US2248960A - Unloading and loading system - Google Patents

Description

July 15, 1941. y

L. COLLIS 2,248,960 UNLOADING AND LOADING SYSTEM Filed 061;. 7, 1939 2 Sheets-Sheet 1 INVENTOR BY [Zqyd 07(23- ATTOR EY 5 2 Sheets-Sheet 2 INVENTOR llo /d COZZZJ k%w ATTORN Y L. COLLIS UNLOADING AND LOADING SYSTEM Filed Oct. 7, 1939 7///////////// /////////////7/fl7//// vz 4 July 15, 1941.

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Patented July 15, 1941 UNiTED STATES PTENT OFFICE 2,248,960 UNLOADING AND LOADING SYSTEM Lloyd Collis, New York, N. Y. Application October 7, 1939, Serial No. 298,383

5 Claims. (01. 104-30) This invention relates to a railway train in combination with a particular platform therefor, the various elements of the combination and the method of operating same for loading and unloading passengers. My invention especially relates to passenger subway trains which enter stations of limited platform space.

While there are certain features of the invention which have general applicability, my invention is of particular advantage in the case of subway connecting lines which transfer passengers from one main line to another by shuttling between the two main lines. In such shuttle lines difficulty may be encountered in providing sufiicient space for the necessary platforms for the shuttle trains at a connecting station. The connecting station may be, and often is, some important point as, for example, the Grand Central Terminal in New York city so that a con-. siderable city building development is already present both above and below ground. Accordingly, after the necessary tracks, switches, etc., of the shuttle trains are run close up to the platforms of the station or main line, insufficient space may be left'for building platforms for the shuttle trains because, for instance, of the foundations or walls of abutting buildings overhead. If the limiting structures underground, such as the above-mentioned foundations or walls, are of any considerable extent and permanence, an inordinate expense would be involved in moving or underpinning the walls in order to provide adequate platform space; For this reason, shuttle trains in such circumstances are sometimes stopped at points somewhat removed from the main lines where suflicient platform space is available, and, as a result, the passengers are forced to walk the intervening distance. Such operations quite obviously cause considerable inconvenience on any important line that is heavily traveled. Therefore, it is easily understandable that where, for example, the shuttle trains come in at more or less right angles to the main line, it is most desirable to be able to have the front car of the train approach as closely as possible to the main line before unloading and loading.

In my U. S. Patent No. 1,634,490, which was issued July 5, 1927, I disclosed a double-width railway car for conveniently increasing carrying capacity of trains operating in places where a platform could be built on only one side of the tracks. It will be noted that this one platform should be of even greater than usual size because By my present invention I am able to provide necessary platform facilities in circumstances where insufficient platform space is available on either or both sides of the tracks for handling all passengers, including both those getting on and those getting off.

It is an object of my invention to provide the combination of a railway train and anovel connecting platform therefor, which combination permits greater loading and unloading facilities.

Another object ofthis invention is to provide a novel platform adapted to be connected with the floor of a removablev carrier so as to form a tight-fitting continuous joint with the floor of the carrier.

Another object is to provide. a train, the floor of which at points of rest will provide a continuous, uniform platform substantially the width and length of the-train.

Still. another object is to provide a railway car having a novel passenger doorway means which facilitates loading and unloading.

A further object is to provide a novel method of unloading andloading railway train cars with passengers.- 1 v The above and other objects will be obvious from the following description of my invention.

The present invention comprises the novel elements of construction, combination of elements and method of manipulation for accomplishing my desired results. According to one specific feature of my invention 1 provide the combination of a. railway train anda special connecting platform therefor, and a novel method ofloading and unloading passengers upon the train, wherein the floor of the train itself, wh-ich has come to rest, serves as a platform. This combination comprises a train of one or more cars, which cars may be i-n'general of usual construction, except the front end of the head car, which front end is provided with a passenger doorway substantially the width of the car, in combination with a connecting platformattached to and slidably-connected with a stationaryplatform, the train having means adapted to engage and disengage with complementary means attached to the connecting platform whereby during engagement of these means a tight-fitting continuous platform-is provided from the floor of the train to the stationary platform, which is used solely for the unloading" passengers. For purposes hereinafter explained in detail, a special motormans leader car may beused at the head of the train, in which case the above-mentioned train engaging means is attached to the leader car" rather than the front passenger car as would be the case if the motorman is housed on the passenger car and no special leader car used. By means of this novel combination I am able to provide a novel method of unloading and loading passengers.

For a fuller understanding of the nature and objects of the present invention reference should be had to the following detailed description taken in connection with the accompanying drawings, which show .a preferred embodiment of the invention wherein:

Figure 1 is a partial plan view, partly in section, showing a suitable stationary platform, connecting platform and train;

Figure 2 is a side elevation, partly in section, taken between the lines 22 of Figure 1 and showing the novel combination of train and platform just before engagement of same;

Figure 3 is a detailed sectional view in elevation taken between lines 3-3 of Figure I;

Figure 4 is a cross-sectional view taken on the line 44 of Figure 3; and

Figure 5 is an end view of the motormans leader car.

Figure 6 is a detailed sectional view in elevation of an optional combination embodiment of the invention.

Referring now to Figure 2, there is shown the combination of passenger subway railway car I, motormans leader car 2, connecting platform 3 and stationary platform 4. Car I, which is preferably of usual dimensions, having the usual plurality of side passenger doors 5 and 6 on each side (see Figure 1), is coupled, in customary manner, to leader car 2. Car I, in general, is of customary design with certain modifications as hereinafter. described. A particularly novel feature of car I is an end passenger door I, which door is substantially the width of the car. As shown, door 1 is hinged at its upper end at B, carrying counterweight 9 on the upper side of the hinge, the roof III of car I being suitably modelled at this end to accommodate the weight. When door I is unfastened, weight 9 is sufficient to open door upwardly to dotted position I I (see Figure 3), where the door is stopped by the downwardly projecting end of roof I 0, weight 9 moving down into dotted position I2, whichmay or may not be specially enclosed.

Leader car 2 carries known type of motormans control box I3 and seat I4, both of which are pivotally mounted near the outer edge of the car so that they may be turned outwardly from the car during the unloading period. A railing I5 is provided along the edge of leader car 2 on the side from which passengers will be loaded in order to prevent loading passengers attempting to enter car I through door I, which is for exit only. Hooks I6 are attached to the front end of car 2 underneath the floor thereof and positioned so as to project beyond the front end of car 2. While one hook might suffice, it is preferred for alignments sake to use at least two hooks. Hooks I 3 are of suitable construction to engage with some complementary means attached to connecting platform 3 and may be connected to car 2 in any convenient manner to provide proper positioning such as by blocks I1 and adjusting screw I8.

An important feature of the present invention is the connecting platform 3, which is slidably mounted in an appropriate depression in stationary platform 4. In order to afford proper ease of movement to platform 3, and support for the extended portion thereof, uitable supporting means is provided thereunder, mounted on rollers. The preferred supporting means, as shown, comprises a flexible lattice I9 of substantially the length and width of platform 3. This lattice is composed of cross-pieces 2!), which are suitably linked together by link 2! and have flanged rollers 22' on their outer ends. The flexible lattice I9 provided under platform 3 is connected to platform 3, by means of block 23, near its outer end only, thereby permitting platform 3 to be fully retracted onto stationary platform 4 with the loose end of lattice I9 passing underneath platform 4.

Rollers 22 are supported by and roll on rails 24 (see Figure 4). In order to provide supports for laying rails 24, flanges 25 are constructed (e. g., of concrete if suitable) along the walls of the track pit or in any other suitable manner that permits the train to pass there-between. Rails 24 are built out beyond platform 4 at least the length of connecting platform 3. The rails are so positioned that substantially all the extended portion of platform 3, when in position of use, will rest upon and be supported by the crosspieces 20 of lattice I 9 and preferably form a level connection with the floor of car 2.

On the underneath side of platform 3, in front of lattice I9, there is provided a depending beam 26. Beam 26 serves both as the contact member between car 2 and platform 3 and as one of the engagingor locking members for these two elements. At a distance in front of the stationary platform 4, somewhat short of the length of connecting platform 3, small inclines 21 are built upon the outer edges of flanges 25 in such manner that shoulder 28 of beam 26 will contact therewith when opposite of same. By this construction, only platform 3 has to be raised in order to disengage the train. However, if desired, the inclines may be built on flanges 25 so as to vertically incline rails 25 at this point, whereby platform 3 is lifted out of engagement with the train as lattice I9 moves up the inclines.

In the preferred operation of the invention, an approaching train of my design slowly contacts beam 26 of connecting platform 3, the platform at time of contact being extended substantially its full distance as a result of its last use, as will be seen hereinafter, and pushes the platform back sufliciently for beam 26 to have passed beyond inclines 21. When shoulders 28 of beam 26 leave inclines 21, beam 26 is lowered vertically until it is firmly engaged with hooks I5 and platform 3 has lowered correspondingly to the dotted position shown in Figure 3, where it rests upon lattice I9 with its front end fitting tightly up against car 2. At about this point the motorman brings the train to a full stop. It might be mentioned that the contacting of the platform 3 and the train causes no jarring to the passengers of the train because of the lightness and movability of platform 3. If desired, however, suitable means such as motor means (not shown) may be provided for overcoming the inertia of platform 3, just before contact, in order to set the platform in motion in the direction the train is moving. When the train comes to a full stop, the motorman turns his control box I3 and seat I4 outwardly and then open door I in any suitable manner (not shown). It will be seen that the passengers have been brought substantially up to stationary platform 4 and a smooth continuous platform the width of the train is afforded from the end of the train to stationary platform 4.

It has been definitely established by experiment, and in fact it is generally recognized, that the motorman of a subway car can, easily and consistently stop his train within approximately 2 feet, of any given stopping point. Accordingly, in the preferred operation of my invention a marked stopping point would, be made for the motorman at a point where the engaging means of the train and platformviz., hooks l6 and beam 26'-would be definitely locked; such as the point S in Figure 1. For safety, a; distanceof say to 10 feet could be left on each side of point S, particularly on the side toward stationary platform 4, which the motorman could safely go before, for example, hitting stationary platform 4 on the one side or unlocking the engaging means on the other side. As a matter of added precaution automatic stopping-devices of known design might be provided for the train for emergency cases where the motorman, through some sort of failure, is unable to stop his car.

When the train is loaded and ready to shuttle back in the opposite direction, the motorman now, of course, being atthe other end of the train and all doors being closed, the train is merely started in the usual manner. As the train pulls out, it pull platform 3 outwardly until shoulders 23 of beam 25'contact and are run. up inclinesll, lifting platform 3 and beam 26 vertically to a position which disengages beam 26 from hooks Hi. The train then continues on in an uninterrupted manner and platform 3 is left extended for the arrival of the next train. It will be seen that the point where the platform is left extended is' always approximately the sameand that the platform remains at this point until the arrival of the next train.

One of the most important and basic concepts of my invention is making the floors of the cars of the train itself a platform for unloading passengers principally from one endof the train: that is, when the train comesto rest tightly joined to the connecting platform, the floor of the train presents a continuous, substantially clear platform the full length and width of the train leading out onto the connecting platform. Since the passengers are unloaded principally from one end of the train, the invention is most practical for comparatively short trains-for example, trains comprising up to three or four cars. In order to provide a substantially clear platform the length and width of the train, it is essential to remove as far as possible all obstructions in the cars themselves. For this reason, it i preferred to use folding seats, either self-folding or' foldable by suitable means, and to arrange the seats so that maximum free aisle space may be afforded at times of unloading and loading. Furthermore, the adjoining ends of the passenger cars should be open substantially the full width of the cars, or as nearly so as possible, and suitable floor connecting means provided so that the floor platform of the train is not narrowed passing from one car to the next.

When the present invention is applied to special subway conditions such as mentioned hereinbefore, or corresponding situations using trains of similar type, many important advantages are realized. It will be remembered that often in such conditions the main difliculty is occasioned by the fact that insufiicient platform space is available on either or both sides of the tracks to handle all the passengers, including those loading and those unloading. By the use of this invention the mingling of traffic proceeding in different directions, one of the main causes of congestion, is completely eliminated, and adequate facilities are afforded, for each. For instance, in Figure, l, platformAmight be, adequate for people loading but not those unloading. The space B between; the left side of the train and permanent wall 3| might be only 3 or 4 feet and therefore inadequate for constructing a platform for all the unloading. passengers. Accordingly, prior to my invention the train would. have to stop at some distant point, possibly hundreds of feet from the stations permanent platform 4, forcing the passengers to walk from this'distant point to platform 4. In applying my invention to such circumstances a train and connecting platform therefor are constructed as described above. Further, if not already present, a small overflow platform would preferably be constructed in space B, and as large as the'space permitted. With this structure it would then be possible to bring the train practically up to the station's permanent platform 4 for unloading and loading. For instance, the train would be brought up and engagedwith platform 3 as above described. When the train came to a stop, doors 5 on the unloading side would be opened, permitting a part of the passengers topass out on to the platform in space B, thereby relieving congestion in the car or cars. End door I would'then be opened, permitting the majority of the passengers to pass out through the full width of the end of the car, usually 8 feet, 9 inches; and, as seen above, a tight-fitting continuous platform solely for unloading passengers is provided over the short remaining distance from. the end of the car to stationary platform 4. 4 Moreover, it Will be noted that when a small side platform can be built in space B, the platform solely for unloading passengers leading the remainder of the short distance from the train to station platform 4 is not just 8 feet, 9 inches but rather a platform of 8 feet, 9 inches plus the width of the platform built in space B.

A further novel feature in my method of operating is used in loading passengers. As the passengers move outwardly and forwardly in unload ing, the cars in turn from rear to front will become empty. Accordingly, as each car in turn behind the front car becomes empty, side doors 6 thereof will be opened progressively, permitting passengers on platform A to pass into the car.

The station at the other end of the shuttle line may or may not be of limited space. If not, a rear car of customary construction may be used. However, if the other'station is of limited space in a manner similar to the station shown, the rear car, which would be the front car going into this other station, may be constructed similar to car I. In this case, this rear car would have an end door similar to door 1 of car I, and this end door may be opened at the station under discussion, if desired, to loading passengers. Therefore, by unloading passengers but from one side of the train and/or the front end of the train and simultaneously loading passengers onto the same train from the rear end'and/or the other side of the train, those loading from the side being admitted progressively from the rear to the front of the train a the cars become unloaded,-I am able to have the train reloaded and ready to depart practically in the same time that the train has been unloaded. Rapid loading and unloading of passengers is particularly important in subway shuttle trains in order to afford a frequent and prompt schedule.

In the above description I have describedthe A end door I as a counterweighted door opening upwardly. This type door is preferred as greater doorway space is provided since hinges, etc. along the sides are eliminated. However, it is to be understood that, if desired, other types of doors could be used. For instance, the end door might open sideways or be of a collapsible type. For similar reasons I prefer not to place the motormans control box, etc., inside the passenger cari. e., because of the space therein that it would necessarily occupy. Accordingly, I prefer to use the special motormans leader car 2, which enables the control box and seat to be swung out over platform A during unloading, making the whole width of the car available to passengers. It is, however, considered within the purview of my invention to dispense with leader car 2' as one of the cars of the train, placing the motormans apparatus and hooks [6 on the front passenger car (see Figure 6).

It is also to be understood that while I prefer and have particularly described hooks l6 and beam 25 as the engaging and disengaging means for the train and platform, other types of engaging and disengaging means may be used. Moreover, these means might be disengaged at different points than described and spring and/or weight and/or motor means used to return the connecting platform to desired position.

In setting forth the preferred operation of my invention I have described the train as moving up to and contacting the connecting platform 3, this method of operation having many advantages and being far more practical and expedient than other types of operation since the train is moving a it comes into the station. It is conceivable, however, that one might stop the train short of the connecting platform and then move this platform out to the train by suitable means (not shown).

It is to be understood further that while the connecting platform l3 has been described particularly in combination with train I, this platform is of broader applicability and may be used in general with various carriers under suitable conditions.

I claim:

1. A platform system for use with a carrier comprising a fixed platform, a second platform extensible within limits out from said fixed platform and adapted to be retracted toward said fixed platform upon contact with a, carrier approaching said fixed platform in the same direction which said second platform is adapted to be retracted, extension and retraction of said second platform within said limits being actuated by the withdrawal and approach, respectively, of a carrier, and a roller-mounted supporting means for said second platform which is positioned therebeneath, and connected for movement therewith, so that the extended portion of said second platform is supported thereby.

2. In a railway system, the combination com prising a passenger railway train provided with side passenger doors and also adapted to permit passengers to discharge longitudinally from the train across an end boundary thereof, a fixed platform along one side of the train to accomodate only passengers boarding the train through said side doors, a fixed platform transverse to the longitudinal axis of the train, and a connecting platform between said fixed transverse platform and said train end boundary to receive passengers discharging longitudinally from the train, said connecting platform being extensible within limit longitudinally of the train so as to afford a range of distance over which the advancing train may come to a stop, and movement of said connecting platform within said limits being actuated by the movement of said train.

3. In a railway system, the combination comprising a passenger railway train provided with side passenger doors and also adapted to permit passengers to discharge longitudinally'from the train across an end boundary thereof, a fixed platform along one side of the train to accommodate only passengers boarding the train through said side doors, a fixed platform transverse to the longitudinal axi of the train, a connecting platform between said fixed transverse platform and said train end boundary to receive passengers discharging longitudinally from the train, and a roller-mounter supporting means for said connecting platform which is positioned therebeneath and connected for movement therewith so that the extended portion of said connecting platform is supported thereby, said connecting platform being extensible within limits longitudinally of the train so as to afford a range of distance over which the advancing train may come to a stop, and movement of said connecting platform within said limits being actuated by the movement of said train.

4. In a subway railway system and the like, the combination comprising a relatively short passenger subway train provided with side passenger doors and also provided with an end boundary doorway substantially the width of the train whereby passenger may be discharged longitudinally from the train across said end boundary, a fixed platform along one side of the train to accommodate only passengers boarding the train through said side doors, a fixed platform transverse to the longitudinal axis of the train, and a connecting platform between said fixed transverse platform and said train end boundary to receive passengers discharging longitudinally from the train, said connecting platform being extensible within limits longitudinally of the train so as to afford a range of distance over which the advancing train may come to a stop, and movement of said connecting platform within said limits being actuated by the movement of said train.

5. The method of substantially completely unloading and loading a relatively short passenger railway train of the type used in subways and the like at one station which comprises discharging substantially all the passengers longitudinally from the train across an end boundary thereof and loading substantially all the passengers transversely onto the train across a side boundary thereof at a'plurality of points along the side of the train, said loading passengers being admitted to the train progressively toward the unloading end of the train as the train is progressively emptied by. the discharging passengers.

LLOYD COLLIS.

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