The vestibule as designed and patented did not extend to the full width of the car. It consisted of elastic diaphragms on steel frames attached to the ends of the cars, the faces of the diaphragms when the train was made up, pressing firmly against each other by powerful spiral springs which held them in position. A further advantage of the vestibule was the almost entire elimination of the oscillation of the cars. [Illustration: _The vestibule was invented by George M. Pullman. This illustration shows its earliest form which extended only to the width of the doorway of the car. In 1893 it was extended to the full width of the car._] The first vestibuled trains were put in service in April, 1887, on the Pennsylvania Railroad, and in a few years were adopted by every railroad using Pullman equipment. In 1893 the vestibule was redesigned to enclose the entire platform by means of a drop which lowered over the stair openings, thus increasing the roominess of the car and utilizing every inch of possible space. In the _Railway Review_ of April 16, 1887, occurs an interesting description of the first "solid-vestibuled" train. For a number of months following, this radical innovation was widely recognized by the press throughout the country, and Pullman vestibuled cars were advertised by the railroads on which they were operated. We quote in part from the article in the _Railway Review_: This week there was turned out of the Pullman works, at Pullman, Ill., a train of three sleepers, one dining car, and one combination baggage and smoker, that for perfection, in detail of manufacture and ornament, and in completeness of comfort and luxury, is unquestionably far ahead of any train ever before made up. This train was on public exhibition for a few days at Chicago, and on Friday was taken on its christening trip, over a short run on the Illinois Central Railroad. The train is intended for "Limited" service on the Pennsylvania system. The trial trip was a success in every way. The train went to Otto, a short distance south of Kankakee, sixty miles from Chicago. There it was reversed on a Y, and an opportunity afforded of witnessing its operation on a sharp curve. The action of the flexible connection of the vestibules was perfect. On the return trip the train was run at a high rate of speed, and it was evident that the cars were held very firmly together, by the springs at the top of the vestibules, and that there was much less jarring and swaying than is usual even on a very level track. [Illustration: Axle generator for electric lighting of the car] The list of business men and railroad managers who made up the party indicates the importance of the occasion. It included: