IMPROVEMENTS IN RAILWAY CARRIAGE COUPLINGS AND PLATFORMS
Year: 1879

page_text: LETTERS PATENT to Alexander Melville Clark, of 53, Chancery Lane, in the
County of Middlesex, Patent Agent, for the Invention of "IMPROVEMENTS
IN RAILWAY CARRIAGE COUPLINGS AND PLATFORMS." A communication from
abroad by Robert Gamble, of Tallahassee, in the County of Leon, State of
Florida United States of America.
PROVISIONAL SPECIFICATION left by the said Alexander Melville Clark at
the Office of the Commissioners of Patents on the 4th October 1879.
ALEXANDER MELVILLE CLARK, of 53, Chancery Lane, in the County of
Middlesex, Patent Agent. "IMPROVEMENTS IN RAILWAY CARRIAGE COUPLINGS
AND PLATFORMS." [A communication from abroad by Robert Gamble, of Tallahassee,
in the County of Leon, State of Florida, United States of America.]
The objects of this Invention are to provide simple, safe, and effective means for
coupling railway-cars or carriages, and for affording means for passengers and others
to pass from one car to another, when of the American type. The Invention consists
of the application of beveled spring bolts, acting either vertically or horizontally
through the drawhead of a car to hold the coupling link in position; of the device
for holding the bolt retracted; of the shape of the link opening in the draw-head;
and of sectional, movable, and self adjusting platform bridges on which a person
may pass from one car to another, all of which are hereinafter more fully described.
The drawhead or socket in which the coupling link is received like others may be
movable backward and forward by means of springs. The opening or mouth of the
draw head for the admission of the coupling link is conical for a portion of its depth
to the point where the bolt mortise meets it, and thence for the rest of the way
rearward it is made to conform with the outlines of the end of the link, and is so
contracted that the link cannot turn therein, and this part of the mortise may be so
fashioned that the link may enter vertically, or so that it may enter horizontally or
lying flat.
The bolt case is attached to the side, or it may be to the top of the draw head and
over the bolt mortice therein, through which passes a beveled coupling bolt and its
shank, around which is a helical spring. On the outer end of the bolt shank is a

page_text: swivel connecting it with a governing rod, whose free end is bent at a right angle
that it may be caught over a pin fixed on the end platform of the car when the bolt
is retracted, and it will be seen that because of the swivel the backward or forward
movement of the draw head will not interfere with the position and correct action
of the bolt or governing rod.
In lieu of the swivel rod a cord with a ring at its end may be substituted, if
desired, the ring to serve the purpose of the bent end of the rod. Another bolt
enters the draw-head in rear of the link, and either at right angles or on the same
plane with the coupling bolt, and it is to be controlled by a spring in the same way
as the latter is. On the entrance of the link this second bolt is to be retracted and
remain permanently so, if a loose coupling, as in the case of freight cars, be desired;
but if a stiff coupling be desired, as for passenger cars, this bolt is shot as soon as
the train gets under way, so as to draw the coupling links to their full tension, and
there being just space enough between the two bolts to admit the end of the link
it follows that the link is confined between them and held stiffly and without play.
This second bolt can never interfere with the working of the link, as it can only
enter the link mortise when released by the action of its swivel rod, and when the
coupling link, by the movement of the tram, is drawn out to its full tension.
The link is to be made so as to fit its mortise, and the space between its side bars
should be just wide enough to admit the coupling bolt, which should have its end
slightly beveled to facilitate its entrance into the link. By these means the link
will be sustained in a horizontal plane.
It will be also observed that, if necessary, levers can be attached to the governing
rods, so that the bolts, and consequently the coupling, may be controlled with perfect
safety and convenience, either from the top or the platform of the car or from the
side of the road, as may be most desirable. If the links be made of oval or square
end section the bolts must be made of corresponding shape, and the bolts that are
made to enter the draw heads vertically may be in some cases conveniently operated
without springs. The platform bridge connecting the end platforms of adjacent
cars is made in two sections, laid side by side and attached one to each car platform
on the ends that are to be coupled together. Each section is made fast to a swinging
beam or bolster by means of a tenon that works in a slot in the under side of the
section, and the bolster is secured to the car platform by a bolt that passes through
its centre and works in a slot in the car platform. In the edge of each of
the sections of the bridge is a dowel pin and a mortise that serve to hold them
together when brought in position.
The slot in the underside of each section passes longitudinally along the middle
of the section, and at the end nearest the bolster is turned at a right angle, forming
a recess into which the bolster tenion fits when the sections are brought together
in position. This recess is in such a position that when the tenon is properly
located in it the inner or doweled edge of the section lies at right angles with and
directly over the centre of the bolster; hence it will be seen that the bolster is twice
as long as the width of a section.
At that end of each bolster which is intended to receive and support the end of a
section projecting from an opposite car a screw bolt, passing through the corner of
the projected section and into the bolster, acts in combination with the tenon and
forms a clamp that keeps the doweled edges of the two sections in close contact and
forms of them one compact and strong platform bridge.
This consolidated platform bridge moved upon the pivots that hold the bolsters
to the car platform, and swinging upon these two points accommodates itself to the
motion of the cars remaining in position when the train moves along a straight or
around a curve.
When the cars are to be uncoupled the said screw bolts are withdrawn so that
the sections can be separated. As soon then as the dowels are free each section is
moved laterally until the tenon leaves the recess in the slot and enters the slot
itself; then each section may be pulled directly hack upon the car until the tenion
strikes the upper end of the slot, then turning the section as upon a pivot until it

page_text: lies upon and parallel with its bolster, it is to be pushed endways until is covers its
bolster.
When this is done the section is entirely out of the way until the cars are again
coupled, when a reversal of these movements places them in position again. It will
be seen that the working of the pivot bolts in the car platform enables the sectional
platform bridge to adjust itself to any irregularities that may occur in the length of
the car couplings. The parts of this platform bridge may be made so strong that it
will serve as a coupling for passenger cars. The body of the platform bridge
may be constructed of light wood cased in sheet iron well riveted and bolted
together. It is easily adjusted, simple and efficient, and can be applied to any car
now in use.
I will now describe a modification of this platform bridge designed for the use of
brakesmen on the top of freight trains.
In this case the swing beams are of such width that they form swivelling end
sections of the platform; they are centrally pivoted in short longitudinal slots in
the top of the car. The two adjacent or bridge sections of the platform bridge
which connect these swivelling end sections are held thereto by tenons on the former
that pass into slots in the latter, and by tenons in the latter that pass into slots of
the former. These bridge sections are movable longitudinally the length of the
parallel slots, and are prevented from lateral movement by head blocks on the
swivelling end sections, to which they are connected by links or clamps.
These head blocks also serve to complete the square of the adjacent bridge sections,
and the clamps engage on pins, so that a continuous surface to the platform is
secured. By removing the ends of the clamps from these pins, or the pins from the
clamps, the sections can be drawn backward out of the way until the cars are again
coupled; instead of the bolts or pins springs, catches, or other convenient device
may be used for holding the clamps. This platform may be adjusted in place in a
minuto or two by the brakesman, and affords absolute protection against accidental
falling between the cars.
In some cases I dispense with the clamps and bolts or pins, and also with the
slots and tenons, and substitute screws, so that the upper surfaces of the sections
shall be unbroken.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Alexander Melville Clark in the Great Seal Patent Office on the 3rd
April 1880.
ALEXANDER MELVILLE CLARK, of 53, Chancery Lane, in the County of
Middlesex, Patent Agent. "IMPROVEMENTS IN RAILWAY CARRIAGE COUPLINGS
AND PLATFORMS." A communication from abroad by Robert Gamble, of Tallahassee,
in the County of Leon, State of Florida, United States of America.
The objects of this Invention are to provide simple, safe, and effective means for
coupling railway cars or carriages of the American type, and also to enable passengers
and others to pass from one car to another,
The Invention consists in the application of bevelled spring bolts acting either
vertically or horizontally through the draw head of a car to hold the coupling link
in position; in the device for holding the bolt retracted; in the shape of the link
opening in the draw head; and of sectional, movable, and self adjusting platform
bridges on which a person may pass from one car to another, all of which are herein-
after more fully described. In the accompanying Drawing Figure 1 is a front
elevation showing the coupling attached to a car; Figure 2 is a horizontal section
of the same on line x-x, Figure 1; Figure 3 is a half plan, half borizontal section
partly broken away, of the bridge attached to a car platform; Figure 4 is a sectional
elevation of the same on line y-y, Figure 3; Figure 5 is a plan of a modification
of the platform bridge attached to a car top; Figure 6 is a sectional elevation of
the same on line z-z, Figure 5. Similar letters of reference indicate corresponding
parts in all the Figures.
A represents a car platform, and B the draw head that, like others, may be movable
backward and forward by means of springs. The opening or mouth C of the draw
head for the admission of the coupling link D is conical for a portion of its depth to
the point where the bolt mortise meets it, and thence for the rest of the way rear-
ward it is made to conform with the outlines of the end of the link, as shown at a¹,
and is so contracted that the link cannot turn therein; and this part of the mortise
may be so fashioned that the link may enter vertically as shown in the Drawings,
or so that it may enter horizontally or lying flat. Attached to the side, or it may
be to the top of the draw head, and over the mortise E, is the bolt case F through
which passes the bevelled coupling bolt G and its shank H, around which is the
helical spring I. On the outer end of the bolt shank is a swivel K connecting it
with the governing rod L, whose free end is bent at a right angle that it may be
caught over the pin M on the car platform when the bolt is retracted, and it will be
seen that because of the swivel the backward or forward movement of the draw
head will not interfere with the position and correct action of the bolt or governing
rod. In lieu of the swivel rod a cord with a ring at its end may be substituted, if
desired, the ring to serve the purpose of the bent end of the rod. N is a bolt that
enters the draw head in rear of the link, and either at right angles to or in the same
plane with the coupling bolt G, and controlled by a spring as is the latter. On the
entrance of the link this bolt N is to be retracted, and may remain permanently so
if a loose coupling is employed as in the case of freight cars, but if a stiff coupling
be desired as for passenger cars this bolt is shot as soon as the train gets under way,
so as to draw the coupling links to their full tension, and there being just space
enough between the two bolts to admit the end of the link, it follows that the link
is confined between them and held stiffly and without play. When the coupler is
used in the ordinary form, presenting the link D lying flat, the bevelled bolt G being
vertical, it may be optional to use the said bolt G with or without a spring.
The bolt N can never interfere with the working of the link, as it can only enter
the link mortise when released by the action of its swivel rod, and when the coupling
link, by the movement of the train, is drawn out to its full tension by the action of

page_text: the bolt G in the opposite draw head. The link is to be made so as to fit its mortise,
and the space between its sides should be just wide enough to admit the coupling
bolt G, which should have its end slightly bevelled to facilitate its entrance into the
link; by these means the link will be sustained in a horizontal plane. It will be
also observed that, if necessary, levers can be attached to the governing rods, so that
the bolts, and consequently the coupling, may be controlled with perfect safety and
convenience, cither from the top or the platform of the car, or from the side of the
line, as may be most desirable.
If the links be made of oval or square end section the bolts must be made of
corresponding shape, and the bolts that are made to enter the draw heads vertically
may be in some cases conveniently operated without springs.
The platform bridge, Figures 3 and 4, for connecting the end platforms of adjoin-
ing cars, is made in two sections 0, 0, one of which is attached to each car platform
on the ends that are to be coupled together. Each section is made fast to a swinging
beam or bolster P by means of a tenon b¹ that works in a slot c' in the under-side
of the section, and the bolster is secured to the car platform by a bolt that passes
through its centre and works in a slot f¹ in the platform. In the edge of each of
the sections of the bridge is a dowel pin g¹ and a mortise h¹ that serve to hold them
together when brought in position. The slot c' in the underside of each section
passes longitudinally along the middle of the section, and at the end nearest the
bolster is turned at a right angle, formning a recess into which the bolster tenon b¹
fits when the sections are brought together in position. This recess is in such a
position that when the tenon b₁ is properly located in it the inner or dowelled edge
of the section lies at right angles with and directly over the centre of the bolster;
hence it will be seen that the bolster is twice as long as the width of a section. At
that end of each bolster which is intended to receive and support the end of a section
projecting from an opposite car a screw bolt e passing through the corner of the
projected section and into the bolster, acts in combination with the tenon b' and
forms a clamp that keeps the dowelled edges of the two sections in close contact,
and forms of them one compact and strong platform bridge. This consolidated
platform bridge moving upon the pivots d' that hold the bolsters to the car plat-
forms, and swinging upon these two points, accommodates itself to the motion of
the cars, remaining in position when the train moves along a straight road or around
& curve.
When the cars are to be uncoupled the screw bolts are withdrawn so that the
sections can be separated. As soon as the dowels are free each section is moved
laterally until the tenon leaves the recess in the slot and enters the slot itself; each
section may then be drawn directly back upon the car platform until the tenon
strikes the upper end of the slot. The section is then to be turned as upon a pivot
until it lies upon and parallel with its bolster, and afterwards pushed endways until
it covers its bolster; when this is done the section is entirely out of the way until
the cars are again coupled, when a reversal of these movements places thein in
position again. It will be seen that the working of the bolts d'in the slots f¹
enables the sectional platform bridge to adjust itself to any irregularities that may
occur in the length of the car couplings. The parts of this platform bridge may be
made so strong that it will serve as a coupling for passenger cars. The body of the
platforin bridge may be constructed of light wood cased in sheet iron well rivetted
and bolted together. It is easily adjusted, simple and efficient, and can be applied
to any car now in use.
In Figures 5 and 6 a modification of this platform bridge is represented designed
for the use of brakesman on the top of freight trains. Q. Q, represent the tops of
two adjoining cars connected by a link p¹, and each having a short longitudinal slot
n in which are centrally pivoted the sections R, R, of the platform, also provided
with slots o¹. S, S, are slotted sliding plates that are held to the sections R by
tenons that pass from the plates into the slots o', and by tenons &² that pass from
the sections R into the slots t¹ of the plates. These plates S are movable longitudi-
nally the length of the parallel slots, and are prevented from lateral movement by

page_text: the head blocks T, T, on which are pivoted the clamps V₁, V¹. These head blocks
also serve to complete the square of the adjustable plates, and the clamps engage on
pins W, W₁, fixed in the said plates so that a continuous surface to the platform is
secured. By removing the ends of the clamps from these pins, or the pins from the
clamps, the sections S can be drawn backward out of the way until the cars are
again coupled. Instead of the bolts or pins W, W', spring catches or other conve-
nient device may be used for holding the clamps. This platform may be adjusted
in place in a minute or two by the brakesman, and affords absolute protection
against accidental falling between the cars.
In some cases I dispense with the clamps V1, V, and bolts or pins W¹, W¹, and
also with the slots and tenons s¹, and substituto screws 22, 23, therefor, so that the
upper surfaces of the sections R and S may be unbroken.
Having described the nature of the Invention, and the manner of performing the
same, I declare that what I claim as the Invention to be protected by the herein-
before in part recited Letters Patent is,―
1st. The draw head B with link opening shaped as shown at C and a³, as herein
shown and described.
2nd. As a means for holding a coupling link in the draw head of a car, the
bevelled bolt G, substantially as herein shown and described, said bolt G being
operated with or without a spring.
3rd. The combination with the draw head B of the bolt G, shank H, spiral
spring I, case F, swivel K, rod L, and pin M, substantially as and for the purpose
described.
4th. The combination of draw head B and bolt N, substantially as herein set
forth.
5th. The bolts G and N in combination with the draw head B and coupling link
D, all constructed and arranged substantially as herein shown and described.
6th. The sections O, O, provided with slots c¹, pins g₁, and mortises h¹, in combi-
nation with the bolsters P, bolts d¹, slots f¹, and tenous b', substantially as and for
the purpose described.
7th. The combination of the sections O, O, and bolsters P with the screw bolts k¹,
substantially as herein shown and described.
8th. The sections R, R, provided with slots o' and tenons s' in combination with
the sliding plates S, S, that are provided with slots t¹ and tenons r³, and with head
blocks T, T, and clamps V', V₁, substantially as herein shown and for the purpose
described.
9th. The sections R, R, sliding plates S, S, head blocks T, T, and clamps V', V', in
combination with the roof Q of a car provided with slots n¹, substantially as herein
shown and described.
In witness whereof, I, the said Alexander Melville Clark, have hereunto set
my hand and seal, this Third day of April, in the year of our Lord One
thousand eight hundred and eighty.