Improvements in and pertaining to Car Couplers.
Year: 1893

page_text: Improvements in and pertaining to Car Couplers.
I, JOHN ALBERT MARKLEY, of Clifton Forge, in the County of Alleghany
and State of Virginia, United States of America, do hereby declare the nature of
this invention to be as follows:-
My invention relates to car couplings and rigging therefor, but more particularly
to a class of couplings of the Janney type, or those known in the art as "twin-jaw
couplings.
The primary object of the invention is to provide coupling devices and
rigging therefor which will accomplish the desired results without liability to
accidents such as frequently result from the breaking of the main yoke or stem of
the draw-bar which, when not properly supported, will drop out and fall upon the
track, and on coming in contact with the brake mechanism beneath the cars will
derail or wreck the train.
Another object is to provide improved rigging for the draw-bar which may be
readily taken down and replaced in a short space of time and with the expenditure
of very little labor.
A further object is to provide a yielding support for the clutch couplings or
hooks so that in the event of breaking either hook or coupling the detached part
will be supported and prevented from dropping so as to endanger the train.
Other objects are to provide a draw-bar and rigging which shall be simple in
construction, inexpensive in manufacture and efficient and reliable in use, and in
which a broken part may be easily repaired or replaced at a sinall cost without
rendering it necessary to "knock down" the entire rigging.
Referring to the accompanying drawings, which form a part of this Specification
and in which similar letters of reference are used to denote similar parts in each
of the several views,
Figure 1 (Sheet 1) represents a plan of a car coupling and the rigging therefor
embodying my invention.
Fig. 2 is a side elevation of the same.
Fig. 3 is a bottom plan of one of the draw-bars detached, showing the safety
support attached thereto.
Figs. 4 and 5, are details of the centre plate.
Fig. 6 (Sheet 2) represents a side elevation of the rigging secured to the under
side of the car; the draw-bar being partly broken away.
Fig. 7 is a bottom plan of the same partly in section.
Fig. 8 is a sectional view taken on the line VIII-VIII of Fig. 9; and
Fig. 9 is a section taken on the line IX-IX of Fig. 8.
As heretofore constructed the draw-heads of couplings of the Janney type have
clutch devices or rotating L-shaped hooks pivoted at the angle of the hook to a

page_text: forwardly projecting portion or extension at one side of the main casting so as to
permit the locking arm of the hook to swing around into a recess in the head at
the same side of the casting in position to be engaged and locked by a sliding
catch or pin, whereby the interlocked hooks are held in engagement with each
other until released by the withdrawal of the catch or pin. The result is that in
use the strain upon the casting is centered at one side of its longitudinal centre
and mainly in the forward extension, and by reason of the increased leverage and
the lateral pressure exerted upon the extension the tendency to break the casting is
greatly increased, thus increasing the liability to accidents. The broken casting is
also rendered unfit for further use, and it becomes necessary to remove the draw-bar
and discard the entire casting. The extension is also liable to be broken off by
concussion in coupling the cars. I overcome these objections by providing a coupling
which may be constructed as follows:-
C, C denote draw-bars each of which is formed with a recessed head C' having
at one side thereof a bifurcated portion or lugs c, c, which are perforated to receive
the pivot bolt of a swinging or rotating substantially V-shaped coupling hook C
The outer hooked end or short arm c² of the coupling hook is adapted to interlock
with the corresponding arm e² of the coupling hook C2 on the adjacent draw-head
when the parts are coupled together, while its inner longer arm c¹ is notched or
recessed as at to engage a shoulder or projection of an eccentric block or
catch C3 which is pivoted within the recess of the head so that when the parts
occupy the position indicated in dotted lines in Fig. 1 both arms of the coupling
hook will extend transversely of the head and the notched arm of the hook will
be engaged by the catch and the parts will be locked in this position by the
coupling pin C. The pin C₁ passes vertically through openings in the draw-head
in position to hear against a straight edge of the eccentric catch so as to prevent
the latter from turning when the hook is locked. By withdrawing the pin C, the
hook C², may be rotated so as to cause the catch to turn upon its pivot and release
the hook, thereby disconnecting the couplings. At the same time a flange or lip
upon the catch will be thrown across the opening which receives the pin C4 so as
to perinit the latter to rest thereon in position to drop down and engage the catch
when the coupling hook is again connected, and automatically lock the parts in
proper position. By this construction it will be seen that the strain upon the
draft hook is distributed between the two points of connection at opposite sides of
the draw-head so as to relieve the strain upon the pivot-bolt and lessen the liability
to breakage. Furthermore the lateral strain upon the casting is exerted upon the
thick portion of the head instead of a reduced extension, as in previous constructions,
and all danger of breaking such extension either by concussion in coupling or strain
in use is avoided; the hook only or its pivotal connections being subject to the
greatest strain and therefore more liable to break. And inasmuch as a new hook
may be readily substituted for a worn or broken one, the expense and delay incident
to the removal and substitution of a new draw-head are obviated.
It has been found in practice that the broken part of the coupling, by dropping
upon the track, is liable to come in contact with the trucks or brake mechanism,
and either derail or wreck the train, and to avoid this objection I provide a safety
device by which the broken part of the coupling may be supported in such manner
as to avoid all danger of accident resulting from a broken coupling dropping upon
the track. This safety device may consist of a sliding plate L which extends
transversely of the draw-head C' and is supported thereon in such manner that the
plate will be held normally beneath the opening formed between the front wall of
the head and the arm of the rotating hook when the couplings are connected
together, but may slide longitudinally of the draw-head against the pressure of a
spring M, which latter is interposed between a lug m, depending from the draw-
head and a sliding support L', which carries the plate L. The support L' is
preferably formed with a dovetailed projection which fits a corresponding slot or
groove on the lower side of the draw-head C' so as to permit a free movement of
the support, within certain limits, without danger of disconnection. Any suitable

page_text: spring may be employed, but I preferably use a coiled spring which may be
fitted upon pins t', m³ projecting from the support L' and lug m respectively.
The upper surface of the plate L is preferably inclined downwardly from the
support L' as shown. By these means the safety plate L will be held normally
beneath the coupling hook as indicated in Fig. 2 so that if either casting or
hook is broken the detached part cannot drop down but will be supported by
the safety plate, and as it cannot move laterally it cannot fall until released
by disconnecting the opposite coupling. The safety plate will yield readily
to any backward pressure so as not to interfere with the proper connection of the
parts in coupling the cars together. It has also been the common practice hereto-
fore to secure the draw-bar and rigging therefor together by rivets so as to form
practically a solid structure, thus necessitating a loss of both time and labor in
taking the same apart for repairs and in replacing it as well as involving considerable
expense in renewing the broken structure." To overcome these objections I provide
detachable connections which may be constructed as follows:-
A A, in the drawings denote the draft timbers or beams which support the
rigging for the draw-bar C. Said timbers may be secured to the under side of the
car by means of bolts, as shown, or in any preferred manner. The lower edges of
these timbers are provided with mortises or recesses in which are fitted metallic
brackets or stay-pieces B (Fig. 7) which are preferably of malleable iron and
may be formed with side flanges b, b to embrace or overlap the edges of the
draft timbers. These supports are also provided with elongated transverse slots
or openings 62 for a purpose to be described. The draw-bar C is supported
between the beams A and has at its front end the coupling devices already described.
D, denotes a yoke which may consist of two L-shaped parts having their end
portions dd, rigidly secured together by a bolt d', and having their free ends
secured to the draw-bar C by bolts d². The yoke D embraces two blocks E E'
which are preferably formed with tubular projections e el, respectively in which
is seated and supported a buffer spring F; the edges of the parts e and e', being
notched or toothed so that the teeth of one portion may engage the corresponding
recesses of the opposite part when the blocks are brought together, and thus
These blocks
permit the compression of the spring without injuring the blocks.
are also provided with central transverse slots which register with the slots b¹²
respectively, of the stay-pieces B, to receive cross bars or key pieces G G', which
pass through the elongated slots in the stay-pieces B B, and also through the slots
in the blocks, so as to form a loose connection between the draw-bar and stay-
pieces; the blocks being fitted between the arms of the yoke which is firmly secured
to the draw-bar. The blocks E E', may slide back and forth between the arms of
the yoke so as to compress the spring F, or permit it to recoil, but lateral movement
or displacement thereof is prevented by flanges e² e formed upon the outer edges
of the blocks and overlapping the edges of the yoke-arms, as shown in Figs. 8
and 9. The key-pieces G G are provided with safety bars or rods H H, which
extend parallel with the stay-pieces B along the outer side thereof, and are
slotted longitudinally to receive the ends of the key-pieces. Keys 9 g', pass through
the ends of the key-pieces and retain the safety bars in place.
As an additional security for the draw-bar I provide a key-piece G², which may
extend through the rear end of the draw-bar and through elongated slots in the
beams A, and also through slots in the safety rods H, and is secured in position by
means of keys g² at its ends.
To securely hold the stay-pieces in position I provide metallic straps I, which
may extend between the longitudinal flanges along the bottom of the stay-pieces
and have upturned ends which engage recesses in the under side of the draft
beams A, and are secured thereto by means of bolts i i. To prevent the draft
timbers from spreading apart and also to securely hold them in position I may
also provide cross rods or stirrups K K', which extend across both ends of the
Either
beam and are secured thereto by bolts or in any well known manner.
(or both) of these stirrups may also be placed over the ends of the straps I I, if

page_text: desired, as shown in Fig. 2, or beyond the ends thereof as in Fig. 6. By these
means I provide an improved rigging for the draw-bar so constructed and arranged
that should any part become broken or injured it may be easily taken down and
the broken part repaired and replaced in a short space of time. Should the yoke
break when the train is moving the draw-bar would still be sustained in operative
position by means of the key G' which connects with the safety bars through
the draft beams, and the spring F would still perform its usual function so that
there would be no dead pull upon the draft beams. If either draft beam should
break it may be replaced without removing the draw-bar or taking the beams
and yoke apart, and this may be done by one man in about one-fifth the time
that is usually required for two men to repair a similar break in automatic
couplers of this same general character such as are now in common use.
In
practice the key G2 need not be more than three-fourths as large as the keys G
and G. The stay-pieces may be let into the recessed draft beams so as to
exactly fit the recesses therein and prevent play, and are held in place by the
straps I; the several parts being secured together by bolts in such manner as to
permit the removal of any bolt in taking the rigging apart. The keys G G¹, G²,
have a limited play or back and forth movement in the longitudinal slots of the
stay-pieces and also in the corresponding slots of the safety rods, but are made
to snugly fit the openings through the movable blocks E E', so as to prevent
play therein, but permit of the removal of the keys when it is desired to take
down the draft beams for repairs. I preferably form the stay-pieces and blocks
of malleable iron, but they may consist of castings formed integrally with the
side flanges adapted to overhang the edges of the draft beams and yoke arms.
It has been the common practice heretofore to secure the draft timbers to the
stringers by bolts passing through said parts so as to hold the timbers up against
the stringers but when the fastening bolts break the draft timbers are permitted
to drop, thereby endangering the train; and in order to replace the bolts, in case
the car is loaded it is necessary to stop and partially or wholly unload the car to
render the bolts accessible from the inside. To avoid such delays and damage to
freight in consequence thereof, I propose to key the rear ends of the draft timbers
to the center plate of the car body so as to hold the timbers tightly against the
stringers and prevent wear and breakage of the fastening bolts which secure the
draft timbers in place, and at the same time so arrange the parts that the key
while capable of being easily removed for the purpose of taking down the draft
timbers, is adapted to hold said timbers up when the fastening bolts break, so as to
render it unnecessary to stop a loaded car for the purpose of replacing broken
bolts. To accomplish this the center plate N, which is secured to the stringers
underneath the car by bolts n n, with nuts n' n³ thereon, may be cast or formed
integrally with a lateral extension N¹ having a longitudinal dove-tailed groove or
slot therein to receive a correspondingly shaped projection or rib o, of the key-
piece O, upon which the rear ends of the draft timbers rest. The head o' of the
key O bears against the rear end of one of the draft timbers A, while its opposite
end may be provided with a nut or key bearing against a side plate. or ear n²,
projecting from the center plate N. The ends of the beam timbers A A are thus
confined between the ear n², and the head of the key, while resting upon the
latter. The key may be readily removed for the purpose of detaching the
timbers.
Dated this 1st day of September 1893.
J. A. MARKLEY,
By L. W., per F. B.

page_text: Improvements in and pertaining to Car Couplers.
I, JOHN ALBERT MARKLEY, of Clifton Forge, in the County of Alleghany
and State of Virginia, United States of America, do hereby declare the nature of
this invention and in what manner the same is to be performed to be particularly
described and ascertained in and by the following staternent :-
66
My invertion relates to car couplings and rigging therefor, but more particularly,
to a class of couplings of the Janney type, or those known in the art as twin-jaw
couplings.
The primary object of the invention is to provide coupling devices and rigging
therefor which will accomplish the desired results without liability to accidents
such as frequently result from the breaking of the main yoke or stem of the
draw-bar which, when not properly supported, will drop out and fall upon the
track, and on coming in contact with the brake mechanism beneath the cars will
derajl or wreck the train.
Another object is to provide improved rigging for the draw-bar which may
be readily taken down and replaced in a short space of time and with the
expenditure of very little labor.
A further object is to provide a yielding support for the clutch couplings or
hooks so that in the event of breaking either hook or coupling the detached part
will be supported and prevented from dropping so as to endanger the train.
Other objects are to provide a draw-bar and rigging which shall be simple in
construction, inexpensive in manufacture and efficient and reliable in use, and in
which a broken part may be easily repaired or replaced at a small cost without
rendering it necessary to "knock down" the entire rigging.
Referring to the drawings filed with my Provisional Specification in which similar
letters of reference are used to denote similar parts in each of the several views,
Figure (Sheet 1) represents a plan of a car coupling and the rigging
therefor embodying my invention.
Fig. 2 is a side elevation of the same.
Fig. 3 is a bottom plan of one of the draw-bars detached, showing the safety
support attached thereto.
Figs. 4 and 5, are details of the centre plate.
Fig. 6 (Sheet 2) represents a side elevation of the rigging secured to the under
side of the car; the draw-bar being partly broken away.
Fig. 7 is a bottom plan of the same partly in section.
Fig. 8 is a sectional view taken on the line VIII-VIII of Fig. 9; and
Fig. 9 is a section taken on the line IX-IX of Fig. 8.
As heretofore constructed the draw-heads of couplings of the Janney type have
clutch devices or rotating L-shaped hooks pivoted at the angle of the hook to a
forwardly projecting portion or extension at one side of the main casting so as to
permit the locking arm of the hook to swing around into a recess in the head at
the same side of the casting in position to be engaged and locked by a sliding
catch or pin, whereby the interlocked hooks are held in engagement with each
other until released by the withdrawal of the catch or pin. The result is that in
use the strain upon the casting is centered at one side of its longitudinal centre and
mainly in the forward extension, and by reason of the increased leverage and the
lateral pressure exerted upon the extension the tendency to break the casting is
greatly increased, thus increasing the liability to accidents. The broken casting
is also rendered unfit for further use, and it becomes necessary to remove the
draw-bar and discard the entire casting. The extension is also liable to be broken
off by concussion in coupling the cars. I overcome these objections by providing
a coupling which may be constructed as follows
C, C, denote draw-bars each of which is formed with a recessed head C¹ having

page_text: at one side thereof a bifurcated portion or lugs c, e which are perforated to
receive the pivot bolt of a swinging or rotating substantially V-shaped coupling
hook C. The outer hooked end or short arm c² of the coupling hook is adapted
to interlock with the corresponding arm 2 of the coupling hook C2 on the adjacent
draw-head when the parts are coupled together, while its inner longer arm c¹ is
notched or recessed as at c³ to engage a shoulder or projection c* of an eccentric
block or catch C³ which is pivoted within the recess of the head so that when
the parts occupy the position indicated in dotted lines in Fig. 1 both arms of the
coupling hook will extend transversely of the head and the notched arm of the
hook will be engaged by the catch and the parts will be locked in this position by
the coupling pin C. The pin C passes vertically through openings in the
draw-head in position to bear against a straight edge of the eccentric catch so as to
prevent the latter from turning when the hook is locked. By withdrawing the
pin C, the hook C2, may be rotated so as to cause the catch to turn upon its pivot
and release the hook, thereby disconnecting the couplings. At the same time a
flange or lip upon the catch will be thrown across the opening which receives the
pin C so as to permit the latter to rest thereon in position to drop down and
engage the catch when the coupling hook is again connected and automatically
lock the parts in proper position. By this construction it will be seen that the
strain upon the draft hook is distributed between the two points of connection at
opposite sides of the draw-head so as to relieve the strain upon the pivot-bolt and
lessen the liability to breakage. Furthermore the lateral strain upon the casting
is exerted upon the thick portion of the head instead of a reduced extension, as in
previous constructions, and all danger of breaking such extension either by
concussion in coupling or strain in use is avoided; the hook only or its pivotal
connections being subject to the greatest strain and therefore more liable to break.
And inasmuch as a new hook may be readily substituted for a worn or broken one,
the expense and delay incident to the removal and substitution of a new draw-head
are obviated.
It has been found in practice that the broken part of the coupling, by dropping
upon the track, is liable to come in contact with the trucks or brake mechanism
and either derail or wreck the train, and to avoid this objection 1 provide a safety
device by which the broken part of the coupling may be supported in such manner
as to avoid all danger of accident resulting from a broken coupling dropping upon
the track. This safety device may consist of a sliding plate L which extends
transversely of the draw-head Ct and is supported thereon in such manner that the
plate will be held normally beneath the opening formed between the front wall of
the head and the arm c² of the rotating hook when the couplings are connected
together, but may slide longitudinally of the draw-head against the pressure of a
spring M, which latter is interposed between a lug m, depending from the
draw-head and a sliding support L', which carries the plate L. The support L'
is preferably formed with a dove-tailed projection which fits a corresponding slot
or groove on the lower side of the draw-head C' so as to permit a free movement
of the support, within certain limits, without danger of disconnection. Any
suitable spring may be employed, but I preferably use a coiled spring which may
be fitted upon pins l', m³ projecting from the support L' and lug m respectively.
The upper surface of the plate L is preferably inclined downwardly from the
support L' as shown. By these means the safety plate L will be held normally
beneath the coupling hook as indicated in Fig. 2 so that if either casting or hook
is broken the detached part cannot drop down but will be supported by the safety
plate, and as it cannot move laterally it cannot fall until released by disconnecting
the opposite coupling. The safety plate will yield readily to any backward
pressure so as not to interfere with the proper connection of the parts in coupling
the cars together. It has also been the common practice heretofore to secure the
draw-bar and rigging therefor together by rivets so as to form practically a solid
structure, thus necessitating a loss of both time and labor in taking the same apart
for repairs and in replacing it as well as involving considerable expense in renewing

page_text: the broken structure. To overcome these objections
connections which may be constructed as follows
:-
provide detachable
A A, in the drawings denote the draft timbers or beams which support the
rigging for the draw-bar C. Said timbers may be secured to the under side of the
car by means of bolts, as shown, or in any preferred manner. The lower edges of
these timbers are provided with mortises or recesses in which are fitted metallic
brackets or stay-pieces B (Fig. 7) which are preferably of malleable iron and may
be formed with side flanges b, b to embrace or overlap the edges of the draft
timbers. These supports are also provided with elongated transverse slots or
openings for a purpose to be described. The draw-bar C is supporte !
between the beams A and has at its front end the coupling devices already
described.
D, denotes a yoke which may consist of two L-shaped parts having their end
portions d d, rigidly secured together by a bolt d', and having their free ends secured
to the draw-bar C by bolts d². The yoke D embraces two blocks E E' which are
preferably formed with tubular projections e el, respectively in which is seated and
supported a buffer spring F; the edges of the parts e and e¹, being notched or
toothed so that the teeth of one portion may engage the corresponding recesses of the
opposite part when the blocks are brought together, and thus permit the compression
of the spring without injuring the blocks. These blocks are also provided with
central transverse slots which register with the slots 12 respectively, of the
stay-pieces B, to receive cross bars or key pieces G G', which pass through the
elongated slots in the stay-pieces B B, and also through the slots in the blocks, so
as to form a loose connection between the draw-bar and stay-pieces; the blocks
being fitted between the arms of the yoke which is firmly secured to the draw-bar.
The blocks E E', may slide back and forth between the arms of the yoke so as to
compress the spring F, or permit it to recoil, but lateral movement or displacement
thereof is prevented by flanges e² e² formed upon the outer edges of the blocks and
overlapping the edges of the yoke-arms, as shown in Figs. 8 and 9. The key-
pieces G G are provided with safety bars or rods HH, which extend parallel
with the stay-pieces B along the outer side thereof, and are slotted longitudinally
to receive the ends of the key-pieces. Keys ? g', pass through the ends of the
key-pieces and retain the safety bars in place.
As an additional security for the draw-bar I provide a key-piece G2, which may
extend through the rear end of the draw-bar and through elongated slots in the
beams A, and also through slots in the safety rods H, and is secured in position by
means of keys g² at its ends.
may
To securely hold the stay-pieces in position I provide metallic straps I, which
may extend between the longitudinal Hanges along the bottom of the stay-pieces
and have upturned ends which engage recesses in the under side of the draft
beams A, and are secured thereto by means of bolts i i. To prevent the draft
timbers from spreading apart and also to securely hold them in position I also
provide cross rods or stirrups K K', which extend across both ends of the beams
and are secured thereto by bolts or in any well known manner. Either (or both)
of these stirrups may also be placed over the ends of the straps I 1, if desired, as
shown in Fig. 2, or beyond the ends thereof as in Fig. 6. By these means I
provide an improved rigging for the draw-bar so constructed and arranged that
should any part become broken or injured it may be easily taken down and the
broken part repaired and replaced in a short space of time. Should the yoke break
when the train is moving the draw-bar would still be sustained in operative position
by means of the key G which connects with the safety bars through the draft
beams, and the spring F would still perform its usual function so that there would
be no dead pull upon the draft beams. If either draft beam should break it may
be replaced without removing the draw-bar or taking the beams and yoke apart,
and this may be done by one man in about one-fifth the time that is usually
required for two men to repair a similar break in automatic couplers of this same
general character such as are now in common use. In practice the key G³ need

page_text: not be more than three-fourths as large as the keys G and G. The stay-pieces
may be let into the recessed draft beams so as to exactly fit the recesses therein and
prevent play, and are held in place by the straps I; the several parts being secured
together by bolts in such manner as to permit the removal of any bolt in taking the
rigging apart. The keys G G', G2, have a limited play or back and forth movement
in the longitudinal slots of the stay-pieces and also in the corresponding slots of
the safety rods, but are made to snugly fit the openings through the movable
blocks E E, so as to prevent play therein, but permit of the removal of the keys
when it is desired to take down the draft beams for repairs. 1 preferably form the
stay-pieces and blocks of malleable iron, but they may consist of castings formed
integrally with the side flanges adapted to overhang the edges of the draft beams
and yoke arms.
It has been the common practice heretofore to secure the draft timbers to the
stringers by bolts passing through said parts so as to hold the timbers up against
the stringers but when the fastening bolts break the draft timbers are permitted to
drop, thereby endangering the train; and in order to replace the bolts, in case the
car is loaded it is necessary to stop and partially or wholly unload the car to render
the bolts accessible from the inside. To avoid such delays and damage to freight
in consequence thereof, I propose to key the rear ends of the draft timbers to
the centre plate of the car body so as to hold the timbers tightly against the
stringers and prevent wear and breakage of the fastening bolts which secure the
draft timbers in place, and at the same time so arrange the parts that the key while
capable of being easily removed for the purpose of taking down the draft timbers,
is adapted to hold said timbers up when the fastening bolts break, so as to render it
unnecessary to stop a loaded car for the purpose of replacing broken bolts. To
accomplish this the centre plate N, which is secured to the stringers underneath the
car by bolts n n, with nuts n¹¹ thereon, may be cast or formed integrally with a
lateral extension N¹ having a longitudinal dove-tailed groove or slot therein to
receive a correspondingly shaped projection or rib o, of the key-piece O, upon which
the rear ends of the draft timbers rest. The head o¹ of the key bears against the
rear end of one of the draft timbers A, while its opposite end may be provided
with a nut or key bearing against a side plate or ear n², projecting from the centre
plate N. The ends of the beam timbers A A are thus confined between the ear n²,
and the head of the key, while resting upon the latter. The key may be readily
removed for the purpose of detaching the timbers.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
1. In a car coupling, the combination of the draw-bar having the transversely
recessed head provided at one side of said recess with a short forward extension or
guiding arm, the rotating hook pivoted intermediate its ends at the opposite side of
said recess and having an outer hooked arm and an inner notched arm, the latter
adapted to swing into said recess transversely of the head, the rotating eccentric
block or catch adapted to automatically engage said notched arm, and the locking
pin for holding said arm and catch engaged, substantially as described.
2. In combination with the transversely recessed head, the rotating substantially
U-shaped hook pivoted at one side of said head to the main portion thereof and
provided with a notched inner arm adapted to swing into said recess transversely
of the head, the eccentric block or catch within said recess at the opposite side of
the head adapted to automatically engage said notched arm, and the locking
gravity pin adapted to hold said catch and arm engaged, substantially as described.
3. In combination with the transversely recessed head, the rotating head pivoted
to the main portion of the head at one side thereof and provided with a notched
inner arm adapted to swing into said recess, the eccentric block or catch within
said recess at the side of the head opposite the pivotal connection of the hook
adapted to automatically engage said notched arm, and the locking gravity pin

page_text: adapted to hold said catch and arm engaged; said catch having a projection or lip
thereon adapted to be thrown across the path of movement of the pin when the
latter is raised so as to sustain the pin in position to drop and automatically lock
the catch when the latter is locking the hook substantially as described.
4. In combination with the draw-bars, the center plate having the lateral
extension with longitudinal groove or key-way therein and the removable key
having the tongue thereon fitting in said groove; said key being detachably
secured and adapted to hold up the rear ends of the draft timbers, substantially
as described.
5. In combination with the draw head, the safety device comprising the
longitudinally sliding support carrying the plate extending transversely underneath
the head, and the spring adapted to normally sustain said plate in position to
support the coupling hook or casting in the event of breakage of the parts,
substantially as described.
6. In combination with the draft beams, the stay pieces fixed thereto, the key
pieces extending transversely through said stay pieces, the independently movable
blocks fitted on said key pieces and provided with the interposed spring, the draft
bar, and the yoke inclosing said blocks and secured to said draft bar, substantially
as described.
7. In combination with the draft beams, the stay pieces fixed thereto, the key
pieces extending transversely through said stay pieces, the independently movable
blocks fitted on said key pieces and provided with the interposed spring, the draft
bar, the yoke inclosing said blocks and secured to said draft bar, the safety rods,
and the safety key connecting said draft bar with said safety rods through elongated
slots in the draft beams, substantially as described.
8. In combination with the draft bar, the independently movable blocks, the
spring interposed between the blocks, and the yoke having the arms between which
said blocks work, said yoke being formed in two parts which are rigidly connected
together at one end and attached to the draft bar at the opposite end substantially
as described.
9. A draw head and rigging for attachment to railway cars, comprising a draft
bar, a yoke secured thereto, independently movable blocks arranged to work
between the arms of said yoke, a spring interposed between said blocks, transverse
bars or key pieces secured intermediate their ends to said blocks and draw bar
adapted to engage elongated slots in the draft beams at either side of the draw
bar, and safety rods having elongated slots to receive the projecting ends of said
key pieces, substantially as described.
10. In combination with the draft beams, the stay pieces having the elongated
slots therein, the key pieces fitted in said slots, the blocks fitted on said key pieces,
the spring interposed between said blocks, the yoke embracing said blocks and
secured to said draft bar, the safety rods having elongated slots secured on said
key pieces, and the safety key secured to said draft bar and having its ends
projecting through elongated slots in said draft beams, and safety rods at either side
of the draft bar, substantially as described.
11. In combination with the draft beams, the stay pieces let into said beams, the
straps for securing said stay pieces, the draft bar, the transverse key pieces
extending through slots in said stay pieces, devices connecting said key pieces and
draft bar, and the safety rods and key piece connecting the aforesaid key pieces
with said draft bar through elongated slots in said draft beams, substantially as
described.
Dthe ot
1000