US1961020A - Mine and other car - Google Patents

Description

May 29, 1934.

A. H. sTow 1,961,020

MINE AND OTHER CAR Original Filed April 11, 1919 2 Sheets-Sheet 1 Fig.1

' INVENTOR. a d/1: M flaw BY ATTORNEY.

May 29, 1934. STOW 1,96L020 MINE AND OTHER CAR Original FiledApril 11, 1919 2 Sheets-Sheet 2 Fig. 3 158 1 19.6-

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WM ATTORNEY.

3% M ar Patented May 29, 1934 UNITED STATES PATENT OFFICE 1,961,020 MINE AND o'rmm can Audley Hart Stow, Charleston, W. Va, assignor, by mesne assignments, to Sanford Investment Company, Wilmington, Del., a corporation of Delaware 22 Claims.

This invention relates to certain improvements in and relating to mine cars and the like; and the objects and nature of the invention will be readily understood by those skilled in the art, in the light of the following explanation of the accompanying drawings illustrating what I now believe to be the preferred mechanical expressions or embodiments from among other forms, constructions and arrangements within the spirit and scope of the invention.

This application is filed as a division of my pending application Ser. No. 289,190, for improvements in Mine or other cars; and for this application, I claim the date of filing of said parent case, namely, April 11, 1919.

The object of the invention is to provide certain improvements in features of construction, combination and arrangement, for the production of a highly advantageous mine or other car.

With this and other objects in view, the invention consists in certain novel features in construction, and in combinations and arrangements as more fully and particularly set forth and pointed out hereinafter.

It will be understood that references made herein to original figures apply to the figures of my said copending parent application.

Referring to the accompanying drawings:

Fig. 1 is aside View of a car embodying my invention, portions being broken away to show the roller bearings for the axles, and is the same as original Fig. 1;

Fig. 2 is an end view of the same car but equipped with plain axle bearings, portions being broken away, so as to show the side sills in section, and is the same as original Fig. 2;

Fig. 3 shows the Fig. 1 car in top plan, certain parts being broken away in part to expose a section through the roller bearing, and is the same as original Fig. 3, except that, in addition, part of the lading floor is also broken away, so as to show portions ofthe cross braces or ties, in solid lines, as well as the gusset plate connecting the cross braces, and shown in original Fig. 13;

Fig. 4 is a detail view of a modified structure for closing the floor immediately below the axle tubes (original Fig. 20)

Fig. 5 is a detail side elevation of an end of the car frame showing the modification of the end beam shown in original Figure 14, and is the modification herein specifically claimed, the dotted lines of original Figure 14 being, however, omitted;

Fig. 6 is a side view similar to Fig. 5, and, by dotted lines, shows the position of the deflector plate and the plank bottom with respect to the side and end beams;

Fig. 7 is a detail top plan of the form of car end frame shown in Fig. 5, herein, and is the same as original Fig. 15, but with the dotted lines omitted;

Fig. 8 is a section along the dotted line 8-8, Fig. 5 herein, so as to show in solid lines what was shown in dotted lines in original Figure 15;

Fig. 9 is an upright section on the line 9--9 of Figs. 7 and 8.

In my said original application Ser. No. 289,190, attention is in part directed toward car combinations including end structures and associated members shown by Figs. 1, 3, 12 and 13 of that I0 application. In this divisional application attention is directed more to car combinations including end structures and associated members shown by Figs. 14 and 15 of said original application. '5

Mine cars in which the lading bodies, when viewed endwise as in Fig. 2, appear wider at the top than at the bottom, will be herein termed wing type mine cars.

The side sills and end sills of my improved car, as shown herein, are preferably metal beams, in order to combine lightness with strength and durability. The construction shown is so adapted as to attain the objects desired, while at the same time insofar as practical, rather increasing the strength, lightness and durability of the construction employed.

The I-beam 1, Figs. 1 and 2, has been selected for the purpose of illustration, as being typical of structural metal beams, which consist essentially of horizontal top and bottom members frequently called the flanges, together with vertical connecting members commonly called the web plates, or the webs, of the beams. So long as the flanges are continuous, either integral or 95 built up, suflicient metal may be removed from the web plates for the insertion of the car axles, without materially weakening the strength of the beam, particularly however, if the metal so removed is from, at or near the center of the web plates. The rotary axle journal boxings may be so designed as to also serve as side beam reinforcements to compensate for the metal that has been removed for the insertion of the axles.

The car wheels, 2, Fig. 1, support the rotary in such a position that the car axles 3, will pass through the web plates of the side beams 1, as.

near the center as otherwise practical. The lading bottom 5, may thus be supported below the car axles, by the lower flanges of the side beams, and as close to the track as otherwise practical, in order to attain maximum lading capacity, instead of being placed on top of the boxings, and thus above the tops of the car axles, as in the old type cars.

Around the car axles, 3, may be placed the axle tubes, 6, Figs. 2, 3, and 4, secured to axle boxings, 4, in part to prevent the lading from bearing on the axles, and also in part to serve as cross braces to maintain rigidly in line the side beams, 1, under the stress of the haulage strains.

The upright belts or binders, 7, Figs. 1 and 2, may be of flat strap iron, and secured to the side beams in such a way as to support in the working position the lading siding, 8, the upper portion of which overhangs the car wheels, 2, as shown, so as to form a wing type mine car, thus attaining additional capacity. A vertical wood plank, 9, may form the top of the lading siding, the remainder being preferably thin sheet metal, to attain additional capacity. The end lading closure, 10, as shown, consists of three wood planks held in place by the flat strap irons 11.

Any suitable form of center or side bumpers may be used. In Fig. 3, a cast center bumper 12 is shown. In Figs. 5, 6, 7 and 8, two east side bumpers, 12A, are shown, secured to the end sills as explained further on.

Any suitable means may be used to secure the side and end beams together so as to form a durable traction truck. As shown in Figs. 3, 5, 6 .and 7, the sheet metal stirrups 13 are secured to the ends of the upper and lower flanges of the side beams 1.

The axle journal boxing may be said to consist of the attaching plates, 4A, Figs. 1 and 4, and the journal bearing proper, 4B, see also Fig. 3. The axle bearing proper may be provided with the roller bearing, 14.

The axle'journal boxing, 4C, as shown in Fig. 3, may be cast in one piece, on either side of the side beam, 1, so as to reinforce same. The axle boxing may also be cast in two pieces suitably united. As shown in Fig. 4, the-attaching plates 4A, .bear against the lower and upper flanges, 1A and 13, respectively, of the side beam,

1, so as to reinforce the same, and to supportthe side beams by means of the side beam upper flanges. These attaching plates, as shown, are riveted to the web plate or vertical part, as shown, of the side beam, 1, thus reinforcing the side beam, so as to compensate for the metal removed for the insertion of the axle, 3, see also Fig. 2. The axle boxing may be suitably united with the side sill web, as by rivets, as shown in Fig. 4.

As shown, the lading bottom, 5, Figs. 2, 3, and 4, consists of wood plank, laid transversely of the car, and supported by the lower flanges, 1A, of the side beams 1. The ends of the wood plank lading bottom abut close against the lower part of the webs of the side beams, and will thus prevent the side beams from being sprung in toward each other, in the center, under the compressive haulage strains.

The axle tubes, 6, as shown in Fig. 2, are screwed into the inner end of the axle journal bearing, 4C.

Any formation of end sills or end beams suitable to transmit the haulage strains to the side sills or side beams, and any suitable means for securing the side sills and end sills together so as to withstand the haulage strains, may be employed.

The end sill, 15, Fig. 3, may be replaced by the built up end beam, 15A, 15B, as shown in Figs. 5-to 7, which consists of two structural channels, 15A, with horizontal web plates secured by their flanges to the edge portions of the two vertical face plates, 153. This end beam is therefore of the box girder type, in which two horizontal members are united by their edge portions of two vertical members.

The inner face plate, 15B, Figs. 5 and 6, bears against the end of the side beam, 1, and is secured thereto by means of the metal stirrup, 13, passing around the box girder end beam, the upper and lower legs of the stirrup being secured at their ends to the upper and lower flanges, respectively, of the side beam, 1.

The two cast side bumpers, 12A, Figs. '7 and 8, are secured to the ends of the outer, face strap, 15B, of the box girder end beam, as by riveting.

As shown in Figs. 7 and 8, the I-beam diagonal end braces, 16, are secured to the central portion of the inner face strap, 15B, and thence extend in a diagonal direction to the side beams, 1, on either side and to which these diagonal end sill braces are secured. These diagonal end braces are therefore adapted to assist in retaining the box girder end beam in working position, and also to transmit to the side beams such haulage strains as may be delivered to the box girder end beams.

The inclined axle deflector plate, 17, Fig. 4, is of inverted V-shape, the two legs of the V having horizontal bottom attaching flanges. This inclined deflector plate rests in its center on the axle tube, 6, and is secured on either side to the lading bottom 5. If so desired, the lading bottom, 5, may be omitted under the said axle tube, as shown in said Fig. 4. These sections of interrupted lading bottoms, 5, obviously thus formed, will also be herein termed spaced apart lading bottoms in order to distinguish from the continuous lading bottom, 5, Fig. 3, and may, also evidently, be described as being below the plane passing through the tops of the car wheel axles, 3, see also Fig. 1. The legs of this inclined axle deflector plate are inclined to the horizontal on such an angle that the lading will be suitably guided over the axles and axle tubes, when the car is in the end dumping position.

The inclined end beam deflector plate, 17A, Figs. 6 and 9, is provided with upper and lower horizontal attaching flanges, by means of which it is secured, at its lower end, to the lading bottom, 5, and at its upper end to the end beam, 15A, 153. This inclined end beam deflector plate is also inclined at such an angle with the lading bottom, that the lading may besuitably guided over the end beam when the car is tilted in the end dumping position.

As shown in Figs. .5, 6, 7 and 8, the eye bolt, 18, passing through the center of the end beam, 15A, 15B, and secured by washer, 18A, and key, 183, serves as the draw head member and is formed with an eye, 18C.

The cross-braces, 19, 19A, Figs. 2 and 3, are secured to the bottom flanges, 1A, of the side beams, 1, and thus hold the side beams rigidly against the ends of the wood plank, 5, and thus serve. in connection with the wood plank which serve as the lading bottom, to prevent the distortion or deformation of the rectangle formed by the side and end beams. These cross braces, where there are several panels, are sometimes termed lattice work. These cross braces are commonly secured to a central plate, 193, and will maintain, with the assistance of the lading bottom, the traction truck rectangular under the diagonal compressive haulage strains which occur, when cars with side bumpers, see Fig. '1, are being pushed around a curve. The lading bottom, therefore, has a double function, that of carrying the lading, and also that of preventing the deformation of my improved rectangular traction truck.

As shown in Figs. 2 and 3, the outer ends of the side sill cross braces, 19 and 19A, are secured to the bottom flanges of the side beams, 1, at such a distance apart, that these cross braces will make a material angle with each other, with the inner ends secured to the relatively small sheet metal gusset plate, 193. The two sets of these side sill cross braces, shown by dotted lines, on either side of the gusset plate, thus form a horizontal, X, or horizontal cross brace, approximately, as shown.

Whatever the formation of the end beams, and the means adopted for securing the end beams to the ends of such side beams as may be used, the arrangements are constructions should be such as to transmit the haulage strains to the side beams. without the failure of either the side or end beams, or without the deformation of the rectangular traction truck. I do not wish to limit my invention to any particular means for securing the side and end beams together, nor to any particular end beam construction, nor to any particular frame or sill or beam bracing arrangement.

The car body may be provided with, any suit able end walls or closures. Any suitable bumpers or coupling pins or loops or other coupling devices, may be employed.

The axle journal bearings may be either plain or roller bearing.

In order to distinguish from drop bottom cars, by lading bottom, as aforesaid, will also be herein designated as a stationary lading bottom.

The cross braces, 19, 19A, Figs. 2 and 3, as being below the car axles, 3, will be also herein designated as side beam sub-axle. cross bracing members, and also more specifically, as side beam sub-axle horizontal cross bracing members.

My improved rotary axle journal boxing, 4A,

' Fig. 4, as being intermediate the side beam upper and lower flanges, 13, 1A, respectively, may evidently also be herein designated as an interfiange rotary axle boxing. For the same reason, the rotary car axle, 3, will also be herein designated as an inter-flange rotary car axle.

The side beam, 1, Fig. l, is evidently also a side sill, but is herein designated as a side beam, in order to indicate that in the form shown the top and bottom flanges are continuous and uninterrupted, at the car axles, 3, evidently the points of maximum strain. My preferred form of side beam is also an improved side beam, in that, as previously explained, it is reinforced at the points of maximum strain, by the axle boxing, 4A. My improved side beam, therefore, will also be herein designated as a reinforced side beam, and also, more specifically, as an axle boxing reinforced side beam.v The side beam, 1, is also herein so termed in order to distinguish from center thrust beams extending throughout the length of the car.

As shown in Fig. 5, and as previously explained, the end channels, 15A, may evidently be said to be reinforced by the facing straps, 153. My improved end beam may therefore also be described as a reinforced end beam, and more specifically, as a reinforced channel end beam.

The combination of the cast bumpers, 12A, Figs. 5, 7 and 8, with the end beam, 15A, 15B, and the drawhead, 18, will also be herein termed the end structure. It is to be noted that the drawhead is necessarily located between the upper and lower channels, 15A, Fig. 5, see Fig. 8, and therefore, at least approximately, necessarily about For convenience in designating or describing.

the position of the lading floor or lading bottom relative to the axles or the journals which are supported by the car wheels, the term axle plane, is herein applied to the horizontal plane which cuts or is closely associated with said journals. At least a substantial part of the lading floor is below that plane. In the particular form shown by the drawings, this axle plane cuts the side sills between the upper and the lower parts of said sills.

- It is to be noted that the car floor or, bottom is so supported and secured in the body of the car as to adapt it to remain in stationary or fixed position relative to the axle plane during operation of the car-during the loading and-transporting and unloading of the car, the unloading being effected by tilting the entire car bodily and discharging the lading from the car by the action of gravity. Accordingly it is to be understood that, as used in the claims, "stationary floor means a floor which is supported and secured and remains in position during operation or service as above described. Thus used, the term "stationary floor or stationary bottom excludes cars from which lading is discharged by gravity by displacing the floor relative to the axle plane.

Regarding the lading floor or bottom which lies entirely or in part below the "axle plane", the term sub-axle" floor or bottom is applicable and is so used in some of the following claims, that term being used to distinguish from the old type mine cars in which the lading bottom is above and extends across the axles. The deflectors which guide the lading over the axles and to or over the end structure are to be regarded as parts of the car floor or bottom.

Because the bracing or tying members, 19, (Figs. 2 and 3) are below the axle plane, it is appropriate to designate them as sub-axle cross-bracing members or as sub-axle" ties. Furthermore, because those bracing members or ties are below the lading floor or bottom, they may also be termed sub-floor bracing members or ties.

Because the board or plank members, 5, and the "ties" or bracing members", 19, are below the axle plane and because said fioor and said ties are supported in relation to each other by the side sills, the portions of the ties or braces between the side sills and the floor, here of the plank members, 5, may be regarded as together constituting a composite bottom structure and also as a sub-axle composite bottom structure.

In mine car practice, the ends of the car are provided with means for joining or connecting the car to other cars to form trains or trips. This means for joining cars is ordinarily mentioned as coupling" for the cars. In these cars provision is also made for taking impact or pressure when cars are driven or pressed against one another. Such means are ordinarily called bumpers or "bumper means. In this application several forms of means for performing these two functions are shown and described, the means for the two functions being in part combined structurally. To these means it is appropriate to apply the term bumper and coupling means"; and in some of the following claims tha term is used with that meaning.

In mine cars of this general type, it is desirable to place the car axles sufllciently near each other to divide the length of the car into three parts, a middle part located between the axles and an end part reaching away from each axle, whereby the space between the wheels at each side of the car is relatively limited and makes what is termed a short wheel base. For load distribution this positioning of the axles is desirable. Producing a short wheel base-by this positioning is also desirable, because as already herein stated, such a car having a short wheel base can better traverse short curves in such rail tracks'as are ordinarily in service at mines. Furthermore, placing these axles to form a short wheel base removes the wheels from the ends of the car where they will not interfere with the coupling and bumper means when cars are to be connected for operation as trains or trips. By reference to the drawings, it will be seen that in my improved car the axles and wheels are placed as above described. And this placing of the axles may be defined as placing them in upright transverse planes which are between the upright transverse middle plane of the car and the ends of the car. It is also to be observed that an upright transverse plane between either end of the car and the adjacent wheels, and near said-wheels, will cut a part of the subaxle lading floor or bottom lying below the axle plane. Hence it is appropriate to define these wheels and axles as being grouped between two upright transverse planes cutting portions of the sub-axle lading floor lying below the axle plane.

It is to be observed that the boards or planks, 5, placed crosswise of the length of the car and resting by their ends against the side sills, 1, serve, along with the braces, 19 and 19B and 16 and stirrups, 13, to retain the traction truck frame in rectangular form; but, since the boards or planks are individual pieces, although they meet edge to edge and form a continuous floor or bottom, the bottom thus formed is twistable and may, in unison with said frame, twist relaative to a horizontal plane. Such twisting has functional value; for, if the rail track is uneven, said floor and frame can twist sufliciently to keep the four wheels of the car on the rails, while in the absence of such twisting one of the wheels might be lifted above and free from the rail and allow the other wheel on the same axle to move away from its rail toward the companion rail and thereby derail the car and perhaps wreck that car and other cars in the trip or train of cars.

What I claim is:-

1. In a mine or similar rail car, the combination of axles, wheels on the axles, a sub-axle lading bottom, means at the end of the car extending across the middle upright longitudinal plane of the car and presenting wide lateral bumper facing separated by a narrow gap at said plane to make space to receive coupling means, and coupling means at said space.

2. In a mine or similar rail car, the combination of longitudinal side members, an end sill structure comprising means extending across the middle upright longitudinal plane of the car and presenting bumper facing interrupted at said plane to make space to receive coupling means, coupling means extending through said structure and into said space, said sill structure including a member attached to the inner face thereof and located behind said space for guiding the coupling means, and a lading bottom between said side members and located below said coupling guide members.

3. In an end-dump mine or similar rail car, the combination of side sill-members, car wheel axles above the lower portions of the side sillmembers, an end sill structure including means presenting bumper facing interrupted at the middle upright longitudinal plane of the car to make space to receive coupling means, coupling means at said space, and a stationary sub-axle lading bottom including inclined sheet metal axle deflector plates extending over the car axles.

4. In a self-clearing end dump mine car, the combination of body side sill members, end sill members presenting bumper facing interrupted at the middle upright longitudinal plane of the car to make space to receive coupling means, coupling means at said space, wheel axles supporting the side members, and a stationary sub-axle floor occupying the space enclosed by the side sill members and the end sill members and said floor including wood members laid side-by-side and having self-clearing housings extending over the axles.

5. In a self-clearing end dump mine car, the combination of side sill members, end sill members including bumper facing interrupted at the middle upright longitudinal plane of the car to make space to receive coupling means, coupling means at said space, a stationary sub-axle floor occupying the space enclosed by the side sill members and the end sill members and said floor having wood members laid transversely and side by side and having self-clearing housings extending over the axles, and sub-axle floor ties between the side sill members.

6. In a self-clearing end dump mine car, the combination of side sill members, end sill members including bumper facing interrupted at the middle upright longitudinal plane of the car to make space to receive coupling means, axles supporting the side sill members, a stationary subaxle floor containing wood and including selfclearing housings extending over the axles, said floor and housings filling. the space enclosed by the side sill members and the end sill members.

'7. In a self-clearing end dump mine or similar rail car, the combination of side sill members, end sill members including bumper facing interrupted at the middle upright longitudinal plane tionary floor structure supported by the side sill members and having parts low relative to the axles and having another part extending upward to form self-clearing housings for deflecting the lading over the axles.

' 8. In a mine or similar rail car, the combination of longitudinal sill members, car axles above the lower portions of the longitudinal sill mem-' bers, an approximately horizontal secured stationary sub-axle lading bottom comprising a part located at the discharge end of the car and inclined to the length of the car, and an end sill structure extending across the middle upright longitudinal plalne of the car and presenting bumper facing interrupted at said plane to make space for receiving coupling means.

9; In a mine or simliar rail car,'the combination of side sill members, end sill structures connecting the ends of the side sill members and extending across the middle upright longitudinal plane of the car and comprising bumper facing interrupted at said plane to make space to receive coupling means, car wheel axles supporting the side members, and a stationary car floor comprising a plurality of portions which are below 'ceive coupling means, coupling means at said plane, axles supporting the side sill members, wheels supporting the axles, the wheels and axles being grouped between upright transverse planes cutting low parts ofthe lading bottom, and spaced-apart stationary sub-axle lading bottom portions located in the space enclosed by the side sill members and the end sill closures and comprising stationary members above said axle, and a deflector for guiding lading over said one end sill closure.

11. In an end dump mine or similar rail car, the combination of longitudinal side sill members, wheels and axles supporting said side sill members, end means comprising upright bumper I facing interrupted at the middle upright longitudinal plane of the car to make space to receive coupling means, coupling means at said plane, a stationary sub-axle lading bottom closing the space between the longitudinal members, and a deflector secured to said bottom and end means for guiding lading over the latter.

12. In a mine or similar rail car, the combination of side sills, and end sill structure comprising wide bumpers extending from one side sill toward the other and spaced from each other by a narrow gap at the middle upright longitudinal plane of the car, coupling means in the space between said bumpers, axles, wheels supporting the axles, and a sub-axle lading floor located substantially atthe bottom of said sill structure.

13. In a mine or similar rail car end sill structure, the combination of a box girder, an eyebolt passing horizontally through the box girder at the center of the width of the car, and side bumpers, each secured on the outer upright face of the box girder at a corresponding side of the head of the eye-bolt, whereby said bumpers are spaced from each other to allow a coupling link on the eye-bolt to hang between said bumpers members, and a car floor comprising a plurality of portions which are below the level of the car axles and axle coverings above the axles.

15. In a mine or similar rail car,'the combination of side sills, a cross end sill structure secured to the side sills and comprising bumpers spaced from each other at the middle upright longitudinal plane of the car and providing a substantially continuous curved bumper facing interrupted only by a narrow gap at said plane, coupling means in the space between said bumpers, axles supporting the side sills, wheels supporting the axles, and a sub-axle lading bottom.

' 16. An end construction for a mine or similar rail car comprising a flanged end sill member extending from side to side of the car, and cast metal bumper means connected to said end sill member and upright bumping faces spaced laterally apart at the center of the car for a narrow gap and extending substantially from side to side of the end construction except for said narrow gap. l

17. In a mine car having a traction truck frame including side sills, a transverse metal stiffening member connected to said side sills, a cast metal bumper with laterally spaced upright bumping faces, a coupling device connected to said stifiening member, metal stirrups adapted to overlap each side sill, and means to secure the said cast metal bumper means to the said stiffening member and stirrups.

18. In a mine car having a traction truck frame including side sills connected with end sill structures, one of the end sill structures having a transverse metal stiffening member and also having cast metal bumper means with spaced apart upright bumping faces whereby space is provided between the bumping faces for the introduction of coupling means, together with metal stirrups adapted to overlap each side sill and stiifening member, means to secure the said cast metal bumper means to the said stiffening member and stirrups, and diagonal bracing means connecting the said end traction structure to the said side sills.

19. In a traction truck frame for a mine or similar rail car having side sills and an end sill, the combination of bumper means on said end sill having a narrow gap in the bumping face to receive the end of coupling, a coupling attachment means extending through said end sill and into said gap, and diagonal bracing means extending from said end sill to said side sills and spaced apart to receive said coupling attachment means therebetween.

20. In a traction truck frame for a mine or similar rail car, the combination with car axles having journals, and a lading bottom located at least in substantial part below the horizontal. plane of the tops of the car axle journals, of a transverse end sill structure having a bumper means with a gap in the bumping face to receive the end of a coupling, side sills, and a coupling attachment means extending through said end sill structure and into said gap, 9. guide member inside and connected to said end sill structure, and diagonal braces connected to said guide member and said side sills.

21. In a mine or similar end-dump rail car, the combination of an end sill member including bumper facings interrupted at the middle upright longitudinal plane of the car to make space to receive coupling means, coupling means at said plane, an end door, axle journals supported on lines which are horizontal and transverse to the length of the car and which journals are supported on the car body by means located at least in part above the level of the lower face of the lading bottom, a stationary sub-axle lading bottom in relation with the end sill member for guiding lading over said sill member and said coupling means when the car is tilted for dumping, the wheels and axles being grouped between upright transverse planes cutting parts of the lading bottom lying below the level of the axle planes, and lading retaining walls.

22. In a mine or similar end-dump rail car, the combination of a traction truck consisting of wheels and axle journals and strong side sill members and end sill members joining the side sill members, said end sill members including upright bumper facings interrupted at the middle upright longitudinal plane of the car to receive coupling means, coupling means on the end sill members and adjacent said plane, a stationary sub-axle lading bottom in relation with one of the end sill members for conducting lading over said end sill member and said coupling means when the car is tilted for dumping, a door at said end sill member, the wheels and axle journals being grouped between upright transverse I planes cutting parts of the lading bottom lying below the axle plane, and lading retaining walls supported by the traction truck.

- AUDLEY HART STOW.

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