US678597A - Railway-car. - Google Patents

Description

No. 678,597. Pmmd my ne, 19m. c. vMuEnuu.

RAILWAY CAR.

(Application led Der:` I1, 1899.) `(No Model.) l2 Sheets-Sheet l.

No. 678,597. Patented July I6, I90l.

. VANDEHBILT.

RAILWAY CAR.

(/Appleltion med Deo. 11,1899.)

(No Modal.)

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No. 678.597. Patentd l l uvmnmm. "y 6 Ism" Y RAILWAY CAR.

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No. $718,597. Patented :my a6, moi. c. vANnEBlLT.

RAILWAY CAR.

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Patented July ls, |901.

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. VANDERBILT.

RAILWAY CAB.

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RAILWAY GAR.

(Application led Dec. 11, 1899.) (No Model.) l IZSheets-Shat 9.

E Il i? w' j@ M 7@ No. 678,597. Patented www, neon.

. VANDERBILT.

RAILWAY CAB.

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lUNTTiZn STATES PATnNT @Trina` CGRNELIUS VANDERBILT, OF NE\V YORK, N. Y.

RAILWAY-CAR SEGIFIGATION formingpart of Letters Patent N0.678,597, dated July' 16, 1901. Application ld December ll, 1899. Serial No. 739,935. (No model.)

To rf/ZZ whom t may concerne:

Beit known that I, CORNELIUS VANDER- BILT, a citizen of the United States, residing at 608 Fifth avenue, in thecity and county of New York, borough of Manhattan, and State of New York, have invented certainlnew and useful Improvements in Railway Cars, of which the ,following is a specification.

My invention has relation to the construction of cars adapted to carry tanks for the transportation of oil, grain, coal, or the like, although many of the improvements herein-` after recited can be advantageously employed in cars used for other purposes.

My improvements having been applied to a car especially adapted Vfor the transportation of oil or grain and technically termed a tank-car, the description of the same will be had in connection with a car of thisclass.

Several features of improvements relating to details of construction, improvements in car-trucks, and devices for drawing the car are described and shown herein. However, I do not claim these devices in this application, the same forming the subject-matter of other applications tiled by me as follows: Serial No. 8,729, filed March 15, 1900; Serial No. 8,730, filed March l5, 1900, and Serial No. 23,079, led July 10, 1900. i

The present tendency and that of the last few years has been to construct merchandise rolling-stock of metal and to utilize what are known as commercial forms of iron in the construction of the car and trucks, this for the purpose of avoiding as far as possible the construction of costly machinery for the manufacture of various parts of the car. It is to this class of construction which my present invention relates. -v

Prior to my invention it has been customary where metallic cars have been constructed, without special reference to the class known as tankcars, to y suitably construct the truck-bolster and body-bolster sometimes of pressed metal, other times of the usual construction, and to secure the body-bolster to a frame comprising side sills of channel-iron and central sills of I-beams or other form of metal construction, both transversely tied toget-her intermediate of their ends and at their ends by buffers or end sills, and upon this frame the box or body portion of the car has been erected. In structures of this class the body-bolster has been an element separate and distinct from the car-frame, the stress of supporting the car-body and its load being taken by the `frame itself, the body-bolster merely entering into the support of the car as a means for transferring the support of the c ar and its weight to a truck. What is also old in the art is to construct a car of longitudinal I-beams so disposed as to form a car of circular or segmental outline in crosssection, the I-beains being secured together by a suitable plating and bracing, the car-body resting upon a body-bolster. In this case the bolster was not a part of thecar-frame, but is an added element upon which the car-body rests.

An example of the type of construction which has preceded my invention on the lines above outlined is illustrated in the patent to P. Brown, No. 588,742, dated August 24., 1897. In this patent, which I cite merely to emphasize the improvements which I have made, there is a tank and framework for supporting the same, upon which framework the tank rests and to which framework the tank is braced by diagonally-disposed braces or tierods, the framework being supported upon the truck by a body-bolster built underneath the framework without any specilic reference to its forming part of the framework of the car, the tank being supported solely by the framework and secured thereto.

In my construction the tank or carbody, whatever it may be termed, (and in regard to some of the features of improvement herein claimed I use the terni interchangeably,) is secured to the body-bolster without the interposition of any sills or bracings eX- cepting the liner or cradle hereinafter described, thereby taking theweight of the tank and its load directly upon the body-bolster, which by reason of the fact that the body-bolster is low down on the truck brings the tank close to the center of gravity of the truck, and also by reason of the fact that the cross-section of the tank is circular and the bolster (in the preferred form) likewise or segmentally configured, the center of the bolster to which the center bearing or pivotal device is secured is placed low as compared to the ends of the bolster, the tank thereby being brought IOO very low upon the truck and a considerable lateral extension of the bolster ,and direct supporting-surface for the tank are obtained. Not only is all of the strain of the support of the tank and its load taken primarily upon the body-holsters, but their disposition on the are of a circle enables the tank to be bodily placed below the end or cross sills, which construction has many manifest advantages. These general features may be carried out in a car constructed other than of commercial metal and in some cases of Wood or other desired material; but in carrying out my preferred form of construction I employ metal exclusively with very little, if any, exception.

In my preferred construction the bolster acts as the main support for the tank, the bolster being tied longitudinally by side sills secured to the extremities thereof, the ends of the side sills being tied together by end sills. Intermediate bolsters, which are secured likewise to the side sills, and an interveninglliner, to which is secured both the body and intermediate cross-holsters and the side sills, are employed.

The foregoing construction is embodied in a vehicle in which the car or tank portion is a separable or independent element readily attachable or detachable for assemblage or repair from the framing of which the bodybolster is a part, and the converse is true of the framing, Which comprises (as essentials) the side sills and body-bolster rigidly secured together and into which the intermediate cross-bolsters,the liner, cradle, or saddle, as it may interchangeably be termed, are introduced as desirable features, which framing constitutes a separable and distinct element of construction from the superposed car-body or tank.

Another portion of my invention relates to the construction of the body-bolster, which according to the embodimentillustrated herein is made of one piece of metal struck up or forged into the desired shape, the general and essential features of which are that it is of a U or channel shape, with upwardly-extending ears or flanges to directly or indirectly form a cradle for the support of the car, to which flanges the tank may be or, as in the preferred construction of the cradle or lining, is directly secured.

The side sills, of which there are but two in my preferred form, one at each end to the body-holsters, are vtied together intermediate of the body-holsters by intermediate holsters as distinguished from cross-sills in that these intermediate holsters are preferably of the same construction, although of smaller size, as the body-holsters and to which the tank is secured in precisely the same manner as the body-holsters are.

Another feature of my invention not claimed herein which may have application to other forms of cars, but has special Virtues in connection with my present invention, re-

sides in dispensing with the usual connection of the draft-rigging of the car With the carframing and applying it to the body-bolster and providing such arrangements that the primary or initial pull or thrust in either direction will be taken upon a spring or set of springs, which after being compressed to a predetermined extent Will transfer the pull or the push to the body-bolster, and When the strain `in either direction is abnormal the draft-'rigging is adapted to come in contact With a part of the end sills, whereby the excessive or abnormal strain is taken from the -body-bolster and transferred to the side sills and end sills, which is then taken by the frame and the body-bolster relieved therefrom. Neither do I claim in this application another feature of my invention, which resides in an improvement in the construction of the truck and in the further details of construction and combination of parts and subcombinations thereof, all of which will be hereinafter described.

The above mentioned draft rigging and truck construction I have made the subjectmatter of separate divisional applications filed March 15, 1900, and serially numbered 8,729 and 8,730, respectively.

In the drawings forming part of this speciiication, Figure lis a side elevation of a tankcar constructed in accordance with my improvements. Fig. 2 is an enlarged side elevation of one-half of the same. Fig. 3 is a plan View ofFig. 2. Fig. 4t is a plan Viewr of the framing With the tank removed one-half only of Which is shown for clearness of illustration. Fig. 5 is a half end and a transverse sectional elevation, the latter on a vertical plane taken adjacent the body-bolster. Fig. 6 is alongitudinal aud central sectional elevation. Fig. 7 is an enlargement of a portion of Fig. 6 with certain additions thereto; Fig. 8, a sectional elevation through a portion of the tank, intermediate bolster, and side sills. Fig. 9 is a plan View of the body-bolster; Fig. 10, a side view; Fig. 11, a longitudinal sectional elevation ou the lineD D, Fig. 9; Fig. 12, an end View looking directly at the end of the bolster; Fig. 13, a half-end elevation taken in the drop of the bolster; Fig. 14, a central transverse sectional elevation taken on the line C C, Fig. 10; Fig. 15, a sectional elevation on the line B B, Fig. 10, looking toward the center of the bolster; Fig. 16, a horizontal sectional plan of one of the ends of the bolster on the plane of the line A A, Fig. 10. Fig. 17 is a side elevation of the draft-rigging and buffer-block. Fig. 18 is a sectional elevation on the plane of the line F F, Fig. 1 7, through the buffer-block. Fig. 19 is a longitudinal sectional plan of a portion of the draft-rigging and buffer-block, taken substantially on the plane of the line II H, Fig. 17. Fig. 2O is an end View of the draw-iron rear casting; Fig. 21, a bottom View of the draw-bar rigging. Fig. 22 is a sectional elevation of the draw-bar rear casting,

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Similar numerals of reference indicate corresponding parts throughout the several views.

In the drawings, 1 is a tank of the usual or desired construction, having headers 2 and a central dome 3, and on top ofthe tank Iprovide a running-board 4, of plate metal, which at the dome is provided with an enlarged eye or opening 5, so as to encompass the dome and which extends out beyond the headers 2 of the tank over the platform and end sills, as at 6, hereinafter described, to form a ledge providing access from one tank to the other or to and from the running-boards of adjacent freight-cars. In this regard I believe I am the iirst to have provided a tank-car with a running-board located on the top of the tank and to provide means for allowing access to the adjoining car-top either from the running-board or the platform. The overhanging ledge or projection 6 of the'running-board is supported by the three-legged brace or bracket 7, having one horizontal arm 8 secured to the under side of the running-board extension, an upwardly-curved arm 9, secured to the tank-header, and an upwardly-inclined compression-arm 10, all formed in one piece of metal and bolted or riveted to their respective parts. .Intermediate of the dome 3 and the end of the tank the running-board is supported by the U -shaped iilling-pieces 1l, the upper horizontal web l2 of which is flat, so as to afford means for securing the running-board to it, as clearly shown in Fig. 6, the lower horizontal web 13 being curved to conform to the contour of the tank to which it is secured, as shown in the same ligure, and between the upper and lower horizontal webs extends the vertical compression-web 14. The iilling-pieces adjacent the dome at each side thereof are longer than the others to afford support to the running-board at these points, and under the eye of the running-board is an inverted-U-shaped support 15, Fig. 5, having' an upper horizontal web 16, Fig. 3, to which the running-board is secured, a downwardly-extending web 17, Fig. 1,and the outwardly-extending curved flanges 1S conforming to the contour of the tank and to which the former is secured.

The edge of the running-board may be provided with a guard-piece or stiffener 19, of angle-iron, secured thereto, as shown in Figs. 2 and 3, which guard-piece overlaps the ends of the filling-pieces, Figs. 2 and 3.

As previously stated, the tank is not supported, primarily, upon the framework as such, but upon the liner or cradle and in turn on the body-bolster, which in turn is pivotally connected (if a pivotal truck is used) to the truck-bolster, and a frame is constructed, of which the liner or cradle and body-bolster isa component element, comprising the bodybolster, intermediate transverse bolsters, and end sills, this framing serving as a syst-em of bracing for the body-bolsters to preserve their transverse parallelism and to relieve them of abnormal strain incidental to drawing and buffing, taking abnormal strains of bufng and coupling and drawing, as well as a means of supporting the tank. To obtain these results, the tank (which is of increased capacity owing to its method of support) is set directly upon the liner or cradle 20, which is curved to partake of the curvature of the tank and which extends the entire length of the same or between the two body-bolsters, the liner in turn being riveted to the bodybolsters 21, which together act as a cradle, the bolster being constructed as follows, (see Figs. 9 to 14:) Longitudinally it is of a segmental form to partake of the curve of the liner and tank. It is formed of one piece of metal forged or struck up to produce as a whole a trough-like channel of U -shaped configuration. The body-bolster has a horizontal web 22 of segmental disposition, as shown in Fig. 11, vertical side webs 23, and the horizontal outwardly-extending Iianges 24 of segmental disposition, as shown in Fig. 9, between which and the bottom web the side webs extend. In the process of formation the bottom web 22 vis given a length much longer than the ultimate extremity of the bolster, the metal of the bottom web being severed or slotted, as at 25, Figs. 9 to 16, so as to leave the ends free for manipulation, after which the end of the bottom web is turned up at an angle preferably radial to the tank-center, to form the end pieces 26. In the formation of the bolster the metal of the same is cut so as to cause the vertical or 4side webs 23 to extend out beyond the ends of the horizontal webs, this and the slotting 25, as before described, enabling the side webs to be turned back at an angle, so as to form the laterally-extending ears 27, both the end pieces 26 and the ears 27 preferably being placed on a plane radial to the curve of the bottom web and flanges. Of course it is understood that there are two bolsters of this construction located at or near each end of the tank.

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This construction not only provides strength l Lbeanls, (or any equivalent form of beain,)

.the end sills 29, and the intermediate transsecure it and the bolstei1 rigidly together,

thereby solidifying the connection between the body-holsters and providing a Iirm cradle or support for the tank, and the tank is provided with transverse grooves 32,located over the rivets 3l, to prevent contact with the tank, or the rivets 3l may be countersunk in the liner 20, or some other arrangement provided which will allow the surface of the tank (except that part lying over rivets 3l) to bear directly on the liner "20. By firmly securing the liner to the bolster, as above described, a connection between the tank and the bolster is provided for beyond the ends of the bolster, and in the specific construction shown this condition is made beyond the side sills, the liner thereby forming an eX- tension of the bolster beyond its ends as well as beyond the side sills. The liner is continuous between its lateral and longitudinal limits, thereby at once forming a cradle for the tank and means for tying the side sills and bolster together to form a strong and rigid frame. The side sills or I-beams 28 have the usual construction, which comprises the upper and lower horizontal webs 33 34 and the connecting-webs 35, the connectingwebs being disposed radially, so as to cause them to lie flat against the inclined bolster ends and wings, the upper horizontal web abutting against the cradle, the inner ange 36, Fig. 5, of the web 33 lying in the recess 37, cut in the end of the bolster by the formation thereof previously described. Bolts or rivets pass through the web of the Lbeams, through the bolster ends 26 and Wings 27, and through the anges of the upper horizontal webs of the I-beams to secure the I- beams, the holsters, and the liner or cradle firmly together.

The intermediate holsters 30 are formed in the present embodiment of my invention in precisely the same manner as the body-bolsters and which have the same general features of construction, (there being preferably but two of these intermediate holsters, one between the tanks transverse center and the bolster,) the intermediate bolsters having the side flanges 24', to which the cradle is riveted, as shown in Fig. 6, ends 26, and wings 27a, to which the I-beams are riveted, all as previously described in connection with the body-bolster, the tank-shell being grooved, as at 32, to receive the rivets or screws, countersunk as above. Vhere this form is preserved, I need use but two of these intermediate holsters, as that number amply responds to the calculatedstrength for the compression. However, the number is not essential, and I may substitute another form without departing from my general scheme ofimprovement.

The end sills are illustrated at 29 and consist of the U-shaped channel irons or beams disposed with the bottom web 38 upright and the side webs 39 40 horizontally, the lower horizontal web 40 of each of the end sills being of greater length longitudinally than the upper web, the web 38 being cut on an incline at its ends, the ends 4l 4la being turned inwardly on an incline and riveted to the inclined connecting-web 35 of the I-beams, as shown clearly in Fig. 5. These end sills are spaced apart, Fig. 7, and lie beyond the ends of the tank and above the plane of the bottom of its shell (as do likewise the I-beams) and eiectively tie the I-beams together at the ends. Not only do these end sills perform these functions, but they form the foundation foran end platform for the body-frame and a support for the draft-rigging and the buffer-block, all of which are constructed in the following manner:

Thus far I have described a suitable carrier or vehicle for merchandise and a frame for supporting the same. As before stated, the carrierin other words, the tankis separably or detachably secured to the frame. This is accomplished in the following manner: To the tank-shell at a suitable distance above the upper edge of the liner or cradle 20 is secured a suitable number (four on each side are shown) of angular brackets 42, the web 43 of which is riveted to the tankshell, the outwardly extending arm 44 of which holds the bolt 45 of a turnbuckle 46, and to the edge of the liner 2O is secured the web 47 of a like bracket 48, the arm 49 of which holds the bolt 50 of said turnbuckle. The shell is recessed at 5l to make room for the rivets, or the rivets are countersunk in the liner 20. In lthis way the tank is detachably supported on the cradle, made readily detachable therefrom for all purposes, staying of the tank on the frame otherwise than by this connection is dispensed with, and the strains on the tank due to hauling, duc. Where the tank is made a fixture of the frame, as by riveting it thereto in whole or in part, are entirely dispensed with and avoided. The upper brackets 42 also act as emergency stops to check undue oscillation of the tank on the frame in case of breakage or derangement of this connection.

As before stated, the draft-rigging is secured primarily to the body-bolster, so that the initial pull or push will be taken by that element, subject, however, to the intermediate action of a spring or nest of springs located in the draw-bar rigging, the excessive pull or push being transferred then to an element of the body-frame, thereby relieving the bolster of a greater or the major portion of any IOO IIO

undue strain due to excessive action in hauling. To secure these results, I have devised the following structure: At 52, Figs. 17 and 18, is the abutment or bufting block, which comprises a casting having a depending portion forming the bufling or abutment surface, and which consists of the two vertical webs 53 and two cross strengthening-webs 54 55, the upper portion of the block being recessed at 56 to secure lightness of construction and which is provided wit-h a horizontally-disposed flange 57. The drop portion of the block eX- tends between the two end sills 29, Fig. 7, and the flange 57 is bolted to the horizontal webs 39 of the end sills, as indicated in Fig. 7, the upright front and rear webs 58 of the block being bolted to the vertical webs 38 of the end sills. This connection firmly secures both the end sills together centrally, and to strengthen this connection and at the same time provide a platform a sheet of metal 59 is let in between the iiange 57 of the block and disposed over the end sills, the end of which is turned up and let in under the upper web of the I-beams, as shown in Fig. 5, the plate being apertured to allow the block to pass through it. At 60 is the draw-head or coupler of the usual or any desired construction, from which extends the draw-bar 61, having at its rear end an enlargement or head 62. At 63 is a three-part strap or drawiron comprising the longitudinally-disposed webs 64 and a vertical rear connecting-web 65, the front portion of the horizontal webs being flanged or lipped and extending inwardly toward each other, as at 66, the enlargement 62 of the draw-bar lying within the forward end of the strap or draw-iron, the lips 65 engaging the shoulder formed by the enlargement, and rivets 67 pass through the horizontal webs and enlargement to firmly secure them together, as clearly shown in Fig. 7, the strap being loosely supported by the front and rear spring-heads 68 69, provided with nipples 70 for retaining the springs 71 (indicated in dotted lines, Fig. 7) of the desired resistance.

To support the draw-bar in its proper position of alinement, the lower aperture 72 in the block is incased by the three-part strap 75, which embraces the sides 53 of the block and the bottom of the aperture, thus forming a support and a guide for the draw-bar, the upright webs 74 of the strap being bolted to the block, as clearly shown in Figs. 17 and 18, the cross-web 75 supporting the draw-bar. To firmlysecure the draft-rigging to the bodybolster, I employ a casting, as 76,(more clearly shown in Figs. 7, 17, 19, and 21,) which comprises the rear or base plate 77, iianged at 78 and firmly secured to the front upright web 23, as shown in Fig. 7, both at the intermediate web and flanges, from which base-plate extends forward ly the parallel guide-'arms 79, provided with inside grooves 8O and shoulders 81 to form guides and stops and movably support the ends of the spring caps or blocks 69. All of these parts (except the blocks 69) are preferably cast integral, the base-plate being partially disposed on a circle in order to more readily take the curve of the bolster and fit under the forward wing 24, as clearly' shown in Figs. 20 and 22.

As an incident to the general construction I have provided means whereby the entire draw-bar audits springs can be expeditiously removed for repair or replacement. To this end I have employed the strap 73, previously described,which is detachably secured to the buffer or abutment block by bolts 82, and have likewise formed the lower lip of the gnideways 8O detachable by securinga piece or plate 83 to the under side of each of the guide-arms to form the lower surface of the guideways, this bar-plate being secured underneath the guide-arms by bolts 84, as clearly shown in Figs. 7, 17, and 21, the bolts passing through the guide-arms preferably.

It will be clear from the foregoing that means are provided for effectively connecting the body-bolster with the draft-rigging and supporting it during all of the ordinary evolutions of the car in hauling and coupling. However, as before stated, it is designed that in the event of excessive shock or strain such shock or strain shall be transferred to the frame after the springs in the draw-rigging have been unduly compressed. To this end I have secured to the drawbar two detachable collars 85 86, both sufliciently in advance and to the rear of the front and rear faces of the buffer-block or abutment 52 to allow of ample normal play of the draw-rigging, which normal play of course is determined by the amount of compression or relaxation allowed for the springs, and should any part of the draw-rigging to the rear of the rear collar 86 or the springs break or becomeinactive or the strain be eX- cessive in either direction of movement of the draw-bar these collars will take a bearing against either surface of the abutmentblock, depending upon which direction the motion of the draw-bar is, and thereby trans-` fer the strain from the body-bolster to the frame. Any suitable form of collar can be used; but I prefer for the purpose of economy in assemblage and replacement in the event of breakage to employ a made-up collar comprising U-shaped castings, the webs 87 90 of which embrace one side and approximately onehalf of the top and bottom of the draw-bar, with intermediate enlargements 88 on the vertical web 87 to allow of the formation of holes through which pass rivets 89, securing both of the collar-sections to the draw-bar, as clearly indicated in Figs. 17, 19and 23.

Following out the general scheme of improving on the construction of cars of this class I have devised improved features of construction in the truck which may be employed with the other features of improvement hereinbefore recited or separately therefrom.

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At 91 is the body center bearing, of dish form, the ann ular iiange 92 of which is either secured directly to the horizontal web 22 of the bodybolster, as in Fig. 7, or to a cap-plate 93, as in Fig. 26, either or both of which are curved, Fig. 5, to take the curve of the web 22, the said center bearing having the downwardly-inclined web 94 and horizontal and dish-shaped crown-web 95 of the usual construction.v At 96 are the wheels, 97 the axles, and 98 the side frames, provided with axle-box yokes or pedestals 99. The side frames are composed of commercial angle-iron side bars orA top chords 100, having a horizontal web 101 and a pendent web 102, the former disposed inwardly. The side bars are formed with a depressed central portion 103 between the pedestals and pendent ends or arms 104 at each end, which form the outer arm of the axlebox jaw or pedestal. To complete the jaw and provide flat bearing surfaces for the boxes, I have secured to the arms 104 the jaw-bar 105, of angle-iron, one web, 106, of which is longitudinally disposed and riveted to the pendent web 1021 of the arm 104, the other web, 107, being transversely disposed and extending inwardly to form, with vthe usual face-plates 108, (which are secured to the jaw-bar by countersunk rivets in the usual way,) the outer bearing for the axle-box, and the inner jaw-bar 109, with its web 110 secured to the web 102 of the side bar and its other web 111 provided with the face-plate 112, as before described. The web 102L furnishes a bearing' for the securement of the jaw-bar 105 thereto throughout substantially the latters entire length, Fig. 26, while the jaw-bar 109 has only the normal drop of the web 102 for part of its riveting-surface. For this reason the web 110 of the bar 109 is made wider, giving it greater strength to resist strain. Both the jaw-bars have their webs 106 110 cutaway at or adjacent the axle-box bottom plane to present the transverse Webs 107 111 flat to blocks 113, through which the tie-bolt 114 passes', and the usual cross-bar 115 extends between the face-plates 108 11 2, through which the tie-bolt 114 also passes, nuts on the end of the tie-bolt securing the Whole together. The lower ends of the jaw-bars 105 109 are connected longitudinally by the lower chord 116, of angle-iron, the upright web 117..

of which is riveted to jaw-bars, the horizontal web 11S of which is cut away at 118g, Fig. 26, to receive the web 110 of the jaw-bar. In this way but a few pieces of'commercial metal are utilized to construct the side frames, which are consequently light and of particular strength to resist the strain incident to maintaining the parallelism of the axles and running.

Means for forming the bolsterand resisting compression and torsional strains are provided as follows: Extending between the upper and lower chords (see Figs. 26 and 27) are two I-beams 119, the lower fianges 120 of which are riveted to the web 118 of the lower chord, thereby effectively tying the lower chords together transversely. At 121 are compression-plates riveted, respectively, to the webs 102 and 117 of the upper and lower chords on each side of the I-beams and having inwardly-extending iianges 122 secured to the compression-web 123 of the I-beams. Rccesses 124 125 are cut in the upper and lower corners of these plates t0y clearv the anges 120 126 of' the I-beams, Fig.` 26, and within the I beams further compressionplates 127 are riveted to the webs 102 117 of the upper and lower chords, the angles of which are recessed, as at 128, to clear the I-beam anges. flanges 120 126 of the I-beams, both tying the same together intermediate the ends of said beams,while the latter supportsa pressed-steel truck center bearing 131, the flange 132 of which is secured to the plates 130. Extending across and between the top flanges 126 of the truck I-beams is the Iianged base-plate 145 of the truck side bearings 146,'of pressed steel, (or cast,) preferably, the flange vbeing riveted to said I-beams, and the body-bolster is provided with pendent side bearings 147, Fig. 5, made of strap-iron, the ears 148 149 of which are disposed to the curve of and fastened tothe bottom web 22 of the body-bolster, the cross-web 150 bearing` on the top of the truck side bearing 146, as shown in said figure. The entire structure embodies lightness, strength, and economy, and spacious clearance between the axle-box pedestals for the location of the bod y-bolster, following out the general scheme of a low-placed tank, as before recited. This form of truck, or that in which the bolster is diagrammaticallyillustrated in Fig. 7, may be employed. In this latter construction the truck-bolster may consist of the hollow forged or pressed beam 133, provided with top and bottom horizontal webs and vertical side webs, and at 134 are the transoms, comprising the channel-bar, having Vertical webs and. flanges 135, the ends of the transoms being provided with lips or brackets 136, which are bolted or otherwise secured to the side frames. (Not shown.) vTo the top of the transoms and secured by bolts to the horizontal webs or iianges and resting upon the bolster is the compression-plate 130, to which the truck center bearing 131 is secured, as before described.

In order to allow of ready access to the running-board, I have provided a stairway of suitable construction leading from the running-board extension 6 to the platform 59 below, the stairway taking the form of a ladder 137, comprising parallel side bars 13S and connecting-rungs 139, all preferably made of strap-iron, the upper ends of the side bars being bent at 140 and secured to the runningboard, as shown in Fig. 3, the lower ends being likewise disposed and riveted to the platform, as shown at 141, Fig. 5, and to provide means for descending to the track from the platform or reversely I employ a likewise- Plates 129 130 are riveted to the IOO IIO

`constructed step, (one on each side, if prei light, economical, and strong construction is produced, having greater capacity and longer life, at the same time rendering repairs and duplication of parts more readily and econ omically accomplished.

Having described my invention, I claiml. The combination in a tank-car, of a circular tank, a truck, a curved body-bolster serving to receive and support the tank upon the truck, a curved cradle extending between the tank and bolster, longitudinal side sills secured against the ends of the bolster, and means fortransversely tying the side sills in addition to the bolster, substantially as described.

2. The combination in a tank-car, ofa transversely-disposed bolster having a top recess to lit the curve of the tank, the longitudinal sills secured to the ends of the bolster, additional means for tying the sills together' transversely, and a curved metallic plate interposed between the bolster and the tank, the bolster, plate and sills directly supporting the tank, substantially as described.

3. In a car, the combination with the circular tank, of a transversely-disposed concentric body-bolster receiving the tank in the concavity thereof, longitudinally-disposed sills secured at the ends of the body-bolster, a car-truck having a bolster provided With a Ycenter bearing, and side bearings extendingl between the ends of the body-bolster and truck-bolster outside of the truck-gage and Within the lateral limits of the tank, substantially asA described.

4. In a car, the combination with a circular tank, of a transversely-disposed concentric body-bolster receiving the tank in the concavity thereof, longitudinallydisposed sills secured at the ends of the body-bolster, a car-truck having a body-bolster provided with a center bearing, and side bearings eX- tending between the ends of the body-bolster and truck-bolster, and Within the lateral limits of the tank.

5. In a car, the combination with the frame having cross-bolsters, of a metallic sheet eX- tending between the bolsters longitudinally .laterally curved to form a cradle or liner, and

a car or tank detachably secured to and primarily supported upon said liner, substantially as described.

6. In a car, the combination of a car-body or tank, and a frame comprising side sills, a

sheet secured to each of said sills and having laterally curved and outward ly extending portions coextensive with the tank longitudinally and on which said tank rests, a bolster having a concentric recess or concavity forming part of the support for the tank, and end sills extending between the side sills, the side sills being secured to the said bolster and said sheet, substantially as described. y

7. In a car, the combination of a car-body or tank, a laterally-curved metallic sheet forming a cradle continuous with the tank and on which said tank rests, a concentrically-disposed bolster forming part of said cradle, a frame comprising side sills secured to said bolster and cradle, and end sills eX- tending between the side sills, substantially as described.

8. In a railway-car, the combination with the frame having side sills, end sills and bodybolsters, of intermediate holsters supported by said side sills, a laterally-curved metallic sheet or liner extending longitudinally between and supported by said body-bolsters and intermediate bolsters, and a car-body or tank supported by said curvedliner, subst-antially as described.

9. In a railway-car, the combination with a car-body or tank, of a laterally-curved inetallic sheet or liner substantially continuous with and supporting said car-body or tank, trucks and truck holsters, body bolsters, mounted on said truck-holsters, substantially concentric with said liner, side sills secured to said body-holsters, bolsters secured to said sills intermediate of said body-holsters, the said body-holsters and intermediate holsters supporting and forming part of said liner, substantially as described. v

l0. In a railway-car, the combination with a car-body or tank, of a metallic sheet or liner substantially continuous with and supporting said car-body or tank, the said sheet or liner being laterally curved to conform to the curve of the tank or car-body, concentrically-disposed body-bolsters supporting said liner, and t'rucks having bolsters provided with center and side bearings extending between said body-bolsters and truckbolsters, substantially as described.

ll. In a railway-car, the combination with a car-body or tank, of body-holsters supporting said car-body or tank, radially-disposed side sills secured tothe ends of said holsters, and end sills extending between the side sills, substantially as described.

l2. In a car, the combination of a car-body or tank, a body-frame comprising holsters concentrically disposed relative to the tank, and radially-disposed side sills secured to the ends of the bolster and to the end sills, the car-body or tank being supported by said bolster, substantially as described.

13. In a car, the combination with a trarne comprising centrally-depressed holsters and radially-disposed side sills secured at their IOO IlO

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sides to the'ends of said holsters, of a circular car-body supported in said depressions between thev sills, substantially as described.

14. In a car-body, the combination of a car lor tank, with the curved body-holsters, the radially-disposed side sills at the ends of the holsters, and the end sills extending-between the side sills, substantially as described.

15. In a .tank-car, the combination with the tank of circular outline, holsters likewise configured, the tank being seated in the concavity of said holsters and longitudinal sills secured to the holsters and to the tank, said sills being radially disposed,,substantially as described.

16. In a tank-car, the combination with a frame comprising the radially-disposed side sills, the curved holsters extending between the side sills, and secured at their ends thereto, and a tank of circular outline secured to the sills and to the bolster, substantially as described. l

17. In a car-body, the combination with the inwardly-inclined side sills, the lateral end sills, the curved body-holsters secured at their ends to the side sills and depending below theplane ofthe end sills, and a tank of circular outline seated in the curve of the said holsters, substantially as described.

18. In a car, the combination with the frame comprising bodyholsters, side sills connecting the ends of the holsters, a liner secured to the sills and bolsters,`a tank, and means for securing the tank and liner together outside of said sills, substantially as described. c

19. In a car, the combination with the carhody, of body-holsters separahly secured to said car-body, and radially-disposed side sills attached to the ends of the holsters to maintain the latter in transverse parallelism, suhstantially as described.

20. In'a car, the combination with the carhody, of a body-frame comprising` body-holsters separahly secured to' said car-body, radially-disposed side sills attached to the ends ofsaid holsters to maintain thelatter in transverse parallelism, and end sills connecting the ends of said side sills, substantially as described.

21. In a tank-car, the combination with a body-holster of segmental configuration, of a tank restingwithin the concavity of said bolster and secured thereto, and a frame comprising radially-disposed side sills secured to the ends of said bolster and to said tank, suhstantially as described.

22. In a tank-car, the combination with the body-holsters of segmental configuration, of a tank resting within the concavity of said bolsters and secured thereto, a frame comprising radially-disposed side sills secured to the ends of said holsters and to said tank, and end sills between the ends of said side sills, suhstantially as described.

23. In a tank-car, the combination with the trucks, of laterally-curved body-holsters of eraser ends of the main and intermediate holstersand connected with the tank, substantially as described.

2st. In a tank-car, a frame comprising end sills and radially-disposed side sills, body-bolsters extending between the said 'side sills adjacent their ends and depending below the plane of said sills, and a tank resting upon said holsters on a plane lower than said sills,

said tank being secured to the holster and connected with said side sills, substantially as described.

25. In a car, the combination with the bol-v sters, the side sills and liner connected with said sills, of the tank, and means for detach- 'ably connectirg the tank and liner together outside of said sills, substantially as described.

26. In 'a car, the combination with the circular car-body or tank, of a laterally-curved metallic sheet or liner substantially continuous with, and secured to said car-body or tank, body-holsters mounted on trucks and supporting said liner, and means for preventing lateral displacement of the tank, substantially as described.

27. In acar, the combination with the segmental holsters, the side sills attached to the ends of the holsters, the circular liner secured to the bolster and sills and extending beyond the latter, a tank seated within the curve ofthe liner, and means connecting the extended sides of the liner with the tank, substantially as described.

28. In a car, the bolster and liner secured thereto, the tank, brackets, secured to the liner and tank, in line with each other, and an adjustable connection between said brackets.

29. In a car, the holster and liner afxed thereto, the tank having a series of peripheral grooves alining with the aflixing means, and further means for securing the liner and tank together.

30. In a car, the combination with the frame having cross-holsters, of a liner extending longitudinally hetweenand transversely beyond said holsters, a car-body or tank supported upon said liner, angular brackets provided on said liner extension, and means for securing said car-body or tank to said angular brackets, substantially as described.

3l. In a car, the combination with the frame having cross-holsters, of a liner extending longitudinally between and transversely beyond' said holsters, a car-body or tank supported on said liner, angular brackets provided on said liner extension, angular brackets provided on the sides of the said car-body or tank, and intermediate means for securing said angular brackets together, substantially as described.

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