear, concise, and exact description. reference being had to the accompanying drawings, forming a part of this specification.

V his application is a division of my copending application for load discharging cars, Serial No. 585,431, filed August 3l, 1922, since become Patent 1,465,756, granted Aug. 2l, i923.

This invention relates to improvements in load dischargingoars and more particularly to the type known as ballast cars used in the construction and maintenance of y'ailroads and provided with a central hopper for dumping between rails and convertible for use as a gondola or for side dumping with top unloading plow.

The primary object of my invention is 'to provide a center dumping car which will discharge its load centrally of the roadbed and avoid flooding the rails.

A further object of the invention is to improve the structural design of this type of car by combining strength and rigidity of the parts with economy of material and more especially in regard to the framework adapted to withstand the shocks incidental to buff and draft.

Another object of the invention is to provide a center dumping car which will discharge its load uniformly and wherein the flow of ballast will be under perfect coin trol of the operator at all times.

It is also the object of the invention to provide for greater cubical capacityias a hopper car than has heretoforel been possible with a given length of door opening.

My invention also resides in certain other features of novelty which will be more fully described in the specification and claims.

In the drawings forming a. part of this specification, Figure l is a vertical sectional view taken transversely of the car near the center thereof showing the offset construction of the hopper and the position of the convertible ioor sections when the car is Serial No. 657,058.

adapted for use as a center dump car. Figure 2 is a top plan view of a portion of the car hopper extending from one end thereof to the center of the car. Figure 3 is a longitudinal, sectional view of the car as a hopper showing slightly less than a half thereof, the section being taken to one side of the center of the car. Fig. l is an end elevational view of one half of the car showing the movable end at one end of the car in position for use as a gondola car. Figure is a sectional view of the car taken substantially on the line 5 5 of Figure 4t, showing the disposition of the sloping floor member when the end is in position as a gondola car. Figure G is a transverse partial sectional view taken on line 6-6 of Figure 2 of the car door raising and' lowering mechanism with the front housing removed exposing the worm and gear mechanism. And Figure 7 is a View taken on the line 7 7 of F iG'ure 6 showing the side of the car with the actuating mechanism for operating the worm and gear.

Referring now to the drawings wherein like characters indicate the same parts, it will be seen that the car consists of a framework composed of heavy longitudinal side sills A and intermediate longitudifial sills B and transverse members comprising end sills C; body bolsters D, cross ties E. Non continuous draft sills F are centrally disposed at each end of the car and diagonal members G extend obliquely to the line of the draft and connect to the longitudinal sills near the body bolsters. A longitudinal hopper is disposed between the intermediate sills and one side thereof consists of an upper stationary inclined floor H to which the swinging door J is pivoted while the opposite side thereto is composed of an inclined stationary floor K. The hopper is forme-l at each end with an inclined wall L resting on the draft sills and secured to the ste-.tionary inclined side walls of the hopper. Swinging convertible floor portions ld are disposed to each side of the hopper forming a continuation of the hopper side walls of the car above the floor. rlhe ends of the car above. the floor line consist of movable portions N with inclined shedding members The side walls are composed of vertical stakes/P, top rail R.

Cil

and swinging side doors S.

Having now given a general description of the car, I will proceed to describe with particularity the various features involved in my invention. Y

Intermediate sills B consist of web plates 17, outer bottom angles 18 and inner bottom angles 19, top Z-bar members 2O and onter top angles 21. rlhe top flange of the 2-bar Q10-extends over the angle 21, thereby sealing the joints between the web plate and sill top members and preventingfthe entry of lmoisture and corrosive influences -t'l'ierebetween- The upper surface (20c) of lthe Z-bar forms a portion of the floor of the car and a runway for the plow protecting the rest of the floor of the car from the destructive effects of the unloading top plow. Side sills A composed of web plates 22, top angles 23, and bottom angles E24, yextend the full length of the car and v'are caused to function in unison with the Cil intermediate sills as load carrying members 'by means of diaphragms 25, top cover plates 26, and bottom cover plates 27 disposed near the bolsters and secured to both of the said sills. A number of cross ties E, preferably of channel shape, extend between the intermediate sills and are sev'cured thereto by means of gussets 28.

The inclined side floor H of the car comprises end plates 29- and intermediate plates 30 secured to a longitudinally extending angle 31, the latter passing beneath cross 'ties and secured to the latter and also to the end hopper sections 48. The upper portions of

plates

29 and 30 respectively are formed with horizontal ledges 29a and 3()a vadapted to rest on' the lower horizontal :flange @of Z-bar 2O and secured thereto, thereby presenting an extension of the Z- bar flange of sufficient width to support the Aconvertible floors in both their inclined and horizontal positions, The intermediatefloor plates 3() lare flanged upwardly as at E'b forl the purpose of effecting a connection with the cross ties E while the other end vof the plates as at 29C .and 30e respectively are provided with holes wherebv riveted connections are effected between these ends and the cross ties by means of members 320 when the structure as com` posed of

members

29, 3C and 81 has been fitted into place on the car. Door supporting brackets 32 are riveted to this Vinclined structure and it shouldl be stated at this time that the construction as adopted herein favors quantity. production inasmuch as the whole'side as shown may be assembled as a unit thereby assuring alignment of the hinges and afterwards quickly fitted into place on the cai1 structure. The gussets 28 are shaped as at 28a, in order that 'they may be contained beneath the floor instead of passing therethrough and causing unwieldly and insecure connections between the various parts as has heretofore been the case. Diaphragme 33 support the floor intermediately of the cross ties and are riveted or otherwise secured to the floor plates as at 29d and 30d. Connection between each diaphragm and angle 31 is effected by means of a gusset plate 34. In this manner, it will be seen that I have provided an upper stationary floor `section of great 'strength and simplicity and furthermore one which presents an unbroken shield for the door, thereby preventing the entry of small rocks between the inclined 'floor and door at the hinge location.

The opposite side K of the Vhopper section is formed of a series of sloping side sections 35 extending downwardly and inwardly from the intermediate sill B towards the longitudinalcenter of the car. Thelower edge of the side K terminates in a plane disposed to one side of the longitudinal central plane ofthe car. The edge terminates on the same side of the central plane as that onrwhich Vthe side K is located. Said free edge of the sloping side K is reinforced by a Z-bar 36. rlhe purpose of this latter member is twofold7 acting as a beam to strengthen the Y iioor plate and also having the lower fiange thereof constituting a vmaterial shield to guard the rail from being floodedby the ballast material. This shield as will be noted from Figure l has the controlling point 36a thereof located a distance from the longitudinal center of the car. .The sloping floor sections are formed at their upper portions with ledges 35a, and connections with cross ties E are made by means of connections 37 and stiffening angles 38. The floor near its free ends is supported from the cross ties by means of tension plates 39. VIntermediate of the cross ties the sloping plates are supported by means of angles 40 and braced to intermediate sills by means of gusset plates 41 and vertical stiffeners 42 in the manner shown in Figure 2. The end walls L of the lhopper rest on the draft sills formed of' web plates 420, top angles 43 and bottom angles 44. Each Ysloping end wall proper consists of a trapezoidal shaped plate 45 bent to form a-horizontal floor 45l1 and also a vertical wall 45". The horizontal portion 45a is secured to fthe top members of the intermediate sills and stiffened with angle bars 46 between supports. Connection between the draft sills and the inclined floor is made by means of angles 47. The completion of` the hopper' proper isl made by triangular shaped

sections

48 and 49 respectively whieh connect the side and end sloping floors thereby producing a perfect self discharging hopper. An angle 50 connects the vertical hopper end wall h with sloping fio-or plate 35.

Referring now to the hopper door J, this member is preferably formed to operate asa single unit although it may be manufactured in sections. ln its preferred torni it consists of a plate 5l having' one end fia-nged as at 5l" and slotted at 5l" for the passage ot hinge straps therethrough. These hinge straps are preferably riveted to the door plate in connection with. reinforcing angles which extend down` to and are anchored to stitiener all which preferably consists ot a bulb angle and extends the length ot the door. The door is formed to extend beneath the hopper end walls, there by ensuring a tight. joint when the door is closed and adjacent to the edge of the door at each end oft the car, l have disposed an end wall or shield to avoid the escape of material from the car between the edge ot the door and. `the sloping floor section i8 and the lower edge ot the hopper end wall l5". This shield is braced by means of a rearwardly extending' vertical gusset 36 which is secured to the draft sill' angle and to the shield. rlnhlis shield is turther s-ecurefl to the end wall by means oi' angle 5T and also to the Z-bar member 36. The door J is adapte-d to swing on its pivot 5T from hinge bracketl 32 and close the door opening. Chains or other flexible elements 58 are disposed at suitable intervals and attached to the door by means oi' brackets 59, passing through holes 361 formed in the web of Z-bar member 36 and attached to sheave members 60. The sheaves are rigidly mounted on a shaft 600, preferably of polygonal shape, adapter to rotate in bearings 6l which are secured to the car structure. T he sheaves are preferably termed eccentric in order to reduce the leverage or twisting moment on the shaft when the doors are closed and 4the car is loaded. Collars G2 are mounted on the shaft in order to provide a uniform bearing in brackets (Sl. The bearings 51. are preferably anchored to the gussets 2S connecting the cross ties E to the intermediate sills, but towards the end of the hopper provision is made i'or supporting the. sha-tt 'from the vdoor supporting gusset i-l. rThe doors are opened and closed by means of gearing. preferably enclosed in a dust and oil proeft' housing' formed ot a plurality ot sections GS and 6l. These sections are bolted or riveted together and in Figure 6 I have shown the interior View ot the mechanism with outer casng (il removed showing1 the gears (35 and the worm 66. The gear is rigidly secured to shaft GOO and is preferably disposed intermediately ot some of the sheaves in order that the twisting moment on the shaft may be distributed on either side ot the gear. Housing section G3 is' provided with bracketportions 62 1 whereby the housing is secured to the car structure l'ne'l'erably at one of the cross ties E and below the sloping door and adjacent to the intermediate sill. For this purpose l provide an enlarged gusset 67 of the saine type as hereinbetore designated as 28 and provide connecting angle (S8 between the sloping door and this. gusset. A driving shaft 69 is rigidly secured to the worm gear 66 and passes through the intermediate and side sills through a combined reinforcing and ratchet plate TQ. This plate, which is securely riveted to the side sill web to reinforce this member and compensate for the hole made therein, has a bearing for ratchet 71 and also provides pivotal bearings for pawl T2 and dog T3. ctuating mechanism is provided by the lever handle 7l which carries pawl To whereby the ratchet 7l is engaged. Pawl 'To is held into engagement with the ratchet by means ot plunger '7G and spring T7. I

Reference to Figure l will show that the apex ot the hopper when the door is closed is disposed to one side ot the longitudinal center olE the car and the extent of this oitset is preferably made substantially onehalt of the normal door opening used in ballasting operations with material ot average density, thereby obtaining with the stationary side hopper the saine advantages which would be derived from the use ot' a double door car inasmuch as the door opening at this stage will be the equivalent of a V shaped hopper having both sides thereof movable and of uni'lorm travel. ln this manner when the door J is opened to this average distance the center of the discharge opening will be substantially the center of the car and also the center of the roadbed. By this o'ltset hopper construction I attain in a cheaper construction the advantages embodied in a well known double door ballast car, i. e., placing the ballast in the center of the track. Center dump hoppers extending longitudinally of the car with the apex oi' the hopper located on the longitudinal center ot the car have been used for a number of years, but owing to the Jfact that the discharge door opening is entirely confined to one side'ot the track, it is found that the ridge ot ballast is deposited to one side, flooding the rail and causing derailinent of trains and entailing much lost time. A turtlier advantage secured by my oti'set construction lies in the steep angle which the side l makes with the horizontal plane preventing adherence of the lading to the hopper side and thereby overcoming a detect which has hitherto rendered cars with a hopper embodying` a zied side unreliable tor center ballast work. It is well known to those having practical experience with cenler ballast work that it is customary for the operator controlling the discharge ot' the load to gauge the door opening largely by the extent of the flow of material issuing from the discharge opening, inasmuch as it is impossible from his point of vantage, i. e., the point of operation of .the doors, to see the door itself. Consequently it is a matter of frequent occurrence that due to the insufficiency of the slope in the hopper floor the material arches in the car and does not flow freely and the operator, in ignorance .of this fact, seeing little or no flow of ballast, opens the door to such an extentthat when rupture of the'arch is 'effected there is an onrush of material which covers the rail and causes a derailment of the moving car. I have guarded against this possibility by offsetting the stationary side of the hopper, thereby providing a slope at an angle considerably in excess of the angle of repose of the material and greater than heretofore employed in cars of this type. Furthermore, I have provided automatic means as shown' in Figure l lto indicate to the operator the extent of the door opening at all times. This includes a dial plate T8 secured to the car framing, an indicator 79 pivoted to the dial and connecting means 80 extending from the indicator and connected to the door.

rIhe mode of operation is as iollows: It being` desired to center ballast in a section ot' track, the loaded train ofcars is brought into position and safety locking pawl disengaged from the ratchet 71 on all the cars. The lever of the forward car is then rotated in a clockwise direction turning` the worm and shaft and resulting in a gradual and controlled opening ot the door and the train is set in motion. As the door opens the rod 80 is drawn inward, moving the indicator 7 9 and indicating on the dial scale the extent of the door opening. The-opening of the door is then continued until the indicator on the dial shows that the normal door opening has been reached, in which position of the door, `the door opening is substantially equal on both sides of the longitudinal center of the car. It a very light run of ballast is desired, the train is moved atl. a higher speed and the doors of the various cars composing the train opened in succession, i. e., immediately one car becomes emptythe next one in the train is opened thereby forming a continuous ridge of ballast between rails.

It is often desired to deposit in one run the maximum amount of ballast which can be safely placed between the rails without danger of derailing the cars or preventing a train from passing over the track. Vhen such vis the case, the train of cars is moved into position and a number of the cars are opened to rthe normal position and the train is set in motion, moving at a very slow speed. The ballast in the various cars will discharge and gradually spread'out until it assumes a position where the ridge of the ballast is free of the wheels and extends at an inclination made by the angle of repose o this material.

In order to make my load discharging car applicable'to a great variety of uses such as dumping coal and ore in center hoppers, I have rendered it possible for the door to open a greater extent than I have indicated as the normal amount, by providing a sufficient length Aof chain on the sheaves to permit the door to swing to a vertical position.

In my former designs of center ballast cars employing double doors I have provided an I-beam longitudinal center' sill centrally disposed of the hopper for Vthe purpose of sustaining the butling and pulling stresses. In the construction of this type of cars with double doors the disposition of a center butling member within the hopper did not materially interfere with the discharge of the load, but with one of the sides oit the hopper rigidly fixed' I lind it desirable .to provide an unobstructed door opening in order to insure proper discharge ot' the .lo-ad. Consequently I have embodied in this invention a novel form ot' construction for transmitting the buiiing and pulling strains from the centrally disposed draft sills to the heavy side girders composed ot intermediate and side sills which are widely spaced V'from the longitudinal center of the car in the manner already described. y

Intermediate sill web 17 and bottom angles are extended only as far las the body bolsters and included in the construction thereof while the top Z-bar= 2O and the top angle 21 are extended longitudinally to the yend of the car and secured to the end sill cover plate 81. The end sill is preferably formed of a channel C to which is attached a striking plate 83. Connections between the draft sills, striking plate andend sills are effected by means of a boxy shaped member 84. The box shaped member 8l is formed with horizontal ilange 84. secured to lower flange of the end sill and to the lower flange. of the member Cr, both of which are substantially on the same plane. Vertically and longitudinally extending i'ange 84h is secured to the draft sill and formed with a slot 84 for the passage of a draft vertical bolster portions and draft sills is- Cil a bolster top cover plate 87. This plate is extended toward the end sill and secured to the diagonal members G which in this particular instance consists of a channel member. Extending transversely of the. car and secured to the lower portions of t-he bolster vertical portions and to the draft sill and intermediate sills a wide bolster bottom plate 88 is disposed at each end of the car. lileretofore it has been customary to transmit draft shocks from the center or draft sills to the side sills, utilizing the bolster as a beam and thereby placingthe bolster top and bottom plates under an undue strain. ln s' ch cars diiliculty has been experienced due to rivets loosening and shearing after a period of service due to the fact that the bolster plates are called upon to perform, the` dual function of sustaining' the vertical load and also transmitting draft shocks. Now in my invention have devised a. method whereby such strains are transn'iitted oblique-ly to the line of draft directly from the longitudinal center oi" 'car tothe heavy side girders. rl`he structure whereby this result is accomplished consists of the members G preferably of channel shape each having the. upper flange secured to the end sill cover plate 8l and the lower flange secured to the box shaped member Sel. A further connection is made between the diagonal member G and the end sill by means of a' connect-ing member 89 securely anchoring' the member G to the end sill. The members Gr extend within the longitudinal girders anc are secured thereto by means of their upper and lower 'flanges connectingv respectively to the top and bottom plates 26 `and 27 of the girder. Furthermore, each of the members G entend co-extensively with the sidesill for a considerable distance and is riveted to the web of the side girder thereby increasing the cross sectional area of this girder and greatly increasing its load carryimg capacity.

Adjacent to the hopper I have provided floor portions 94 resting on nailingpieces 95 and supported by intermediate sill top angle 2l and side sill top angle The lio/or is extended beneath Z-bar top llange 20 and maintained in position thereby and also protected from the plow. The oppo site end of' the lloor is bolted to the side top angle by means of bolts 96. At each of the intermediate vertical stakes l have provided a combination member 97 shown in Figure having a horizontal flange extending' from sill to sill and secured thereto and having' a pressed U-shaped corrugation therein presenting' a surface 97 for the plow to ride on. The member is formed with a vertical portion extending upwardly and secured to the stake, the inner surface thereof 9'?) constituting' a rub plate. rlhe connections 9T are disposed at intervals between the boards with the surfaces 97a forming metallic wear plates on the side floor port-ions thereby savino; the boards from the destructive effects of the glow. At the torner post l have disposed a combination rub plate 98 of a somewhat different construction as shown in Figure 4. This m .mber consists of a horizontal portion 98', upright rub plate portion 98C and a reinforcingr brace 98" pressed therein stililening the angle.

The car is convertible from a center dump car to a itat `gondola car by the fact of being pnwided with Univertible swinging bottom sections M loosely pivoted to the interinediate sills. rlilhe swinging' segtions are provided with stili'eners lOl and reinforcing strap 102 forming i'iat bottom portions for the car in one position and beine` movable to form inclined hopper portions in another position as shown in Figure l. ln the pres ent instance l have increased the length of the swingine` side portions for a considerable distance beyond. the ends of the lower lined hopper portion whereby the distance between the niovable ends N of the car may be increased with a consequent increase in the capacity of the car as a hopper and without any resultant increase in the length ot the car between trucks. In order to make the car entirely self-discharginge` l have provided a. tlap forming an inclined shedding plate O extending from the movable end to the fixed lower hopper, thereby forming an upward extension or the lower hopper end wall. The flap preferably consists of a sheet met-al plate reinforced with corrugations or sti'lfeners 102B and having;` its edges lOl. sheared to conform with the slope of the hopper sides. The upper portion is preferably bent in the form of a loop lO thereby providing a combined reinforce ment and hinge through which a contii'iuous rod 10G passes. 'The shedding member maintained in position by means ot" a rail member it?? on the movable end. When the car is converted into a grondola as shown in Figure 5 the tiap is moved to a vertical positi-on, the hinge rod slii'ling upwardly in the slot formed by the rail and the corrugation in the ilap littingjy over the rails. ln this manner the lla-p occupies very little place and is secured in its vertical position preferably by means of bolts 1.08.

`With the convertible floor sections M in the horizontal position and the movable ends N removed from the car7 unloading is effected by means of an unloading plow through the side doors S and for the purpose of effectively supporting the side doors l have provided a 'novel frame work consisting' et' intermediate stakes l) each fora eil of two bulb angles 10i) placed back to back and anchored together and secured to the side girders directly by means of rivets and also through the medium of connection 97. At the corner posts I have disposed two bulb angles and 111 in the same direction, spacing them apart sufficiently to form the stiles of a ladderI to which ladder treads 112 are attached and strong anchorage is thereby obtained for' the lower portion of the coi'ner post. Above the side sill the bulb angles 110 and 111 are secured to the combination rub plate 98 which extends from one to the other of these members and is riveted thereto. Above the combination i'ub plate a plate 114i completes the corner post construction. The top rail It mem-ber consists of a bulb angle 115 and a wooden beam 11G. The vertical flange of the bulb is secured to the stakes l? by rivets and gusset 117 and also riveted to the coi'- nei' posts. Swinging side doors S are formed with battens 11S and hinges 119 and swing from U bolts 12() supported by the top rail. Door locking' mechanism consists of a longitudinally extending shaft 120 having' arms 121 fixed rigidly thereto adapted to engage the battens 11S. Shaft supporting bearings 122 are riveted to the stakes and operating lever arm 123 rigidly fixed to the shaft and disposed at the end of the cai'.

I have herein shown and described what I now consider the "preferred manner of carrying out the invention, but the same is merely illustrative and I contemplate all changes and modifications that come within the scope of the claims appended hereto.

I claim:

1. In a load discharging car adapted to deposit ballast between rails, the combination with longitudinally extending sills disposed on each side of a hopper composed of oppositely inclined sides, one of such sides having' a pivoted door and the opposite side thereto being stationary, gussets connecting the stationary side and one of the sills, bearings earried by the guessets, a rotary shaft mounted in the beai'ings and a series of.

flexible connections between the shaft and door and means for rotating the shaft; such f thereto being stationary, a rotary shaft mounted between the said stationary side and side sill, flexible connections between the shaft and door, and means for rotating the shaft, such means operating in a direction substantially at right angles to the movement of the said rotary shaft, and being adapted to engage the shaft intermediately of the ends thereof. y

3. In a load discharging car adapted to discharge ballast between rails, the com1 bination with a supporting framework of a longitudinally extending hopper having oppositely disposed sidesone of such sides having a pivoteddoor and the opposite side thereto being stationary and means for opening and closing the door; such means including a rotary shaft and a worm and` gear, adapted to engage said shaft interinediately of the ends thereof.

1. In a load discharging car adapted to discharge ballast between rails, the combinatioii of a supporting fran'iework, a longitudinally extending hopper having oppositely disposed sides, one of such sides having a pivoted door and the opposite side thereto being stationary, beams extending transversely of the hopper, gussets connecting such beams and sills; a rotary shaft `mounted in the framework of the ear, flexible connections between the shaft and door, means for` rotating the shaft andv moving the door, such means comprising a worm and gear mounted in a housing secured to one of the aforesaid gussets connecting the stationary hopper side andv sill, said worm and gear being adapted to engage said shaft interinediaely of the end thereof and inter mediately of some of said flexible connections. l

5. In a load discharging car, in combination, a lower fixed central hopper below the floor level, a member disposed in a substantially vertical plane above the floor level and spaced outwardly from the end of the lower hopper and constituting a car end wall and a loosely mounted inclined shedding member' adapted to bridge the space between said end wall and lower hoppei'.

6. In a load discharging car, the combination. in a convertible car of a lower hopper' portion, a car lend member movable in position to form the upper end wall of the car, and an inclined member' adapted to extend from the said upper end wall to the lower hopper portion whereby the dumpable length of the car will befincreased without increase in length of dump door opening.

7. In a load discharging car, the combinationin a convertible car including longitudinally adjustable end walls, a longitudinal dumping hopper, doors swingingly mountedV along the upper edges of the. said hopper and arranged to form in one position a part of a horizontal floor of the car and to be swung upwardly from a horizontal position to torni a portion of a hopper inclined side, the upper portion of the said hopper as formed by the swinging sections being ot greater length than the lower portion and a loosely mounted inclined member extending from said adjustable end walls to the lined hopper.

8. In a load discharging car having an end wall, a iiap hinged to said end wall and movable from a vertical position to torni an inclined end wall for the said car.

9. in a loa-d discharging car includingl side walls inclined to forni the sides oit a hopper, an end wall, a Yllap pivotally mounted on the said end wall and atapted to assume an inclined position and adapted to be supported in such position by the inclined sides of the hopper.

l0. In a load discharging car including,y a lower fixed hopper having sloping side walls and slopinfr end walls, sloiliing` convertible sections forming sloping' side walls above the lioor line of the car and an inclined shedding' member adapted to overlie the said convertible sides and forming an upper extension to the said lower hopper end wall.

ll. ln a load discharging` car provided 'with a central durnpine,` opening, end walls having inclined shedding members secured thereto whereby the dnnipable length ot the car is increased, said shedding members being reinforced with corrugations.

in a load discharging car provided with a central dumping opening, end walls having' incliner. sliefildinggF members slidingly mounted on the said walls and adapted to increase the dumpable length ot the car.

1.3. ln a load discharging' car, provided with a lined lower hopper having an inclined end wall, the combination ot a longit-udinail),Y movable end wall, a series ot rails spaced 'trom the said end wall and cured thereto, a iliap composed ot sheet metal and having the upper edge there-ot bent in the forni ot' a loop, a rod passing through said loop and interposed between the said rail and end wall, the said llap being adapted to torni an extension to the said inclined lower hopper end wall and thereby increase the dumpable length ot' the car.

let. In a railway car, convertible troni a center dump hopper to a gondola car, the.

combination with a longitudinally movable end adapted to assume in one position the end of a gondola car and adapted to assume in another position the end of a center hopper car, a flap pivotally mounted on the said end adapted to assume an inwardly and downwardly sloping position with the car in center hopper service and a substanftially Vertical position when the car is in gondola service and means tor securing the flap in such vertical position.

l5. In a ballast distributing ear of the convertible type, a center discharge hopper and doors therefor, side dischargedoors, vertical car sides and end walls and horizontal car floor sections in con'ibination with movable side and end sections which in an inclined position complete the wall ot' a center discharge hopper ear inoperative. 'for side dumping; or in alternate positions iorm a flat floor gondola` car tor side dumping, inoperative tor center dumping.

i6. In a ballast distributing car ot the convertible type, vertical car sides and end walls and horizont-al i'loor sections, a longitudinal center discharge hopper and doors therefor, loiwitudinal side discharge doors and movable side and end members; the said movabley side members 'torining' a part ot' the side hopper walls ot a center discharge hopper ear or a horizontal section ot the car tloor ot a `gondola car; the said movable end section formingl a part of an inclined end section of the center discharge hopper car or a part of the yeitieal end for a side discharge gondola car.

17. ln a load discharging' car adapted to Lcposit ballast between rails, the combination with longitudinally extending` sills disposed on each side ot a hopp-er composed ot oppositcly inclined sides, one of said sides having` a pivoted door; a rotary sha'l't; a. series of lierible connections between the shaft and said pivoted door; and means tor rotating said shalt, said means being; adapted to engage the shat't interniei'liatcly the ends thereof and interinediately ot' some ot raid flexible eonnections. l

i8. ln a load discharging` car, in combination, a central hopper extending longitudinally ot the car, substantially 1eveil floor portions at each side thereof composed of boards, metallic wear plates secured to the side stakes ot' said car and having portions disposed between said lloor boards and forming' a portion ot' said side floor.

lln witness that l claim the oregoing l have hereunto subscribed my naine this 9th day of August, 1923.

ARGYLE CAlslPBELL.

Witnessesz FRANCES SAvAon, Hannin'rrn M. BEAMER.

lll!)