/z~v2Xvz~zt   _ _                                  r::'..:':: i:':- i.".7;:.:..-:-':'.::.:-,..::a                    I-i~~M




MILLEE R'S
TRUSSED PLATFORM8S
COMPRESSION  BUFFERS
AND
AUTOMIATIC COUPLERS.
THE STANDARD AMERICAN SYSTE3i
OF MAKING UP
RAILROAD PASSENGER TRAINS.
PATENTED MARCH 31ST, 1863, JANUARY 31ST, 1865, and
JULY 24TH, 1866.
BY  E. MILLER,
CIVIL ENGINEER.
NEW YORK:
BAKER & GOD WIN, PRINTERS,'
No. 25 PARK ROW.
1  73S.




N 0 T E
HAVING at various times been informed that certain persons, unknown to me, have used my name, and represented themselves as the
veritable s "Platform  Miller," for the purpose of obtaining favors
from railroad officials and others; and that, in several instances, sums
of money and railway passes havie been thus obtained; therefore, I
am  constrained to insert this note-though much to my regretwarning all railway men against being thus imposed upon. I also
preface this book with a likeness of myself which will aid in the
detection of any who may attempt to counterfeit me in person.
Agents from me will, in all cases, bear a letter of my own handwriting, the signature of which will correspond with that accompaniy
ing the likeness.
E. I.




FoUIR years have now elapsed sUnce he publication of my last,
pamphlet on the subject of Platforms, Buffers, and Couplers for
Railroad Cars, and many noteworthy changes have taken place in
railroad matters during the interim; changes developing a rapid
progress in the opening of railways in every part of the counitry,
covering it, as it were, with a vast network of lines of rapid transit.
With these changes, improvements in tracks, locomotives, cars, and
all the paraphenalia of railroading, have been introduced, and, at this
writing, it may safely be said that we possess the finest railway system
in the world.
But while various improvements have been made in the minor
details of cars, there has been no change in platforms, other than the
adoption of my Improvements, which are now rapidly coming into
general use; and I see no reason to doubt of their becoming the
STANDARD NATIONAL SYSTEM of making up passenger trains in this
country.
The great saving of life and property, which is directly traceable
to them, the ease and comfort to passengers, and the attainment of a
higher rate of speed, with much less degree of danger, than in the
old style of coupling, has been proven to the entire satisfaction of
all railway corporations using these improvements, as the certain
results of their use. The change from the old style of platform and
coupling to the new has been gradually increasing in rapidity, until I
find my entire time is taken up in attending to the every-day duties
at my office; and this, with the great number of letters I daily receive,
the published reports of accidents in which the platforms have been
the means of saving life, and the kind regards of railroad managers,
assures me that the end for which I have labored so many years is to
be fully realized, and that I am doing something of great importance
(3)




for the good of my fellow-men; something that renders travel safer
and more agreeable, and lessens to a very great degree the number of
fatal accidents with which our railway system has been afflicted.
This, to me, is a great satisfaction from a humanitarian point of
view, and also-though not more so-a satisfaction to know that my
railroad friends, as well as myself, are reaping the fruits of the application of the Improvements.
Notwithstanding the Improvements are now in use on more than
Two HUNDRED RAILROADS, and new and old ones are adopting them
daily, I have thoug'ht best to come before the railroad public once more
through the medium of a pamphlet or book, rewritten, revised, and
improved, which they will find contains that more elaborate reasoning and statement of facts which only time and experience can give,
conveying to the reader, in brief, some of the results obtained since
the publication of my last. In this will be found the illustrated description of my plan of passenger-car TRUSSED PLATFORMS, COMPRESSION BUFFERS, AND AUTOMATIC COUPLERS, and their operations and
merits, something of which are shown in the accompanying reports
of presidents, superintendents, and other railroad officials.  I also
republish herein an illustrated description of "Telescoping," citing
cases of this kind of accident, and cases of accident wherein
"telescoping" was prevented by the use of my Platforms.  I also
give much space to the subject of'Oscillation," which I earnestly
invite all to peruse carefully, for to Oscillation and Telescoping
may be charged three-fourths of the sum of railroad accidents of all
kinds.
I desire to call the attention of all railway officials to the subjectmatter contained herein, and request that they give it a careful
perusal. Especially do I ask this of presidents and superintendents,
inasmuch as master car'builders-who cannot leave their work to
clerks —do not always find time to study these matters so thoroughly
as to assure themselves as being infallible authority in advising rald.
ical changes in the building or equipping of cars.  To make important and expensive changes, it is necessary for the car builders to
get the consent of the managers of the road, and they (the managers).
should qualify themselves to judge correctly. before deciding a question of such great importance to all who ride on and all who operate
railroads.  A careful reading of this book will give them  the necessary information as to the subjects mentioned, and hence I urge its
importance to railroad officials of every grade.
Again, beware of pretended' improvements."  Millions of dollars
have been wasted in the thousand and one attempts to effect in some




other way what these improvements accomplish with ease, accuracy,
and safety; and of the thousands of patents granted for so-called " improvements " in " Draw Heads,"-not one of them worth[ anything,but, on the contrary, are obstacles in the minds of incompete!nt
judges to the early adoption of the improvements herein recommended. Particularly bear in mind that elevated platforms, with
old-fashioned draw-heads for buffing, and taking the compression belovre
the platforms, are but little, if any, better than the ordinary platforms,
and they are not safe in collisions, as against telescoping, nor as against
oscillation at high speed, &c., so do not let time and money be wasted
in any such experiment.
Again, compression may be produced by screws, as in England,
just as soon as we build our roads and cars just exactly as they do
in Eiygland, AND NOT BEFORE! In this country compression by screws
has often been tried, and has always failed; it always should and
always will do so. I speak forom experience; for I have myself
spent a great deal of time and money in attempting to make the above
experiments successful. I mention this so that you may not be induced
to try it.
By the Miller improvements not only are the cars compressed together by the most simple method, and the couplings worked automatically, and links and pins dispensed with, but, also, the close
connection brings the platforms so near together as'to dispense with
aprons and bridges between them, shut down the dust and prevent
persons from falling between them, and all this is permanent anid
durable, requiring no repairs during the life of the car.
I further, ask that all railroad officials will pay no heed to the
pretended claims they may hear of, " rights of interference " of my
patents, and that they do not defer action for reason of any such
stories. I am quite often in receipt of letters from  different parts of
the country, from men who even claim that they have Letters-patent
for the same devices for which I have patents, and claiming that I all
infringing on their patents, and yet their names do not appear in the
books at the Patent Office.
In every case I have found such claims to be groundless and villainous attempts at black-mailing.  In one instance a railway superilntendent was frightened into paying a sum of money to one of thiese
sharpers, who pretended to show a patent for these improvements.
These rascally attempts at swindling are not confined to educated and
polished scoundrels who disgrace the profession of law; but are indulged in by a class perfectly equal to them in all respects, except




6
education, as the following copy of a letter received recently through
the mail clearly shows:
_MARTELLE, IOWA, Feb y 8, 1873.
COL. E. MILLER, ESQ.
Dear Sir-I want you to explane how you comn by my R. I.
Car Coupling. A settlement will be easier cor  to now than any
other time. AMy just rites I intend to have as near as I can.
Address-Lost Nation, Clinton Co., Iowa.
Yours, truly,
PIIINEAS PELTON.
It is to be hoped that "Phineas," and all his co-workers in this
iniquity, will obtain their "just riles "-" as near as " possible.
E. MILLER, C. E.,
Inventor and Patentee of' 1Lnproved Platformns, Couplers,
and Buffers for Railroad Cars.








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~~~~~~PPLATE I.RM
PELATE  1.




DESCRIPTION.
FIGURE I is an elevation; Figure 2, a longitudinal section; Figure 3, a plan of an end of a car to which the arrangement has been applied.
The letters refer to the same parts in all the figures.  A is the
coupling " I-ook;" B the "Buffer;" C the " Stop;" D the'" Lever;"'
F the " Truss Beam;" G the " Spring Beam;" 1H the "Suspender
Beam;" I the " Upward Trusses;" K the "' Main Spring; " L the
6 Downw.ard Trusses;" and M the " Bolster."'
The platforms, instead of being located below the center line of
the main sills of the cars, are placed in that line, and held there by
the Trusses I and L, so that the point of contact (in Buffers B) is in,
the said center line and not below it.
The coupling "Hook " A is attached to the draw spring the same
as the ordinary draw head, but in such a manner that the outer end
is free to move laterally for a short distance. The Coupling Hook
projects beyond the platform. The Stop C is placed under the Buffer
Beam to prevent accidental uncoupling.  When two cars are brought
together, the Coupling Hooks, from their shape, push each other aside,
until the Buffers B are compressed hard on the Buffer Springs, thenthe points of the Hooks having passed each other sufficiently far-the
Hooks are carried forward by their main-springs, and thus the " Couzpling" and " Compression" are both effected automatically and at the
same time, and without the use of links and pins.  When two cars are
thus coupled together, the head of the ]Hook of each car is under the
Buffer Beam of its opposite car, and the platforms are close together
(about 4 inches apart). The effect of this is, one platform cannot be
forced over the other, nor can a child fall between the platforms; the
dust and rain are nearly all shut out; the " Compression " makes the
train run steadily, and prevents all jerking at starting and stopping.
In short, the advantages gained by the use of these improvements
may be summed up briefly, as follows:
1. The platforms are held in a plane with the sills ofthe cars.
2. The platforms cannot be broken by any ordinary accident..
3. Telescoping is entirely prevented.
(7)




8
4. Any required compression may be attained, to prevent accidents by Oscillation.
5. No links and pins are required, and no one is required to go
between cars to couple them.
6. The platforms may be held as close together as desired.
7. By close coupling the train is shortened.
8. They will not accidentally uncouple.
9. They may be uncoupled " without shutting of," to make a fying switch.
10. They very much reduce lateral and vertical unsteadiness of
the cars.
11. They cause the train to move off steadily and not jerk in starting and stopping.
12. They work well at great variations of height.
13. They will couple with all kinds of " drawheads " and " couplers."
14. They are cheap and durable.
15. Injury to men when coupling cars is entirely prevented.
16. Injury to persons by falling between cars is entirely prevented.
17. Injury to persons and to cars by "telescoping"' is entirely
prevented.
18. Injury to persons and to cars by " oscillation" is entirely
prevented.
19. The great steadiness of the cars-produced by compressionrender sleeping-cars much more desirable.
20. " Torain Brakes " are rendered more valuable by the non-existence of " slack " in the train,.








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PLATE IT.




"TELESCOPING."
THE word "telescoping" is used by railroad men to express that
class of accidents which is the zrunning of cars into each other like the
joints of a telescope.  Any sudden checking of a passenger train in
motion may, and most generally does, under the old system  of ]latforms, couplers, and buffers, breakl off the platforms of the cars and
permit the ends of.the car bodies to come in contact; and if the speed
of the moving train is equal to ten or twelve miles per hour, the ends
of the bodies of such cars are liable to be broken, and the cars to pass
into and sometimes nearly or quite through each other!  This is
" telescoping" the ears. To make the subject more comprehensible,
three outline cuts have been prepared, to accompany this description,
which are thus explained:
Fig. I shows the mechanical errors in the construction and location of passenger-car platforms, and in the arrangement of the coupling and buffing apparatus.
A, A, are the car bodies; B, B, the sills of the cars; c, c, the platform sills; D, D, the drawheads —which serve also as buffers. E, the
coupling link; f f" f the centre line of the sills of the cars; g, the
point of contact; and h, g, the line of depression from the centre line
f f  f to the point of contact at g.
These platforms are located below the sills of' the cars, and the
buffers far below the platforms, bringing the point of contact at g
instead of at f/. This crook in the line f, h, g, will INSURE a broken
platform, even in a slight collision. Some car builders have attempted
to surmount this difficulty by making the platforms narrower, but this
increases the danger, as it increases the angle at h.
Fig. 2 shows how a car, in a collision, is raised by a broken
platform, and made to strike the opposite car above its sills, where
nothing but light studding and paneling is encountered in its course
into and through the same.
Fig. 3 shows the only method of construction of car platforms
and the application of the coupling and buffing apparatus that accords
with mechanical laws.
A, A, are the car bodies; B, B, the sills of the cars; c, c, the platform sills; D, D, a novel method of coupling without link or pin or
(9)




10
any substitute therefor, and entirely automatic in its operation; this
kind of coupling is capable of being attached to any other kind,
whether it is the same height or not.  E, the buffer, is located in the
centre line f f; these buffers-when the cars are coupled togethermay be " compressed " as much as desiredl, or not at all, if preferred;
g, g, shows the course of the truss rods that hold the platform  in the
plane of the sills of the cars.
Fig. 3 shows the  straight line method of buffing; and any
mechanic can see, at a glance, that it insures a platform  that cannot
be ~roken off by a collision.
The two methods may be plainly illustrated by taking a cut nail
and bending it, as at N, Fig. 1, to correspond with the line f, h, g,
Fig. 1; this crooked nail cannot be driven into a soft pine board; a
light blow with a hammer will break it, as shown at 0, Fig. 2; while
a straight nail-as P, Fig. 3-may be driven with hard blows into
the hardest kind of wood.
As a further illustration and in order to make this matter more
clear, I give the following which embodies the true principles of
strength and explains it very concisely.
T.    A,  I   1,..   i,.',..
J                                 I
For more than forty years, railroad passenger-cars have been constructed in this co)untry with the samle violation of mechanical prin



li
eiples tihat the house builder would be guilty of who should attempt
to support the upper part of a house by means of a pillar whose lines
of resistance to pressure firom above would be as indicated on the right
of the foregoing illustration. That column which looks as if about
to give way under the weight that it is supposed to be required to
sustain, represents simply the outlines of the old-fashioned car-platform, set upright.  The cdlumn on the left, in which the lines are all
direct, shows the application of the improved system of constructing
the platforms of cars.                                          A
In the early days of railroading, the car-builders placed the bodies
of the coaches about two feet and eight inches above the rail, and the
draw-irons were placed in the center line of the sills, but as improvements were made, the bodies were raised higher, though the drawirons were kept at the former level and combining both buffer and
coupler, were placed beneath the platform in order to correspond and
couple to the older cars.
Further improvements-still altering and raising the car bodiesmade it necessary to place the platforms quite below the car sills, in
order to sustain the draw-heads and still admit of their coupling at
the height as above stated.
This illustrates the crude state of railroading  and car building
during the first twenty years of the existence of. railways in this
country; when, it may be said, they were in an " embryo " state. It
also illustrates how one of the greatest violations of certain mechanical. laws crept into being, and, in a few cases, is yet nursed and maintained as carefully as in its extreme infancy, before it became a giant
in strength and could boast of its bloody victories; of having "slain
its thousands."
By preventing "~telescoping," we may avoid a large amount of
loss of life and injuries to persons, and, at the sami-e time, the loss of
hundreds of thousands of dollars in damages to cars &c. There is no
kind of accident that does so much to swell the accounts of " personal
damages" and "car repairs," on American Railways as that of " telescoping; " and, next in importance is " oscillation,"-which will be explained in the next article, and under that head-and the two together
make up about three-fourths of all the disasters on our American roads,
and both are being wholly prevented by the use of the "Miller Platform, Coupler and Buffer."




12
I AiILL  MENTION  A  FEW   CASES  OF  ACCIDENTS  IN
WHICH CARS WERE TELESCOPED FOR WANT OF
THE PLATFORMS.
-F irst Case.-On the 16th of May, 1870, a collision occurred on the
Missouri & Pacific Railroad, near Eureka station, at 6 o'clock, A. M.,
between a freight and a passenger train. The cars of the passenger
train were badly smashed to pieces; and a large number of passengers
killed and wounded, A case of telescoping in its worst form. Immediately following this accident, the Company equipped their cars
with the "Miller Platform," and since that time have had no accidents
resulting in loss of life.
Second Case. —Oju the morning of the 8th of July, 1871, two passenger trains on the Newark & New York Railroad, met at Brill Switch,
while running at high speed. The engines were demolished, the first
and second cars of each train telescoped. Four persons were killed
and nine wounded-nearly all that were in the cars.  No injury to
cars or of passengers could have occurred, had the cars been equipped
with the " Miller Improvements.''
Third Ccase. —On the night of September Sth, 1871, two passenger
trains collided on the Louisville & Nashville Railroad, in which the
cars telescoped, killing two and wounding a large number.
Fozurth Case.-On the morning of February 7th, 1872, a southward
bound passenger train on the Rockford, Rock Island & St. Louis
Railroad, came in collision with a freight train going north near
Upper Alton. The baggage car and first coach telescoped, took fire
and were entirely consumed. Many of the passengers were caught
between the car seats, and all egress from the car was cut off, while
the flames finished the work of death. This case was another that
largely swelled the number of " killed and wounded by accident."  A
case which would not have resulted fatally had the cars been equipped
with the Miller Platforms.
Fifth Case.-On the 4th of July, 1872, a westward bound train on
the South Side (Long Island) Railroad, collided with a passenger
train which was standing at Newtown Switch. The west bound
train was heavily loaded with passengers, the platforms being full,
and the engineer could not stop in time although he saw the flag sent
to warn him, and did all in his power to avert the danger. The trains
struck very lightly, and yet two cars were telescoped in the west
bound train, and three in the other train. Quite a large number were




13
killed and wounded, but such accidents can not occur there now- as
the cars of the Company are equipped with the " Trussed Platforms
and CJompression Buffers."
Sixth Case.-On the 6th of December, 1872, on the Pennsylvania
Central Railroad, the eastward bound Cincinnati Express, which had
been divided into two sections, collided, the second section running
into the first, near Mifflin Station. This was a Pullman train, and as
the second section rounded a curve the engineer saw the first section
and put on the air-brake, but it failed to stop the train which, plunged
into the other section, telescoping two Pullhnan car's, killing and
wounding a number of passengers. This is the only instance on
record where Pullman cars have telescoped into each other, and this
Company uses Pullman cars with the old fashioned platforms and
slack couplings.  Had these cars been equipped with the Miller Platformn, as they were when they were first roiled from the shop where
they were originally constructed, no such case of telescoping would
have happened to them. Fortunately for the passengers of the second
section, the speed was so much reduced by the brakes before the collision, as to save the cars of that, section from telescoping, though the
couplings between the baggage car and first coach were broken and
the rear part of the section rebounded a short distance on the track
where they became stationary.  This accident shows the wisdom of
using train brakes, and the certain result of neglecting to use the
Miller Platforms.
Seventh Case.-On the evening of December 17th, 1872, a collision
occurred between a freight and an emigrant train on the Central Railroad of New Jersey, near Bloomsbury, N. J. Thirty freight cars
were broken up, the engine of the emigrant train wrecked, and two
baggage cars immediately behind it were telescoped.
-Eighth Case.-On the night of June 21st, 1S72, an accident occurred
on the Grand Trunk R. PR. of Canada, near Belleville, Ont. The engine jumped the track; the cars were telescoped, and over sixty passengers killed or wounded. This was one of the most fearful cases of
telescoping; one at which the heart recoils; which calls loudly for
reform in the construction of passenger cars, and for providing them
with the preventive of telescoping.
NVinth C'ase.-On the morning of the 27th of December, 1872, a
mail train on the Baltimore and Ohio R. R. ran into the rear of an
express train, telescoping the Vwo rear passenger cars, which took fire
and were burned. Three passengers were injured.




CASES OF PREVENTION.
I CONSIDER the preceding chapter on telescoping as quite sufficient
to prove my theory, and now propose to sh'ow some similar cases of
collisions and derailments where the Miller Platforms were in use,
and how they preserved the lives of the passengers and the property'
of the companies using them. I shall show more cases of preventions
of telescoping than I have of telescoping, as I am loath to republish
the many disastrous' cases that have come to my notice in the daily
prints. What I have given is for the benefit of' all concerned, and
with the hope that it will aid in giving us a better and safer system of
rapid transit.
First Case. —This was a collision on the Chicago, Burlington and
Quincy R. R. in the month of May, 1869, between a passenger train
and an engine running wild. The engines were demolished, but the
cars kept their places, and no passengers were injured firom the fact
of the cars being equipped with the Miller Platforms and Compression
Buffers, vide letter of Robert Harris, Esq., Gen. Supt. C. B. & Q. R. R.
GEN'L SUPERINTENDENT'S OFFICE,
CHICAGO, BURLINGTON AND QUINCY RAILROAD,
Chicago, Ill., May 8, 1869.
Col. E. MILLER, 231 Broadway, N. Y.,
Dear Sir: We just now have been unfortunate in having a collision on a curve between one of our passenger trains and a " wild engine," neither looking for the other, causing an utter wreck of both
engines, but not materially damaging the cars or injuring any of the
passengers-'thanks to the Miller Platform. A few days ago there
was a collision between two trains running in opposite directions on
the Hannibal and St. Joe line, with similar results. Mr. Mead attributes their comparative freedom from loss to the platform, which we
both regard as the best and most paying railway improvement extant.
Yours, truly,
ROBERT H-IARRIS, Gen'l Sup't.
(14)




15
Second Case. —On the Erie Railway, between Cuba and Belvidere,
M/Iay 15th, 1869, a passenger train, moving east, ran into a freight
train, which had been thrown from the track, and though the concussion was very great, the passenger cars were uninjured and kept their
places, saving the lives of all on board the train. It was the unanimous opinion of those in charge of the train, the passengers, and offi.
cers of the road, also of Gen. Sup't Riddle, that had it not been for
the Miller Platforms, the cars would have telescoped with the most
fatal consequences.
Third Case.-In the month of July, 1869, the Washington through
express train on the Camden and Amboy R. R., was thrown from the
track by running into a "dumpy."  "The cars ran some distance
over the ties, but the couplings held each car in its place, kept the
train from breaking up, prevented the cars telescoping, and saved the
pass'engers from injury. This was owing, it is said, to the cars being
provided with' somebody's patenl bunmpers."'   So said the New York
Sun, ill describing the accident. These "' bumpers " were the "Miller
Platforms and Buffers."' The following is what Mr. Sup't Geo. W.
Barker said about it:
NEW JERSEY RAILROAD AND TRANSPORTATION CO.,)
OFFICE OF MIASTER OF TRANSPORTATION, 
Jersey City, Sept. 4th, 1869.  )
Co_. E. MILLER.,
Dear Sir: In reply to your note of this morning  am,appy to
certify to you that, in my opinion, the use of your "Compression
Buffers" on our express train, prevented train and passengers from
receiving serious injury in a recent accident occasioned by the engine
striking an obstruction on the traclk, overturning the postal and bag-,gage car, but causing very little injury to the other portion of the train.
Yours, respectfully,
GEO: W. BARKER,
Master of Transportation.
I concur in the opinion of Mr. Barker as above given.
F. WOLCOTT JACKSON, Gen'l Sup't.
Fourth Case.-This occurred on the Allegheny Valley Railroad,
in May, 1870,  An express train from Oil City for Pittsburgh, struck
a large rock at a land slide. It was stated that the engineer had no
knowloclge of the obstruction until the engine, which was running
very fast to make up lost time, struck the rock. The Pittsburg




16
Commercial, in referring to the accident, contained the following:
"The speed of the train is at its highest rate; the impenetrable ob.
struction on the track is not seen until so neal that no effort can be
made to check the momentum of the train, and the advance -of that
train is stopped instantly-not in one hundred feet, nor fifty feet, but
inzstanztaleously.  Could any severer test than this be given to these
improvements?  (Miller Platforms.)  It was this same peculiar improvement that saved the lives of the passengers of that train."
Fifth  Case.-This case is explained in the following correspondence:
231 BROADWAY, NEW YORK,
July 26, 1870.
H. E. SARGENT, ESQ.,
Sup't Michigan Central Railroad, Chicago, Ill.
DEAR SIR;:-I see in this morning's New York Herald a report of
an accident on your road on the 20th inst. The report seems to be
copied from the Detroit Free Press.
While I deeply regret the loss of life on that occasion, I feel a
little anxiety to know how the Platforms behaved. The collision
seems to have been sufficiently severe to have caused a serious
case of "telescoping," if the cars had been equipped with the old
style of platforms. Were all the cars equipped with my platforms,
and did any break?  Please answer and oblige,
Your friend,                  E. MILLER.
OFFICE MICHIGAN CENTRAL RAILROAD,
CmHIAGo, July 30, 1870.
E. MILLER, EsQ, 231 Broadway, New York:
DEAR SIR:-I an in receipt of your favor of the 26th inst., and
cheerfully comply with your request as to particulars touching the
late collision upon this road at Wayne Station, and the operation of
your platforms as connected with the same.
The passenger train was our "Atlantic Express," which leaves
here at 5.15 P.M. On approaching Wayne Station-which is not a
stopping place for this train-the train was signaled to proceed, and
did so without slacking its speed, running in upon a side track and into
the rear of a freight train, demolishing the conductor's car and killing
two brakemen, who were supposed to have been asleep in the same.
The monmlentum of the train drove the engine forward, demolishing
several freight cars, when it finally stopped after trimming the




17
engine pretty thoroughly, and to some extent damaging the baggage
car. The second class car received a small bruise upon one corner;
but none of the passenger coaches, which immediately followed,
nor the three sleeping cars on the rear of the train, were IN ANY
MANNER bruised nor injured; nor was a passenger on the train
injured!
The passenger train was composed of a large 12-wheel baggage
car, one 12-wheel second class car, two 12-wheel first class coaches,
and two 12-wheel Pullman Sleeping Cars-all of which had the
Miller Platform.  On the rear was the heavy 16-wheel Pullman
Hotel Car, which had the ordinary platform.
I was informed by one of the Sleeping Car conductors, that the
easing up of the train was so gradual, and the jarring so slight, that it
did not awaken more than half his passengers.
It is the opinion of all our people who were present, and with
whom I have conversed, that the Miller Platform  and extraordinary
strength of our cars prevented much damage, and possibly personal
injury and loss of life upon the train. Truly yours,
H. E. SARGENT, Gen'l Subpt.
Sixth Case.-In February, 1871, a passenger train on the Northern (N. H.) R. R., ran into the rear of a freight train at North Boscawen, knocking the freight cars and passenger engine into "pi," but
resulting in no damage to the passenger cars nor their occupants.
The passenger cars belonged to the Vermont Central Railroad, and
being equipped with the platforms, they were saved from telescoping.
Seventh Case.-We copy from the New York Herald of January
10th, 1872: "Owing to a misplaced switch on the Hudson River
Railroad, the four o'clock train from New York yesterday afternoon,
ran off the track just south of Hastings. Six passenger cars, two
palace cars and a baggage car were dislodged and ploughed their way
over the frozen ground at a fearful rate. Not one of them upset, and
when they came to a stand they formed a zig zag line, but all coupled
together. The passengers were panic stricken, but no one was injured
in the least."
Eighth Case.-On the Boston and Providence Railroad, on the
afternoon of the 15th of July, 1872, the express train from Boston,
while passing through East Foxborough, struck a butcher's wagon,
throwing it around in such a manner as to bring it under the wheels
of the train, derailing the cars, which ran a considerable distance over
the ties, breaking the trucks and rolling them together beneath the
2




18
car bodies, and yet, when the train came to a standstill, it was found
that not a person was injured on the train. The passengers were loud
in praise of the Miller Platforms, to the use of which they accredited
their escape from imminent peril. The managers of the road claimed
that the platforms in that one accident saved to the company double
their cost.
Yinth Case. —On the Chicago and Northwestern Railway, Aug. 17,
S172, a passenger train going south, when near Clinton Junction, was
thrown from the track by the engine climbing the rail on a curve,
shaking up the passengers in a fearful manner as the cars jolted along
over the corduroy of the ties. They were all equipped with the
MNiller Platforms, which prevented telescoping and injury to passengers
and cars, that would surely have happened had the cars been supplied
with the old style of platforms and slack couplings.
Tenth C'ase.-Nov. 30, 1872, on the Boston and Providence, Railroad, the express train which left Providence at 3 o'clock, P. M., when
going into Boston, ran into the rear end of a freight train that had
broken in two, on a curve near the Coliseum. The engine of the express was the A. A. Folsom, run by Mr. Wmn. Bowman, who did all
in his powrer to avert the disaster, but it being on a blind curve, he
did not see the freight train until it was too late. The concussion was
very heavy; five of the freight cars were smashed and the beautiful
engine badly damaged.  However, there were no persons injured oa
the passenger cars, which was conceded to be owing to the Miller
Platforms, nor were the cars much damaged. The managers of the
road were highly pleased with the effect of the platforms, and claimed
that in this one case they again saved more than the cost of the
equipment of the road.
Eleventh Case.-On the night of Nov. 29th, 1872, on the New
York Central, the Cincinnati express, going east, ran into the rear of
a stock train which had stopped and just started at a water-house near
Chittenango.  The express was going at the rate of forty miles per
hour, and dashing into the stock train, ran nearly through five cars,
when it left the track and went through the water-house, throwing it
down. The express brought up within the length of seven cars, and
yet not a person was injured, nor were the cars broken, but the engine and tender were complete wrecks, the latter being smashed by
the platform of the mail coach, which was in front of the other cars.
Twelfth Case. —At Concord, N. H., on the Montreal road, Dec.
e0, 1872, the 3.30 southward bound express, loaded with passengers,
was saved by the Miller Platforms, from being " pulverized.9"




19
Thirteenth Case.-About the same time the mail train on the Rutland (Vt.) Road, when near Cuttingsville, ran off the track from striking a bad frog, and though running fast at the time, the cars were but
slightly injured, and no persons hurt. The Rutland Herald says:
" If it had not been for the Miller Platforms and couplings a serious
smash-up might have occurred."
Fourteenth CUase.-On the morning of December 13th, 1872, near
Basket Station, a man got fast with a log on the Erie railway track.
He unhitched his horses from the sleigh and signaled an approaching
express, but too late to stop it, and it struck the log with tremendous
force, throwing it from the track at the same time the engine went
off, ran over a short bridge on the ties, and into the ditch-all without injury to the passengers or cars, though the engine was badly
wrecked. "The tender and cars were all equipped with the Miller
Platforms."
Fifteenth Case.-On the 27th of September, 1872, the Chicago
express train on the Hudson River Railroad, ran off the track at Yonkers. Six cars, filled with passengers, left the track, but nolhe of them
upset, nor was any one i!ijured.'They were equipped with Miller Platforms."
Sixteenth Case.-On the night of Dec. 26th, 1872, five coaches of
an east-bound passenger train on the New York Central were thrown
from the track by the breaking of a switch-bar, between Schenectady
and Albany. They came to a standstill in a zig zag line across the
three tracks, but not one turned over or uncoupled, nor was any person hurt.  " They use the Miller Platform on all their cars."
Seventeenth Case.-On the Fitchburg Railroad, January 10th,
1873, by a misplaced switch, the afternoon train, going east, at Waltham run into a freight train and smashed both engines badly, but did
no injury to passengers or cars; "the latter being equipped with
the Miller platforms which saved the train."
Eighteenth CUase.-The St. Louis Railway Register, of January
24th, 1873, contained the following: " A broken rail threw a train off
the track on the Hannibal and St. Joseph Railway last week. All
accounts agree in stating that the Miller Platform prevented telescoping and'immense loss of life and property."
Nineteenth Case.-At about 2 o'clock on the morning of February
10th, 1873, the second Pacific express train, on the Hudson River




20
road, ran off a turned switch at Coxsackie while running at the rate
of thirty miles per hour. The trucks of the cars were torn away and
demolished, but the car bodies were uninjured and not a person was
hurt on the train. It was freely expressed by the passengers and
railway employ6s, that had it not been for the "6 Miller Platforms,"
the cars would have telescoped and the loss of life would have been
frightful.
Having furnished in the foregoing what I deem as ample evidence
of the value of my improvements, I will give, in some other part of
the book under its appropriate heading, a few of the many testimonials
which I have received from managers and superintendents who are
using my Platforms on their cars, and who, from  actual experience,
know their great value.




UNEXPLAINED ACCIDENTS
AND
IN the monthly report of accidents there is always found a large
per centage which are denominated " unexplained," and it often proves
that this class of accidents is of the most disastrous character, being
very destructive of both life and property. For the sake of bringing
this subject before the reader, I propose to give a detail of accidents
of this character, taking them from the published accounts of the
daily press, stating the causes assigned and following with what I
consider the real defects which led to them. In doing so, I will endeavor not to criminate or censure the management of railway officials
— as all are my friends and a bond of common brotherhood binds me
to them —but I will aim to show some of the radical defects of the
old system of making up trains and its deleterious effects upon tracks
and rolling stock, leading directly to danger and accident. The daily
papers are too ready and willing to jump at conclusions, and it is
often the case that the innocent are made to suffer for the guiltyeither through a lack of knowledge regarding the subject of railways,
or from a wilful desire to bring reproach upon the management of
certain roads.
On the first of February, 1872, an accident occurred on the Lehigh
Valley R. R., which some of the New York papers described under
the following caption:
"' THE BROKEN RAIL ACCIDENT.
DETAILS OF THE DISASTER ON THE LEHIGH VALLEY RAILROAD,.
SEVEN PERSONS ALREADY DEAD AND DYING.
NINETEEN PASSENGERS REPORTED AS WOUNDED.
CULPABLE RECKLESSNESS OF THE ROAD  ENGINEERS.
RACING  ON SHORT CURVES REPEATEDLY  INDULGED  IN.
NECESSITY OF MORE STRINGENT RULES AGAINST HIGH SPEED."
The first four lines of the above heading may be true; but the
balance of the caption-the 5th, 6th and 7th lines-shows the limited
(21)




22
knowledge of the man who made it up, and of the reporter who furnished the copy: to say that he wrote an account of the occurrence,
would be doing him injustice, for it is too full of errors, and certainly
he did not mean it should be; therefore I am inclined to the belief
that it was not so written. The article in question was full of critical
wrath toward the engineers, charging them with running at too great
speed, and claiming that cars ought never to be run over thirty miles
per hour. Now I hold that fifty miles per hour is not too fast, providing the cars are built as they should be, and I see no reason why
this may not yet become the standard for the average speed of express
and through mail trains on all trunk lines.  "Recklessness of Engineers," or" Racing on Short Curves," did not contribute to this accident. Nor did weak or unsound rails or ties, for ino company can
boast of better. The real cause of the accident should be understood
by every railroad president, vice-president and superintendent, as well
as their master mechanics, car builders and engineers, for it is these
officers who accept or reject propositions for the use of important
improvements to make the rolling-stock of their roads the most perfect in use. It is to these'officers that I address this subject, and I
ask them to read it-all of it-carefully and studiously, for I assure
them that, before they finish it, they will clearly comprehend how
this accident was produced and how it ought to have been prevented,
and they will understand the cause of many accidents which have
heretofore been misunderstood, and see instances, perhaps, where they
and the public have wrongly judged of their employ4es and those of
other companies. They will see how that thousands of lives have
been lost, and how it is that railroads which, a few years since, were
deemed dangerous on account of just such brokeen erail accidents having
become alarmingly frequent, are noy —with the same management
and the same rails and ties-free from fatal accidents, though they
use heavier coaches and run their trains at greater speed. They will
also see unfolded to them  the true theory of making roads pay by
curtailing the expense of car and engine repairs, and the more expensive cost of litigation and damage to persons.
The cause of that accident was SLACx  COUPLINGS, which, at high
speed, are always productive of oscillation. On all roads in all countries where this matter is understood, broken-rail accidents are made
to depend on the condition of the rails, while on many roads in this
country (not Europe) it depends on the way in which car platforms
are constructed, and the manner in which trains are made up. We
can run trains as fast and with as much safety in this country as they
do in England, and even with greater safety at a corresponding high




23
rate of speed, and this we already (co, on more than 200 roads, with
no oscillation or telescoping of cars.  We can and ought to do it on
all our roads, and will do it when this matter is well and clearly
understood.  I have wrought industriously for many years to make
my railroad friends understand the importance and necessity of so
constructing our car platforms and couplings, as to take the contact
between the cars, in the line of the greatest resisting power (straight
line), to prevent TELESCOPING; and I sought at the same time, without
calling particular attention to it in all cases, to prevent OSCILLATION,
and I am proud to say that considerably over 200 of the best roads in
this country now have their cars equipped as they should be, and are
free firom accidents of the character named above, and they have not
found these improvements expensive, but highly profitable to all concerned.  All this I have done without alarming the public in the
least, or acquainting them with the indisputable fact (I have not yet
found a person who attempts to deny it) that no man can invent a more
ingenious or successful contrivance to ensure the destruction of cars and'
passengers, in cases of collisions and derailments, and more certain to
break rails by oscillation, and at the same time keep the public in
ignorance of the real cause of it, than the low platforms and slack
couplings in cars running at high speed, particularly on down grades.
These low platforms and loose couplings are the old, simple
primitive, make-shift things that " cost bzlt little," and were thought
good enough and safe at the speed, weight of cars, and length of trains
used when they were first conceived, i. e., forty years ago; but on
the trains of the present day, they are absolutely dangerous, and unquestionably so at a speed of twenty miles per hour.
The system I complain of is found in use only in this country; it
was abandoned long ago in every other but ours. "Slack couplings)'
with high speed, are the cause of all " broken rail accidents," in which
the engine is reported to have escaped and remained upon the track.
The jarring and jerking felt on the engine or cars next to it, which
remain on the track, is caused by the cars off the track, and not by
breaking rails under the wheels of the engine, as many are led to suppose.  Occasionally I find an article in the newspapers, bearing evidence of having been written by a person who has devoted a portion
of his time to the study of this subject. Such an article Ifind in the
Whitestone Herald of January 24th, 1872. Other articles, equally as
correct,' I find in various newspapers, which shows that this subject is
receiving the attention of the public.  Would it not be well for railroad officials to be a little in advance of the public in this matter?




24
OSCILLATION.
Oscillation will do more than break rails; it will often cause derailment without breaking the rails or the wheels, or any thing appertaining to the track or car.  It may be claimed that such cases are
rare, but I will show you they are quite possible with slack couplings
and high speed. You may ask: "Do not the flanges of the wheels
keep the cars on the rails while the latter remain sound."  Sometimes they do not! The " tread " of the wheel is " coned," so that
the axle of a pair of wheels may pass round a curve on the radius
line. This coning of the wheels inclines them to seek equalized circumferences, and even on a straight line causes the truck to run in a
serpentine course, floating from side to side, frequently inmpingying the
rail with the leading wheel, so that only one wheel has to be forced
through, upon or over the rail, to produce an accident by oscillation;
and as the flange does not present a vertical face or line to the rail,
but, instead of it, one that slopes at an angle of from thirty to thirtyfive degrees from a vertical line, it is but are inclined planze that would
take a lateral force equal to the vertical pressure upon it to cause it,
when revolving, to worm itself on and over the rail,-provided the
rail does not break or spread,-for, though the plane is not quite
octant, the friction, by impingement of a dry rail by the wheel in a
lateral thrust, more than makes up the deficiency in that particular;
because the sloping flange of a revolving wheel, operated upon by
sufficient lateral pressure, is made to involve two great mechanical
powers, to wit: the screw and the wedge-the face of the flange
being an inclined plane under revolution.  In first-class cars there is
d vertical pressure, we will suppose, of about two tons on each wheel;
then, about two tons lateral pressure, on the " leaders " of a truck,
may be sufficient to cause derailment.  Hence, when a train, running
under the conditions above named, has attained a high degree of oscillation, it becomes only necessary to abr2ptly check the momentum of
it, at its forward end (thus giving an additional force to the oscillation
at the critical moment), to cause a derailment; hence accidents of
this character most frequently occur when trains are approaching a
stopping place or station, crossing or bridge (and this latter is almost
always on dowen g7rades, where, owing to great slack in the couplings,
oscillation is most violent); also on sharp curves, or wherever it is
desired to check the speed of the train, and sometimes it is done by
accident, as by collision, etc.  I would pursue this theme farther and
call your attention to another peculiarity of the action of trucks and
wheels when under rapid motion.  The coning of the wheels as they




25
swing from side to side, enlarges the circumference of the wheel on
the line of contact with the rail on one wheel while it diminishes it on
the other.  This causes the one of lesser diameter to slip in order to
keep with the other, and results in sliding outward, as is perfectly
natural, at the same time producing a slight drawback on the momentum of the train. These little drawbacks on every axle of a long
train, combined together, are equal to a certain amount of brake
power, and explains why, as many engineers have found by experience, that a train sometimes starts harder than at other times,
owing to the position of each and every car upon the rail. Again, it
is a fact that in cases of sudden check upon the forward end of a train,
which is increased in force as it passes from car to car, where slack
couplings are used, will strike the bodies so heavy as to cause the
forward trucks to tip backward (as there is no fore and aft bearings),
and thus the weight on the leaders is often lifted and sometimes the
leaders themselves. This is a fact vouched for by some of the best
and Plost experienced railway employes.  This, however, can be
overcome by using six wheel trucks.
A few cases (of accidents), as examples, will help us to understand
this matter. I get the following from the newspapers:
First Case.-Indiana Central, Jan. 1 8, 1865: "' the train was running
very fcst, and encountered a sharp curve, the engineer shut off, the rear
car was precipitated over sound rails, and down a bank, turning over
four times."  Wounded forty.
Second Case.-Almost identical with the first.  On the Galena &
Chicago R. R., near Cherry Valley Station, running at high speed,
shut off on nearing station; FIVE cars were thrown over sound
rails, and down a fifty feet bank, &c.'6 Many persons injured, &c.
Tkird Case.-The same as the 1st and 2nd, occurred on the Northern Central Railroad, January 19, 1865.
Fourth Case.-On the New York Central Railroad, June 17th, 1865.'" The train, running on a straight and smooth track, was checked, by
shutting off steam, near Oneida Station; and the two rear cars thrown
over the rails, and down a small bank. The rails remained undamaaed."
Fifth Case.-On Pennsylvania Central Railroad, Feb. 3rd, 1865.
" The express train going west, and running, very fast, at 5 P. x. the
engine broke her connecting rod, near the forward crank; the rod
dropped on the track and ran into the ground, nearly upsetting the




26
engine, and causing a check to the momentum of the train which threw
the three last cars over sound rails, and down the hank; killing two
and wounding fourteen."
Sixth Case.-On the Buffalo & Erie Railroad, on the 18th of December, 1867, the train was behind time and running fast to make up
time; it ran down the grade with unusual speed; the engineer shut
off at the bridge over Big Sister Creek, near Angola, thus giving a
slight check to the forward end of the train; the two rear cars were
thrown over sound rails and off the bridge. Killed, 48; wounded, 40.
Seventh Case.-This occurred on the Buffalo & Erie Railroad,
near Westfield, N. Y., in the month of February, 1869. The through
Express from Chicago, was running rapidly down a grade, the oscillation becoming so great that the two rear cars were thrown off, and
down an enbankment about 8 feet in height. Not a rail was broken'or damaged, and fortunately no persons were killed, though several
were severely injured. The New York Herald, in commenting on this
accident, said: " There was no doubt in the minds of the officials, on
arriving at tne scene of disaster, that it was owing to slack couplings, andc only another warning against a system that should be abolished on all roads, to be superseded by compression buffers."
Eigh~th Case.-On the Chesapeake & Ohio Railroad, on the 6th of
August, 1870. The train, in passing up a steep grade and around a
sharp curve, having the principal engine in front, drawing the train,
and a "pusher" 9engine at the rear end of train to help. The head engine
kept the front of the train straightened out, and a degree of tension
in all the couplings between the cars, but broke loose from the train
when the cars sagged back on the pusher, producing a check, which,
owing to the consequent great oscillation, or lateral thrust, threw the
cars over the outer rail, killing 9, and wounding 15..linlth Case. —On the 24th of December, 1872, on the Buffalo,
Corry & Pittsburgh Railroad, a train, consisting of a baggage and
two passenger cars, was approaching Prospect Station from the south;
the train was running at high rate of speed, and when about to
cross the bridge over Goose Creek, the engineer shut off; the oscillation
was very great, and the entire train (except the engine and tender)
went off the bridge into the chasm, where it took fire, and only a
very few of the passengers escaped. It was found that the flange
of one of the rear wheels of the tender was broken, letting the
truck down on the track, and checking the train; and yet the engine
passed over in safety.




27
Tenth Case.-This happened on the Wilmington & Weldon Pailroad, Sept. 26, 1872, while an express train was passing a bridge.
The engineer shut off, and the two rear cars went over into the stream..
No cause was assigned, but the report said it was supposed to be
owing to a broken rail.
Eleventh Case.-On the 8th of January, 1873, on the Louisville
& Nashville Railroad, an express train was approaching Belmont Station, when suddenly the two rear cars were thrown from the rails,
and drawn some distance on the ties, when one turned over and took
fire from the stoves. The accident occurred on a straight track, and
there being no embankment, there were but few persons injured. It
was said to have been caused by a broken rail.
These cases I deem sufficient. Do they not show the unavoidable
effect of the oscillation of the cars under the conditions I have named?
Now, methinks, I hear the question: IHow is oscillation prevented?
I answer, simply by tension or compression.
FIRsT.-TENsION, by resisting, at the rear end of the train, the
power and effort of the engine at the front end thereof-by the use of
the brake on the rear car-so that there may be no slack in the train;
and —SECONDLY-by COMPRESSION o011 the elastic buffers between the
cars, as practiced in England, F'rance, and all other parts of Europe,
by machinery applicable to their roads, but not to ours; or by the
same principles embodied in the " Miller Cowmpression Buffer and
Cotupler," used with the "Miller Platform," which performs well on
American roads, and has not, in a single instance, filed to do its work
surely, safely, profitably, and in every respect satisfactorily.
The first plan-braking on the rear car-cannot for a moment be
entertained; while the latter-tension by compression between the
cars-is free from objections.
IN ALL PARTS OF EUROPE, WHERE RAILROAD TRAINS ARE COUPLED
WITH COMPRESSION, THERE ARE NO ACCIDENTS DY OSCILLATION, OR TELESCOPING. IN AMERICA, WHERE IT IS OMITTED IN COUPLING CARS SUCHI
ACCIDENTS ARE OF FREQUENT OCCURRENCE.
Hundreds of lives and millions of dollars of property have oeen
destroyed in the passenger department of American railroads, and
most of them by telescoping and oscillation, which can and must be
prevented.
In conclusion.  Cars are sometimes forced  over the rails by
OSCILLATION as I have shown; BROKEN RAILS also are caused by




28
"oscillation."  When you hear of a broken rail accident, are you not
almost always told that one, two or three of the rear cars (sometimes
more, if the train is a large one,) ran off, while the engine and some
of the forward cars remained upon the track. Why is this? Because
oscillation commences at the first car and increases in each succeeding
one until it reaches the last, where at high speed, occurs the most
severe impingement of the rails. But I have said enough! Do not
lay this matter aside until you fully comprehend it-study it-write
to me for any information you may want, it will be gladly and fieely
given to all Railroad men. Send for the shop plans and patterns,
the former will be supplied gratuitously, the latter at cost. Hooks,
Buffers, and Levers, ready made, will be supplied on short notice.
DAMAGE TO CARS AND ANN-OYANCE AND DAMAGE
TO PASSENGERS BY JERKING-UNDER THE OLD
STYLE OF SLACK COUPLINGS-EXPLAINING H-IOW
THE THING IS DONE.
1st. BAcrINaG.-In the old style couplings there is an interval
usually of about four inches between drawv-heads. This enables the
engine, which is of twenty-five or thirty-five tons weight, perhaps, to
move back that distance before it meets with resistance. The power
used to move the engine, together with this momentum, overcomes
the spring at the back of the draw-head of the first car, and causes a
solid blow of the engine on the first car which jars the first car-the
engine still moving, has, besides its own weight ands momentum,
that also of the first car, and also the power of the (said) first compressed
spring which reacts, and meeting with no resistance between the first
and second cars, in consequence of the interval between those cars,
the second is struck with a heavier blow than the first, even though
the engine be moving no faster, and so on to the last car, which receives a much heavier blow than the first car, though the engine
may move no faster than at first. All this, understand, occurs in
backing the engine.
2d. STARTING AHEAD.-The effect in starting ahead is the same; the
moving engine "catches". the first car, reduces the spring, which
reacts, dragging the car up again towards the engine, catching the
second car with a jerk, with the same effect as before, and so on to
the last, the last car receiving the hardest jerk; so that the effect is
the same in backing or starting-the last car receives the severest
jerk. This explains the cause of the very disagreeable movement of
the cars in starting from or stopping at stations, as is everywhere




29
experienced, much to the annoyance and often damage to passengers,
where the old style of slack couplings are in use.
For fear that railroad managers, who have never tried the Compressed Couplings and, who are accustomed to the incessant "jerks "
and "jars" in starting and stopping trains on their roads, may not
give due consideration to the above, I will add, —" Tight Couplings'
make each car worth at least'$1,000 more-than if Slack Couplings
were used-to the company by diminishing the wear and tear, and
consequently " annual relpair account."  Again:  Passengers are not
only annoyed and vexed but absolutely maimed or lamed for life by
the jerks of the —infernal, because dangerous and unnecessary —loose
couplings.
After the above was prepared the following case was found
reported in the New York Herald of April 10, 1873. It is of so
recent date that I adopt it in place of others I had selected.
AN  INJURED  PASSENGER  OBTAINS 88,000 DAMAGES
IN TRENTON.
For the last three days the United States Circuit Court at Trenton
has been engaged in hearing a suit for damages brought by Jerome
B. Pollard and wife against the Pennsylvania Railroad Company for
personal injury done to Mrs. Pollard while in the cars of the defendants at Jersey City in the summer of 1871. The plaintiffs are residents of Chicago. At the time of the accident MIrs. Pollard had been
on her way from that city to New York. The train upon which she
was traveling was near the depot at Jersey City, running at a slow
rate, while the lady was standing in the car near her seat, and, when
in the act of arranging her daughter's hair, preparatory to leaving the
train, a sudden and violent jerk was given to the car, which caused
her to fall against the end of the seat, striking her in the spinal joint.
The result was a serious injury, from which she still suffers. The
sum of 820,000 were claimed as damages. Mrs. Pollard's depositions
were taken in Chicago and read in Court, as she could not put in a
personal appearance. Messrs. Abbott, of New York, and Mr. W.
Creveling, of Trenton, acted as her counsel, while Mr. J. W. Scudder
conducted the case on behalf of the railroad company. Judge Nixon
proceeded to charge the jury yesterday at half-past two o'clock. The
jury retired, and after being out five hours brought in a verdict for
the plaintiff, $8,000 damages.




INQUIRIES, OBJECTIONS AND EXCUSES.
I am indebted to friends for letters of inquiry, and I hope I may
receive many more. I have also received some objections and excuses,
of the former only three, and of the latter one, and I think it may be
well on this occasion to mention them and repeat my answer to them.
Before doing so, let me here invite all who take an interest in railroads
to give my " improvements' the sharpest kind of criticisms, for if they
have faults I shall be glad to know it I All letters will receive my
prompt personal attention.
We will now take up the important question, the three objections,
and the excuse.
1st. " Will the cars uncouple accidentally? ";2d. "They are too heavy."
3d. " You charge too high for the right!"
4th.'$ We run our cars over other roads; when they adopt the improvements, then we will also!"
5th. "': Cars equipped with compression, or without slack, start hard
and are bad in snow storms!"
The 1st is a question that is frequently asked.
The 2d, 3d, and 4th are offered sometimes as objections.
And the 5th is an excuse for not immediately adopting the improvetments.
I will consider them  briefly, in the order in which I have named
them.
Ist. "6 Will the cars uncouple accidentally?'"
ANsWER. They will not, excepting one of the ears is upset or
turned on its side, in which case the hooks are turned back or side, to
face, which renders them useless as couplers. But while both coupled
cars stand up, whether they are on the track or not (no matter how
much they may lean, if neither of them  falls over) it is impossible
for them to uncouple; because the head of the hook is 6 inches, vertical measurement, by 8 inches, lateral, while the spaces through which
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r
/  i                        /  /11/i!;                        S         O        L..,,                     1!~1I1  I'~.
*  _______ _'%%1 4_




they would have to pass, in order to uncouple accidentally, are just
one inch less each way, and 6 inches of solid iron is not easily passed
through a 5 inch space, in iron, or 8 inches through 7 inches. But
these couplers, like everything else, may be, by severe accident,
broken-though they are very much stronger than any other-or
bent so badly as to change the acute angle of the hook to an obtuse
angle, or the same effect may be produced by a leading car running
off the track and turning round to a line of deflection so great as to
break either the stop or the hook; in either event the cars may
be separated; but while on the track, they never can uncouple
accidentally.
That this point may be made clearer, I will attempt to explain
the philosophy of the construction of' this plan of coupling cars. In
the diagram of the coupling hook and stop (on the opposite page), the
line marked a, b is the longitudinal center line of the car, which,
for convenience, I will call the " draft-line;"' b is the rear end of
the coupling hook; c the joint; d the stirrup, or "a yoke " of the hook;
y the back of the hook; f the point of the hook, and f, g the face
of the hook. The line of the face, you will perceive, is not rectangular
to the " draft line " a, b, but acute-angular thereto. The exact value
of this angle is obtained in this way, viz.: The usual curvature of
rails is from 00 to 100. It is desirable, for the sake of convenience ill
uncoupling cars, to make this acute angle as slight as possible, and
yet not so obtuse to the line of draft of the next car, L, when on a
curve, as to cause or permit uncoupling. So I take 10~, m, to L,
as the maximum, and draw said "face-line " at right angles with said
line of draft, L, of said annexed car on said maximum  curve, and
call this my standard " face-line," though there are occasionally
sharper curves to traverse.
The " stop," h, forms an equally important part in the plan of
making an automatic and safe coupling. The point marked i is
another locality for the same stop. This is set just far enough from
the point of the hook, to leave a space exactly one inch less than the
width of the hook head-the former 7, the latter 8 inches. Through
this space each hook must pass in coupling, the space being enlarged,
for that purpose, by the pressure of the beveled sides of the hooks,
in the act of closing together for the purpose of coupling, and when
the coupling is completed, (the springs having crowded the hooks
together), the space is restored to 7 inches.
In equipping cars for use on extra sharp curves, all I have to do to
render the coupling safe, is to advance the stop towards the friont, i. e.
towards the other car. To show plainly what this change of location




of the " stop" hA will do, I have located it at i; while the location of
the "'stop" at h permitted the cars to move on curves without
materially diminishing the space between the point of the hook f
and the stop h its removal to i causes, as shown by the line-which
I call the advanced stop-line —a reduction of that space about one-half,
or to 3- inches.
Of course, the diagram shows an exaggerated plan, but I do this
to make the theory plain. For a curve of 100 feet radius, I advance
the stop 1 inches. This, I find by experience, is sufficient, and it
does not materially interfere with uncoupling on lines on ordinary
curves. So you see the question of reliability on sharp curves is
settled, theoretically and practically.
2d. "They are too heavy!"
ANSWER. This is a mistake; they may be made, and should
be, exactly of the right weight to withstand a collision of a full
train of cars at maximum speed, or a blow from an engine and train
in motion, and at usual speed, on the rear platform of the rear car of
a standing train, without breaking the platforms or cars or injuring
the passengers or employ6s. They are heavier than some, and much
lighter than other platforms, and they are graduated in weight to the
service required, and should be lighter on light than on heavy trains.
Platforms, like the roadway and the wheels, axles, trucks, and sills or
floors of cars, require to be made strong, consequently a certain
amount of weight is indispensable, but all other parts of the cars
should be made as light as possible.
3d. " You charge too high for the right!9
ANSWER. I certainly do not intend to do so! Nearly eight years
ago, I offered'"rights " at nominal prices to those who would adopt
the improvements, and put them in use at that time, and thus aid me
in the early introduction of them. Several companies accepted
the offer, and have used them  ever since. They have found them
profitable, and quite indispensable. At the same time it was my
often expressed intention to fix the price of " rights " at one hundred
dollars per (passenger train) car, and make no charge for fiture equizpment. I did so; but, as I heard complaints against these charges, and.
as Iclesired to meet the views of all as nearly as possible, I took great
pains to ascertain and compare the views of railroad managers, and
particularly of the officers and members of the Eastern and Western
Railroad Associations, upon this subject, and the result was the trial




of a Price List that I was assured would give general satisfaction.
I charge, one-half oft what I thought, and still think, I ought to
get; but I will be content if " low charges will hasten the introduction
of the improvements on all American railroads," and thus speedily
render travel safer and more comfortable.  MIy friends kindly predict
that I " will make a fortune out of it! "  I know that I am  working
hard, and rendering valuable services to the world, and deserve for
myself' and family one. (small) "fortune"' out of the many I am
gaining for others.
4th. "'We run our cars over other roads; when they adopt the
improvements, then we will also!"
ANSWER. There is no necessity for waiting for other roads to
adopt them! As well might you say, "We will not change ONE Of
our cars until all the others (of our cars) are changed!!" The rolling
stock of the whole country, cannot be changed in an instant! It is just
as well, in all respects, to mix your cars that are equizpped with those
of other roads that are not etuipped, as with your own cars that are not
equipped! All roads that have adopted them  have mixed up their
own cars in their everyday service, and also their cars with those of
other roads, some equipped and others not, and have experienced no
inconvenience therefrom.
5th. "' Cars coupled with compression or without slack, start hard,
and are bad in snow storms."
ANswER. In the outset, I too being accustomed to slack couplingswas prejudiced against compression, for the reason mentioned, but it
required but little reflection to convince me, that even if this apparent
objection did exist, it was far overbalanced by the great and vital
importance of compression as a means of saving life and property!
And when I reflect upon the universal practice in, Eturope of coulpling
cars by compression, I began to have faith in its utility on American
roads; since that time, years of experience have adduced. positive
proof of its great value, and that it is not only entirely free from this
objection, but it aids, the engine in starting the train when properly
handled-as is explained in the following, regarding the subject of
STARTING  TRAINS.
IT has been suggested by the operators of some roads, who are
not familiar with the workings of the improvements, that tight
coupled trains start hard.
In reply I will make brief mention of the subject of starting trains




34
which I hope all may comprehend. The'true principle of "getting a
start," may be gleaned from the engineers' saying: "All we want is
a'turn,' " (of the driving wheels).  Now, what use is the " turn"?
Does it aid in starting, by giving additional power to the engine?
No! not exactly; but it does by the mnomentum and weight of the
moving engine. Then all that is needed is to overcome the inertia of
the driving wheels and get momentum  to aid the steam power, and
this is true, for the locomotive, though considered a powerful piece
of mechanism, is comparatively a weak vessel without the aid of' momentum.  With compression buffers not only can the momentum  of
the engine be brought to bear upon the train, but each car will be
found to possess a certain amount of reaction, which, when properly
applied, will act directly upon the engine, and add greatly to its power
and force, doubly more than what is taken from it by the loss of slack
couplings.  For instance; a train, say of ten cars, is "stalled'" going
up a 70 feet grade, to start it again let the wide-awake brakeman set
the brake on the front platform of the rear car, or two rear cars if
necessary, then start the engine ahead so as to draw out the hooks as
much as possible, then reverse and throw the power and weight of the
engine backward upon the train, pushing the forward cars upon the rear
car or cars, and compressing the buffer-springs, with 1 inches play in
each buffer (equal to three inches between each pair of cars,) you will
have a compression of 30 inches. [Now reverse again and start ahead,
and as the rebound of the springs —which comes of the release of the
pressure of the engine —reaches the rear car, the brakeman who holds
the brake-wheel will let go, and the entire train will be in motion,
and that too with less loss of time than by the old slack method. Thus
you will find that your engine has a power of her own creating and
equal to herself behind her, which, when properly used, is double the
value of slack couplings in starting trains, from the simple fact that
the buffer-springs will bear a compression of ten to eleven tows
each, and this made to act upon the engine, must and does certainly
aid it greatly in starting a train.
I have the testimony of more than one hundred engineers,
who, before they tried them, were not in favor of compression buffers,
and who-after trying them-claim  that they have no trouble in
starting their trains, —that they can start the heaviest trains with as
much ease as they ever did with the slack couplings. The most
experienced of these engineers assert that they can start more cars,
with a brakeman who understands his part of the work, than they
can of the old style, slack couplings.




A FEW  SUGGESTIONS TO MASTER CAR
BUILDERS.
I HAVE endeavored, in this pamphlet, to explain in a concise
manner the effective working of my improvements, but have said
nothing in regard to their construction. I had hoped to have been
able to insert a full set of tracings, with directions for equipping, but
find the pages too small to admit them; and, therefore, will offer
some few suggestions regarding their application to cars, and at the
same time, call attention to errors which have arisen, by copying
from the work of others, and a want of thorough knowledge of them,
which can only be gained correctly by studying well the tracings
and printed directions, which I furnish, or aim to furnish, to all railway managers and master car builders. One great error which is
often met with, is that of placing the hook too low, so that a greater
space than five inches is had between the lower side of the buffer
beam and the upper side of the hook. It originated in this way: at a
Western car shop, a Pullman car was turned out, which, on inspection, was found to possess this error-the hook being seven inches
below the buffer beam. Happening at the shop on the day that the
car went out, I called the attention of the master car builder to it;
but finding the car was to be used that day in an excursion, and
there was not sufficient time to have the error corrected, I advised
them to spike a piece of 2-inch plank on the underside of the buffer
beam, so that the cars would not be accidentally uncoupled during the
excursion. This I did after receiving the promise that it would be
changed after the excursion was over; but the car did not come back,
and went into service with the plank spiked on the underside of the
buffer beam, and since that time a great number of cars on a great
number of roads.have been equipped in like manner, being copied frorm
this one, and showing most conclusively that the car builders did not
properly study the tracings, but were guided by the work (errors) of
others.
Again, in some instances cars are in use the hooks of which are too
low, but the railway men say they work well; and so they will on a
(35)




36
smooth track, but when off the track, or in case of " roucgh track" producing great vertical motion, the cars will unhook. Again, I have found
cars on which are safety chains, and have been told that they were
put on because some cars had uncoupled, and, on measuring, I found
the cars were all badly equipped, the greatest fault being that of
having the hooks too low, also the space between the hook and stop
too great.  I have found these errors in the construction of platforms in a prominent car manufactory, where some of the best of
cars are built, and here too it was the result of not heeding the
tracings, or rather a forgetfulness arising from a long neglect of looking them over. At one shop which I visited recently, I found some
errors, to which I called the attention of the master car builder, and
was told they (the platforms) were put up strictly according to the
tracings. I asked to be shown the tracings. I was taken upstairs
to a table, covered with old brasses and other worn out material,
and there beneath this collection was found the tracings, covered to
the depth of one-half inch with dust. It was quite evident that they
had not been very studiously observed.
In some instances it may be necessary, from peculiar construction
of cars or a variation in depth of sills, height, &c., to make a slight
change in the depth of platform sills, butting 5 inches against the end
sill of the car, instead of 6 inches, as per tracings; but a strict observance of the tracings is asked, with the hope that it may result in a
great saving to the company using the cars.
Cars equipped in accordance with my shop plans will not uncouple accidentally, on or off the track, excepting by the upsetting of one
car; and there is no need of safety chains. In every case which I
have heard of, where cars with my improvements have uncoupled, I
have found it to be from the causes I have mentioned, or from
so:me breakage of stirrups, or other irons, in a collision or smash
up of some kind. I have travelled may hundred miles to find a
genuine case of uncoupling, but always found the stories greatly
exaggerated; when such a thing has occurred, it has been from the
above causes. During a space of seven years, in which the platforms
have been in use, I have not been able to learn of a single case of
accidental uncoupling where the platforms, &c. were properly constructed, and were in order.




HOW TO INSPECT THE PLATFORMS, COUPLERS
AND BUFFERS.
Proceed as follows: provide yourself with a 12-inch rule and a
small iron bar. Place the iron bar so as to pry the buffer outward; if
it cannot be moved, then the key is in its place at the rear end of the
shank; if it can be moved, it is because it is not properly keyed, or
the spring is broken, or it is good for nothing. Again, pull the hook
outward (longitudinally), and then push it back again; if lost motion
is found, it is too loose, and either is not properly fitted, or the spring
has failed. Then proceed as follows:
1st. If the hook and stop. are from 6O- to 7 inches apart, the stirrups
and stop are correctly located.
2d. If the hook has 3 inches space in which to move back, the room
in the stirrup is right.
3d. If the distance from the top of the hook to the underside of the
buffer beam is 5 inches, it is right.
4th. If the hook projects (I mean the center of the hook face) 2~
inches outside of the wood of the buffer beam, it is right.
5th. If the buffer (inside face) projects 2~ inches from the wood of
the buffer beam, it is right.
6th. If the pin and chain will hold the hook from "flying back,"
if struck heavily by an old style draw-head, it is right; otherwise it
is wrong and dangerous.
7th. If the lever will draw the hook back to the rear wall of the
stirrup, and hold it there-by its ratchet-it is right.
8th. If the hook when " let go " snaps smartly to the center, the
main-spring is right. If it does not do so, screw up the heel bolt
until it does.
9th. The hand rails should not be more than 22 feet high,
over all!
10th. The brake wheels should be 14 inches in diameter, atid no
more, and should be at least 7 inches above the handrail, to prevent injury to the brakeman's hands, when turning curves or on rough track.
Be sure to use no cast iron worms on the bottom of the brake shaft;
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38
the shaft, at that part is 1~ inches thick-quite as thick as can be used
to the best advantage with a 14-inch wheel.
11th. When a platform becomes too low, or hangs dowli out of line
with the car sills, set a jack-screw under the stirrup and strain the platform upward. Then screw up the nuts of the upper truss-rods against
the truss-beam, which will hold the platform at the desired level.
CHECK CHAINS BETWEEN CARS ARE NOT NECES
SARY AND SHOULD NOT BE USED.
The "Miller Couplings "1 are, at all times, and under all circumstances —if correctly made and kept in good order-perfectly reliable
as a means of holding the cars together. They will not uncouple
(accidentally) on or off' the track, running on levels, or up or down
steep or high banlis; excepting in one case, which is when one car
turns over on its side while the next one remains standing up. In
such a case one hook has its side (top or bottom) turned to the face
of the other hook, which, of course, disconnects the couplings. And
in all such cases the couplings should disconnect, as in the case of the
Long Island R. R. accident, near Willow Tree station. This accident occurred in the month of May, 1869, in which the rear car of a
passenger train was thrown from  the track by oscillation; turned
over on its side and dragged some distance in that position; killing a
number of persons by their falling through the windows and being
crushed beneath the car as it was drawn over the ground, by the
coupling having held it to the car next in front. Had these cars been
equipped with Miller Platforms, the couplings would have disconnected as soon as.the car turned down on its side, when it would have
immediately stopped and there would have been but slight damage
done.
On the other hand, take the case of the accident at New Hamburg,
on the Hudson River R. R. In that case when the first coach turned
over on its side, the couplings parted and the buffer springs, which
were compressed by the remaining cars striking heavily upon the
cars that were off the track, rebounded, sending the upright cars back
on the track several hundred feet, and though they were covered by
the burning oil the fire was readily extinguished and the passengers
in these cars saved, though some were badly burned by the oil which
was thrown against and over them, and run in at the ventilators.
Had there been check chains in that case the whole train would have
been destroyed. How impossible it is to uncouple' accidentally will
be apparent when you reflect that we have two reliable couplings



39
each car having its own which securely couples it to the opposite carwhich combine to couple one pair of cars-and both of which must
fail at the same moment in order to make an accidental uncoupling!
Take the main spring and stop from one car, after it is coupled to
another, and that other car will keep the coupling between the cars,.
good. I have frequently done this to show the fact to railroad men.
But check chains are useful in one important particular. They enable
me, when out on my inspecting tours, to discover who does not comprehend these improvements. I never see check chains on Miller
Platforms without a feeling of sympathy for the Master Car Builder,
who either has not the ability to comprehend what I have said and
written to him, and shown him  by drawings, tracings and printed
directions, which cost me many thousands of dollars, or is unfortunately too inanimate and passive for the position he occupies, or,
what is most likely, he is tied down by " orders"  from his superiors,
based on erroneous ideas of economy. As an instance, I will state,
that in one case complaint was made to me by a superintendent that
cars equipped with my improvements had uncoupled! I immediately visited the company's sheds and yards, and inspected upwards
of sixty cars that had been equipped more than three years, and
during that time not one dollar's worth of repairs had been put upon
them nor had they been inspected by a person competent for such
duties.
I found many springs Droken, some that required resetting, several
hooks bent and levers out of order. I reported the fact to the Master
Car Builder, who informed me that he was not before aware of these
facts; that the management placed the Master Mechanic over him
and that the Master Mechanic appointed the inspectors and repairers.
I then went to the Master Mechanic, and found that he was limited to
one man to inspect and repair the platforms, &c., of nearly 300 cars.
I repeated the facts to thee Gen. Supt., and added a little voluntary
advice, which did about as much good as such things generally do.
The Superintendent shortly after ordered check chains to be placed on
all the cars. The order was obeyed, and when done, the cost of
applying them was far greater than a proper care of the platforms,
couplers and buffers would have been. I occasionally ride on that
road, but I have never found the chains hooked up, nor the couplings
in as good condition as they should be, and yet they seldom give any
trouble. Reader, are you a check-chain man? Must you haul cars
as you would logs or stone-boats?  If so, then be sensible enough to
haul them at very slow speed, as logs and stone-boats are hauled by
prudent people, and be sure you do not mistake your calling.




LETTERS FROM RAILROAD OFFICIALS.
I have received hundreds of letters from railroad officials, who
have used the improvements, and all certify in their favor, as will ap.
pear from the following exhibit of evidence, selected with regard to
brevity:
Letter from A. A. FOLSOM, SuZpt., Boston & Providence R. 1.
BOSTON, Nov. 30, 1872.
To COL. MILLER,'Dear Sir:-Last evening a passenger train from Providence, consisting of eight cars, ran into a freight train within our city limits.
The locomotive almost buried itself in a loaded freight car, and many
freight cars were smashed up. The passenger train was not injured
in the least, for it was fully insured against accident by each car being
provided with the "Miller Platform," consequently no passengers
were hurt, which fact is of great consolation to me, and I know you
will experience a like satisfaction. It is a curious fact that so direct
was the blow delivered upon the freight train, that not a wheel left
the rails, and one flat car —the tenth from rear end of the train-was
found with two additional trucks under it; the body belonging to
those trucks, being loaded with merchandise, was nicely and trimly
placed on the top of the flat car. This fact I think fully illustrates
your theory, that a train provided with the platforms ceases to be so
many separate cars, but is practically one car, especially when the
train is in motion.
I know you are constantly in receipt of communications of this
nature, and it is a pleasure for you to know that you have been, and will
yet be the instrument through which humanity will be protected
from  certain inevitable perils of railway travel. May you live long
and enjoy the fruit of your labors.    Yours, &c.,
A. A. FOLSOM, Supt.
(40)




41
OWEGO, N. Y., June 26, 1866.
CoL. E. MILLER,
Dear Sir: —I  answer to your telegram of last evening, I report
that on Saturday evening, the 23d instant, (about 10.20), passenger
train No. 1, Buffalo Express, from New York, then under my charge
as conductor, ran off at, a point on the Northwestern Division, about
nineteen miles from Hornellsville, occasioned by a piece of cast-iron
drawhead lodging against the rail and chair. The train consisted of
four well-filled coaches, and ran about 400 feet after crossing the rail,
when the engine ran into the ground, instantly bringing the train to a
stop. Our speed at that time was about at the rate of thirty-five
miles per hour. We were running to " make up " time, and for want
of time no available effect could be made to reduce the momentum
of the train. The train remained intact, and no damage was done to
either coaches or persons. The train was made up of cars equipped
with the " Miller Platforms, Couplers," &c., throughout, and to this
fact I attribute the escape of train, passengers, and employes from
damage.                Respectfully, yours,
S. GOSS, Conductor, Erie R'y.
The following is copied from a letter written by Mr. James Wood,
and dated at Syracuse, N. Y., Dec. 8th, 1872. Mr. Wood, otherwise
known as " Lightning Jim," runs the special Chicago Express on the
New York Central R. R., between Rochester and Syracuse, and on
the 15th of May, 1872, made the run, without stopping, in eighty-two
minutes, the distance being eighty-one miles; which is safely set down
as the quickest time on record. It is but justice here to say that MIr.
Wood is one of the most careful men on the foot-board that can be
found anywhere:
" But I must tell you of the recent accident at Chittenango, which
occurred the next evening after Thanksgiving. The stock train going
east was ordered to proceed to Manlius, and " side track" for the
express to pass; but instead of so doing, the train went on to Chittenango, and stopped at a water tub a little west of the station,
where it was overtaken by the express. It had just started, and the
entire train had nearly passed the water house, when the express
plunged into it, running at a forty mile rate, crushing through three
cars, and then leaving the track and going completely through the
water house, tearing it entirely down, and burying itself in the ruins.
The shock was tremendous; the train bringing up in so short a distance; but there was no injury done to the cars, with the exception




42
of the front platform of the postal car, which was next to the tender,
and that was but slightly injured, while the tender was completely
battered to pieces, there'not being enough of it left to repair. All
agree that the safety of the passengers was owing to the platforms;
and I am happy to add, that during the past four years in which I
have run the special train (the cars of which have been equipped
with the' platforms,') they have never given me the slightest trouble
about starting or breaking apart.  We all consider the Miller Platforms as the greatest safety device ever put upon passenger cars, and
that they should be upon every passenger car in the country."
ALLEGHANY VALLEY RAILROAD,
GENERAL SUPERINTENDENT'S OFFICE,
PITTSBURGH, August 21, 1871.
COL. E. MILLER,
Dear Sir:-We have had in use your Patent Trussed Platforms
and Compression Buffers on our passenger cars for about two years,
and on one or more occasions they have been severely tested without
a strain.  We would not think of being without them, as with them
we feel entirely safe against the possibility of telescoping in case of
collision. We find also that the annoyance of jerking, in starting or
stopping suddenly, is almost entirely prevented, adding greatly to the
comfort of passengers.    Your, truly,
J. J. LAWRENCE, Gen'l Supt.
VERMONT CENTRAL RAILROAD,
GENERAL MASTER CAR BUILDER'S OFFICE,
ST. ALBANS, VT., Sept. 2, 1871.
COL. E. /ILLER, 231 Broadway, New York,
D)ear Sir:-We have been using the Miller Platforms on our
passenger and baggage cars for about one year, and we consider them
the best preventive against the ordinary accidents caused by oscillation
and telescoping
We have had two opportunities for testing their strength and
utility since they have been in use on our cars, and those cars which
were equipped with Miller Platforms did not telescope, nor were they
materially damaged, nor were the persons on and in them injured.
We think if all roads would use your Platforms, a great many painful
results of accidents might be avoided.    Yours, respectfully,
M. SESSIONS, Gen'l A1. C. B. Vt. C. B. B. Line.




43
CHICAGO, Rocic ISLAND AND PACIFIC RAILROAD CO.
GENERAL SUPERINTENDENT'S OFFICE,
CHICAGO, Sept. 2, 1871.
COL. E. MILLER,
Dear Sir:-In answer to your inquiries, as per letter dated August
30, I would reply, that we have had your Patent Car Platform,
Coupler and Buffer in use, on our cars, about one year.  Have had
no accident, nor have I ever known of an instance of cars telescoping
when equipped with your improvement.
I regard it as a very valuable invention, and almost a sure preventive to the usual injury and loss of life attending collisions of
trains connected by the old fashioned link couplings.
Respectfully, yours,
HUGH RIDDLE, Gen'l S'up't C. R. 1. & P. R. R.
TOLEDO, WABASH AND WESTERN RAILWAY CO.,
GENERAL SUPERINTENDENT'S OFFICE,
TOLEDO, OHIO, Sept. 4, 1871.
E. MILLER, ESQ.,
Dear Sir:-Your Patent Platform and Buffers have been in use
upon the cars on this road nearly one year, and give-perfect satisfaclionz to the company. We have had one instance of a passenger train
running into a freight train where your platform saved us from  a
serious smash-up. I think it IMPOSSIBLE for a train to telescope if
equipped with your improvement.'Yours, respectfully,
GEO. H. BURROWS, Gen'l S:Ip't. 
MISSOURI RIVER, FT. SCOTT & GULF R. R.,
SUPERINTENDENT'S OFFICE,
KANSAS CITY, 1MO., Sept. 4, 1871.
COL. E. MILLER, 231 Broadway, New York,
Dear Sir: —We have used your Trussed Platform and Buffer on
this road for over two years, and consider them the greatest improvements of the age. We have had no accidents to try ours, but the experience of other roads, in this vicinity, convinces me that no road
can afford to be without them.    Yours, truly,
B. S. HENNING, Sup t.
I' feel that I cannot say too much for this thing, and if I had my
way, would compel every road to use them. I really think there
should be a law compelling all roads to use them.    B. S. H.




44
KANSAS CITY, ST. JOSEPH & COUNCIL BLUFFS R. R. Co.,
SUPERINTENDENT'S OFFICE,
ST. JOSEPH, Mo., Sept. 4, 1871.
Dear Sir:-I have your favor of the 30th ult.  We have used your
Platforms on our road something over two years, and consider them
a necessary part of our equipment.
In my opinion they are a perfect preventive of telescoping in case
of a collision.    Yours, truly,      WV. L. I-HOPKINS, Sup't.
E. MILLER, EsQ., 231 Broadway, New York City.
PAcIFIC RAILROAD (OF MIISSOURI),
OFFICE OF GENERAL SUPERINTENDENT,
ST. LOUIS, Sept. 4, 1871.
MR. E. MILLER, New York,
Dear Sir: —We have your Platforms on all our through trains, and
are fast fitting up the balance of our coaches. They have proved
themselves to be better than we expected. They have already, in one
collision, saved us more than all they cost. Switch was turned wrong
-express train, running 25 miles per hour, swung in on a siding,
striking locomotive of a freight train standing on the side track.
Express train consisted of express car, baggage car, four coaches, and
two sleepers —eight in all. Our tenders were not then fitted up with
proper Buffers, and were attached to the cars by ordinary couplings.
The engines were badly damaged, but neither platform of the baggage car (which, as well as the express car, was properly fitted with
your Platform and Buffer) were broken or injured. The balance of
the train escaped unharmed, and proceeded with its passengers to this
city.
The conductor, master mechanic, and myself are of the opinion
that the Platforms saved at least two or three cars from telescoping,
and probably the lives of employes and passengers. A brakeman
standing on the platform of the front coach was not hurt —with common platforms he must have been crushed.      Yours, &c.,
T. McKISSOCH, Gen'l Sup't.
CHICAGO, BURLINGTON & QUINCY RAILROAD Co.,
GENERAL SUPERINTENDENT'S OFFICE,
CHICAGO, Sept. 5, 1871.
E. MILLER, ESQ.,
y Dear Sir:-I have yours of August 30th. Our passenger cars
have been equipped with the " Miller Platform " for several years, in




45
which time we have had three collisions by trains meeting each other
and two cases of passenger trains running off the track by reason, of
broken rails-in none of which did the cars " telescope " or even break
down the platforms.
We consider the effectiveness of the arrangement, so far as the
prevention of " telescoping" is concerned, thoroughly established.'Yours, truly, ROBERT HARRIS, Gen'l Sup't.
NEW YOPm CENTRAL RAILROAD,
GENERAL SUPERINTENDENT S OFFICE,
ALBANY, Sept. 6, 1871.
E. MILLER, ESQ., New York,
Dear Sir: —I have yours of August 30th. We have had your Platforms, &c., in use upon the cars of our express passenger trains about
two years, and like them very much. In case of collision they are
not liable to telescope.  Yours, &c.,
J. TILLINGHAST, Gen'l Supt.
LAKE SHORE & MICHIGAN SOUTHERN RAILWAY,
GENERAL SUPERINTENDENT'S OFFICE,
CLEVELAND, OHIO, Sept. 6, 1871.
COL. E. MILLER, 231 Broadway, New York,
Dear Sir:-Your Patent Platforms, Couplers and Buffers have
been in use on this line since 1866. They have never failed to afford
perfect protection against telescoping. I consider the Platform of your
style an invaluable addition to a passenger car, affording, as it does,
complete safety against passengers or others falling between the cars,
and almost absolute prevention of injury to cars and passengers in
case of collision, getting off the track, &c., &c. The great steadiness
of the trains with this improvement when in motion, is an important
feature in its favor.       Yours, truly,
CHAS. F. HATCIH, Gen'l Supt.
OFFICE MICHIGAN CENTRAL RAILROAD,
CHICAGO, Sept. 6, 1871.
E. MILLER, EsQ., New York,
Dear Sir: —In reply to yours of 30th ultimo, 1 beg to say that it is
three years since we commenced the application of your Patent Platform, Coupler and Buffer to our cars and trains, and something more




4G
than a year since all our passenger stock —first and second class-and
emigrant, were completely fitted with them.
The arrangement, in all respects, is working to our entire satisfaction. The protection secured to t!:ains in case of collision is such as
to render " telescoping " quite impossible, and the comfort to passengers by preventing all jerking of the cars in starting trains, and the
safe transit from car to car, are matters of general remark by the traveling public.
I regard the improvement as the most valuable that has ever been
applied to railway rolling stock.    Respectfully, yburs,
IH. E. SARGENT, Gen'l Sulpt.
From W. A. RoBINSON, -Locomotive and Car Superintendent.
GREAT WESTERN RAILWAY,
HAMILTON, ONTARIO, CANADA, 6th Sept. 1871.
Dear Sir:-I have yours of the 30th ult., and with much pleasure
beg to add my testimony to the excellent Morking of the " Miller
Patent Platform and Automatic Coupler," since its introduction, two
years ago, upon our road.  We have had one or two severe collisions
between trains fitted with the improvement, and in each case no passengers, were injured in the least, while the damage to cars +was
scarcely noticeable-never sufficient to prevent the train from continuing its journey-while the same accidents, with the old style of platform and coupling, could hot but have been disastrous both to
passengers and rolling stock. I consider the improvement a sure
preventive against telescoping, and on account of the exemption from
damage to the cars so fitted, under violent concussions, I do not hlesitate to say, that we have saved to our company, in cost of repairs
alone, much more than the total amount necessary for the adoption
of the improvement to all our passenger car stock. Not least among
its many advantages is the steadiness which it imparts to cars when
in motion, besides preventing unpleasant jars in stopping or starting.
Ia fact it appears to be the only invention, at present, that imparts
to American coaches the perfection of European tight railway couplings without neutralizing the advantages of the American system of
centre single buffers.
In conclusion, I. would remark that this is one of the few late improvements in rolling stock that I feel full confidence in recommend.
ing to all railroad authorities.  Yours, respectfully,
W. A. ROBINSON.




47
COL. E. MILLER, 231 Broadway, New York.
NEw YORK AND WASHINGTON AIR LINE RAILROAD,
GENERAL MANAGER'S OFFICE,
WASHINGTON, D. C., 8th Sept., 1871.
E. MILLER, ESQ., Proprietor of Patent Platform Buffer and Coupler,
New York,,
Dear Sir:-In answer to your letter, I do not hesitate to write that
your invention, which has been in use upon all the cars running between New York and Washington for nearly two years, has given us
great satisfaction. Your invention is most highly esteemed by the
officers of the several companies in our line, as well as by myself;
and though from the care with which the line is operated by these
companies, we rarely have a serious accident, yet, in one instance, the
value of your Platforms and Buffers was quite signally proven; they
saved, in our belief, the breakage of the cars to which they were
attached.            Very respectfully, yours,
W. P. P  SMITH, G. M.
WISCONSIN CENTRAL RAILROAD,
E. B. PHILLIPS, President,
CHIcAGo, Sept. 8th, 1871.
COL. E. MILLER, New York,.Dear Sir: —I have yours of the 30th ult. It affords me pleasure to
say that I have given your improvement much personal attention, and
am convinced that it is the best invention of the kind in use, and
the only one which fully accomplishes the purpose for which it was
designed.
After much consideration, it was adopted on the Michigan Southern and Northern Indiana Railroad, of which I was President, in (I
think) 1867.
I have never known in a case of collision between trains equipped
with your Coupler, and do not consider it possible that in such cases
telescoping could occur. I am decidedly of the opinion that, by its
uses, serious results would be avoided in almost every case of collision.
Yours, truly,       E. B. PHILLIPS.
HANNIBAL AND ST. JOSEPH RAILROAD CO.,
ASSISTANT SUPERINTENDENT'S OFFICE,
HANNIBAL, MO., Sept. 9th, 1871.
E. MILLER, ESQ.,
Dear Sir:-In reply to yours of August 30th, I would say we have
used your Buffer and Coupler since 1866.




48
We have had front and rear collisions of trains equipped with
them, and in all cases they have completely protected the cars and
passengers from injury.
I do not believe that cars equipped with them can be telescoped.
Yours, truly, in haste,
L. W. TOWNE, Ass't Gen'l Srup't.
EXTRACTS FROM VARIOUS PAPERS.
The New York Times, under date of Feb. 12, 1873; contains the
following editorial notice:"The journalist feels a natural reluctance to urge the adoption
of a patented invention, since he is thereby using the Press to make
the fortune of some one individual. This reluctance, however, should
give way when public interests are at stake. It is well known that a
patented plan of coupling cars has been introduced upon certain railways, which renders "telescoping," in case of accident, an impos.
sibility. The usefulness of this invention was again demonstrated on
Monday last, when a Hudson River express train ran off the track
near Coxsackie. The cars were provided with the patent coupler and
platform, and, as a consequence, the telescoping which otherwise
would have been inevitable, did not occur. When the utility of an
invention has been as conclusively proved as that of the patent coupling has so often been, there is no excuse for the refusal of any railway
company to adopt it. Had the cars of the Hudson River express
been coupled in the old-fashioned way, we should have had to
chronicle a terrible loss of life, with the probable feature of the
burning of the wreck by the upsetting of dangerous stoves, &c."
[From St. Albans, Vt., Register, Sept. 1, 1871.]
Indeed, we have in mind a case —a rear collision-where there
was even greater violence than in this, and yet the Miller Platform
saved the train. It was stopped by a coal train, on the 9th of October,
1866, and while standing on the track was run into in the rear by one
of the heaviest engines on the road, with coal train attached, running
at time-table speed. The conductor in his report says:
The rear of my train was sleeping coach No. 27, full of passengers,
which, with the others, was equipped with the Miller Platforms,
Couplers and Buffers, and which successfully stopped the said colliding
coal train, and saved my train from damage. The momentum, or the
sudden checking of it, was so great, that the colliding engine was




49
thrown from the track, and the Pilot, Head-light and Bumper of the
engine broken off.
I make this report as a matter o' Cduty, and have no hesitation in
saying that the Miller Platforms saved my train and passengers from
damage, which, had the rear coach been equipped with the ordinary
platforms, must inevitably have been very serious.
Correspondence Nat. Car Builder,
THE MILLER PLATFORM.
The accident at Wayne station, eighteen miles west of Detroit, last
week, was due entirely to the neglect of a switchman, who turned the
switch to let the freight train upon the side-track, and neglected to
turn it back again. The Atlantic express, a long and heavy passenger
train, was approaching at a rapid rate, probably thirty miles an hour,
as it does not stop at that station, and was within a few hundred feet
when the engineer discovered the position of the switch and cut off
steam. Thus the freight train was struck with a terrible momentum.
Two cars of the'freight train were crushed and then the locomotive
left the track and was turned over.
The remarkable feature of the case was the slight damage done
to the passenger cars, The locomotive and tender and baggage car
were badly shattered, but almost the only injury to the passenger
cars was the battering of the front end of the forward car. No
passenger was injured. Doubtless this fortunate result was due to
the construction of the cars, in themselves very strong and solid, and
provided with the Miller'Platform, which renders the whole train
almost as stiff as a single car. With ordinary cars, it is altogether
probable that one or two cars at least would have "telescoped," and a
great destruction of life ensued.
The Evening Mail of Chicago, dated Oct. 6, 1871, contains the
following:
"A  woman with a child in her arms, attempting to pass from
one car to another, on one of our principal roads yesterday, fell
between the platforms, and both were crushed to death. If the
system  of close platforms, now in use on many roads, were used
on this line, such accidents would be impossible."'