USRE20591E - x stow - Google Patents

Description

Dec. 14, 193 7.

A. H. STOW Re. 20,591

SIDEWISE DUMPING MINE CAR AND THE LIKE Original Filed April 21, 1924 7 Sheets-Sheet 1 WITNESSES: 1N VEN TOR Dec. 14, 1937. -r w Re. 20,591

SIDEWISE DUMPING MINE CAR AND THE LIKE Original Filed April 21, 1924 'T Sheets-Sheet 2 10 14/54 7 Fly Q a 12 15' 0 15 0 a T2 Q Q Q Q 50 Q 0 46 0 29 16 18 21 194 G 20 9 o Q o o 25 o 10 9 9A Q Q o i u 12 'Fig. 7

Fig. 5 6 WITNESSES: INVENTOR a, Wm

Dec. 14, 1937. A. H. sTow Re. 20,591

SIDEWISE DUMPING MINE CAR AND THE LIKE Original Filed April 21, 1924 7 Sheets-Sheet 3 Fig 8 26A 5A 18A 25B 0 O Q Q 0 15 Q 214 Z O 27 25 10A 22B 16 54 .3 Q 0 o 0 o 28 25 C WITNESSES INVENTOR MM A444, Mam,

Dec. 14, 1937. A. H. STOW V 20,591

SIDEWISE DUMPING MINE CAR AND THE LIKE Original Filed April 21, 1924 7 Sheets-Sheet 4 Dec. 14, 1937. A. H. s-row Re. 20,591

SIDEWISE DUIPING MINE CAR AND THE LIKE Original Filed April 21. 1924 7 Sheets-Sheet 5 WITNESSES low INVENTOR Dec. 14, 1937. A T Re. 20,591

SIDEWISE DUMPING MINE CAR AND THE LIKE Original Filed April 21, 1924 7 Sheets-Sheet 6 INVENTOR.

Dec. 14, 1937. A. H. STOW SIDEWISE DUHPING MINE CAR AND THE LIKE Original Filed April 21, 1924 7 Sheets-Sheet 7 255' 28 MENTOR 17B WH/l ZISSFS: 20A @117 M Reissued Dec. 14, 1937 UNITED STATES PATENT OFFICE Audley Hart Stow, deceased, late of Va., by Sanford Charleston, Investment 00., assignee,

Wilmington, Del., a corporation of Delaware Original No. 1,961,019, dated No. 707,911, April 21,

issue May 28, 1936, Serial 71 Claims.

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

Reference is here had to the inventors three mine car applications as follows:#289,190, filed April 11, 1919; #424,132, filed Nov. 15, 1920; #577,172, filed July 24, 1922; also #676,326, filed Nov. 22, 1923: for Axle boxing, (now Patent No. 1,530,333, dated March 17, 1925) Mine cars of a certain new type, in which, as viewed endwise the bottom of the lading body outside the wheels, as well as the bottom of the lading body between the car wheels, is at least in part below the plane of the car wheel axles, may for convenience be termed wing body cars or Outside body cars, in order to distinguish the same from the so-called wing type car, in which only the lading body above the plane of the car wheel axles overhangs the wheels. In particular, on this basis of designation, the cars herein described, may be termed side sill supported Wing body cars, or side sill supported outside body cars. In side sill supported wing body cars, that portion of the lading body outside the side sills may for convenience, be termed the outside lading body, while that between the side sills may be called the inside lading body.

Cars that are emptied of their lading by being turned over side wise, with a cradle dump, are commonly called side wise dumping cars, or cradle dump cars, and with cars of this type, wings of greatly increased capacity can be readily, economically and effectively supported by wing supporting cross beams or trusses or their equivalents, attached to and supported by the longitudinal supporting side sills, of the car, whereby in addition, in conjunction with outside longitudinal members, connecting the cross beams or sills, the car may be emptied of its lading, Without injury to the relatively light and flimsy lading holding body.

A still further object is to provide an end sill arrangement. which not only 1:; good for the heaviest service, but which also readily admits of both easily removable spring bumpers and easily removable spring draw-bars or draw-heads, in order thereby, that the bumpers and draw-bars May 29, 1934, Serial Application for re- No. 82,382

may be quickly replaced, while the life of the larger capacity cars made practical by this design, may be materially increased.

A still further object of the invention is to provide certain improvements in features of construction, combinations and arrangements with the end in view of producing a highly advantageous mine car or other car, as will be more fully and particularly set forth and pointed out hereinafter.

Referring to the accompanying drawings:

Fig. 1 is a side view of one form of side sill ,supported wing type mine car, the left lower corner, as shown, being broken away exposing a section along the dotted line I-l, Fig. 2.

Fig. 2 is a top view of the car shown in Fig. 1, a portion of the lading holding body being broken away. exposing a top view of the left end, as shown, of the wheel or traction truck.

Fig. 3 is a top view of the wheel truck, similar 20 to that in Fig. 2, but on a larger scale, part being broken away, so as to expose a partial section along the dotted line 33, Fig. 4, other parts being also broken away.

Fig. 4 is a. section along the dotted line 44, a Fig. 3.

Fig. 5 is a top view of the bumper spring, with its face plate, shown in section in Figs. 3 and 4.

Fig. 6 is a rear view of one form of the improved removable draw-bar, with its attached reaction 30 plate.

Fig. 7 is also a rear view of one form of shock plate, that shown in Figs. 1 to 4 inclusive.

Fig. 8 is a view similar to Fig. 3, showing a section along the dotted line 8-8, Fig. 9, which is a modification.

Fig. 9 is a section Fig. 8.

Fig. 10 shows the blank out of which is formed the special Z-bar double diagonal end beam brace.

Fig. 11 shows an end view of the special Z-bar blank after the first operation of bending.

Fig. 12 shows a side view 01' the wheel truck and lading body of a side sill supported wing type mine car similar to that shown in Fig. 1, but with the wings supported somewhat differently.

Fig. 13 shows a side view of a side sill supported mine car having cross beam supported wings.

Fig. 14 shows a side view of a car similar to that 50 shown in Fig. 13, except that the supporting side sills are outside the wheels.

Fig. 15 is a section along the zig-zag dotted line l5--|5, Fig. 13, looking toward the left, as shown.

along the dotted line 99,

. to the side sills, by

Fig. 16 is a section along the dotted line lB-IG, Fig. 13, also looking toward the left, as shown.

Fig. 1! is a section along the dotted line ll-l I, Fig. 13, similar to Fig. 16.

Fig. 18 shows a section along the dotted line ifl-IB, Fig. 12. r

Fig. 19 shows a section along the zig-zag dotted line |9-l9, Fig. 14.

Fig. 20 shows a side view of the right end, as shown, of the supporting side sill shown in Fig. 14.

Fig. 21 shows an end view of the Z-bar side sill shown in Fig. 14.

Fig. 22 shows a section of the side sill, with cross sill connection.

Fig. 23 is a view similar to Fig. 18, showing variations in details of construction.

Fig. 24 is a dlagrammatical view also showing variations in details of the outside lading body supports.

Fig. 25 is a section along the dotted line 25-25, Fig. 2'7, of the cast steel draw-bar.

Fig. 26 is a view similar to Fig. 3, another form of end sill construction.

Fig. 2'7 is a view similar to Fig. 4, of the form of end sill construction shown in Fig. 26, but with cast steel spring draw-bar and other parts in working position.

Fig. 28 is a plan showing the blank out of which the special channel end sill Fig. 26, is made.

Fig. 29 is a top view, with part broken away, of the improved bumper face plate, when first formed up.

Fig. 30 is a top view of the sheet metal blank out of which the improved bumper face plate is formed up.

As shown in Fig. l, the wheels I, running on the rails 2, support the rotary car axles 3, the axles in turn supporting the axle boxings 4, while the boxings support the car side sills 5. The relatively light and flimsy lading holding body 6, may be of either sheet metal or of wood, and may be retained in its proper working position with respect the fiat strap irons I, which may be termed the belts or hinders, the terms applied to similar flat iron straps used for similar purposes in the old type mine cars. Across the ends of the car, there are commonly two horizontal fiat iron braces B, one on each end, see also Fig. 2.

of half of Bumpers The car, as shown in Figs. 3 and 4, has the spring bumper consisting of the bumper face plate 9, the transverse bumper block l0, of. wood, the fibres or grain of which, are at least approximately, at right angles to the side sills, the bumper spring ii, a leaf spring, see Fig. 5, and the spring face plate l2.

The bumper bolts 12, Fig. 3, one oneither side, may hold the bumper face plate, the bumper block, the bumper spring, and the spring face plate, all in working position. By unscrewing the bumper bolt nuts I4, access to which may be had through the aperture IS, in the bottom plate l6, of the car, the entire bumper may be removed for examination, repair or renewal in whole or in part.

The improved bumper face plate 9, Figs. 3 and 4, formed up out of a sheet metal blank, is in cross section horizontal U-shaped, as in'Fig. 4, while its upper and lower inner edges have the rivet slots 9A, to permit the face plate to slide longitudinally of the car, within the bumper receiving recess formed by the pressed end channel l1, without the rivets i8, being countersunk on the inner side.

The improved bumper face plate, when first formed up, hasthe bolt holding seat 813, Fig. 29, the outer curved face 90, parallel curved inner edges, 91), and the radial ends 9E. Except for the bolt holding seats, this is substantially the old style center bumper plate SF, in use for many years, and usually formed up out of the rectangular sheet metal blank 9G. Evidently, it now only remains to shear the inner edges, and to punch the rivet slots and bolt holes, as shown in Figs. 3 and 8.

The bumper block Ill. Figs. 3 and 4, consists of a transverse wooden beam, the ends of which abut against the vertical inner sides of the Z-bar side sills 5A. The grain of the wood is at least approximately parallel with the end beam channel l1, so that the bumper shock is at right angles to the grain of the wood.

The vertical side of the bumper block next the end channel, is hollowed out to receive the bumper spring face plate l2, and the bumper spring N, (Fig. 5), the object of the spring face plate, being to prevent the spring from cutting into the bumper block. Before the spring is entirely fiattened out, the wood block comes to a bearing against the end channel, thus cushioning the final impact.

If the bumper spring ll, and its face plate l2, Figs. 3, 4, and 5, be omitted, and the bumper block Ill, replaced by the also transverse wooden bumper block IDA, Figs. 8 and 9, wide enough, as it appears in Fig. 9, to be held by the bolts l3. against the vertical member of the end channel MA, as shown, Figs. 8 and 9, there will thus be provided a solid springless bumper. which nevertheless (being wood) is also cushioning in its action. Some varieties of wood are slightly compressive or somewhat spongy,across the grain, so that this improved springless bumper may still be cushioning in its action, in that it cushions the compressive haulage shocks, which otherwise tend to loosen the end sill riveting, and thus shorten the life of the equipment.

Draw-bars The form of readily detachable draw-bars shown in Figs. 3, 4, and 6, consist of the upper draw-bar i9, and the lower draw-bar ISA. The reaction plate 20, is riveted or bolted to the rear vertical face of the upper draw-bar, as shown, and is held in place by the nuts 2|. The shock plate 22, is permanently riveted to the upper inner faces of the main double diagonal end beam member 28. The draw-bar slot or notch 22A, Fig. 7, in the shock plate, engages the lower draw-bar, and assists in keeping the draw-bars from swinging side ways, while a trip of cars is being pulled around a curve, although the two nuts 2| are in a position to take care of this reaction, without other assistance.

The shock plate however, prevents the abrasion of the main double diagonal end sill bracing member 23.

The reaction plate 20, Fig. 4, is just below the shock plate 22, so that the reaction plate is held down by the shock plate. The stop block 24, riveted to the front face of the lower draw-bar, also rests against the under side of the shock plate, and also serves to hold the draw-bars in their correct positions, so that the draw-bar slot 22A, Fig. 7, may be omitted.

Removing the nuts 2|, Fig. 3, with their bolts, access to which may be had through the aperture IE, will permit the withdrawal toward the right, as shown, of the entire draw-bar structure. The removal of the old type draw-bars. when broken, is a matter of some difficulty.

As the tractive and compressive haulage shocks are at least approximately, on the average, something like equal in amount, spring draw-bars are quite necessary as spring bumpers, in order to attain the maximum length of life, of equipment.

The spring draw-bar shown in Figs. 8 and 9, is of substantially the same general construction. The reaction plate 20A, is riveted to the right face, as shown, of the vertical part of the top draw-bar I9B, the slide plate 25, which also serves as a dust excluder, being riveted to the left face, as shown, of the vertical part of the lower drawbar I90, the spring bracket 26, being in turn riveted to the lower part of the slide plate so as to support the leaf spring 21, in working position.

The upper horizontal part of the spring bracket may evidently be made long and heavy enough to take the final impact, before the leaf spring is fully flattened out. The ends of the leaf spring may be supported by similar brackets 26A, also riveted to the slide plate.

As shown in Fig. 8, the draw-bar leaf spring has its two ends bent backwardly, to the right, as shown, at an angle of approximately degrees with the central portion which is parallel to the pressed channel end beam member "A. The ends of the leaf spring bear against the vertical faces of the special Z-bar 23A, which forms the center support for the end pressed channel which forms the bumper receiver.

As in the case of the rigid draw-bar, by removing the bolts 2IA, Fig. 8, the entire draw-bar with its spring, may be withdrawn, to the right, as shown. The outward ends of the slide plate are slotted to receive the bolts ZIA, so as to permit the necessary sliding motion of the spring draw-bar, as shown.

The upper edge of the slide plate 25, Fig. 9, bears against the under side of the upper flange 23A, of the special Z-bar 23B, (Figs. 10 and 11), while the lower edge of the slide plate bears against the upper face of the plate l6 which forms the lading bottom. The horizontal portion of the lower draw-bar lilC rests on the upper flange of the end channel I'IA. By these two means, the sliding motion 01' the draw-bar is maintained parallel to the action of its spring, and in line with the tractive haulage strains.

The shock plate 223 shown in Figs. 8 and 9, is a block riveted to the center portion of the special Z-bar and to the end channel, thus binding them all together.

The side rivets IBA, Fig. 8, which holds the ends of the Z-bar to the side sills, should be counter-sunk on the inner side, to permit the insertion and action of the slide plate.

As with the rigid draw-bar. what is termed the clevis coupling may be used with the upper drawbar, in which case also. enough of the lower drawbar, to maintain a bearing against the upper flange oi-the end channel, will be of advantage. A guide plate 28. Fig. 8, with upturned edge bearing against the lower draw-bar, will also serve to maintain the draw-bar in its correct position, going around curves.

Evidently, the several parts of the draw-bars may also be welded or otherwise suitably attached, or shaped, or made in whole or in part, of cast steel or other metal.

Double diagonal end beams The plain bumper and the spring bumper, as well as both the rigid draw-bar and the spring draw-bar shown herein, are at least along the lines of the similar parts, in the three mine car applications #289,190. #424,132, #577,172, above noted. The double diagonal end beam shown in Figs. 3 and 4, is also rather closely along the line of a similar and beam shown in the last mentioned application, #577,172.

What may be termed the main reinforcing element of the double diagonal end beam shown in Figs. 1, 2, 3, and 4, is the double diagonal or special web plate 23.

This special web plate, integral throughout its length, as shown, is riveted at both ends, to the vertical members of the side sills 5, from which points of attachment, the web plate extends in straight lines, diagonally toward the end channel l1, so as to meet the end channel closely on either side of the draw-bar i9. This web plate is stifiened against buckling, between the side and end sills, by the upper structural angle 29, and by the lower structural angle 30, which latter is in turn riveted to the car bottom i6, while the upper angle is in turn riveted to the gusset plate 3i, the gusset plate being also riveted to the upper flange of the side sills 5A, and to the upper flange of the end channels. This form of end beam can evidently be made good for the heaviest service.

A considerable economy in riveting and material may be obtained', by the use of the special or partially flanged web plate 233, Figs. 8 and 9, $5

which takes the place of the special web plate 23, the upper angle 29, and the lower angle 30, above described. Leaving off the gusset plate 3i, gives more ready access to the bumper bolts l3, as well as to the draw-bar bolts 2i or 2 IA.

This partially flanged web plate 23B, may be first formed out of the sheet metal blank 23B, Fig. 10, so that in end view, it will have the Z-bar form, see Fig. 11, the upper portions 23A, of the blank 23B, forming the upper flanges, the lower portion 230, of the blank, forming the lower flanges. When the web plate has thus been flanged, its further bending so as to form the double diagonal end sill brace, as shown in Fig. 8, will occur in its unflanged portions, which is a relatively simple and inexpensive operation.

This partially flanged double diagonal web plate may also be termed a partially flanged Z- bar, or a special Z-bar, and can also evidently be made good for the heaviest service.

When the haulage motor is slowed down so as to quickly stop a trip of cars without the use of the car brakes, the end sill members will evidently be subjected to compressive haulage strains, in which case, the bumper plate 9, the bumper block I0, and the end channel ll, Figs. 3 and 4, bear against the double diagonal end sill member 23, in the center. When the trip of cars is being started from rest, the double diagonal end sill member, owing to the position of the draw-bars, i8, [9A. is again obviously adapted to take care of the tractive haulage strains, so that the side channels may be so proportioned more particularly to substantially connect the end sills, to support the lading bottom at the ends of the car, and to serve as bumper receiving elements. The use of the double diagonal end sill reinforcements, in order to transmit to the side sills, the compressive and tractive haulage strains obviates the use of end channels, or of equivalent constructions, of relatively great depths or widths of flanges, which are objectionable, as liable to vertical displacement under heavy haulage shocks.

With the upper flanges 23A, of this special web plate turned away from the bumper 9, Fig. 8.

these upper flanges with the web portion 233, may thus serve as the housing for the draw-bar spring which is again of no small advantage. With this arrangement, the extra cost of spring draw-bars as compared with rigid draw-bars, is very little more than the extra cost of the springs themselves.

This also applies to the spring bumpers as compared with the rigid bumpers heretofore in use. The increase in weight, in either case, is also almost only that of the springs.

II the form of special Z-bar shown in Fig. 8, be simply turned upside down, what were the upper flanges 23A, can then evidently be readily riveted to the bottom plate l6, while what were the bottom flanges 230, will then be in just the right position to be riveted to gusset plates similar to the gusset plates 3|, Fig. 3.

The angle which the end beam diagonals make with the side sills, may evidently be varied within considerable limits.

The end channels I1, Figs. 3 and 4, may simply bear against the double diagonal web members 23, at their centers, but without being riveted to the same. as shown. The riveting of the end channels, to the double diagonal web members, as in Figs. 8 and 9, will however, bind together better, the end sill structure.

Wing support In addition to the horizontal end brace 8A, Figs. 13 and 16, for example, the two vertical end braces 32, riveted to the horizontal end braces, and resting on some suitable support, have been in common use. This method of end support answers well enough, where the wings are of relatively shallow depth, as in Fig. 18, but where the wings are of approximately the same depth as the remainder of this new type of car, as in Fig. 16, some additional means of end support will be required.

This may to advantage be the vertical double inclined end brace 33, riveted along its upper horizontal central portion, through the lading body end sheet 5A, to both the horizontal and vertical end braces, as shown, as well as riveted or otherwise suitably attached to the end belts 1A, at their outer ends as shown.

The distance between the axles is commonly, at least approximately, about one-third of the lading body length, so that over axles 3, Fig. 13, will be a suitable place for the wing supporting cross channels or beams, 34. Over the axles is however a suitable place for the cross channels or beams, for other reasons, which will appear further on.

In order to permit, for example, the ready replacement of car wheels that may be broken, without the necessity of first removing the car wheel axles, it is of advantage to have the lower part of the wings 63, Fig. 13, recessed just sufliciently for this purpose. When the cars become derailed, it is also of advantage to be able to get at the rails where the car wheels should bear on the same, these wheel recesses also serving this second purpose. The tops of these wheel recesses, also herein termed the wheel housings, will also require support, so that over the axles is again a suitable location for one set of wing supports,

As shown in Fig. 15, the wing and wheel recess supporting cross channel or beam 34, rests on and is riveted to the upper flanges of the Z-bar supporting side sills 53, its ends being riveted to the lading siding 61.3, and to the structural angle side brace 35, which latter is in turn riveted to the belts IA.

The lading siding 6C, over the wheels, also herein termed the wheel housing cover plates, may evidently be riveted to the under side of the cross channel, the inner edges of this lading siding resting conveniently upon the upper flanges of the longitudinal side sills, under the cross channels, as shown. This cross channel is evidently but an extension of the same principle to the wing body support, as the longitudinal supporting side sills bear to the main car body.

In combination with the main belts TA, Fig. 17, may be used the double inclined belt braces, 1B, the central horizontal portion 01' which rests on the Z-bar side sills 53, from which points the belt braces slope downwardly to meet the outer portion of the main belts which support the sloping wing bottoms, being there riveted to same, as shown. This combination makes what is known as a truss, and may be made amply strong for the purpose, at a relatively small cost. At the lower outside corner of the wings, may be riveted what may be termed special angles 36, conforming to the shape of the corner, as shown, and flanged at their top edges, and protecting the corner against abrasion. These special angles will serve admirably for engagement with the cradle dump, as the dumping strains will thus be delivered to the supporting side sills.

In much the same way. however, the side bracing channels 35, Fig. 17, will also serve, admirably, for engagement with the cradle dump, as they will also deliver to the side sills, the dumping trains, the side sills in turn delivering the dumping strains to the several belts, and thus without material strain on the relatively light and flimsy lading holding body, at any one point particularly.

For the longer cars new in use, five belts IA, Fig. 13, will be a convenient number, which may be arranged, as shown. In this case, the four special angles 36, two on either side of the car, are connected with the two pairs of end belts. This will give the cradle dump a connection with the side sills, by means of two belt trusses and the two car end plate trusses, amply suilicient for the purpose.

Where the service is severe, evidently the belt truss shown in Fig. 17 may also be used in connection with the end plate truss shown in Fig.

16, while the wing supporting channels may be used in place of the belt trusses, also in connection with the end plate trusses. Plate trusses may also evidently replace either the belt trusses or the wing supporting channels.

The side bracing angle 35, Figs. 15 and 16 as well as 17, may extend the whole length of the car, see also Fig. 13. The special function, however, of this angle, is to keep the vertical sides of the wings, in the middle of the car, from bulging outward; these angles being kept from spreading themselves by means of the wing supporting channels 34, herein also termed cantilevers. Evidently, then, the side bracing angle 35, Fig. 13, may be replaced by the shorter side bracing angle 35A, Fig. 14, attached at its ends. to, say the two belts 10, at the farthest sides of the wheel recesses.

The right and left vertical sides of the wheel recesses. as they appear in side view, Fig. 13,

may be filled in with the lading siding sheets h 61), also herein termed the wheel housing transverse siding, see also Figs. 15 and 1'7.

When the car is turned over side ways, to be emptied of its lading, as with the cradle dump, in order to keep lumps of coal from hanging under the upper flanges of the Z-bar side sills 53, Figs. 16 and 1'7, small pressed channels 31, may be bolted underneath the said upper flanges, as shown.

In addition to the greater length of car made practical by the use of supporting metal side sills, Figs. 18 and 19, illustrate, at least approximately, the relative end areas, of the type of cars heretofore proposed, and of cars that may be constructed, in a practical manner, along the lines indicated herein. These two cars are approximately, for the same gauge of track, and of the same height above rail.

Many old mines have extensive narrow gauge equipment, too expensive to replace, in order to gain mine car capacity, and yet with these narrow gauge mines, the inside lading body, that between the side sills 50, Fig. 18, if these sills are between the wheels, will become seriously reduced. With the side sills 5C, outside the wheels I, as in Fig. 19, the inside lading body is evidently of material capacity, while for a given overall width of car, the overhang of the wings is materially reduced.

As shown in Fig. 18, the horizontal lading siding sheets 6E, are attached along their inner edges to the top flanges of the Z-bar side sills 50, while the outer portions are supported by the short belts 1D, the vertical parts SF, of the siding being maintained vertical by the gusset plates 38.

The general construction of the car shown in Fig. 19, is along the lines of the Fig. 13 car, except more particularly that the side sills 5C are placed outside the wheels I, see also Fig. 14, which has the same style wheel recesses as the Fig. 13 car. The axle boxings A may still be placed on the outside of the side sills, with suitable wheel bearlng washers 39, placed on the inner ends of the axle bearings, the loose axle tube 40, with chilled bearing faces on the ends, maintaining the Wheels the proper distance apart.

The wheel housings include both vertical and horizontal siding sheets or plates. As shown in Fig. 19, the wheel housing may be said to consist of the wheel housing cover plate 6E, supported by the cross channel 34A, the transverse siding plates GP, in two sections, one on either side of the side beam 50, and both supported by the said cover plate, together with the longitudinal siding plates 6G, also supported by the said cover plate. The above described housing 6E, 5G, may be said to be transverse to the said side beams, whereas the wheel housing 6C, 6D, Fig. 15, may be said to be extended from the said side beams.

The wheel housing SC, SD, Fig. 15, may also be said to be an external wheel housing for the still further reason that ready access, transversely of the car, may be had through the aperture in the lading siding proper (SE, to the interior of the said wheel housing.

The axle may also have an inverted U-shaped housing 4|, Figs. 2 and 19.

The car bottom IBA, Figs. 17 and 18, may be supported between the side sills 50 by the angle iron 42, the ends of which rest over the lower flanges oi the side sills. The car bottom IGB, Fig. 19, may evidently be supported in a similar way.

The angle 42 also serves another useful purpose, in that it stiffens the car bottom so that the lower parts of the Z-bar side sills 5C, Fig. 18, will not be forced in toward each other by the weight of the wings, transmitted through the The side sills 5, also herein termed the side beams, Fig. 1, and the end channels l1, Figs. 3 and 4, may to advantage be extended as near the ends of the bumper 9, as practical, in order to minimize undesirable vertical play in the bumpers. The bumpers are, however, used by the miners to stand on, often enough, while the cars are in motion, so that the relatively high side sill 50, Fig. 14, for instance, may to advantage be cut down at the ends, see Fig. 20, as much as practical. For this purpose, an angle iron 43 may be riveted to the side sill, see also Fig. 21, in part, so as to also widen the end structure. This angle may also serve for the attachment of a wood standing plate 44, say of the same general ground plan as the bumper. This side sill 50, Fig. 21, may be termed a triple flanged side sill or side beam, also herein termed a beam provided with end triple flanges spaced apart.

These standing plates, herein also termed transverse standing plates as being transverse of the car, and also herein termed end sill coverings, one on either side of the draw-bars, may be held, at their outer ends, by bolts 45, Fig. 20, through the angle iron 43, while their inner ends, next the draw-bars, may be held in place by the small bracket plates 46, see also Fig. 3, held in place by the rivet 18. The miners shoes, usually shod with nails, will less readily slip off the wood standing plates, than off the metal end structure.

The end guides or tie plates 28, Fig. 8, may be riveted to the angle 43, and to the end sill upper flanges, as shown, in order tobind together the side and end sills, just as the lading bottom It binds together the end sill lower flanges, and the side sills.

Variations When it is desired to have the bottom or the wing body supporting cross channels 343, Fig. 22, say slightly higher than the tops of the side sills 5D, any sort of a filler, such as the pressed Z- bar 41, may be used.

For the purpose of illustration, the channel has been selected as typical of metal beams that may be used for wing support, but the channel may be replaced by any of the well known equivalents,

for this purpose. This also applies to the structural angles, plate or flat metal trusses, and gusset plates shown, all of which may be used interchangeably, insofar as it is consistent with good practice.

In Fig. 23, the vertical sides 6G, of the wheel housings, herein also termed lading wing supporting wheel housings, are extended upwardly and outwardly, near their ends, in the form of triangles, similar to the gusset plates 38, Fig. 18, so as to brace the upper parts of the belts IE, against being forced outward by the lading. A double inclined brace 33A, made of flat iron on edge, similar to the end wing brace 38, Fig. 16, rests at either end of the horizontal central portion, on the tops of the side sills 5E, being attached to their upper flanges, by means of the clips 48. The lower outer ends of these wing braces are riveted to the outer sloping parts of the belts IE, while the intermediate portions are riveted to the vertical side plates 6G. The top sheets 6H may have their side edges turned down so as to be riveted to the vertical sides 6G, while their inner edges may be turned down over the top flanges of the side sills and riveted to the same.

Evidently, in the manner described, the wheel housings may thus serve as an economical and eflicient means of wing support.

A vertical plate 49, Fig. 23, may connect the car bottom l6 and the wing brace 33A, in part to support the bottom, and in part to stiffen the wing brace from being bent down near the center by heavy pieces of lading. This plate will also stiffen against buckling, the flat strap strut 50. which latter keeps the lower parts of the side sills from being forced inward by the weight of the wings and lading, independently of the lading bottom rivets.

The side stiffening angle 35A, Fig. 23, extends from the right vertical side, as shown, of the right wheel recess, Fig. 14, to the left vertical side of the left wheel recess. Therefore, there may be only two of the double diagonal wing supports, 33A, between the two ends of the car, one at either endof the side stiffening angles. This will reduce the number-of obstructions to the lading within the traction truck proper.

-Where the double diagonal wing braces or supports, 33A, are used between the ends of the car, it will reduce the number of different parts in the car, to also use this form in place of the end brace 33, see Fig. 16.

In the application #424,132, filed Nov. 15, 1920, short inclined or sloping wing body supporting braces, similar to the short braces 333, Fig. 24, were disclosed, but without the tie rod SI, which may be over the car axles. The outside lading body double inclined cross braces 33A, Fig, 23, which as shown, are continuous from end to end, may be termed outside lading body double inclined cross braces, in order to distinguish the same from the short sectional inclined cross braces previously disclosed.

With the double inclined cross braces 33A, the weight of the outside lading body, on one side of the truck, is balanced by the weight of the outside lading body on the other side of the truck.

The double inclined cross braces 33, Fig. 15, and 33A, Fig. 23, as being transverse of the car, will also be herein designated as transverse inte gral double inclined supporting members. Somewhat similarly, the cross channels 34, Fig; 15, and 34A, Fig. 19, will also be herein designated as transverse supporting beams, and again also as transverse supporting members, which term also obviously includes the cross braces 33, 33A, as above. Again, somewhat similarly, the lading end closure BA, Fig. 16, is obviously reinforced by the double diagonal cross brace 33, and will therefore be also herein designated as a diagonally reinforced lading end closure. Again, somewhat similarly, the lading siding proper 63, Fig. 13, is reinforced by the horizontal angle 35, and will therefore be also herein designated as horizontally reinforced lading siding.

For cradle dump cars, the wing supporting cross channel 34, Fig. 15, for instance, may be a built up channel or angle, of greater depth than shown, until for instance, its top is level with the top of the car, in which case, the car may be considered as consisting of three separate compartments.

Instead of the one belt IA, Fig. 13, there may for example be two belts IF, Fig. 14, between the wheel recesses, one closely adjacent to either of the two adjacent vertical faces of the wheel housings.

The lading siding 6, Figs. 1 and 2, may be put inside the belts, but putting the siding outside the belts, as shown herein, gives something of a gain in capacity without increase in cost.

The cast steel draw-bar l9D, Figs. 25 and 2'7, may evidently replace the two wrought drawbars IQB and WC, Figs. 8 and 9, for example, which latter may also be welded or otherwise suitably united, for the purpose.

As shown in Figs. 25 and 2'7, the cast steel draw-bar 19D, may be said to consist of the vertical downwardly extending channel-shape shank ND, and the horizontal draw-head proper I9E; the side plate 25, and the reaction plate 20A, being riveted to the rear and front of the vertical part of the draw-bar shank, as shown. The spiral spring 5|, with its seat 52, may evidently replace the leaf spring 27 of Figs. 8 and 9.

The pressed end channels I7, Fig. 4, and HA, Fig. 9, etc., may also evidently be replaced by equivalent forms, as for example, by the special channel IIB, Figs. 26, 2'7, and 28, formed up out of the sheet metal blank I'IB, Fig. 28, in a manner similar to that in which the double diagonal end brace 2313, Fig. 8, was formed.

What appear as the horizontal flanges of the end channel llB, Fig. 2'7, may have an outside edge, which when viewed from the top, as in Fig. 26, is the sector of a circle, and thus approximately parallel to the adjacent and outer edge or face of the bumper face plate 9, and of the bumper block it. The bumper vertical bolts 53, held in place by their nuts 53A, are passed, as shown, through the end channel, the bumper face plate and bumper block, as one method of retaining the bumper face plate and bumper block, in working position. The structural angle 54 may be riveted to the vertical sides of both the side and end sills, at their junction, as in Fig. 8, to secure them together.

The bumper leaf spring H, Figs. 3, 4, and 5, also herein termed the bumper transverse leaf spring, as being transverse of the car, may also be replaced by other forms of springs suitable for the purpose.

The outside lading supporting cross channel 34, may replace the double inclined end braces 33, Fig. 16.

The angle which the bottom part or nearly horizontal portion of the belt 1A, Fig. 16, makes with the web plate of the side sill 513 may be varied within considerable limits. If this angle is made degrees, or a right angle, the car then becomes, in end view, a rectangular or box car. As shown in Fig. 24, the bottom portions of the belt 7G, with the attached lading siding 61, may also be made more sloping toward the center of the car, than as shown in Fig. 23, and elsewhere.

As shown in Fig. 13, the lading holding body is also approximately rectangular in side view, while the said lading holding body shown in Fig. 15 may also be said to be approximately rectangular in end view, more particularly insofar as lading capacity is concerned. The term rectangular lading holding bodies is therefore to be understood to include lading holding bodies which are approximately rectangular, both transversely and longitudinally of the car.

The boxings I, Fig. l, and 4A, Fig. 14, may be said to be integral side sill reinforcing axle boxings, to compensate for the metal removed from the side sills 5C, Fig. 12, thus making the holes 43 for the insertion of the axles 3, Fig. 14, and a portion of the axle bearing proper, as per the application #676,326, filed Nov. 22. 1923, (now Patent No. 1,530,333, dated March 17, 1925.)

As shown in Fig. 19, the lading holding body, as a whole, consists more particularly of the lading end closures BJ, the lading wing lading siding proper GK, the lading wing lading bottoms 6L, and the traction truck lading bottom IBB. All of the said lading bottoms are below the plane of the tops of the car wheel axles 3. Any lading bottoms, therefore, which are below the plane of the tops of the car wheel axles, will also be herein designated as sub-axle lading bottoms. The lading sheets BJ, 6K, which overhang the side beams 50 will also be herein termed sub-axle lading wings.

Obviously, the bumper face plate 9, Figs. 3 and 4. may be of sufficient height, as it appears in Fig. 4, to extend over the upper flange of the end channel ll, as well as under the car bottom is, instead of being within the end channel, as shown.

Any form of coupling pin may be used. The coupling pin 55, as shown in Fig. 9, headed up out of a round bar passes through the drawbars l9B, I90, and also into the coupling pin approximately vertical receiving aperture 56, said aperture extending through both flanges of the bumper plate 9, and also through the bumper block ill, see also Fig. 4.

No broad claim to mine or other cars, with longitudinal supporting side sills is made herein, nor broadly to the double diagonal end sill bracing, nor broadly to outside lading body cars, nor broadly to integral side sill reinforcing wheeled rotary axle boxings.

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

What is claimed is:

1. In mine and other cars, the combination of structural metal end and side sills secured together in the form of a traction truck, a lading bottom secured to the lower portions of the said end and side sills, outside lading bodies, together with outside lading body supporting internal cross beams supported by the said truck side sills.

2. In mine and other cars, the combination of structural metal end and side sills secured together in the form of a traction truck, a lading bottom secured to the lower portions of the said end and side sills, outside lading bodies, together with outside lading body supporting internal cross beams located approximately over the car axles and supported by the said truck side sills.

3. In mine and other cars, the combination of structural metal end and side sills secured together in the form of a traction truck, a lading bottom secured to the lower portions of the said end and side sills, outside lading bodies, outside lading body supporting internal cross beams supported by the said side sills, together with longitudinal outside lading body bracing members secured to said internal cross beams.

4. In mine and other cars, the combination of metal side sills having triple end flanges spaced apart, flanged metal end beams, car axles intermediate the top and bottom flanges of the side sills, together with a secured lading bottom below the plane of the car wheel axles.

5. In mine and other cars, the combination of structural metal end and side sills secured together in the form of a traction truck, car axles extending through the side sills above the lower edge portions of the latter, a lading bottom below the plane of the car wheel axles and secured to the side sills, outside lading bodies, outside lading body supporting internal cross beams supported by the side sills, together with longitudinal outside lading body bracing members secured to said internal cross beams.

6. In mine and other cars,.in combination, flanged metal end beams, Z-bar side beams having end triple flanges spaced apart, car wheels, wheel housings, car axles extending through the side sills above the lower edge portions of the said side sills, together with a secured lading bottom below the plane of the car wheel axles.

7. In mine and other cars, in combination flanged metal side beams, car axles intermediate the upper and lower portions of the side beams, flanged metal end beams, flanged metal bumper face plates, bumper transverse leaf springs between said bumper face plates and said end beams, coupling pin vertical receiving apertures through the bumper face plate flanges, together with a sub-axle lading bottom.

8. In mine and other cars, in combination,

flanged metal side beams, car axles intermediate the upper and lower portions of the side beams, flanged metal end beams, flanged metal bumper face plates, bumper flller members between said end beams and bumper face plates, bumper transverse leaf springs between said bumper filler members and end beams, coupling pin vertical receiving apertures through said bumper face plate flanges and through said bumper filler members, and a. sub-axle lading bottom.

9. In mine and other cars, in combination, flanged metal side beams, rotary axle boxings secured to the side beams intermediate the side beam top and lower flanges, car wheels, rotary car axles in the car wheels and in the axle boxings, lading wings, transverse wing supporting members, and a sub-axle bottom rigidly secured to said side beams.

10. In a mine car, the combination of wheels] axles, longitudinal side sills supported by the axles, a sub-axle lading bottom lying between the car wheels, outside lading bodies having bottoms lying in planes that cut the adjacent wheels and said side lading bodies being provided between their ends with wheel recesses, and transverse stiff cantilever beams lying in a horizontal plane above the side sills and at least in substantial part supporting said side lading bodies in cantilever fashion.

11. In a mine car, the combination of wheels, axles, longitudinal side sills supported by the axles, a sub-axle lading bottom lying between the car wheels, outside lading bodies, and transverse stiff cantilever beams lying in a horizontal plane above the side sills and at least in substantial part supporting the said side lading bodies in cantilever fashion. v

12. In a mine car, the combination of wheels, axles longitudinal side sills between the wheels and supported by the axles, a sub-axle lading bottom lying between the side sills, outside lading bodies having bottoms lying in planes that cut the adjacent wheels and the said side lading bodies being provided between their ends with wheel recesses, and transverse still cantilever beams lying in ahorizontai plane above the longitudinal side sills and near the ends of the side sills and at least in substantial part supporting said side lading bodies in cantilever fashion.

13. In a mine car, the combination of wheels, axles, longitudinal side sills between the wheels and supported by the axles, a lading bottom lying between the side sills, outside lading bodies having bottoms lying in planes that cut the adjacent wheels and said lading bodies being provided between their ends with wheel recesses, and transverse stiff cantilever beams lying in a horizontal plane above the horizontal plane of the longitudinal side sills and said beams forming a part of the lading body end wall closure and bracing structure and said beams at least in substantial part supporting said side lading bodies in cantilever fashion.

14. In a mine car, the combination of car wheels, axles, longitudinal side sills supported by the axles, a central sub-axle lading bottom lying between the car wheels, side lading bodies, and at least one transverse cantilever beam supported by the side sills and at least in substantial part supporting the, side lading bodies in cantilever fashion.

15. In mine and other cars, the combination of structural metal end and side sills secured together in the form 0! a traction truck, a lading bottom secured to the lower portions of the said end and side sills, together with sheet metal double diagonal end sill bracing members above the truck lading bottom and secured to the side sills, the diagonal portions of the end sill bracing members connecting the said end and side sills being provided with integral flanges.

16. In mine and similar rail cars, the combination of car wheels, car axles, longitudinal sidesills supported by the axles and having substantially upright lower portions, a central lading body lying between two car wheels on one axle, side lading bodies extending outward beyond the inside flanges of the adjacent wheels and the bottoms of said side lading bodies lying in planes cutting the adjacent wheels, hood-coverings over the wheels and a transverse stiff beam member lying above the horizontal plane of the low portions of the side sills and at least in substantial part supporting one end of the said side lading bodies in cantilever fashion.

17. In mine and similar rail cars, the combination of car wheels, car axles, longitudinal side sills between the wheels and supported by the axles, a lading bottom lying between the side sills, side lading bodies extending laterally beyond the upright planes of the said side sills and the bottoms of said side lading bodies lying in planes that cut the adjacent wheels and the said lading bodies being provided between their ends with hood coverings over the wheels, a transverse stii'I beam member lying above the longitudinal side sills and forming a part of the lading body end wall closing and bracing structure and extending substantially from one side of the lading body to the other and at least in substantial part supporting one end of the side lading bodies in cantilever fashion whereby the use of additional outwardly extending supports for the side lading bodies at this end of the car may be dispensed with.

18. In mine and similar rail cars, the combination of car wheels, car axles, a lading body, longitudinal side sills lying between two wheels on one axle and penetrated and supported by said axles, end sills securely connected with the side sills so as to form a traction truck frame, a central lading bottom lying at least in substantial part below the horizontal plane of the tops of the axle journals, side lading bodies extending outward laterally from approximately the upright longitudinal planes of the side sills and extending through the upright planes of the inside of the flanges of the adjacent wheels, a transverse stiff structural steel member at each end of the lading body and lying above the end sills of the traction truck frame and forming a part of the lading body end wall closure and stiffening structures and at least in major part supporting the said side lading bodies in cantilever fashion.

19. In mine and similar rail cars, the combination of car wheels, car axles, longitudinal side sills lying between two wheels on one axle and penetrated and supported by the said axles, a central lading bottom lying at least in substantial part below the horizontal plane of the tops of the axle journals, side lading bodies extending outward laterally from approximately the upright planes of the side sills, a transverse sti'ii flanged beam member lying at least in substantial part in a horizontal plane above the upper portions of the side sills and rigidly connected with the said side sills, and the said beam member forming at least a part of the lading body end wall stiffening structure and extending outward laterally and at least in substantial part supporting one end of the said side lading bodies in cantilever fashion.

20. In mine and similar rail cars, the combination of car wheels, car axles, a lading body. longitudinal side sills lying between two wheels on one axle, a transverse stiff beam member lying at least in substantial part above the upper portions of the side sills and engaging and rigidly fastened to the said side sills and extending substantially from one side of the lading body to the other, and the said beam member forming a least a part of the lading body end wall stiffening structure and at least in part supporting one end of the side portions of the lading body in cantilever fashion.

21. In mine and similar rail cars, the combination of car wheels, car axles, a lading body, longitudinal side sill members lying between two wheels on one axle, a stiff metal beam member lying at least in substantial part in a horizontal plane above the upper portions of the side sills and engaging and rigidly fastened to the said side sills and extending transversely substantially, from one end of the end wall of the lading body to the other and forming at least a part of the lading body end wall stiffening structure and at l least in part supporting one end of the side portions of the lading body in cantilever fashion, and a longitudinal lading body outside side wall stiflening beam member forming part of one of the side wall structures and extending substantially from one end of the lading body to the other and stiffening the side lading body wall structure against drooping between the ends.

22. In mine and similar rail cars, the combination of a lading body, car wheels, car axles, a central lading bottom lying between two wheels on one axle and having portions below the horizontal plane of the tops of the axle journals and also below the horizontal plane of the upper portions of the side sills, side lading bottoms extending outward laterally substantially from the upright planes of the edges of the central lading bottom whereby the lading bottom is sealed against leakage and the said side lading bottoms extending through the upright planes I of the inside of the flanges oi the adjacent wheels in planes cutting the said wheels and the said lading bodies being recessed between their ends for the upper parts of said wheels, together with a lading body stiffening and supporting frame composed in part of structural steel transverse cantilever members forming at least a part of the lading body end wall stiilening structure and composed in part of structural steel longitudinal members rigidly fastened with reference to the transverse end wall structure, and the said steel longitudinal members forming at least a part of the lading body side wall stiffening structure, and the said lading body stiffening frame lying above the said longitudinal side sills and secured against movement in respect of the said side sills.

23. In mine and similar rail cars, the combination of a lading body, car wheels, car axles, longitudinal side sills supported by the axles, a central lading bottom lying between two wheels on one axle and having portions below the horizontal plane of the tops of the axle journals and also below the horizontal plane of the upper portions of the side sills, side lading bottoms extending outwardly substantially from the upright planes of the edges of the central lading bottom whereby the lading bottom is sealed against leakage, and the said side lading bottoms extending through the upright planes of the inside ofthe flanges of the adjacent wheels in planes cutting the said wheels, wheel hood coverings, and a lading body stiffening and supporting frame composed in part of flanged steel transverse cantilever members forming at least a part of the lading body end wall stifiening structure and composed in part of flanged steel longitudinal sill members rigidly fastened with reference to the transverse endwall structures, and the said steel longitudinal sill members forming at least a part of the lading body side wall stiflening structure, and the said end transverse cantilever members resting upon the said longitudinal side sills and secured against movement in respect of them.

24. In mine and similar rail cars, the combination of car wheels, car axles, two approximately rectangular and substantially horizontal frames each including stiff metal end and side members rigidly connected at the corners, the first frame being supported by the car axles and having its longitudinal side members lying between the car wheels, and the second frame having its end transverse members resting upon and rigidly secured to and supported by the side members of the first frame, and the side members of the second frame at least in substantial part lying in upright planes exterior to the upright planes of the inside of the flanges of the adjacent wheels, a central lading bottom at least in part supported by the first frame and lying at least in substantial part below the horizontal plane of the top of the axle journals, and side lading bodies extending beyond the upright planes of the side members of the first frame and having bottoms lying in planes cutting the adjacent wheels, and the said side lading bodies being at least in substantial part supported by the members of the second frame.

25. In mine and similar rail cars, the combination of two superimposed rigid and substantially rectangular metal frames, the lower of the said frames being supported by the car axles and the two frames being of such rigidity and strength that they can without reinforcement endure substantially all the traction and load carrying strains to which the car is subjected.

26. In mine and similar rail cars, the combination of wheels. axles, two approximately rectangular and-substantially horizontal frames each including an! metal end and side members having stiifening flanges and the end and side members of each frame being rigidly connected at the corners, the first frame being supported by the axles and its side members lying between two wheels on one axle, and the second frame having transverse end members resting upon and rigidly secured to and supported by the side members of the first frame, and the side members of the second frame lying at least in substantial part in upright planes exterior to the upright planes of the inside of the flanges of the adjacent wheels, together with a central stationary lading bottom at least in part supported by the first frame and lying at least in substantial part below the horizontal plane of the tops of the axle Journals, and side lading bodies extending beyond the upright planes of the side members of the first frame, and the said side lading bodies being at least in substantial part supported by the members of the second frame.

27. In mine and similar rail cars, the combination of side sills and end sills rigidly attached and forming a traction truck frame, wheels exterior to the side sills, car axles the centers of whose journals lie in a horizontal plane cutting the side sills, a central lading bottom lying at least in substantial part below the horizontal plane of the tops of the axle journals, transverse stiff load-supporting end wall closure structures at the end of the lading body of the car and each including a cantilever metal transverse structural shape with a stiffening flange, stiff side wall closure and supporting structures each including a longitudinal metal member with a stiifening flange, the said side wall supporting structures being rigidly connected with the ends of the said end wall supporting structures, and the said side wall structures having sufllcient stiflness longitudinally to support their loads suitably when supported only at their ends, and side lading bottoms extending beyond the adlacent sills of the traction truck frame in planes cutting the adjacent wheels, the said side lading bottoms having their outer portions supported by means associated with the adjacent side wall supporting structure.

28. In mine and similar rail cars, the combination of side sills and end sills rigidly connected at the corners to form a traction truck frame, wheels, car axles supporting the traction truck frame, a substantially rectangular lading body stiffening and supporting frame itself supported by the side sills of the traction truck frame and secured against movement in respect of the traction truck frame, and the said lading body frame composed at least in part of flanged metal stiffening and supporting members extending substantially from corner to corner of the lading body and fastened securely together, and the said transverse members of the said lading body frame supporting the side members in cantilever fashion, a lading bottom at least in substantial part lying below the horizontal plane of the tops of the axle journals and also below the horizontal plane of the tops of the said side sills, and portions of the said lading bottom extending through the upright planes of the flanges of the adjacent wheels and cutting said flanges, and the said lading bottom extensions being in substantial part below the said plane of the tops of the axle journals and the said bottom extensions being supported at least in substantial part by the side members of the lading body frame.

29. In mine and similar rail cars, the combination of car axles, wheels, a lading bottom lying in substantial part below the horizontal plane of the tops of the car axle journals and the said lading bottoms being supported by the members of two substantially rectangular steel frames, the first frame being narrower than the second and being supported by the car axles and equipped with bumping and coupling means, and the said wider frame lying in a horizontal plane above the first frame and being supported by the longitudinal members of the first frame, and the second frame forming at least a part of the lading body wall stiffening structure.

30. In mine and similar rail cars, the combination of wheels, car axles, stationary lading bottoms lying in substantial part below the horizontal plane of the tops of the car axle journals and the said lading bottoms being supported by the members of two substantially rectangular steel frames, the first frame being narrower than the second and being supported by the car axles and being cut by the horizontal plane of the centers of the journals of the car axles and being equipped with bumping and coupling means, and the second and wider frame lying in a horizontal plane above the first frame and resting upon the longitudinal members of the first frame and secured against movement thereto, and the second frame forming at least part of the lading body wall stiffening structures, and the said lading bottom having portions lying below the upper parts of the longitudinal members of the first frame.

31. In, mine and similar rail cars, the combination of wheels, car axles, a central lading bottom lying in substantial part below the horizontal plane of the tops of the axle journals, side lading bodies sealing the edges of the central lading bottom against leakage and extending outwardly beyond the upright planes of the inside flanges of the adjacent car wheels, and the bottoms of the said bodies lying in a plane cutting the adjacent wheel flanges, and the said central and side lading bodies being supported in substantial part by the members of two substantially rectangular steel frames, the first frame being narrower than the second and having its longitudinal side members between two car wheels on one axle and being supported by the car axles and being cut by the horizontal plane of the centers of the car axle journals, and the said wider frame lying in a horizontal plane above the first frame, and longitudinal side sills exterior to the two car wheels on one axle and lying parallel to and substantially in the same horizontal plane as the said longitudinal side members of the first frame, and the said exterior sills in part supporting the lading load.

32. In a mine or similar rail car, the combination of car axles, car wheels, a lading body, a traction truck frame including side sill members and end sill members in the same horizontal plane and rigidly secured at the frame corners, and an additional transverse flanged structural steel member at one end of the lading body of the car which member is above the side sill members and is rigidly fastened to the side sill members whereby it serves as an additional means for preventing the traction truck frame from twisting longitudinally.

33. In a mine or similar rail car, the combination of car axles, car wheels, a traction truck frame including side sills and end sills, a transverse member having an upright web and a horizontal flange, said transverse member being placed above the said side sills and intermediate the ends of said side sills and being rigidly attached to said side sills and serving as a bracing means against longitudinal movement of one side sill relative to the other.

34. In a mine or similar rail car with wing bodies, the combination of a substantially rectangular traction truck frame, a stiff metal beammember having at least one stiffening flange and extending transversely above and across the said frame intermediate its length and securely fastened to the longitudinal side members of the said frame, said beam-member extending laterally beyond said side members, and a ladingretaining member located outside the said side members of the frame and supported by said beam-member in cantilever fashion.

35. In a mine or similar rail car, the combination of car axles having journals, car wheels, a lading body with side lading walls outside the carwheels, a substantially rectangular traction truck frame extending above and below the horizontal plane of the centers of the journals of the car axles and having its longitudinal side members located between opposed wheels, a stiif metal beam-member having at least one stiffening flange and extending transversely above and across the said frame intermediate its corners and extending beyond the side members of the frame to serve as a means for supporting the lading body outside the said side members in cantilever fashion, and longitudinal load-supporting metal beam-members running substantially from end to end of the side walls of the lading body, and the said longitudinal beammembers being in rigid relationship with the said stiff metal beam-member.

36. In a mine or similar rail car, the combination of car wheels, car axles having journals and including at least one extension beyond the corresponding wheel, a lading body structure including a lading bottom having at least substantial portions of its lower surface located below the horizontal plane of the journals of the car axles, and a longitudinal metal sill-member supporting the lading body and forming part of its structure and located outside the car wheels and. extending above and below the horizontal plane of the tops of the journals of the car axles, and means associating the said axle extension with the said lading body structure whereby the lading body is supported on the said axle and said axle is permitted a downward movement in respect of the lading when the rail beneath the corresponding wheel lies beneath a plane through the rail-engaging surfaces of the other wheels, whereby the chance of derailment of the car on an uneven track is lessened.

37. In a transverse end bumping structure of a mine or similar rail car having a body, the combination of a bumper means with an upright metal wall providing a bumping face and a flange extending substantially horizontally toward the car body, a transverse shock resisting metal member with an upright wall and a flange extending substantially horizontally away from the car body and overreaching the said flange of the said bumper means, a transversely extending cushioning means located between the two said upright walls, securing means having vertical stems extending through apertures in the two said horizontal flanges and the said cushioning means, said stem apertures in at least one of the said metal flanges being of substantially greater dimension longitudinally oi the car than the cross section of the stems whereby the cushioning means can yield longitudinally without shearing the said stems.

38. In the transverse end bumping structure of a mine or similar rail car having a body, the combination of a bumper means with an upright metal wall providing a bumping face and a metal flange member extending substantially horizontally toward the car body, a transverse metal means extending substantially horizontally outwardly from the transverse end wall of the car body and overreaching the said flange of the said bumper means, a transversely extending cushioning means located inside the said upright wall of the said bumper means and overreaching said flanges, and a securing means having a vertical stem extending through apertures in the two said horizontal metal members and the said cushioning means, said stem apertures in at least one of the said horizontal metal members being of substantially greater dimension longitudinally of the car than the cross section of the said stem whereby the cushioning means can yield longitudinally without shearing the said stem.

39. In a mine or similar rail car for operating in trains with a lading body having side closure wall structures and lading bottom structures, the combination of car wheels and axles having axle journals; stifl metal side sills with upright webs located between the upright longitudinal planes of the adjacent wheels and of the adjacent side walls, said side sills being suiliciently stiff to support the overhung lading load against end-droop ing; end bumper structures passing transversely at the ends of the cars and rigidly fastened to the said side sills; said car wheels having their axes in a horizontal plane cutting the said upright webs of the side sills; said lading body including a central longitudinally extending stationary lading bottom extending between and secured to the side sills with at least portions of the said central lading bottom lying below the horizontal plane of the axes of the car wheels, side lading bottoms lying outside of the oppositely disposed sills with at least the lower portions of the side bottoms lying in planes cutting the adjacent car wheels, and side walls rising from the side lading bottoms for providing side lading bodies which are each approximately rectangular in a transverse cross-section taken between one wheel and the adjacent end closure wall.

40. In a mine or similar rail car for operating in trains with a lading body having side closure wall structures and lading bottom structures, the

combination of car wheels and axles having axle journals; stli! metal side sills with upright webs located between the upright longitudinal planes of the adjacent wheels and of the adjacent side walls, said side sills being sufficiently stiff to support the overhung lading load against end-drooping; end bumper structures passing transversely at the ends of the cars and rigidly fastened to the said side sills; said car wheels having their axes in a horizontal plane cutting the said upright webs of the side sills; said lading body including a central longitudinally extending stationary lading bottom extending between and secured to the side sills with at least portions of the said central lading bottom lying below the horizontal plane of the axes oi. the car wheels, side lading bottoms lying outside of the oppositely disposed sills with at least substantial portions of the side bottoms lying in planes below the axes of the car wheel, and side closure walls extending upwardly from the outside edges of said side lading bottoms.

41. In a mine or similar rail car for operating in trains with a lading body having side closure wall structures and lading bottom structures, the

combination of car wheels and axles having axle i journals; stifl metal side sills with upright webs located between the upright longitudinal planes of the adjacent wheels and of the adjacent side walls, said side sills being sufliciently stiff to support the overhung lading load against enddrooping; end bumper structures passing transversely at the ends of the cars and rigidly fastened to the said side sills; said car wheels having their axes in a horizontal. plane cutting the said upright webs-of the side sills; said lading body including a central longitudinally extending stationary lading bottom extending between and secured to the side sills with at least portions of the said central lading bottom lying below the horizontal plane of the axes of the car wheels, side lading bottoms lying outside of the oppositely disposed sills and connected to the side sills substantially at the level oi the central lading bottom, and side closure walls extending upwardly from the outside edges of the side lading bottoms whereby low-hung large capacity side lading bodies are obtained in a car of relatively light body construction with at least substantial portions of the side bottoms located below said horizontal plane.

42. In a mine or similar rail car for operating in trains with a lading body having upright side closure wall structures and lading bottom structures, the combination of car wheels and axles having axle journals; stiff metal side sills with upright webs located between the upright longitudinal planes of the adjacent wheels and of the adjacent side walls, said side sills being suflicient- 1y stiff to support the overhung lading load against end-drooping; and bumper structures passing transversely at the ends of the cars and rigidly fastened to the said side sills; said car wheels having their axes in a horizontal plane cutting the said upright webs of the side sills; said lading body including a central longitudinally extending stationary lading bottom extending between and secured to the side sills with at least portions of the said central lading bottom lying below the horizontal plane of the axes of the car wheels, substantially horizontal side lading bottoms lying outside of the oppositely disposed sills located substantially at the level of said central lading bottom, and side walls rising from the side lading bottoms for providing a lading body which is approximately rectangular in a transverse crosssection taken between one wheel and the adjacent end closure wall.

43. In a mine or similar rail car for operating in trains with a lading body having side and end closure wall structures and also having a lading bottom structure, the combination of car wheels and axles with axle Journals, means providing a traction truck frame comprising stifi metal side sills with upright webs, said side sills being located outside of oppositely disposed wheels and stiff end sills each substantially perpendicular to and rigidly attached to the side sills and each having as one of its principal stiffening elements a stiff flanged metal transverse sill-means perpendicular to and rigidly attached to the side sills whereby the said frame means of itself and without requiring the reinforcement of elements composing any of the said structures or that may seal any of the said sills with said structures is of suflicient stiiiness to endure the haulage and bumping strains and stresses and to support the lading load without harmful end-drooping, said car wheels having their axes in a horizontal plane cutting the said upright webs of the side sills, said lading body including a central longitudinally extending stationary lading bottom extending between and secured to the side sills with at least portions of the said central lading bottom lying below the horizontal plane or the axes of the car wheels, side lading bottoms lying outside 01' the oppositely disposed sills and connected to the side sills substantially at the level of the central lading bottom, and upright side closure walls extending from the lateral edges of the side lading bottoms whereby low-hung large capacity side lading bodies are obtained in a car of relatively light body construction with at least substantial portions of the side bottoms located below said horizontal plane.

44. In a low-hung, large capacity mine or similar rail car for operating in trains and whereby low-hung large capacity side lading bodies may be obtained in a relatively low car of relatively light,body construction, the combination of a lading body having side and end closure wall structures, at least two still metal side sills with upright web-portions, the said sills passing longitudinally substantially from end to end of the lading body for supporting the car against enddrooping, car wheels located between the side sills and having axes lying in a horizontal plane cutting the said upright webs of at least two side sills, said body including a lading bottom so located that portions of the lading bottom on both sides of each of the two side sills are at a lower level than the horizontal plane of the tops of the upright webs of the said sills, with the said side sills extending upward into the lading-body section of the car for providing lading space at least outside of said upright webs of the said two sills at the level of the said web portions.

45. In a low-hung, large capacity mine or similar rail car for operating in trains and whereby low-hung large capacity side lading bodies may be obtained in a relatively low car of relatively light body construction, the combination of a lading body having side and end closure wall structures, at least two still metal side sills with upright web-portions, the said sills passing longitudinally substantially from end to end of the lading body for supporting the car against enddrooping, car wheels located between the side sills and having axes lying in a horizontal plane cutting the said upright webs of at least two side sills, said body including a lading bottom extendinc substantially horizontally from side to side and located at a lower level than the horizontal plane of the tops of the upright webs of the said sills, with the said side sills extending upward into the lading-body section of the car for providing lading space at-least outside of said upright webs of the said two sills at the level of the said web portions, said side closure walls rising substantially vertically from the lading bottom so that transverse cross-sections of the lading body provided by the lading body and side walls are substantially rectangular for affording a maximum capacity.

46. In a low-hung, large capacity mine or similar rail car for operating in trains and whereby low-hung large capacity side lading bodies may be obtained in a relatively low car of relatively light body construction, the combination of a lading body having side and end closure wall structures, at least two stiii metal side sills with upright web-portions, the said sills passing longitudinally substantially from end to end of the lading body for supporting the car against enddrooping, car wheels located between the side sills and having axes lying in a horizontal plane cutting the said upright webs of at least two side sills, said body including a lading bottom structure extending from side to side of the car and located at a lower level than the horizontal plane of the wheel axes, with the said side sills extending upward into the lading-body section of the car for providing lading space at least outside of said upright webs of the said two sills at thelevel or the said web portions.

47. In a low-hung, large capacity mine or similar rail car for operating in trains, with low-hung large-capacity side lading bodies in a low car of light body construction, the combination of a lading body having upright side and end closure wall structures, longitudinal stiffening means for supporting the lading body against end-drooping and including at least two side sills extending substantially from end to end of the lading body and located outside oppositely disposed wheels, car wheels located between said side sills and having their axes in a horizontal plane intersecting parts of said longitudinal stiffening means, said lading body including lading bottom portions outside of each of said side sills located at a lower level than the horizontal plane of the tops of the side sills with portions of the lading bottom below the horizontal plane of the car wheel axes.

48. In a mine or similar rail car for operating in trains with a lading body having side closure wall structures and lading bottom structures, the combination 01' car wheels and axles with axle journals, st'iii metal side sills with upn'ght webs, said side sills being located between oppositely disposed wheels, end bumper structures each including a metal member extending from side sill to side sill and rigidly fastened to the said side sills for forming a rigid frame for supporting the lading body against end-drooping and against warping and twisting, said car wheels having their axes in a horizontal plane cutting the said upright webs of the side sills, said bottom structure including a sub-axle central lading bottom, axle support means securely fastened to the car structure between opp sitely disposed wheels and having bearing parts for the axles, at least one of the said bearing parts having 'an axle-receiving space with a greater vertical dimension than the axle so that the axle is permitted a downward movement in respect of the said frame when the rail beneath the corresponding wheel lies below a plane through the rail engaging surfaces of three other wheels for lessening the danger of derailing of the car on an uneven track.

49. In a mine or similar rail car for operating in trains with a lading body having side closure wall structures and lading bottom structures, the combination of car wheels and axles having axle journals, stiff metal side sills with upright webs, said side sills being located outside of oppositely disposed wheels, end bumper structures passing transversely at the ends of the cars and rigidly fastened to the said side sills for forming a rigid frame for supporting the lading body against enddrooping and against warping and twisting, said car wheels having their axes in a horizontal plane cutting the said upright webs of the side sills, said bottom structure including a sub-axle central ladlng bottom, the side closure wall structures of the lading body having their upper portions laterally spaced outside of said upright web of the adjacent side sill, axle support means having an axlereceiving space with a greater vertical dimension than the axle so that the axle is permitted a downward movement in respect to the lading body structure when the rail beneath the corresponding wheel lies below a plane through the rail engaging surfaces of three other wheels for lessening the danger of detailing of the car on an uneven track.

50. In a mine or similar rail car for operating in trains with a lading body having side closure wall structures and lading bottom structures, the combination of car wheels and axles having axle journals; longitudinal reinforcing members and including side sills with upright webs outsideof oppositely disposed wheels; end bumper structures passing transversely at the ends of the cars and rigidly fastened to the said side sills for forming a rigid frame for supporting the lading body against end-drooping and against warping and twisting; said car wheels having their axes in a horizontal plane cutting the said upright webs of the side sills; said bottom structure including a sub-axle central lading bottom, each side closure wall structure of the lading body having its upper portion laterally spaced outside of said upright web of the adjacent side sill, axle support means securely fastened to the said sills, at least one of said axle support means having an aperture for receiving the corresponding axle, said aperture having a greater vertical dimension than the axle so that the axle is permitted a downward movement in respect to the lading body structure when the rail beneath the corresponding wheel lies below a plane through the rail-engaging surfaces of three other wheels, for lessening the danger of derailing of the car on an uneven track.

51. In a mine or similar rail car for operating in trains with a lading body having side closure wall structures and lading bottom structures, the combination of car wheels and axles having axle journals; longitudinal reinforcing members including side sills being located outside of oppositely disposed wheels; end bumper structures passing transversely at the ends of the cars and rigidly fastened to the said side sills for forming a rigid frame for supporting the lading body against end-drooping and against warping and twisting; said reinforcing members also including upright web portions and said car wheels having their axes in a horizontal plane cutting the said upright webs; said bottom structure including a sub-axle central lading bottom, each side closure wall structure of the lading body having its upper portion laterally spaced outside of the adjacent side sill, axle support means securely fastened to the said sills, at least one of said axle support means having an aperture for receiving the corresponding axle, said aperture having a greater vertical dimension than the axle so that the axle is permitted a downward movement in respect to the lading body structure when the rail beneath the corresponding wheel lies below a plane through the rail-engaging surfaces of three other wheels, for lessening the danger of derailing of the car on an uneven track.

52. In a mine or similar rail car for operating in trains with a lading body having side closure wall structures and lading bottom structures, the combination of car wheels and axles having axle Journals, stiff metal side sills with upright webs, said side sills being located outside of oppositely disposed wheels, end bumper structures passing transversely at the ends of the cars and rigidly fastened to the said side sills for forming a rigid frame for supporting the lading body against enddrooping and against warping and twisting, said car wheels having their axes in a horizontal plane cutting the said upright webs of the side sills, said bottom structure including a sub-axle central lading bottom and wing lading bottoms, the wing lading bottoms having rear lading-receiving portions behind the rearward wheels, said rear portions being located at a lower level than the horizontal plane through the wheel axes, said sills being located at least in part above the said rear portions and above an adjacent portion of the central bottom so that they extend into the lading body space, the side closure wall structures of the lading body having their upper portions laterally spaced outside of said upright web of the adjacent side sill, axle support means securely fastened to the said sills, at least one of said axle support means having an axle-receiving space with a greater vertical dimension than the axle so that the axle is permitted a downward movement in respect to thelading body structure when the rail beneath the corresponding wheel lies below a plane through the rail engaging surfaces of three other wheels for lessening the danger of detailing of the car on an uneven track.

53. In a mine or similar rail car, means providing a lading body including side closure walls, longitudinal reinforcing means for the lading body including side sills for supporting the ends of the body against end-drooping and other stiflening members spaced from the side sills, car wheels and axles, said lading body including a lading bottom having portions located below the horizontal plane of the wheel axes, said reinforcing means including parts above and below said horizontal plane, and axle supporting means including parts attached to said reinforcing means at spaced points along each axle, said supporting means being effective for transmitting the weight of the car and its contents through the axles and wheels to the rails on an even track and having at least one aperture for receiving each axle so that a wheel may drop when the car passes over an uneven track whereby to lessen the chance of derailment.

54. In a mine or similar rail car, the combination of car wheels, car axle journals, a central lading body portion extending longitudinally ofthe car, side lading wing-body portions extendin: longitudinally of the car and each wing-body having upright side closure walls and wing lading bottoms whose top surfaces directly rearward longitudinally of the most rearward adjacent car wheel lie below the horizontal plane of the top of

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