IMPROVEMENT IN COUPLING DEVICES BETWEEN LOCOMOTIVES AND THEIR TENDERS
Year: 1886

page_text: I ALEXANDER SELKIRK of Number 258 Clinton Avenue in the City of Albany
and County of Albany and State of New York United States of America Attorney
and Solicitor do hereby declare the nature of my invention for "IMPROVEMENT IN
COUPLING DEVICES BETWEEN LOCOMOTIVES AND THEIR TENDERS" and in what manner
the same is to be performed, to be particularly described and ascertained in the
following statement:-
My invention relates to coupling devices between Locomotives and their Tenders,
for transferring a portion of the weight of the latter to the driving wheels of the
former and it consists of the combinations of devices and elements, hereinafter
described and set forth in the claims. The objects of my invention are, first, to
provide between the Locomotive and Tender two separate and independent lifting bars,
one of which will operate to raise the forward end of the tender when the Locomotive
is pulling and the other to effect the same result when the Locomotive is backing:
second to provide means by which the angle of these two lifting levers can be changed
at will for increasing or lessening the amount of weight to be transferred to the
Locomotive third to provide between the two lifting levers and the tender a hori-
zontally oscillating carriage which will connect these two levers with the tender and
receive the weight of the latter and transfer it through the one or the other of these
levers to the locomotive; fourth to provide means by which the engineer, or fireman,
can, at will, limit the degree of lift of these levers, or wholly prevent their con-
tributing to lift the tender when the locomotive is pulling or backing, or allow the
pulling or hacking of the locomotive to exert the full lifting of the tender through
these levers and finally to provide a special construction of the several operating
parts which will be durable and efficient for producing the several results above
enumerated in a simple manner.
:
I attain these objects by the means illustrated in the accompanying drawings
forming a part of this specification, in which
Fig. 1 is a side elevation of my improved mechanism applied to a locomotive and
tender the rear end of the locomotive and forward end of the tender being shown.

page_text: Fig. 2 is a plan view of the same.
Fig. 3 is a sectional view taken at line 1 in Fig. 2.
Fig. 4 is a sectional view of the oscillating carriage with adjuncts removed.
Fig. 5 is a view from above of the improved mechanism with the upper plate of the
carriage removed and illustrating the arrangements of the two sets of lifting levers.
Fig. 6 is a cross-sectional view of the oscillating carriage taken at line 2 in Fig. 4.
Fig. 7 is a view of the front end of the tender, the front end of the oscillating
carriage and the lifting levers, taken at line 3 in Fig. 3.
Fig. 8 is a view of the housing, draw-sleeve and adjuncts connected with the
locomotive taken at line 4, in Fig. 3.
The same letters of reference refer to similar parts throughout the several views.
In the drawings A represents the locomotive and A¹ is the rear end-frame portion
thereof. B is the front end sill timber of tender B. The locomotive can be of any
known construction and having two or more driving-wheels on a side, and its forward
end mounted on a truck with the weight distributed on the drivers by the usual
equalizing springs-not shown. The tender is of any known form of construction
and made separate from the locomotive and mounted on trucks, front and rear
provided with springs. Particular description of the locomotive and its tender is not
necessary for a correct understanding of my invention, as the construction of both the
locomotive and tender is well understood.
One portion of my invention is attached to the locomotive and another to the
tender, while these two portions are connected together by a third portion or device
which will be particularly described.
C is a horizontally vibrating or oscillating carriage arranged beneath the front end
of the tender and pivoted to the same by means of the coupling-pin B². The
essential parts of this carriage are the wrought-iron or steel body C, stiffening-piece D
(one or more) and roller c c. In some cases these stiffening-pieces D can be omitted
when the rollers are mounted on a suitable piece secured to the body C¹. This
omission of the pieces D can be had when this carriage C is of short length.
The body C¹ of the carriage is made from a bar of wrought-iron or steel bent
(preferably) in the form shown in Fig. 5. The stiffening-pieces D can be made of
cast-iron, or cast-steel, or wrought-iron as may be selected. These pieces are shown
in the drawings to be made of cast-iron and united with the body-bar C by means of
bolts bb, as shown, yet rivets may be substituted.
These cast-iron pieces D are shown to be provided with grooves a a, Figs. 6 and 7,
(and in dotted lines in Figs. 3 and 4) which grooves receive the respective edges of
the body-bar C.
Rollers cc, preferably made of steel, are suitably mounted in bearings c¹ c¹ on the
upper side of carriage C.
D is a horizontal track shown by full lines in Figs. 1, 3 and 7, and indicated by
dotted lines in Fig. 2. This track is arranged over rollers c c of the carriage and is
securely fixed to the front timber or piece B₁ of the tender. The lower side of the
track is the bearing-face and is preferably chilled-iron so as to resist wear and cutting
from rollers c c.
E E, Figs. 1, 2 and 3, are brackets secured to the upper side of the upper stiffening-
piece D provided with lips which hold with the curved flange-piece E', shown in
Figs. 1 and 3, and indicated by dotted lines in Fig. 2, secured to the lower side of
the tender, or its frame.
These lips and the flanges are intended to form a convenient means for holding the
forward end of carriage Cup in its place beneath the tender while the adjuncts of the
carriage are being placed, or being changed or repaired. Any other suitable means
can be substituted which will operate to hold the carriage C up with rollers cc
bearing against piece D, and at the same time to allow the carriage to vibrate
horizontally.
F is the draw-sleeve-housing which is suitably secured to the rear end of the
locomotive by its frame-piece A and suitable bolts, rivets, stays and braces, as will be
required by reason of the peculiar construction and arrangement of the frame-pieces

page_text: of the locomotive, and which a skilled master-mechanic would select to give this
housing such a strong connection with the locomotive that trains can be pulled and
backed from it without becoming loosened. G is a vertical sleeve held within
housing F by the vertical coupling-shaft H. This sleeve can be made of cast-iron or
cast-steel, and is provided with a bore which nicely receives the coupling-shaft H.
With the upper end of the sleeve is made the transversely pierced ear and with
its lower end having the transversely pierced ears g² g¹. The drawings show the upper
car y to be extended towards the locomotive, while the lower ears 'g' are shown to
be extended towards the tender. But if preferred this order of arrangement and
extensions of said ears can be reversed, or they may be both on the same side of the
sleeve; yet, I prefer to arrange these cars in reference to the coupling-shaft H
so that the draught on the upper end of this sleeve will be rearwardly and towards
the shaft while the pushs on the lower ends of said sleeve will be forwardly and
towards said shaft instead of from the same. I is a movable step which is so per-
forated as to receive shaft H and work vertically within the housing. This step is
arranged between the lower end of housing F and the foot end of sleeve G, as shown
in Figs. 1, 3 and S.
Set-screws ii screwing through the lower end-portion of the housing and against
said step, serves as a means for raising and lowering, at will, sleeve G, for purposes
which will be hereinafter explained. If selected cams, or levers, can be substituted
for effecting the same raising or lowering of said sleeve.
The oscillating carriage and sleeve above described, one jointed to the tender and
the other with the locomotive, are coupled together by two independently operating
and separate sets of lever links, as J J and K K¹. The lever-links J J are shown in
Fig. 5 to be used in pairs and jointed together on pin, with the ends of one pair,
as JJ, jointed with the upper end of sleeve G by pin, and the other pair, as J1 J1,
having their rear ends jointed with carriage by the coupling-pin L. These
links JJ, in their jointed connections with each other and with the said sleeve and
carriage, are so arranged, in relation to each other and the carriage, as to be at an
angle in which the link J will incline downwardly and rearwardly from sleeve G and
form an obtuse angle with links JJ, as shown in Figs. 1 and 3. The lever-links K'
are shown to be jointed with the single-lever link K, by pin k, Figs. 1, 3 and 5, and
with carriage C by means of coupling-pin L, while the single link K, has a jointed
connection with the lower end of sleeve G by means of pin . These links, K K',-
in their jointed connection with each other and with the sleeve and carriage, are so
arranged in relation to each other and the carriage as to be at an angle with the
same, with link K inclining downwardly and forwardly from its co-acting links K¹ to
the sleeve and forms with said links an obtuse angle which is reverse to that formed
by links JJ. In the relative arrangements of these two sets of lever-links J J¹
and K K, the rearward ends of their respective links J K are jointed with the
carriage by the same coupling-pin L, while their forward ends have an upward
bearing against the forward portion of the carriage when the locomotive is idle.
Arranged between these lever-links and the tender, or between one set of the same
and the tender (as between the latter and links K K¹) is a mechanism operated,
at will, by the engineer or fireman for adjusting the angles of the respective
links in each set of lever-links, and holding them in their adjusted positions, or
for locking or securing the two sets of lever-links from being moved from their
respective angles, shown by full lines in Figs. 1 and 3. This mechanism, in its
essential parts, consists of a lifting mechanism connected with one pair of the
links, as link K', and a mechanism by means of which the lifting mechanism can
be operated any time whether the locomotive is pulling, or backing, or idle.
A suitable mechanism is shown in Figs. 1, 2, 3, 5 and 7 which can be readily operated
by the engineer or fireman. This mechanism is shown to consist of a strong chain M,
suitably connected with the link K' and supported on a loose roller m having proper
bearings in carriage C, and connected with a shaft N, which is mounted in bearings n
secured to the tender. The shaft N is preferably rotated by bevel-gear n' actuated by
gear 2 on shaft N' which is supported from the tender by suitable bearings. Force

page_text: is applied to this shaft N' through lever O loosely mounted on said shaft, and pawl P
pivoted on said lever and engaging ratchet wheel Q fixed to said shaft. A dog R
pivoted on the tender and working with the ratchet-wheel, operates to hold shaft N¹
from turning back. Both the pawl P and dog R are shown to be made with lever
like forms so that they can be readily thrown out of engagement with the ratchet-
wheel by a foot of the operator.
The manner in which the several parts of the above described mechanism operates
is as follows:
When the locomotive is idle-is neither pulling or backing-the two sets of lever-
links J J and K K will be in position substantially as illustrated by full lines in
Figs 1 and 3, and where these lever-links are held as shown in said figures by the
chain N or any other means, the angles of the said two sets of lever-links will
remain the same as shown and whether or not the locomotive is pulling or backing
the draught or backing of the latter will not effect a raising or lifting of the
tender or a transfer of any portion of its weight to the drivers of the locomotive,
and the coupling between the locomotive and tender will be in effect the same as any
of the known ordinary couplings or draw-links. When chain M is slackened, so
that the jointed links K K' are free to move at the joint and change their angle, the
lever-links J J will be free to he moved on their pin j', when the locomotive is
pulling hard or backing hard.
When sleeve G is raised on shaft H by the set screws i as shown in Figs. 1 and 3,
the angle of the draw-link J and backing-link K will be cast at an angle of about
forty-five (45) degrees in relation to the axis of sleeve-shaft H which will be a
suitable angle of normal adjustment of the said links in their connection with their
respective coacting links J and K for pulling or backing most effectually heavy
loads or running on heavy grades or high speeds. But when this sleeve is lowered as
indicated by dotted lines in Fig. 1, by set screws ii the angle of links J. K, in relation
to sleeve shaft H and their respective coacting-links J K¹ will be so changed that
the two sets of lever-links will be slower to act and have less lifting power on the
tender when pulling or backing than when links J K are at the angle shown in
Figs. 1 and 3.
It will be understood that by means of set screws i, or any other
suitable devices the step I can be variously raised or lowered at will to increase or
lessen the angles of the respective links J.and K in relation to the sleeve-shaft H and
their respective coacting and connected links J K as the nature of the grade of the
road-bed or weight of the train or speed of the same would require in the best work
of the locomotive in pulling or backing. When the sleeve G has been so adjusted on
its shaft H as to give to the respective lever-links J and K the angles suitable for
effecting the advantageous or best transfer of weight from the tender to the
locomotive when the latter is pulling or backing, and the link K¹ is permitted to
freely rise and fall, this coupling-device will be in suitable condition for automatically
transferring a portion of the weight of the tender to the locomotive.
In Fig. 3 the lever-links J and K are shown to be at angles which are suitable for
effecting a quick transfer of a large amount of weight of the tender to the locomotive
when the latter is pulling or backing hard, and full lines in the same figure illustrates
the locomotive and tender at rest, without any of the weight of the latter on the former
and with the parts of the coupling-device in their normal or idle position. When the
locomotive is pulling forward in direction of arrows 1, in Fig. 3, the pulling force of
the locomotive will be communicated to the tender through the joint set of lever-
links JJ, and if there be no load behind the tender to be moved with it the angles of
those levers JJ will not be materially changed but only slightly, if in anywise,
affected. But when this pulling-force of the locomotive is resisted by the weight of
the load or train behind the tender the draught on said lever-links J J¹ between
coupling-pins and L will be such as to change the angle of links J in relation to
their coacting and connected links J', and the sleeve G, so that the lines of draught
from pin to through said links will be relatively on a different angle from that
shown by full lines in Fig. 3 as on dotted lines running from joints to s¹ and
thence to s (Fig. 3) when the center of pin j' will be at and center. of pin jat s¹ and

page_text: center of pin Lat s with the locomotive forward of the tender so that the center of
the vertical sleeve G will be at line H' and with the forward end of tender B raised to
dotted lines B3 and when so raised by the pull of the locomotive the weight of the
forward half of the tender will be taken proportionally off the springs of the forward
truck of the tender and transferred, through the track-piece D, carriage C, links J J
and vertical sleeve G and its adjuncts, to the drivers of the locomotive through its
equallizing springs before mentioned.
When, in the forward pull of the locomotive, the lever-links J J have their angles
changed from that of full lines in Fig. 3 to that of dotted lines in the same figure,
the lever-links K K₁ will be straightened out to dotted lines y y running from r to and
thence to s as illustrated in the same Fig. It will be understood that when the
resistance to the pulling force of the locomotive is not so great as that required to
change the angles of the respective sets of lever-links as above described, that there will
be effected a degree of change of original angle which will more or less approach the
angle shown by dotted lines and yy and the amount of weight transferred from the
tracks of the tender to the driving-wheels of the locomotive will be proportionate to such
change of angle of said lines and less than that transferred when the angle of said lever-
links are as shown by full lines in Fig. 3. When the locomotive is backing hard towards
the tender, as in direction of arrow 2, Fig. 3, the backing-link K will change its angle in
relation to its coacting link K and sleeve G so that link K will approach to or towards
dotted lines t, Fig. 3 when coupling-pink, connecting links K K with each other, will
approach towards the point t¹ and lift on the forward end of link K and through it
raise the forward end of the tender to dotted lines B¹ Fig. 3, when a portion of the
weight of the tender will be taken off the springs of the forward truck of the tender
and transferred by link K to the sleeve attached to the locomotive and thence to the
equalizing springs to the driving wheels of the same. When the resistance behind
the tender, to the backing force of the locomotive, is less than that required to change
the angle of backing lever K from full lines to that of dotted lines, Fig. 3, the lifting
force of the lever-links K K' will be less and the amount of weight of the tender
transferred to the drivers of the locomotive will he proportionately less. When
sleeve G and, lever-links J J and K K'are adjusted about at respective positions
shown by full lines in Figs. 1 and 3, the lifting-link J and backing-link K will hold
their respective coacting-links in supporting positions or situation against oscillating-
carriage Cand crowd rollers e upward against the lower side-surface of piece D¹ and
whether the locomotive is pulling or backing the carriage C will at all times be held
up to give effective support to the front end of the tender either by the upward pull of
link Jor the forward end of its coacting-link J¹, or by the upward push of link K on
the forward end of its coacting link K
When the locomotive is pulling or backing on a curve of a track the forward end of
this coupling device will freely swing on the vertical-coupling-shaft H from the rear
end of the locomotive, while the front end of the tender will swing on coupling pin B2
at rear end of carriage C and rollers c c will receive carriage C and piece D from
friction and wear.
When the locomotive is starting out from a station prefer to have the two sets
of lever-links J J and K K' free to change in the angles of the respective links, so
that when the locomotive begins to move forward its pull or link will begin to effect a
gradual lifting of the forward end of links J and the carriage C and thereby effect a
gradual lifting of the forward end of the tender; and when the forward movement
of the locomotive is continued the lifting of the forward end of the tender will also be
continued and a gradual transfer of the weight of the forward end of the tender from
off the springs of the forward truck to the driving wheels of the locomotive and the
rail of the track will be effecting, and thereby gradually increase the adhesion of the
said wheels with the rails to such a degree as to prevent the former slipping on
the latter. It will be understood that when lever-links J J are pulled on so as to
effect a lifting of the forward end of the tender their angles will be changed from full
lines and made to approach towards dotted lines . and at the same time the angles
of lever-links K K will necessarily be correspondingly changed from full lines to

page_text: approach towards dotted lines y. y', as illustrated. But when either one of the sets of
lever-links are held from moving or changing the angle of its links, the other set
of lever-links will also be held from changing its angle and the two sets of lever-links
thus held from moving from their respective angles will unitedly draw the tender and
its connected load forward, or back the same, without effecting any lifting of the
forward end of the tender or transfer of any of its weight to the driving-wheels of the
locomotive. And if either of these two sets of lever-links is permitted to move from
its normal angle to a limited distance the other set will be free to move and change its
angle correspondingly, and the forward end of the tender will be raised to a limited
distance and a corresponding degree of weight of the tender will be transferred to the
driving wheels of the locomotive. When by the pulling or backing of the locomotive
this coupling device is operating to transfer the weight of the forward end portion of
the tender to the locomotive a suitable application of force to either one or the other,
or both sets of lever-links J J and K K will effect a return of the said links from
their respective angles illustrated by dotted lines in Fig. 3 to that of full lines in the
same figure, when the superinduced weight on the locomotive will be so transferred to
the springs of the forward truck of the tender; and as long as this force is applied to
these lever-links to hold them to their respective normal positions this coupling device
will operate to permit the locomotive to pull or back the tender and its connected
train without superimposing any additional weight on the locomotive.
The mechanism above described and illustrated in Figs. 1, 2, 3 and 7, for
controlling the operations of these two sets of lever-links can be employed.
This mechanism is illustrated in Fig 3 as holding one of the two sets of lever-links
in its normal angle, and so long as this mechanism holds link K¹ up against plate D of
carriage these two sets of lever-links will operate the same as if they were jointless
and had a jointless connection with both the focomotive and tender, and will operate
to pull, or push or back the train and its connecting tender without effecting a
transfer of any portion of.the weight of the latter on the locomotive. The chain M in
the controlling mechanism will be slackened before the locomotive is started so that
when it begins to pull its draught will operate to draw the jointed lever-links J. J
from condition of angle shown by full lines to that of dotted lines in Fig. 3, and
lift the forward end of the tender and transfer a portion of the weight thereof to the
locomotive, and also move lever-links K K to dotted lines y y' same figure, when the
locomotive will have the adhesion of the drivers so increased as to obviate the use of
sand in starting the train, and insure a ready and sure forward movement of the train.
After the usual speed of the locomotive has been attained the fireman can, by operating
lever O in a reciprocating manner, wind chain M on shaft N and gradually draw
lever-links and K K from angle of yy to full lines in Fig. 3, when the distance between
pin L and pin will be shortened, and this draught will, through links K K¹,
carriage C and sleeve G draw the locomotive and tender towards each other when
links JJ will move from lines of angle to their normal angle and lower the
forward end of the tender down so that its weight will be taken off from the
locomotive and retransferred to the springs of the front truck of the tender. By
reversed operations the lever-link will be free so as to be affected by the pulling or
backing of the locomotive. By means of this controlling-mechanism the fireman
or engineer can, at will, free the lever-links so as to be operative for raising the
tender and transferring the weight, or a portion of the same, to the driving-wheel of
the locomotive, or hold these lever-links so that they will be operative to effect a
transfer of a less amount of weight of the tender to the locomotive by limiting the
distance of the rise of the tender, or to prevent any transfer of weight to the
locomotive. By this controlling-mechanism the lever-links J J and K K¹ can be
variously effected when the locomotive is pulling, or backing, or idle, and the coupling-
device can be made to effect a transfer of a greater or less amount of weight of the
tender to the locomotive to increase, to a suitable extent, the adhesion of the driving-
wheels with the rails as the load moved may require, or the condition of the rails or
grade of the track may demand for running on time; or the operator can, at will,
hold the lever-links at the normal angles shown in full lines so that the links will

page_text: operate as ordinary coupling-links to pull or back without effecting any increase to
the weight of the locomotive which is of great advantage when on bridges or trestles.
The drawings show the controlling-mechanism having direct communication with
link K, yet it can be made to have connection with link J and be made to pull down
on that link and accomplish the same result; or, if preferred, a lever pulling down on
links JJ and pushing up on links K K can be employed. Although the drawings
show a windlass and chain to be the mechanical power operating with the lever-links
to hold the same, or control and limit their operations with the tender, yet any of the
known mechanical powers suitably applied and operated can be employed, as long as
the mechanism employed is under control of the engineer or fireman.
It should be understood that by a reversal of situations of parts theso improvements
can be applied with the carriage C pivoted to the locomotive and the vertical shaft H
and sleeve to the tender with the lever-links J J and K K' reversed, when substantially
the same operations and results will be had.
Having now particularly described and ascertained the nature of my said invention
and in what manner the same is to be performed I declare that what I claim is:
1. The combination with a horizontal track which is rigidly secured to the tender of a
horizontally oscillating carriage having friction rollers which work against the lower
side of said track and having a jointed connection with the tender and with the jointed
lever-links J J, of which one is jointed with the locomotive and operates as a lifting-
link when the locomotive is pulling, for the purposes and operations set forth.
2. The combination with a horizontal track which is rigidly secured to the tender,
of a horizontally oscillating carriage having friction rollers which work against the
lower side of said track, and having a jointed connection with the tender and with the
jointed lever-links K K of which one is jointed with the locomotive and operates as
a lifting-link when the locomotive is backing, for the purposes and operations set forth.
3. The combination with a horizontal track which is rigidly secured to the tender of
a horizontal oscillating carriage having friction rollers which work against the lower
side of said track and having jointed connections with the tender and with the jointed
lever-links J J and K K', of which one of the links in each set is jointed with the
locomotive, for the purposes and operations set forth.
4. The combination with the horizontally oscillating carriage having its rearward
end jointed with the tender and its forward end below a piece fixed to the same, of
the jointed lever-links J J of which one-as link Jis jointed with the locomotive
and operates as a draw-link,and the other as link Jis jointed with said carriage at a
point distant from its forward end and operates to transfer the lifting force of the draw-
link to the forward end of said carriage, substantially as and for the purposes set forth.
5. The combination with the horizontally oscillating carriage, having its rearward
end jointed with the tender, and its forward end beneath a fixed piece of the same, of
the jointed-lever-links K K of which one-as link K-is jointed with the locomotive
and operates as a backing link, and the other as link K-is jointed with said
carriage at a point distant from its forward end and operates to transfer the lifting-
force of the backing-link to the forward end of said carriage, substantially as and for
the purposes set forth.
6. The combination with a horizontally oscillating carriage having its rear end
jointed with the tender, and its forward end bearing up against a piece rigidly fixed to
the same, of two sets of jointed-lever-links J J and K K relatively reversed in their
angles with a link of each-as J and K-jointed by separate coupling pins with the
locomotive and by other and separate pieces to their respective coacting links .J'
and K jointed to the said carriage at a point rearward from the forward end of the
same substantially as and for the purposes set forth.
7. The combination with a locomotive and tender, of two sets of jointed-lever-links,
in which a link of each set has a jointed connection with the locomotive independently
of that of the other and also are jointed with separate coacting links which are each in
jointed connection with the tender for independent operations according as the
locomotive is pulling or backing substantially as set forth.

page_text: 8. The combination with a locomotive and tender, of a vertical-sleeve, two lifting
links which are respectively jointed to the opposite ends of the sleeve and are extended
therefrom at opposite angles and jointed independently of each other with separate
coacting-links which are pivoted with an oscillating piece having a jointed connection
with the tender, substantially as and for the purposes set forth.
9. The combination with a sleeve loosely mounted on a vertical shaft secured with
the locomotive, of lever-links J jointed with the upper end of the loose sleeve, and
lever-links J¹ connecting link J with an oscillating carriage or piece, which is jointed
with the front end portion of the tender and against the lower side of the same
substantially as and for the purposes set forth.
10. The combination with a sleeve loosely mounted on a vertical shaft secured with
the locomotive of lever-links J J and K K', jointed with the opposite ends of said
sleeve and having jointed connections with the tender through an oscillating piece
which is lifted against the lower side of the same, substantially as and for the purposes
set forth.
11. The combination with the tender, horizontal track secured thereto, and
horizontally oscillating carriage jointed to the lower side of the tender and having
rollers between it and said track, of a sleeve loosely mounted on a vertical shaft which
is secured to the locomotive and the two sets of independently operating lever-links
which connects each with said carriage and said sleeve with the angle of the links of
one set opposite to the angle of the links of the other set substantially as and for the
purposes set forth.
12. The combination with a housing rigidly secured to the locomotive, vertical
shaft secured within said housing, a sleeve loosely mounted on said shaft and lever-
links J jointed to the upper end of said sleeve and adjusted at an angle to the same
and also to a coacting link which has a jointed connection with the tender, of the
movable step supported by said housing and adjusted at will to elevate and lower said
sleeve, substantially as and for the purposes set forth.
13. The combination with the two sets of lever-links adjusted at opposite angles, a
horizontally oscillating carriage, having a jointed connection with the tender, and
pivoted connection with said lever-links, of the vertical sleeve loosely mounted on a
vertical shaft and pivoted by its opposite ends to said lever-links, a housing rigidly
connected with the locomotive and holding said shaft, and the movable step I adjusted,
at will, for effecting changes of the angles of said lever-links, substantially as and for
the purposes set forth.
14. The combination with the two sets of jointed lever-links, which are adjusted at
opposite angles and connect, in a jointed manner, the tender with the locomotive and
lifts the former when it is pulled by the latter, of the adjusting and controlling-
mechanism between one of the said jointed lever-links and the tender whereby an
operator can, at will, control the movements and operations of said jointed lever-links
substantially as and for the purposes set forth.
15. The combination with the two sets of jointed-lever-links which are adjusted at
opposite angles, and have independently jointed connections with a piece secured to
the locomotive, and jointed connections with the tender so that the pull of the
locomotive on one of said levers-links will effect an elevation of the forward end of the
tender, of the connection M between one of said lever-links and a shaft which is
attached to the tender and revolved and adjusted, at will, to tighten or slacken
said connection substantially as and for the purposes set forth.
ALEXANDER SELKIRK.
Haseltine, Lake & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.