US403584A

US403584A - Dumping-car

Info

Publication number: US403584A
Authority: US
Publication date: 1889-05-21
Anticipated expiration: 1906-05-21

Description

(No Model.) 2 Sheets-Sheet 1. J. M. GOODWIN.

DUMPING OAR. I No. 403,584. Patented May 21, 1889.

lm enior;

T T Q s n n m I: H. L 1m w 18 W M v w FJgZ Whites-ses- Us 2 SheetsSheet 2.

(No Model.)

J. M. GOODWIN.

DUMPING GAR.

No. 403,584. Patented May 21, 1889.

Wifnesses;

N. PETERS. Phoh)Lithugnpherik'lnhmgmn. D. C.

UNITED STATES PATENT OFFICE.

JOHN M. GOODlVIN, OF SHARPSVILLE, PENNSYLVANIA.

DUMPlNG-CAR.

SPECIFICATION forming part Of Letters Patent No. 403,584, dated May 21, 1889.

Application filed October 26, 1888. Serial No. 289,186- (No model.)

To all whom it may concern.-

Be it known that I, JOHN M. GOODWIN, a citizen of the United States, residing at Sharpsville, in the county of Mercer and State of Pennsylvania, have invented certain new and useful improvements in dumpingcars and certain devices, apparatus, and appliances contributory to the results sought through the operation of the said improvements, of which the following is a specification, reference being therein had to the drawings accompanying the same and forming part of this my application for Letters Patent of the United States.

My said invention relates to dumping-cars of that species in which a non-careening cargo-box is fitted with fixed inclined floors pitching, respectively, from the sides and ends, or from the sides only or the ends only thereof, downward toward the center of the car-body, or with a fixed inclined floor pitching from one side or one end of such cargobox downward to or toward the opposite side or end thereof, or with two fixed inclined floors, the more elevated edge of each abutting that of the other along the middle of the car, said floors pitching from such common apex-line downward, one to or toward one side and the other to or toward the opposite side of the car, and particularly to dumping-- cars constructed substantially in accordance with the peculiar plan of that car described in the specification forming part of Letters Patent of the United States No. 130,424, dated August 13, 1872, and shown by the drawings accompanying said specification. In cars of the species specified the operation of dumping is performed without any tipping or careening of the body of the car. Upon release of appropriate doors or valves the load isdischarged by gravity over inclined floors. In certain cars of this species largely in use the load is discharged through the bottom of the cargo-box. In certain others the load is discharged from the sides, and about half from each side of the car. In those cars in which one fixed inclined fioor extends across the cargo-box the load is discharged all on one side of the car. The dumping-car described in said Letters Patent No. 130,424 is peculiar in this, that through the operation of gravity merely, and without any careening of the car or cargo-box, it discharges the whole of its load at either of its sides, as desired, or a portion, practically one-half, at one side, and simultaneously the other portion at the other side of the car. In actual service this carhas prooved particularly efiective and very useful in the lines of work for which it was designed. Practice has, however, demonstrated that improvement in certain of the appliances now used for operating the car is very desirable, and practice with other cars of the spe cies has shown the inadequacy to the service demanded of them of the separatelymounted and independently-acting valve-detent latches used therein.

The objects of my said invention are to provide improved means for fixing and holding in place (to retain the load, and for releasing for discharge of such load) the doors or valves in durnping-cars, in which the lading of the car is discharged through release of a door or valve, or more than one of either, extending lengthwise of the car, and serving, while the car is in transit, to retain or to carry and retain such lading; to provide improved means for fixing and holding in place (to retain, or to carry and retain a load, and for releasing for discharge of such load, and for raising and replacing in position to retain a load) the doors or valves in dumping-cars of the species hereinbefore specifically designated, in which the lading of the car rests wholly or in part upon fixed inclined floors, or upon floors in part fixed and in part movable about a pivot, and is discharged by gravity without any tipping or careening of the cargo-box of the car or of the car itself, and particularly to increase the effectiveness of the dumping-car described in Letters Patent of the United States No. 130,424, dated August 13, 1872, by providing improved means and appliances for operating (holding in place to retain load, releasing, and replacing) the valves of such cars. I attain these objects by means of the devices illustrated in the drawings accompanying this specification, in which- Figure 1 isavertical section across the body of a car like that described and shown in said Letters Patent No. 130,424, showing those parts of said car to which my said invention relates. Fig. 2 is a verticalsection across the 'rod, m or m, carried by the brackets, as J or in Fig. 3. The four figures above named are of uniform scale. Figs. 5, 6, and 7, on an enrged scale, respectively show details of my improved devices for operating, as aforesaid, the valves of such car.

Throughout the several views similar letters of reference indicate similar parts.

As indicated by Fig. 1 and as constructed in practice, the cargo-box of the dumpingcar which is the subject of said Letters Patent No. 130,424; is when carrying a load uniformly V-shaped in cross-section with perpendiculartop sides. The cargo rests upon two inclined floors, one extending from either top side of the cargo-box downward toward the longitudinal middle of thecar. Of each of these floors an upper portion is fixed. The lower portion of each such floor-on occasion operated as a valve-is hinged upon a rod, 6, extending throughout the length of the carbody midway between the sides of the same, supported by bearings, usually four in number in a four-wheeled car, one in each of several standards, as 00, fixed each upon a cross-truss, as 3, extending from side sill S to side sill S of the car. While forming part of'one of the inclined cargo-carrying floors aforesaid and in position, as shown in Fig. 1, on the side U thereof, each of said valves is supported at its lower edge by its hinges, as h, pivoted on the rod 6.

In a four-wheeled car each valve has usually four principal cross members or cleats, as c, spaced in conformity with the spacing of the cross-trusses aforesaid, and a hinge for each such cleat. At its upper edge the valve is supported by detents, as y-one at each cleat of the valve. g

The detents of each valve are fixed upon a j, which support the fixed portion, as or u, of an inclined floor. This rodmhas abearing in each of said brackets. It extends throughout the length of the cargo-box, and one end of it, projecting outside the cargo-box, is fitted with an arm or lever similar to that shown at d in Figs. 3 and 4, respectively, by means of which, with a stop suitable to the purpose, the rod is held so as to maintain the detents thereon fixed in position (shown at y in Fig. 1) for supporting the valve.

To discharge the entire load of the car upon either side thereof, the arm of the detent-rod m orm on the side from which the load is to be discharged is released from its stop. The weight of the load on the valve, bearing on the detents on such rod, causes a partial revolution of said rod and a corresponding depression of said detents, and the edge blocks, as q, one of which bolted to a crosstruss is opposed to each such cleat.

As shown on the side D of Fig. 1, the dropped valve, in association with the fixed inclined floor a one, then forms the lower half of an inclined floor extending from one top side of the cargo-box entirely across the car and outboard, beyond the sill over which the dropped valve discharges as far as need be in order that material so discharged shall fall clear of the axle-boxes of the car, and out over this floor the entire load descends by gravity. Simultaneous release of both detent rods causes discharge of a portion-about onehalf-of the lading on each side of the car.

For replacing a dropped valve into the position represented on the side U of Fig. 1, the following described appliances are provided: Upon the rod e arms-in a four-wheeled car ordinarily two in number, of which 1; in the figure represents one-are keyed or otherwisefixed depending from the rod. At one end of the car, preferably that at which the detentrod levers are placed, the rod 6, suitably extended through the bulk-head of the car, is fitted for application thereto of a lever similar to the lever RL. (Shown in Figs. 3 and 4, respectively.) To replace a valve as aforesaid, the rod e by means of its said lever is rotated in its bearings and in the hinges of the valves, so as to carry the attached arms, as 1;, up against the under side of the floor of the valve to be raised, and by continuation of such rotation the valve is swung upward until the surface of the floor of the valve is nearly or quite in line with that of the adjacent fixed floor, whereupon by operation of the appropriate detent-rod lever the detents of that valve are set and fixed in place to retain the valve.

The top of the car shown in Fig. 1 is slightly more than eight feet above the railway-rail. Inorder to lessen the height of the car, I have heretofore beveled the sills S S of the car, as shown in Fig. 2, with the effect of bringing all the floors down by as much as the lower floors descend in the space of the width of one sill. In the car shown in Fig. 2 this descent is three and three-eighths inches.

1 have heretofore to compensate in some degree for reducing the crosssectional area of the sills clamped together each sill and its overlying floor by means of iron brackets shaped and disposed as shown at Z'and Z'in Fig. 2 and at Z Z in Fig. 3.

A considerable increase of the pitch of the lower floors of the car may, if desirable, be made (without increase of height above rail of the top of the car) through use of any one of several practicable appropriate dispositions of the sills and springs,.respectively, of the car. Each valve of this car extends the entire length of the cargo-box and forms at least one-sixth, and in some instances more than one-fourth, of the load-supporting floor of that box, and as the cargo-space directly over the .I have also reduced the height of the sideboards sh sb.

valve is greater than that over the more elevated adjacent fixed floor each valve,whatever its width, carries more weight than does any section of fixed floor of like width. In view of these conditions the fact is obvious that in the dropping of a loaded valve a simultaneous withdrawal of all detents engaged with the swinging edge of the valve is a great desideratum. A stable and uniform support of the swinging edge of the valve is equally necessary.

Experience has taught me that each detent should be a positive strut (forming a direct support for that part of the valve and that pro portion of the load of the valve for the carrying of which it is designed) mounted on a distinct positively-fixed and practically-unyielding heel-support or abutment; that while each detent should act independently as a strut, as aforesaid, the several detents together supporting a valve should be so connected that a single simple movement of an appropriate lever will effect simultaneous withdrawal of these detents from engagement with the valve; that the detents should be so shaped and mounted that when set in position to support their valve they, with other parts of the detent-gear, will so gravitate that the jars and shocks incident to travel of the car will operate to maintain them in that position, while no part of said gear will gravitate to opposite eifect; that the detents and the parts of the valve with which they engage should be shaped and disposed so that (a) no jamming nor interlocking of the parts so engaged shall be possible, so that (b) in the operation of withdrawal of the detents for release of the valve no lifting of the valve will be involved, and so that (0) each detent shall oscillate in a vertical plane, and shall oppose to the descending edge of the valve, or to that part of it bearing on the detent, a surface, preferably convex, so disposed that immediately upon commencement of movement in withdrawal of the detent the weight of the valve will act to expedite that movement. The detents heretofore used in this car are fashioned, mounted, and operated as indicated in Fig. 1, and depend for stability in place to sustain a valve upon the rigidity of the detent-rod, as m in Fig. 1, 011 which they are fixed.

Of the strains to which a load on these detents subjects such rod the most trying is that due to torsion, and a rod which throughout its whole length effectively resists this strain has necessarily a strength (suggesting also a size and weight) largely in excess of that necessary to the support simply of the weight of the load carried, and where a strain such as that described is to be met prudence dictates use of a rod of size considerably greater than that theoretically sufficient. In view of these facts, and in order to provide detent-gear having the qualities and characteristics above recited as desirable therein, I have devised the detent apparatus shown by Figs. 2, 3, 4, and 7, in which figures 0 is a cleat of a valve in position for carrying a load. y is a detent supporting said cleat, pivoted on a pin,j which pin is a part of or is fixed in the bracketj, which carries the inner part of the fixed floor 7a. A detent, like y, is provided for each valve-cleat of the car, and in a car like that of which one-half in length is shown in Fig. 3 there are ordinarily four such cleats on each of the two valves of the car. Corresponding with each such cleat there are two brackets, as j and f, preferably of cast-iron, placed back to back, as shownj' upon the inner side of an appropriate timber, as U S, and on the out-board side of said timberthe two brackets being jointly fastened to said timber, and in due relation the one to the other by through-bolts, as ib. Lag-bolts, as U), are also used to hold the bracket f.

m is a square rod of iron or steel (serving some of the purposes of the rod m or m of Fig. 1) called herein the detentrod, extending throughout the length of the car and beyond one end of the cargo-box thereof, carried in bearings in the brackets f f and the end bracket, cl). On this rod are rocker-arms, as t'-one opposite each detent. Each rockerarm has on one side of it a circular boss, in which a square hole for reception of the rod m is centered, and this circular boss fits in a circular perforation, mh, in the adjacent bracket f and forms a hearing, as aforesaid, for said rod m.

On that end of the rod m which projects outward beyond one end of the cargo-box of the car an actuating arm or lever is fixed. \Vhen the detentgear is in position to hold a valve in place to retain a load, such lever stands inclined outward from the side of the car, as shown at (ZZ in Fig. 4c, and the rockerarms stand perpendicularly.

The upper or swinging end of each detent is connected with the lower or swinging end of the corresponding rocker-arm by a bar or link, w, which extends through and plays in a suitable passage and guideway formed by corresponding slots made in the back plate of j, the timber U S, and the back plate of f, respectively.

In the drawings the bar or link Qt" has at one end of it a cross-head, which engages a slot opening upward in the upper extremity of the detent 1 and near the other end of it a cross-pin, (inserted after the baris in place,) which engages a slot opening downward in the lower extremity of the rocker-arm Z. An equally effective connection between y and 25 may be otherwise made but I prefer that shown. By bringing the lever (ZZ into position corresponding with that of the like lever, (ll, Fig. at, a partial revolution of the rod on is produced, whereby the rocker-arms t", &c., are turned outward or away from the car, the connected detents y, &c., are withdrawn from engagement with the cleats of the valve,

and the valve is released to drop until stopped, as hereinbefore set forth, in position corresponding with that of the valve '1" in Fig. 2.

The operation of replacing the valve of the dumping-car by means of apparatus substantially like that shown in Fig. 1 and described in said specification in Letters Patent No. 130,424, while reasonably practicable under favoring conditions, has been frequently found excessively laborious. Several devices (in each of which the replacing-arm v or the substituted equivalent thereof, has been actuated by means of a rack and pinion or by a winch actingon a chain) have been applied to this service, and after trial discarded as unduly complicated and correspondingly liable to damage and unduly slow in operation,

and the original device, with some modification of the shape of the replacing-arm c, Fig. 1, has been heretofore continued in use.

I have now provided the improved valvereplacing gear shown by Figs. 2, 3, 4, and 6, in which a square rod, 4" 4", extending throughout the length of the cargo-box of the car and at one end thereof (or, if desired, at each end) projecting beyond such cargo-box, is, by means of suitable sleeves, as p, Fig.5, carried in journal-bearings formed (one in the base part of each) in the standards as 00, &c., which carry the main rod e, as aforesaid. On the rod 7* r valve-raising arms, (in a four -wheeled car, preferably two in number,) as 1), Figs. 2, 5, and 6, are fixed, preferably placed with reference to the extremities of the valves of the can-as indicated in Fig. 3.

The arms 1), &c., are preferably of cast metal and of shape shown by Figs. 5 and 6. The head of the arm 1; having a square perforation fitting on the square rod 1 1, no keying of the arm on the rod is necessary. The end (or either end) of the rod 1" 1', which projects, as aforesaid, beyond an end of the cargo-box, is supported in the middle post, as mp, of the car by a sleeve, as p of Fig. 5. On the projecting end of the rod o r a lever, RL in Figs. 3 and 4 (in practice about three feet eight inches long) is fitted. Upon the under face of each valve two downwardlyprojecting butts, as or, are fixed, as shown in Figs. 2, 3, and 6, each opposing one of the valve-raising arms aforesaid. Suppose the valve on the side U of Fig. 2 to be dropped in position corresponding to that of the valve on side D of that figure. Then to raise the dropped valve the lever RL will be carried over into position shown by dotted lines in Fig. 4 and like lines in Fig. 6, whereby the arms 1:, &c., and by them the butts 4W, &c., and the valve will be forced into the position in which they appear in Fig. 6, in which position the detents y, &e., applied as aforesaid, will hold the valve. To raise valve dropped on side D of the figures, the lever BL is carried to the opposite side, U, with corresponding action on the arms, butts, and valve on said side D. As below set forth, this valveraising gear is a useful improvement upon that described in said patent No. 130,424, and heretofore and now used in dumping-cars having the features covered by said patent.

In the original gear all the hinges of both valves bear upon the rod 8, to which the valveraising arms, as c, Fig. 1, are fixed. The resistance to any turning of the rod e offered by the accumulated friction of these hinges is in any case very considerable, and in practice the rod e is sometimes (through uneven bearing of the car on the track, for instance) quite firmly gripped by the hinges. In the early part of the partial revolution of the rod 6, necessary in the gear heretofore used to the operation of the arms 22, &c., the rod must turn in all the hinges, and sometimes the greater part of the power applied to the lever is-expended in the mere turning of the rod in these hinges, in which case the operation of raising the valve with only the leverage afforded by the original gear is excessively laborious. r

In the improved gear the rod '1' r, forming the rocking fulcrum of the lever, made up of RL and the arms v, 850., is free from any direct operation of the friction of the rod 6 in the valve-hinges. I11 raising a valve the force of the lever has of course to turn the hinges of that valve upon the rod e; or should the hinges of that valve be absolutely gripped on the rod ethe hinges of the other valve being loose thereon, as ordinarily they are-the lever has to turn the rod in the hinges of the other valve; and in view of the last-named possible condition the advantage gained by operating the valve-replacing arms by an independent rod, as 'r r, is apparent, because with the hinges of a valve fast-jammed on the rod 6 the original gear could replace only that valve, and that only by application of extraordinary force to the lever, whereas with the improved gear the operation of replacing either valve would in such case be no more difficult than under normal conditions, in which the hinges of each valve play freely on the rod 6, and, indeed, with the improved vgear one valve may be rigidly fixed upon the rod 6 without hinges, and such construction would have the useful effect of resisting deflections of the rod from a right line. With the fulcrum of the lever RL and Q7 lowered from 6 to the line in which the rod 1" 7' lies, the length of the lever RL (which should not extend above the end of the cargo-box) may be considerably greater than that permissible in i the lever heretofore used, attached to the end of the rod e. This lowering is made feasible through introduction of the butts, as or, projecting downward from the under face of each valve, by interposition of which between the valve-raising arms and the valve itself the reach heretofore necessary in the armt itself is largely reduced, whereby the proportionate length of the long or actuating member of the said lever (and consequently the lifting effect of the arm 1') is materially increased over what it is with the fulcrum of the lever at e.

Throughout the operation of raising a valve any part of the arm 1' which should continuously bear against the opposed member of a butt, as M, would have a sliding movement on said member, with intent to modify the movement on or of those points in the arm T which in such operation bear on said butt and to make it a quasi-rolling motion, thereby promoting an equable and smooth travel of the opposed parts one on the other. I have given the lifting end of Z; the double-convex spear-head shape shown in Figs. 2 and 6.

The height above the railway-rail of the top of the dumping-car shown in Figs. 2, 3, and 4 is seven feet five inches, which practically prohibits the casting of material over the top side of the car from the railway-ditch below the level of the rail by hand-shoveling. In order to render the car available on occasion for ditching, or like railway service, I have devised supplementary side-boards, (represented at g g in Fig. -1.) Each such board is preferably about thirteen inches wide and has across each end of it, and extending beyond one of its edges, a metal strap or cleat, which terminates in an open hook, by which hooks the board is hung on either side of the car to two staples, as gs, of which there is one in each of the corner-posts of the car. WVhen the board is hung as aforesaid, its lower edge fits along one of the discharging floors or aprons, as a or a. Distributed along this lower edge of the board and out-board of the same are perpendicularly sliding bolts, as 1, (preferably four in a four-wheeled can) of round iron, which, when socketed in appropriate holes in the associated discharging floor or apron, as a, Fig. 2, serve to hold the board in place, as shown in Figs. 2 and 4.

In case material taken from a ditch or from alongside the railway, as aforesaid, is to be discharged all from one side of the car, only one of the supplementary side-boards is used. Such board is placed on the side of the car from which the discharge is to be made and the valve on that side dropped, the opposite valve being ordinarily kept up.

If discharge from each side of the car is permissible or desired, both supplementary side-boards are applied, and both valves are dropped.

As preliminary to discharge of a load carried as just described on a dropped valve, allbolts of the associated side-boards, (g or g,) except the two end bolts, are withdrawn from their sockets. The two end bolts are then simultaneously struck upward and so withdrawn, whereupon the board is free to swing outward letting the load slide overboard.

\Vhen not in use, the side-boardsas g, for instance-are to be stowed beneath the car, each in a rack, as shown at g in Fig. 2.

Having fully described my invention,what

I claim, and desire to secure by Letters Patent of the United States, is

1. In a noi'i-careening dumping-car having valves extending lengthwise of the car,which, when suitably held along one edge by appropriate detents, retain the load of the car, and when freed from such detents release such load, the valve-detent gear aforesaid, consisting of several detents acting in support of such valve as direct struts, suitably distributed parallel with, adjacent to, and below such edge of suchvalve, individually pivoted.

each on an appropriate journal-pin or suitably-formed abutment cast on or secured to a fixed member'of the car and oscillating in a vertical plane, and an associated rocker shaft or rod operated by a lever applied at one end (or levers, one at each end) thereof and carrying opposite each such detent a rocker-arm connected with such opposed detent by a bar or link constructed, disposed, and operating substantially as and for the purposes set forth.

2. In a non-eareening dumping-car having cargo-discharging valves extending lengthwise of the car and discharging its load through the dropping or letting down of such valves, or some of them, the valve-replacing gear consisting of a rocker shaft or rod extending lengthwise of the car, and at one or each end thereof beyond the cargo-box of the car,suitably mounted in appropriate bearings situated below the hinge-bearings of the valves aforesaid and having at one or each of its ends an actuating arm or lever, vibrating arms fixed on such shaft, and brackets or butts fixed upon the inferior face of each such valve, one opposed to each such vibrating arm, constructed, disposed, and operating substantially as and for the purposes set forth.

3. In a non-careening dumping-car combinin g in its construction fixed inclined floors, as a and k, the in-board edge of each thereof carried by brackets, as j, and valves, each made up of cleats, as c, and floors, as r and a, each such cleat having its out-board end suitably fashioned for adj ustinent with a corresponding detent, as "y,in the operation whereof in order to carry a cargo, each such valve is, by detents suitably disposed, unyieldingly supported and held in association with the fixed inclined floor thereto correspondent, as on the side .U of the car in Fig. 2, and for the purpose of discharging cargo each such valve is to be dropped by a uniform release of the out-board edge ofthe valve effected by a simultaneous withdrawal of the several members of the detent-gear supporting the same, the combination of the valves aforesaid, the detent-gear, whereof the tripping members, alternately supporting and releasing a valve, are individually pivoted each on a journalpin or abutment fixed in or formed upon one of the floor-carrying brackets, as j, and act in support of the valve as direct struts or posts, and the floor-carrying brackets, as j,

each provided with a journal-pin, as 7' or other suitable abutment for support of a tripping member of the detent-gear, operating in association substantially as described, and for the particular purposes specified.

4. In a non-careen'ing side-discharging dumping-car combining in its construction fixed inclined floors, as a and n and a and 7c, extending lengthwise of the car and respectively along the sides of the same, the uppermost two of such floors, as 'n, and k, serving primarily, each as a cargo-carrying floor, but in the operation of dumping forming a section of a cargo-chute, and valves intermediate between such oppositely-fixed floors, wherein, by appropriate disposition of said valves, respectively, and association of one of them with that upper fixed floor with which it directly co-operates, and accompanying association of the other valve with the lower fixed floor, with which it directly co-operates, a continuous inclined plane is. formed, extending from the uppermost edge of the upper fixed floor on either side of the car downward and entirely across the car to the lower edge of the opposite lower fixed floor, or by association of each valve with the lower inclined floor, with which it directly co-operates, two continuous inclined planes are formed, respectively extending from a common apex along the longitudinal middle line of the car downward and outward, each to the lower edge of that lower floor which forms part of that plane, as a means for retaini-ng for carriage in such car material deposited upon an inclined plane formed as aforesaid and extending all across the car or upon either or both of the two oppositely-directed inclined planes declining outward, simultaneouslyformed as aforesaid, one upon each side of the middle line of the car, and for. releasing such material in order that it may be dumped by operation of the said inclined floors upon which it lies, the supplementary side-boards hereinbefore described and herewith shown, each fitted with suspend-' ing-hooks and locking-bolts whereby it is ad carrying the same, constructed, applied, se-

cured, released, carried, and operating substantially as and for the purposes set forth.

5. In a non-careening side-discharging dumping-car combining in. its construction fixed inclined floors and valves arranged with relation to each other and operating substantially as hereinbefore described and as shown in Fig. 2, wherein, by appropriate disposition of said valves, respectively, as described, a continuous inclined plane is formed extending from either side' of the car, as de sired, all across the car, and operating as a chute for discharge of the entire load of the car upon that side thereof toward which such plane declines, the combination of the supplementary adjustable and removable sideboard constructed and applied to such car, as described and as shown on the sideU of Fig. 2, and the discharging floor or chute formed in such car by disposing and fixing the valves of the car so that they, with either of the lower fixed floors and the opposite upper fixed floor of the car, constitute a continuous inclined plane extending allacross the car, as aforesaid, substantially as described, and for attainment of the supplemental result desired, as set forth.

JOHN M. GOODWIN. Witnesses:

WILLIAM M. KIRKPATRICK, J. (J. HUDsoN,