Improvements in and relating to Central Couplings and Coupling- buffers for Railway Vehicles.
Year: 1894

page_text: Date of Application, 15th May, 1894
Complete Specification Left, 15th Mar., 1895-Accepted, 15th Aug., 1895
PROVISIONAL SPECIFICATION.
Improvements in and relating to Central Couplings and Coupling-
buffers for Railway Vehicles.
I, ALFRED BUCKINGHAM IBBOTSON, of Globe Steel Works Sheffield, in the
County of York, England, and of Villa Ibbotson, Porta Romana, Florence, Italy,
Merchant, do hereby declare the nature of this invention to be as follows :—
My invention relates to automatic central couplings and coupling buffers for
railway vehicles and comprises improvements in slack providing and slack
gathering apparatus for such couplings and coupling buffers and other apparatus
for preventing coupling while shunting, for slipping or releasing one or more
vehicles while in motion or at rest, and for promptly and effectively coupling
automatically or otherwise with most (if not all) descriptions of rolling stock
heretofore in use.
My said invention comprises the various improvements hereinafter specified.
The chief advantage of this invention is that it provides devices which will
readily couple with absolute certainty and security, either automatically. or by
hand, to all other kinds of couplings or coupling hooks known to me at present in
extensive use in connection with rolling stock and can be released or thrown into
gear to prevent coupling for shunting purposes most promptly. The invention can
therefore be applied with confidence to all new stock at least and thus hasten its
ultimate universal adoption in one or other of its forms for all classes of stock,
when, it is believed, the alarming injuries and loss of life still occurring amongst
railway servants employed in coupling and shunting operations by reason of their
being still compelled to go between the vehicles when in motion, and the enormous
cost of and loss of time in coupling and shunting operations as heretofore conducted,
will be largely minimised.
By some of the improved devices herein described loose coupling (leaving six or
more inches of slack) can be effected automatically; by some, tight coupling will
be effected when the vehicles are forced into contact, and by others, what slack is
allowed may be gathered or taken up when coupling has already been effected
automatically, and the vehicles are at rest, and in some cases carriages may be
slipped and released while the train is in motion, as hereinafter appears.
According to one most important part of this invention because particularly
designed for goods and mineral wagons (which are employed in such vastly greater
numbers than all other descriptions of rolling stock) I provide a central coupling
which requires no change to be made in the length of projection or in the action
prescribed of the uncompressed side buffers or in the position and movement of the
coupling shaft, and action of the springs underneath the vehicles specified by the
British Board of Trade and chief railway companies, and yet allows the specified
amount of slack between the side buffer-faces when the said side buffers are not
compressed and provides for curves aud even somewhat more than the required
allowance for difference in the height of vehicles to be coupled together.
According to this construction I may form on the shaft of the draw-bar a coupling
head in the shape of a hook closely resembling what is usually known as the British
Standard Coupling Hook, 50 formed that the line of pull is on the same or approxi-
nately the same level as the centre of the draw bar, and in order to reduce the

page_text: :
extent of projection of the links when not in tension I provide; as follows, that is
to say:
I make the rear end of the head of this hook (unless too thick a backplate is
used) project backwards towards the vehicle more from the front of the hook
than is the case in the standard hook, in order to provide that the distance from
the end of the vehicle of the buffing face of this hook shall equal that of the faces
of the side buffers when under the greatest required compression, and by preference
I form the front face of the book straight from its centre downwards so that should
the side buffers ever be compressed to the specified limit, the vertical front faces
of the coupling hooks will come together and act as "block" buffers or stops in the
centre of the vehicles in the same manner as the side buffer cases do at the sides,
and thus by distributing the force of concussion render the vehicles less liable to 'be
smashed. I call this form of hook "my block buffing hook." To the hole through
this hook corresponding in size, (though not chamfered,) with that in the standard
hook, from which a coupling chain is usually suspended for use in connection with
goods and mineral wagons where no slack gathering is required, I attach by a fixed
or removable hinge-pin what I describe as a "telescopic coupling link." This link
is formed by: preference in three separate parts and is fitted with springs
(preferably spiral springs) of sufficient strength to always maintain the most
forward sliding part of the link so far drawn inwards, as to prevent the said link
engaging and coupling with an opposing hook until the side buffers are under some
degree of compression. The said springs should be of such a thoroughly tested
quality and temper as will permit the link to extend or be drawn outwards after
coupling to such a degree as not only to remove all pressure from the faces of the
side buffers, but to yield also the whole amount of slack between the side buffer
faces which is specified in instructions for standard stock required for starting a
heavy train of goods or mineral wagons, and yet preserve their elastic force so as
to contract the links into their original length when not coupled or not being pulled
outwards. The two parts of the telescopic link which are hinged to the coupling
hook are by preference of larger diameter than the sides of the sliding part, and
are formed with grooves or slots and stops to permit the rear end of the sliding
part to slide backwards and forwards therein for a limited distance. In order to
support and maintain the forward end of the sliding part of this telescopic link
projecting, when not in use, at the required angle of dip for contact with the point
of an adjacent link (when both are practically at the same level) of like kind,
attached to another vehicle with which it is required to be coupled, I form at the
hinged ends downwardly projecting sides somewhat similar to those shown in
Figure 4 of the drawings in my prior British Patent No. 13400 A.D. 1889 but
passing underneath the back part of the head of the coupling hook or against or
under a back projection provided for the purpose, so as to press upwards against
the under part of the said hook or otherwise as above mentioned, and thus support
the link. The said end supporting parts of the link will describe an are of a circle
when the link rises for coupling, and owing to the short distance between them and
the hinge, this movement soon brings them against a forward part of the back
underside of its own coupling hook, or against a higher projection which may be
provided, either of which thereby prevents the link from rising high enough to be
driven backward over its own coupling book by concussion or otherwise. I may
with advantage bolt these supporting parts together under the head of the coupling
hook and thereby keep the hinges of the link in close contact with each side of the
head of the coupling book, and I may if desirable further or entirely support the
front projecting parts of the link by side projections formed on the lower and
forward part of the hook, or otherwise as above mentioned: I make the sliding
part of the link of U-shape by preference, and 1. form solid lateral projections.at
the rear end thereof which projections pass through the grooves or slots in the..
hinged parts of the link, and protrude sufficiently far on both sides to permit the
spiral or other springs, which are attached to the hinge pin (or to prolongations
thereof) of the coupling links, to be attached firmly and securely thereto. The

page_text: movement of the sliding part of the link is limited as before stated, by suitable .
stops formed at each end of the grooves in the hinged parts.
I form by preference on the upper surfaces of the sliding part of the link,
elevated parts preferably solid, which I call "knees" so constructed that when
the link is not in operation and therefore dips outwards and downwards at. the
right angle for coupling automatically, said knees shall on both sides rise high
enough to guide upwards the end of a similar link attached to another vehicle, the
projecting point of which may be on ever so slightly a higher level when said
vehicles are brought together, and, cause it (viz., the said opposite link) to rise
upwards to a higher level than the front centre of its coupling hook, whence it is
conducted or forced with certainty over the inclined upper surface of said coupling
hook and allowed to fall by. its own weight, into engagement with said hook, which
it cannot fail to do. It will be manifest that by lifting the above described
telescopic link by hand or lever, while the necessary pressure is being put on the
side buffers, one of my said links can be coupled to any ordinary hook, but in order
to render even that kind of coupling automatic, I find it only necessary, when such
coupling with an ordinary hook, is desired, and before the vehicles are pushed
together, to raise my link by hand to such a height, that when afterwards coming
into contact with such ordinary hook, its point will strike against and slide up the
upper front surface of such ordinary hook. I fix or retain the link in the raised
position by a suitable wedge inserted between the hinder supporting projection of
the link and that part of the apparatus against which it is supported. When the
vehicles.come together coupling will be effected automatically and the wedge will
drop out. Unless the frout of the mouth of the ordinary hook extends from its
veliicle as far as does that of the mouth of my block buffer hook, there will not be
as much slack as is desired left between the side buffer faces when the coupled
vehicles are drawn apart, and unless one of my hereinafter described guides is placed
on or suspended over the said ordinary hook, the side buffers cannot be compressed to
their fullest extent without the risk of the end of the link striking and injuring the.
end of the vehicle to which the ordinary hook is attached.
In all cases however I prefer to make the pair of knees on the top. of my
telescopic links high enough not only to rise upwards to a sufficient height to cause
the end of an. opposite link attached to another vehicle which is at a slightly
higher level to slide upwards thereon and pass over the top of the hook with
absolute certainty, but I form the higher parts of the knees of such a breadth at
top as shall permit the opposing link, as it falls into engagement with the bottom
of the mouth of the hook, likewise to fall over and enclose or envelop as much of
the highest parts of that pair of knees as rise above the level of the bottom of the
mouth of the hook; otherwise the pull of traction would not be in a straight
horizontal line when the coupled vehicles are in motion.
By preference I crank those pieces of the forward parts of the telescopic link
which protrude through the outsides of the hinged parts of said link and are
connected to the side spiral springs. The springs are connected to parts of said
cranked pieces which correspond to the pin of an ordinary crank. This construction
allows of employing long springs, on which there will be a moderate working strain,
and permits of the end of the link being moved in and out as far as required.
The coupling links are made with sharp and rounded ends so as to avoid all
danger of striking end on.
I prefer to hinge at one end of the upper rear part of the coupling hook a pin
or bar which is adapted to be moved by either of two handles provided one on
each side of the vehicle or apparatus and attached to such pin or bar. By means
of these handles the pin or bar can be turned down to rest with its point just within
and very slightly above, below, or on same level with, the top point of the coupling
hook and across the top of the mouth thereof, and this hinged pin or bar, when 80
adjusted, will serve to prevent any link, that may be forced over the top of the
front of the hook, from falling into the mouth of such hook. By this means
coupling is prevented when shunting only is required. When this hinged pin or

page_text: T
bar is again turned upwards to lean against the end of the vehicle or otherwise, it
will allow of coupling and will moreover act as a guide, against which the end of
the link may strike and rise upwards from it along the end of the vehicle when the
side buffers are being greatly compressed. I prefer to attach this hinged pin or
bar to and within my specially devised guide with sides which slope downwards in
front from the top and which may be attached to the back end of the coupling hook
or be suspended to the vehicle immediately over it.
By preference I form this guide with sides which in front slope downwards from
or near the top in exactly or about the line of slope of the back of the mouth of
the coupling hook, so that when under considerable pressure and the side buffers
are being considerably compressed, the end of a link, which has been forced over
and into the hook, shall travel upwards out of the way (even from the bottom
of the mouth the hook) in a continuously upward line of slope till it abuts
against the vehicle at a sufficiently high level to prevent the point of the link
injuring the vehicle. The vehicle may be protected by a thin metal plate fixed or
hung against the end thereof. This guide being hollow, is provided by preference
with a back against which the hinged pin or bar may rest. I firmly secure therein
my said hinged pin or bar as above described, and in some cases I attach to the
sloping front of the said guide a thin plate of metal, by preference of tempered
steel, of about the same breadth or broader than the frout width of the two sloping
sides of the guide, which plate may extend upwards to the top or nearly to the top
of the guide and in some instances, where practicable, to the bottom of the back
end of the mouth of the hook, so as to leave no break in the continuity of the slope.
I form a long slot hole in the front of this thin plate, commencing high enough, for
the hinged pin, or bar to pass through when being turned downwards, and I prefer
to make the bottom of said slot at the right height at its lower end for the hinged
pin or bar to rest upon when turned downwards with the desired projection across
the top of the mouth of the hook to prevent coupling when shunting, and to release
the vehicles or cause them to become uncoupled. Uncoupling may be accomplished as
follows; that is to say, when, after pushing the already coupled vehicles sufficiently
close together, the coupled link is caused to rise upwards out of the mouth of the
opposing hook and on the face of the guide above the top of the slot, the hinged
pin or bar is, by one of the bandles extending outwards on each side from the hinge
pin of such bar, turned down across the top of the mouth of the hook while that
can be done underneath the risen end of said link, whereupon, on the rebound of
the side buffers, the link end falls by its own weight on to such pin or bar, and is
thereby conducted and recedes over the point of the coupling hook as the vehicles
are being so forced together or drawn apart. In order to make due provision to
prevent any injury arising therefrom should the two points happen to strike one
another, I in some cases insert india-rubber, springs, or other elastic material
between the back supports of the links and the parts which support them. By thus
allowing the extreme points of the links to vary their relative positions ever so
slightly, their instant release from such a position is ensured.
According to another modification of this invention relating to the block buffing
hooks with kneed links, instead of using my telescopic form of links which do not
project from the vehicle to which they are attached far enough to engage with an
opposing coupling hook until some compression has been put upon the side buffers
as hereinbefore described, I may use simpler forms of links (with back supports,
wedges, knees and guides fitted with hinged uncoupling bars, corresponding with
those already described), which do not act telescopically, but always project far
enough to couple or engage with an opposing coupling book when vehicles are
brought together, before any compression is put upon the side buffers, and then
when the coupled vehicles are drawn apart, to yield the required amount of slack
between the uncompressed side buffer faces. In this case I form in these non-
telescopic links an additional hinge at about the centre thereof so formed with stops,
that the projecting end of the link can never fall to a lower level on its underside
than will practically form a straight line with the underside of that part or those

page_text: parts of the link, which is or are hinged to the coupling hook. Said link will (as it
passes towards the top of the opposing hook) rise or slide upwards (out of the way)...
against and on the sloping surface of the guide which is behind the opposing hook
and will strike against the end of the opposing vehicle at such a height that it will.
not fall backwards while permitting the side buffers to be compressed to their fill
extent. On the rebound of the side buffers there can be no possibility of the link.
failing, as the vehicles recede, to slide down again into locking engagement with the
upposing book. In some cases I form on the said central, hinge of these links a
downward projection or I attach thereto a roller for the purpose of causing the
central hinge also to rise higher as such projections or rollers impinge against and
slide over the guides or the top of the opposing hook.
By a further very important part of this invention I provide for converting in a
few minutes any railway vehicle already fitted with any of the forms known to me
of ordinary coupling hooks from which are suspended three link chains or other
devices, of non automatic coupling kind, into an automatic coupling vehicle on my
principle, as soon as such suspended chains are removed therefrom, by attaching
thereto the herein described guides and kneed coupling links with the supports for
said guides and washers, which latter I will now proceed to describe.
My support or supporting case for the guide consists of a comparatively thin
piece of metal with its ends or sides turned upwards forming two sides which closely
envelop the sides of the said ordinary coupling hook and with its bottom suitably
formed to fit against a large portion of the rear end of the bottom of such coupling
hook with a hole on each side that will not only correspond in diameter with that of
my right angle link hinge pin, but will correspond in its centre exactly with the
centre of the hole through the hook, and with projectious attached outside to the
two sides for supporting the link at the required angle of dip, and likewise with
the other necessary projections for preventing the links rising too high. I provide
bolt holes above in proper position to match those through the feet of the guides
for attaching the same thereto. This supporting case is intended to be forced or
lifted upwards by hand from underneath over the sides of the hook, but in case the
hole through the ordinary hook is not of the same diameter throughout its length
but, chamfered at the ends as most of the holes in the hooks are now, before doing
so, place therein my specially formed washers, which externally fit the chamfered
sides exactly as far as the centre of the hole and do not protrude, when fixed, from
the sides of the hook, and which internally have a straight hole of the diameter of
the hinge pin of my link. I then slide upwards over the sides of the supporting
case, which encloses the outsides of the washers and the hook, the hinged ends of
the kneed link and after securing the same with its right angled hinge piu through
its linges, the supporting plate, the washers and the hook, I then insert one of the
guides containing the hinged pin for preventing coupling into the top of this
supporting case, and secure the same thereto. The whole operation will require
less time to accomplish than to describe, and the conversion, as far as one end of
the nou automatic coupling vehicle is concerned, is completed. In such case where
Gedge's patent removable links are not used, all other kinds known to me of three
link suspended chains will require to be cut off.
Although the above described devices are specially designed for use in connection
with rolling stock which requires a large amount of slack for starting the trains,
they will admit of such modification as will adapt them to cases where no slack is
required, if the links are sufficiently shortened and coupling is effected only while
the side buffers are under considerable compression, and provided, in case the
telescopic links are used, that the side springs are made sufficiently strong to unite
with the power of the draw springs to prevent that slack, and thus maintain on the
side butters some portion of the original compression which was produced in the act
of coupling.
According to a modification of this my invention which likewise involves no
change in the projection and action of the side 'buffers or in that part of the shaft
and draw springs which are under the vehicle, as specified for British standard.

page_text: stock, dispense with the hereinbefore described telescopic link, long double
hinged links and guides, and I use instead thereof any of the forms of central
coupling buffers hereinafter referred to. According to this part of my invention
I employ a buffer spring or springs extending from the ends of the vebicles, and
arranged without central shaft from the coupling head extending through them as
in the ordinary manner, and further so that the compression thereof shall not cause
that part of the shaft which is attached to the draw springs under the vehicle to
recede unless it has been first extended.
"
For this purpose I dispense with the coupling hook which at its back, when not
drawn out, abuts against its vehicle, and instead thereof I enlarge that part of the
shaft which is in communication with the draw springs or spring to form a base
plate which likewise bears with its back against the outside of the vehicle and limits
the inward backward movement of the shaft and also forms a bearing or base plate
for the springs of the central coupling buffer. I attach to the said base plate a
collapsable apparatus or buffer case which contains the buffer spring or series of
springs that (when not under compression) will keep the said case extended
outwards to its full limit, and I attach to the forward end of the movable part of
the said collapsable case the rear end of the coupling buffer head or hook and so
guide the said movable part in such a manner that it will in all positions move in. a
straight line with the shaft connected to the draw spring underneath the vehicle.
This I accomplish in several ways. According to one construction I provide a
suitably shaped buffer case with open or closed sides formed with or connected to
the herein before mentioned base plate which abuts against the outside of the
vehicle and which forms the head of the draw bar. The collapsable case which 1
call my 66
Bided one
opeu
is formed by preference of four straight bars of iron or
steel. A portion of the length of each bar is of increased diameter to form an
elongated head. In that projecting plate which acts as the head of the shaft of the
draw-bar and likewise as the base plate for the collapsable buffer case, I form in the
four extended corners of said plate holes of corresponding diameter to admit only
the smaller portions of the bars or bolts and similar sized holes in similar positions
likewise in the corresponding base plates of the buffer coupling heads, so that the
position and size of the holes in both ends of the said case may exactly correspond.
By: preference before attaching the draw bar shaft to its draw-spring underneath
tlie vehicle, I pass the smallest ends of the said bolts or bars from the back thereof
as far as they will go through the four corner holes thereiu so leaving the smaller
parts of the bolts projecting forwards and the large ends backwards, the latter being
intended to enter four holes formed through the frame of the carriage in the correct
position and to extend and slide through the same sufficiently far, so that when the
draw-spring is compressed to its fullest extent and the head of its shaft is drawn
out, there will still be a sufficient length of these larger back ends remaining in the
holes of the frame to guide and keep the collapsable buffer case and the buffer
coupling head thereto attached always projecting outwards in a straight line. I
then by preference insert only one spring, which yields the necessary amount of
action, against the front end of the base-plate connected with the shaft and between
the forwardly projecting ends of the bolts, then I cause the back of the base plate
of the coupling buffer head to be pressed against the front of the spring sufficiently
to permit the four projecting smaller portions of the bolts to pass into, and the
desired distance through, its four holes, and be there firmly attached, preferably by
cottars or keys passed through slots or holes formed in the bolts at the front end of
such coupling buffer head base plate.
What I call my collapsable buffer case with closed sides:" has not any
horizontally and forwardly projecting bolts, but the base plate against which the
back of the buffer spring presses, is formed in one piece with the draw bar shaft
which passes through the end and under the vehicle and abuts against it. Instead
however of that head of the draw spring shaft and base-plate for the buffer spring
having holes at the four corners, it has oue, two or more projections on each side
for, receiving vertical bolts, and likewise one or more at the bottom for receiving

page_text: horizontal bolts, and the sides and bottom of the case are formed of hinged links
engaging with each other and hinged at the sides with vertical hinge pins and i at
the bottom with said horizontal bolts so arranged that under pressure they will not
bend inwards but always outwards and these are. similarly,attached by preference
after the spring or springs. have been enclosed and. somewhat compressed by the
back end of the base-plate of the buffer coupling head which corresponds in form to
that base-plate which forms the head of the draw-spring shaft. By preference. I
fit a lid, which will rise automatically to both forms of collapsable buffer cases
described, to protect the springs inside from the rain and for the railway workmen
to step on as they pass between the vehicles when vehicles are coupled and standing
still..
In front of either of the above described collapsable buffer cases which permit of
as much receding as is practically permitted to the side buffers, when under the
greatest compression I may attach a coupling, buffer head with a back endfor base
plate, as above described, formed in one instance with an ordinary standard coupling
hook in the centre, to which the kneed links of requisite lengths to allow 6.inches
slack if necessary and supports of the simplest form are attached, provided with
side plates to form buffing surfaces for similar surfaces on an, opposing buffer
coupling apparatus to strike against for compressing such collapsable buffer. cases
and to that extent relieving the side buffers from the force of concussion, or I may
form it with one of the hooks similar to what I have hereinabove described as
block buffing hooks," with similar kneed links attached thereto and with.or
without side plates also to act as buffers. In both these cases I may attach to the
back end of these books the already described hinged bar to prevent coupling
when shunting only is required, and when turned upwards and backwards to
serve as a guide to carry the end of a link higher upwards than the end of the
collapsable buffer case.
66
According to another modification of my invention I use and may attach to the
front of either of the two above described collapsable buffer cases a coupling buffer
head having fixed links of sufficient length and fitted with a hinged hanging locking
pin, to which no tightening up apparatus need be attached, constructed as follows,.
that is to say, said coupling buffer head is formed internally with a slope upwards
(and in some instances also a similar slope downwards), at the rear inside. end
thereof to allow the link of the companion coupling head to slide thereupon. and
pass through and beyond the top of the coupling head (or slide downwards through
the bottom of said head), while the uncoupled link which remains unemployed
projects outwards and downwards at such an angle from the head to which it is
hinged that its extreme point will not strike against the bottom of the opposing
link or vehicle. If the front faces of the coupling heads project from the vehicle
when not in use, as far as do the side buffers when not.compressed, and the coupling
heads are allowed to run back under compression as far as the side buffers do when
driven backwards, then there will be as much slack between the faces of both the
central and side buffers,, when the coupled vehicles are drawn apart to their fullest
extent, as there is between the inside end of the link and the hanging locking pin
which has in the meantime fallen within the link. This slack may be as much as
six inches, or more if required. I may here state that in all cases in which my now
well known double hinged hanging locking, pins are used, 1 deem it important that
the holding down springs for causing instant coupling action and otherwise, as set
forth in the Specification of the British Patent granted to me No. 6184 A.D. 1891
(or any of the modifications thereof hereinafter or previously described) be used.in
connection therewith and I further strongly recommend that one or more of, the
means hereinafter described for releasing the coupled vehicles while moving or
standing still, and preventing them from coupling, if desired, while, shunting,.he
where adaptable) likewise attached thereto.
When any of the approved arrangements used for, central coupling, buffers: of
arrow gauge stock, by which both buffing and draw springs are fixed on their

page_text: i
"1
.
.
:
shafts underneath the vehicle, are adopted, the outside buffing springs hereinbefore
described may be dispensed with.
"
Where a hinged hanging locking pin with a hinged lid, which I call a double
binged hanging locking-pin, such as described in my prior British Patent
No. 13400 AD. 1889 herein before referred to, is used for coupling, I sometiines
provide for releasing or slipping a carriage when in motion, as follows, that is to
say, attach a cord or chain to the said lid of the hanging locking-pin, passing the
same through or over suitable guides or pulleys into the carriage to be slipped in a
convenient position to be operated by the guard or other attendant, and attach to
that part of the cord or chain which hangs in the carriage a sufficient weight
only to keep it in a straight line, but not to lift the lid.
When the cord or
chain is pulled with sufficient force, it draws the locking-pin upwards out of the
link and unlocks the same and thereby releases or uncouples the vehicles and if
after lifting the lid, the cord trom the carriage be kept taut by being attached to a
hook (for example) inside the vehicle or otherwise to prevent its being pulled back
again by the weight of the lid or the pressure of the bolding down spring connected
with said lid, no automatic coupling can again take place until the loop of the
cord be released from such hook. When however the springs referred to for
holding down the lid are used in connection with the hanging locking pin, 1
strongly recommend that the cord or chain should not be kept taut any longer than is
absolutely necessary so that no undue pressure will be maintained on said springs.
Indeed in order to avoid this injury to the holding down lid-spring, I by preference
alter its form of coiling from that shown in the drawings contained in my prior
British Patent Specification No. 6184 A.D. 1891 and commence the coiling round
the hinge pin of the lid in the opposite direction to enable it the better to maintain
its elasticity under such strains, or instead of forming it of coiled tempered steel
wire at all, I now by preference form the spring for holding down the lid of sheet
or spring steel of one uniform thickness, or of varying thicknesses and of the
necessary elasticity, which at its free end will rest on that elevation on the top of
the lid under which is the hinge of the hanging locking pin and will press thereon
with the necessary pressure for preventing the lid from flying upwards by mere
ordinary concussion. The other end of the spring is extended over that part which
holds the hinge pin of the lid to the apparatus, to project over it by preference with a
somewhat upwardly curved extreme end, against the back of the buffer head or
other suitable solid rest in the said travelling carriage which in each case always
remains at same distance froin such hinge pin. The spring is also formed with side
projections which are bent downwards to enclose both sides of that part of the lid
hinges through which the hinge-pin passes, and which are there furnished with corre-
sponding holes to permit the lid hinge pin to act as their hinge pin likewise, for
securing the spring to the lid. If after being so formed, these springs are properly
tempered, they may be relied upon not to lose their elasticity during many years
of use, unless purposely injured by ridiculous and unnecessary straining, which this
invention provides means to prevent. I may likewise form one or more projections
on the top of the lid or from the back of the buffer head or corresponding part of
the travelling carriage or from both which shall in any case prevent the lid rising
too high. And I likewise provide two side crank handles with stops to the hinge
pin of the first pulley which is attached to some part of the buffer coupling or its
internal carriages for lifting the lid by hand while the vehicles are standing still,
at either side of the apparatus, said first pulley being by preference formed with
three grooves in its periphery, to the central one of which the end of one cord or
chain is firmly attached, and to the bottom of the two outside grooves the two
divided ends of another cord or chain are likewise firmly attached, all so arranged
that neither by pulling from the carriage nor by turning the crank-handles by
hand, can the lid be raised higher than is found necessary for releasing the
previously locked link, or for preventing coupling while shunting. At the back of
the support for this first pulley I insert the point of a screw which projects through

page_text: that support and is screwed over the top of the lid when down to keep it dow
when desired, and a higher screw above nearer the first pulley, whose point will
pass immediately underneath the end of the lid when it is raised to prevent
coupling and keep it in that position as long as desired.
By a further modification I provide other modes of holding up the hanging
locking pin to prevent, coupling while shunting, and, for locking the lid firmly
down when coupling has been effected. For example I sometimes form raised
parts on the two sides of the buffer coupling 'head with two corresponding holes in
them, through both of which sides when the lid has been lifted by hand sufficiently
high from either side, is passed a bar (preferably a self-locking French pin, one of
which cau by a chain or cord be attached to each, side of the apparatus); that
itself passing across from side to side under the lid forms a support for the lid,
when lifted high enough to uncouple or prevent recoupling, and prevents its falling
back again into locking position. Or the said pin may be passed through lower
holes corresponding with the level of the top of the lid when down, to effectually
prevent its rising again till such pin is withdrawn. In some cases I prevent the
falling of the lid through concussion or vibration or otherwise, by hooking the top
of the lid to the back of the face of the buffer coupling head by one or more hooks
and loops attached to the parts which can be instantaneously and easily thrown into
or out of gear.
According to another important part of this invention which I have designed for
use more particularly on passenger carriages with and without side buffers, and
such vehicles as require but a small amount of slack, and with most of them even
that slack to be gathered or taken up after automatic coupling has been effected
and the vehicles are standing still, I form by preference the head of my coupling
buffer with parallel sides and ends behind its buffing head and with the outsides and
the tops and bottoms thereof also parallel. 1.insert therein from the top a sliding
movable apparatus which I call a travelling carriage, which carriage is formed by
preference in one solid piece or with all its parts most securely bound together as
to act equally well as though it were one solid forging. This carriage is formed in
some instances with two pairs of dipping sides or side plates with covers to the
same at least firmly attached to the tops of each pair and the travelling carriage,
or forged in one piece with them; if the parallel sides of the buffer case are of the
uniform thickness from end to end, say for example of one inch in thickness, the
space allowed between the two dipping sliding plates on each side of the carriage
should be at least 11 inches or somewhat greater than one inch so that they shall
on each side envelop and slide easily and correctly along the top and sides of the
buffer head. This carriage is slid downwards part inside and part outside the
buffer head case from the top of the buffer head case after providing that two
wheels or rollers be permauently fixed with hinge pins at each end under the
covers of and between each pair of the side plates for the whole carriage to rest
and run backwards or forwards upon on the top of the sides of the buffer head, and
by preference always extending downwards to similar depth as the sides of the
buffer-head, and parallel therewith. If the double hinged hanging locking pin
already named is intended to be used with these carriages, I form on the lower
inside of such carriage cross parts forged solidly with or firmly secured to the
inner side plates for the lower end of a falling hinged link pin to abut against when
it has fallen within a link, and of sufficient strength to bear the pull of a long train,
and similar cross parts at a sufficient distance above to permit a link from another
vehicle to enter and pass between them, the latter cross part being similarly firmly
secured to the inside dipping sliding plates of such carriage for supporting the
upper end of that hanging locking pin to abut against and of similar strength. To
both these cross bearings I form sliding frouts from the top and the bottom of the
opening in the buffer head face and by preference 1 make both the upper and lower
of those centrally sloping parts which have to support the pull of the train to
approach each other somewhat nearer than the two sides of each slope do, so that
as short a portion as practicable of the locking pin of which they support the pull,
B

page_text: :
:
may be exposed to front view and pulling strain and so leave more play upwards
and downwards to the sides of the link. I may considerably strengthen that
portion of the lower cross part which supports the pull of the locked hanging link
at its lowest end by making it protrude outwards and downwards below the level
of the insides of the fixed link which I use in connection therewith, and cause the
hinge pin of such fixed link to pass likewise through such lower protruding part,
and thereby afford such hinge pin central support. To the top of this travelling
carriage I strongly secure the double hinged hanging locking-pin and other devices
for actuating the lid already described, which will all travel backwards and forwards
together by any of the means hereinafter described.
In all cases where I use the travelling carriage above described I form in both sides
of the buffer coupling bead a horizontal elongated hole or slot of the right vertical
diameter and length for the hinge pin of the fixed link to pass through, and a round
hole corresponding in diameter through the hinge part of the links and the lower
centre front projection of the travelling carriage and the externally dipping sliding
plates of the carriage, by means of which all the parts within the head can be drawn
backwards and forced forwards for taking up the slack and returning it again.
When I do this by the use of my double levers, I likewise form in the proper
position for the fulcrums of those levers, a square hole through each side of the
buffer coupling head countersunk on the inside thereof to admit the whole head of
the bolt on each internal side to enter and sink therein so as to ensure there shall
be no projections which would prevent the sliding backwards and forwards of the
inner dipping slides of the travelling carriage. The said slides always cover the
bults closely when sliding backwards and forwards and hold the latter firmly in
place at all times. Of course I make the countersunk and square parts of said hole,
and head and neck of bolt to correspond in size and form to prevent the bolt
turning round while the nut is being screwed on and as (when fixed in position)
these fulcrum bolts will project outside, not only through the sides of the buffer
head, but likewise through and beyond the external dipping side plates and
fulcrums of levers, I find it an important improvement to envelop that part of the
bolt which projects from the buffer side up to and slightly beyond the full thickness
of such fulcrums, with a piece of tube or what I call a tubular washer, so that when
the nut is screwed on to the end of the screw-threaded part of the bolt, the nut
shall not cause any pressure on the lever or external slide plate whatever, but its
whole tightening up power shall by reason of the tubular washer and through it,
press against the outside of the buffer head itself only, and thereby leave some
slight play to the external sliding plates and the levers. I form a liorizontal
elongated hole in each of the externally dipping sliling plates of a vertical diameter
equal to the external diameter of the tubular washer and sufficiently long to permit
such sliding plate to slide on such washers backwards and forwards the required
distance. likewise form a similar hole from the inside in and through these
external dipping sliding plates with similarly formed bolts and tubular washers for
the smaller ends of the levers to be attached to for actuating the movement of such
plates and consequently the shorter end of the lever, which has the necessary
elongated hole in it for enveloping the tube wasliered bolts on each side, will
likewise not receive any pressure from the nuts. And in both cases the nuts also
used will escape being loosened by any pressure or rubbing from the moving levers
and if noue but what are now known as "Ibbotson's steel lock-nuts" are used, they
will practically remain where fixed, absolutely tight for many years.
These double levers are firmly united together at their longest ends besides being
guided below their fulcrums by two guides suspended on hinges underneath the
back of each side of the head in such form of curve as will exactly correspond with
the line of curve described by the levers when being used through the arms of
which they pass. Said guides are formed with heavy balls or lumps on their
forward ends which will, by their weight, when passed through slot holes formed in
the levers, cause the guides always to press downwards to the bottom of such slot
hules. I then introduce the back ends of those guides through the front ends of

page_text: such slots and through slot holes at each end of a bar crossing nearly under the
back of the buffer head to again keep the guides there also a similar distance apart
and secure them thereto by suitable screws. I then hinge them firmly to the
bottom sides of the back of the buffer coupling head by hinge pins firmly screwed
into the same, and I form side holes through the slots in the levers and in the
guides through both of which pins (by preference French locking pins) attached to
the apparatus, may be passed to keep the travelling carriage and links securely
locked either as far forward or backward as the same are designed to travel for
taking up or yielding slack.
"
I sometimes force the travelling carriage and the links backwards and forwards
by means of a vertical screw which is part of this invention and which acts to raise
or lower a block in which is formed a long inclined groove or slot. Through this
slot there projects a plain holt or pin carried loosely by one or more of the sliding
plates. When the screw is turned to raise or lower the block the pin travels along
the inclined slot and thereby operates to move the carriage backward or forward..
When I use two external plates ou each side, I firmly secure them together at a
sufficient distance through a short plate between them, so that the two external
plates on each side may envelop the groove or slot holes of the screw and contain
the rolling plain pin which at one end will impinge against the outside of the buffer
head and be confined at the other end by a cap screwed fast to the outside surface
of the outer plate. When the double external side plates each contain a groove
and the part actuated by the screw, then the action produced will be precisely the
same, and no other holes through the sides of the buffer head or through any of the
side-plates will be required except the oblong or elongated one required for the hinge
pin of the coupling link and which must be formed precisely alike in all parts.
including the head and sliding plates.
In all cases in which internal and external sliding plates which ride on rollers on
the perfectly horizontal straight tops of the sides of the buffer head and reach as
far as the parallel bottom of such sides are used, I find it important, to prevent the
travelling carriage kicking upwards at its back end by reason of concussions: or
otherwise. For this purpose after putting all the parts securely together, I attach
a cross-bar or plate across the bottom sides of the buffer head firmly to the internal
and external sliding plates which immediately envelop or enclose the said bottom
sides of the buffer-head, though not attached to the latter, but merely to slide
against the same and so prevent the carriage rising.
By another modification of this invention instead of using my double hinged
hanging locking pin or coupling hooks for receiving, catching and locking the ends
of coupling links, I use in connection with any of the coupling buffer heads without
hooks hereinbefore described, a vertically shaped sneck or latch that works like the
sneck or latch of a door with a spring above to keep it projecting downwards when
not purposely lifted. I hollow the sloping front of said sneck to fit the curved
and more or less pointed end of a link which strikes and forces it upwards and
passes under it without injuring such end of the link by so doing. As above
intimated this sneck device can be equally well attached to a buffer coupling head
by which no slack is gathered or to the travelling carriage in the head by which
slack can be gathered or taken up and returned again at will, and in both cases
scarcely any (if any) modification need be made in the other parts required to be
used with it already described.
According to another modification of this invention used preferably in those
cases where the double hinged hanging locking pin or locking sneck, travelling
carriage, and the locking link are coupled together in connection with the external
sliding plates already described, so that they may all be forced backwards and
forwards together at will, and where the internal and single external plates dip as
deeply as the level of the bottom of the sides of the buffer head so as to be
secured thereto prevent the travelling carriage kieking up, I form a horizontal
oval hole in each of the external sliding plates, and at the top of those holes
I provide rack teeth. Through the back end of this oval hole I insert a pinion

page_text: wheel whose teeth engage with the aforesaid rack teeth. This pinion wheel pro
jects from the side of a larger toothed wheel and both are firmly secured through
such oval hole to the outsides only of the sides of the buffer head by such bolts
and. tubular washers as are hereinbefore previously described for securing the
fulcrums of levers. I attach firmly across the undersides of the buffer head a
suspended shaft on both ends of which 1 further attach other pinion wheels which
will engage with the teeth of the said larger wheel above them. To the shaft of
the lower pinions I attach as large and powerful crank handles as can be con-
veniently used which project outwards from underneath both undersides of the
coupling head so that the railway servant, when automatic coupling has been
effected and the vehicles are standing still, can by turning these handles take up
the slack or as much of it as he desires and then by inserting a plug. between the
teeth of the large wheel and the pinion wheel below, fix the wheels firmly in that
position. By removing such plug and turning the handles in the opposite direction-
he can at will give out that slack again.
Whenever either of the kinds of buffer coupling-heads attached to the collaps-
able buffer cases hereinbefore described require to be coupled to any ordinary
coupling hook, I find it important, before permitting contact therewith, to introduce
some simple apparatus or tool which at the moment of greatest compression of
ide buffers will cause some compression in the collapsable case by projecting
beyond the face of the buffer head and striking the front of such ordinary hook.
In the case of the head being formed of a hook with side buffer plates, I provide
and bang a suitable hood to the same that will slip over the fronts of the side
buffer plates and form that projection and in that of the other buffer coupling head
described a tool projecting sufficiently forward which shall pass downwards within
the fixed link, resting against the top front of the face of the buffer and be secured
within the buffer head by a suitable back projection below which it is locked back-
wards by the hanging locking-pin.
.
In other cases where it is required that any of my other described buffer coupling
beads shall be coupled to other patterns of automatic or non-automatic coupling
buffers, if the fixed links are hinged to their head by what is called a French
locking pin, so that they will be removable at will, any suitable form of instrument
of a similar form to such other apparatus can be introduced and locked securely
in the place of such link to effect such coupling automatically or otherwise or by
providing the necessary means (where it is known beforehand with what kind of
apparatus it is probable it will require to be coupled) and by preference suspending
the same by catch hooks to the vehicle fitted with my apparatus ready for use
so that they can be at once attached to either apparatus for the purpose.
Having already described how my invention provides for effecting automatic
coupling with ordinary coupling hooks, I now proceed more particularly to describe
how this is provided for by me with what are now known as. automatic coupling
buffers having Norwegian hooks therein, now so extensively used, that pattern
having been my most difficult problem to solve owing chiefly to the direct line of
pull being interfered with by the Norwegian hook, and its being found necessary
by the users of those articles, to use one form of apparatus at one end of a vehicle
and another at the other, so that not a single vehicle can be turned round with
safety. In this case I may, when deemed necessary, remove the projecting fixed
link, and replace it by a tool which slopes upwards towards the hanging locking-
pin or sneck, but which does not project, or projects but slightly, from the front of
my buffer head. This change can be effected very speedily. If it be the apparatus
which contains the Norwegian hook which my apparatus is required to be coupled
with, then and in that case I simply lift that hook upwards on its hinge out of the
way, and insert partially underneath well over its hinge pin the two hooked ends
of a specially designed link. A rise in the back on top of the link serves to
support that Norwegian hook and my link rests on that part of the apparatus
which previously formed the rest below of the Norwegian hook. As the forward
part passes beyond that rest, it dips downwards and then opens outwards sideways

page_text: into an open link, the end of which is intended to enter the mouth of the buffer
head and become locked therein automatically and have its slack taken up.
But
before permitting contact of the two vehicles so differently fitted, I take advantage
of the peculiar shape of the Norwegian pattern buffer face to slide down upon it
and in front of its face my spring buffer plate, which can very securely be fitted in
position in a moment, to form a spring cushion between the two buffer faces, and at
the same time form a protection to the dipping bend in centre of my said specially
desigued link. When however the other Norwegian apparatus which has no hook
in it, requires to be coupled with my apparatus, although I effect a similar
immediate change in my apparatus, I insert (vertically with the thick heavy end
downwards) into the Norwegian head another form of link. The lighter end of
this link is turned down on the like front rest, and projects therefrom with the
same form as the one described above. In this case the thick heavy end, after the
other end of the link is turned down, is owing to its form, fixed or hooked against
the movable bar of the Norwegian apparatus. After fixing my spring buffer plate
as before described between the two faces of the buffers, not only, will both the
vehicles couple automatically, but the slack can be taken up by either or both the
coupling heads so coupled.
Whenever instead of using my hinged fixed links, I use a loose link to be locked
by a double hinged locking pin or speck, or be tightened up by any of the means
hereinbefore described, I attach to the centre of such link a chain, providing space
below for such chain to hang through and be at its other end secured to the head of
the apparatus to prevent the loose link being stolen or lost, and I may in connection
with or without the means herein before described for preventing the hinged lid of:
the locking pin rising too high, form a solid projection or projections upwards on
the lid and sometimes also another projection from the back of the head of the
apparatus or travelling carriage described to meet each other for that purpose.
When introduce a substitute for my hinged locking link, I may use the hinge
pin withdrawn therefrom for the purpose to again fit and support the substitute,
which latter may also have back supports like those of the replaced link, but in
order to cause that substitute at its forward end to project beyond the front of the
buffer face and further below in order to iusure its catching and guiding upwards
for locking the end of a plain link from another vehicle, attach, when needed to
those back supports springs to increase the length of such supports, which will
only be compressed when the two opposing faces of the buffers come into
contact.
Where automatic coupling on sharp curves has to be provided for, I cause the
extreme projecting ends of the coupling links which are attached to the hooks to
be widened and in cases where my coupling buffer heads are used, I curve the
faces thereof as much as may be sufficient for the purpose; I may also widen the
hole in the end of the vehicles through which the draw-bar passes. I may adopt
any of the well known means underneath the vehicles for perinitting the required.
side movements of the coupling buffers to allow of their engaging with each other
properly and automatically on curves.
Attention may be drawn to the important fact that, with one or two exceptions
in automatically coupling with other inventions which do not admit of such difference
in heights, while not one of the other modifications hereinbefore described for the
automatic coupling of railway vehicles when brought into contact, even when the
latter differ in height, will fail to act with certainty when that difference does not
exceed three inches, most of them will or can be modified to act with equal
certainty when that difference in height is much greater than three inches.
I have endeavoured to describe my invention in such a manner as to make it
manifest how easily it can be applied to present existing rolling stock where side
buffers are used, and more especially to what is known as the British standard
stock, even where no alterations whatever may be permitted therein, except of
course the removal of the hanging chains or screw coupling links, and to those who
are practically acquainted with such matters it will be evident with what slight

page_text: modifications in the length of the buffers, or of links, or in the amount of action
allowed or otherwise, this invention will become equally applicable to all other
descriptions of stock where side buffers are used, as well as to all narrow gauge
stock where no side buffers are used.
I may vary my invention in detail without departing from the nature thereof,
for example: The guides for the links need not necessarily be attached firmly to
the heads of the hooks, but they with their locking pins may be suspended from
the vehicle immediately over the top of the back ends of the hooks.
By suspending the guide against the vehicle above an ordinary coupling hook
(without removing the three-link chain) and furnishing the same with the spring
for guiding the end of the link out of the mouth of the hook, automatic coupling
with the telescopic or double hinged links can be accomplished.
Sometimes in cases where I use levers for taking up the slack I provide hinged
racks for retaining the levers in the positions to which they may be set.
I also sometimes provide a cord and pulley device for raising the hinged lid of
the locking pin.
I may further provide plain kneed links in lieu of those bereinabove described.
Moreover in the modification of my invention where I use three wheels for
taking up slack. I may provide as follows for holding the wheels fast after the
slack has been taken up, that is to say, I provide a brake or clutch which will genr
with several of the teeth of the large wheel and can then be secured to the outer
plate by a screw.
Some of the modifications hereinabove described may with great advantage be
applied to other kinds of coupling apparatus, than those herein indicated.
Dated this 15th day of May 1894.
HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant.
Improvements in and relating to Central Couplings and Coupling-
buffers for Railway Vehicles.
I, ALFRED BUCKINGHAM IBBOTSON, of Globe Steel Works Sheffield, in the
County of York, England, and of Villa Ibbotson, Porta Romana, Florence, Italy,
Merchant, 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 statement :-
My invention relates to automatic central couplings and coupling-buffers for
railway vehicles and comprises improvements in slack-providing and slack-gathering
apparatus for such couplings and coupling-buffers and other apparatus for preventing
coupling while shunting, for slipping or releasing one or more vehicles while in
motion or at rest, and for promptly and effectively coupling automatically or
otherwise with most descriptions of rolling stock beretofore in use.
The devices constructed according to this invention will readily couple auto-
matically with certainty and security, or can be coupled by hand, to all other kinds
of couplings or coupling hooks known to me at present in extensive use in
connection with rolling stock, and can when coupled be released or tightened up
most promptly. My said improved couplings and coupling-buffers can moreover
be so manipulated as to prevent coupling for shunting purposes, or when otherwise
required. The invention can therefore be applied at once with confidence to all
new stock and to any portion of existing stock without involving inconvenience, a
fact that should hasten its ultimate universal adoption in one or other of its forms
for all classes of stock. It is believed that the adoption of this invention by.

page_text: railway companies and others would have the effect of very largely minimising the
alarming injuries and loss of life that occur amongst railway servants employed in
coupling and shunting operations owing to the necessity that still exists for them
in most cases to go between the vehicles when in motion, and further of reducing
the enormous cost and delay caused by the coupling and shunting operations as
hereto ore conducted.
By some of the improved devices herein described loose coupling (leaving six or
more inches of slack) can be effected automatically; by some, tight coupling will
be effected when the vehicles are forced into contact; and by others, what slack is
allowed may be gathered or taken up when coupling has been effected automatically,
and the vehicles are at rest; and in most cases if desired carriages may be slipped.
and released while the train is in motion, as hereinafter appears.
Figure 1 is a side elevation of two of my improved couplings with telescopic
links coupled and drawn apart to yield the required amount of slack between the
side buffer faces.
Figure 2 is a plan of the same, and
Figure 3 is a partial end elevation and vertical transverse section through one of
the coupling links.
Figure 4 is a plan, and
Figure 5 is a side elevation of the coupling links detached.
Figure 6 is a transverse section of the same.
Figures 7 to 10 illustrate in plan and side elevation the separate parts of the
telescopic link.
Figure 11 is a side elevation of a coupling link having slightly modified forms
of " 'knees."
Figure 12 is a similar view but showing the link raised for coupling with an
ordinary standard hook.
Figures 13 and 14 are side and front elevation respectively of my improved hook
and guide hereinafter described.
Figures 15 and 16 are side elevation and plan respectively of the hook detached.
Figures 17 to 22 illustrate in side elevation and plan three different forms of
Looks to which washers are applied for a purpose hereinafter described.
Figures 23 and 24.are side and end elevations respectively of a hook and guide
with a spring attachment for a purpose hereinafter specified.
Figures 25, 26 and 27 are views similar to Figures 1, 2 and 3 but illustrating a
modified form of my improved coupling.
Figures 28, 29, 30 and 31 are side elevations and plans respectively of two other
modified forms of coupling having double hinged links that is to say links having
central hinges constructed according to my invention.
Figure 32 is a side elevation, and
Figure 33 is a plan of a further modified form of buffer coupling having a
collapsable buffer case.
Figure 34 is a vertical transverse section through the buffer case.
Figure 5 is a front elevation of the coupling buffer, showing one of the side
buffing plates in vertical section.
Figure 36 is a plan of the buffer case as seen when the spring is compressed.
Figures 37 to 40 illustrate details hereinafter described."
Figures 41 and 42 show two coupling buffers having a modified form of collapsable
case, one buffer being shown in side elevation fully compressed, and the other in
partial vertical central section and partial side elevation.
Figure 43 is a front elevation of the said buffer coupling, and
Figure 44 is a plan of the same.
Figure 45 is a plan of the coupling link.
4
Figure 46 illustrates two buffer couplings having slack-gathering appliances.
constructed according to my invention, one being shown in side elevation, and the
other in central longitudinal section.
Figure 47 is a front elevation of the coupling.

page_text: I
7.
:
.
.
Figure 49 is a view similar to Figure 46 but illustrating a modified form of
coupling buffer.
Figure 50 is a front elevation of the coupling, and
Figure 51 is a plan of the same partially in section.
Figures 52, 53 and 54 are views similar to Figures 49,.50 and 51 illustrating
another form of my improvements.
Figures 55 to 57 illustrate details of the latch and locking bars hereinafter
described drawn on a larger scale.
Figure 58 is a side elevation, and
Figure 59 is a front elevation, both partly in section illustrating another of my
improved coupling buffers.
Figure 60 is a side elevation illustrating still further modified forms of coupling
buffer constructed according to my invention, one of the couplings being shown in
section.
Figures 61 to 63 are details hereinafter described.
Figure 64 is a side elevation of a modified Norwegian hook coupling constructed
according to my invention.
Figure 65 is a side elevation of a coupling buffer similar to Figure 46 but
having an inclined guide in lieu of a link, as hereinafter described.
Figure 66 is a front elevation of the back end of the coupling shown in
Figure 64.
Figure 67 is a vertical section of the part that supports the link.
Figure 68 is a side elevation of the Norwegian hook coupling to which the
Norwegian hook is provided, modified in accordance with my invention.
Figure 69 is a side elevation of a coupling similar to that shown in Figure 58
but having a guide in lieu of a link.
Figures 70 and 71 are views. of details hereinafter described.
Figures 72 to 74 illustrate in side elevation and plan a telescopic link applied
directly to an ordinary standard coupling hook for coupling automatically with
other hooks or apparatus as hereinafter described.
a
Figures. 75 and 76 are side elevation and plan respectively of a link having.
central binge to which is applied a spring as, and for a purpose, hereinafter
described.
Figures 77 and 78 illustrate a non-telescopic link applied to a hook retaining its
3-link coupling chain in a manner similar to that shown in Figure 72.
Figure 79 is a plan with parts removed, and
Figure 80 is a side elevation. of another form of coupling apparatus with side
buffer plates applied to a coupling hook.
Figures 81 and 82 illustrate details of construction of the same.
Figure 83 is a front elevation of the said apparatus.
Figure 84 is a plan, and
Figure 85 is a side elevation of a coupling hook and a guide and link applied
thereto.
Figures 86 and 87 show a detail hereinafter described.
Figures 88 and 89 illustrate in section and plan a link hereinafter described.
Figure 90 is an end elevation of a wagon showing the chain looped up for a
purpose hereinafter described, and
Figures 91 to 97 show in side view and plan and one section three modified forms
of links for use with the coupling shown in. Figure 60.
Like letters of reference denote corresponding parts throughout the drawings.
According to one most important part of this invention because particularly
designed for goods and mineral wagons (which are employed in such vastly greater
numbers than all other descriptions of rolling stock) I provide a central coupling
that requires no change to be made in the length of projection or in the action of
the uncompressed side buffers or in the position and movement of the coupling
shaft, or action of the draw springs underneath the vehicles specified by the

page_text: British Board of Trade and chief railway companies, and yet that when auto-
matically coupled allows the specified amount of slack between the faces of the
side buffers when the said side buffers are not compressed, and provides for curves
and even somewhat more than the required allowance for difference in the height
of vehicles to be coupled together.
According to this construction illustrated by Figures 1, 2 and 3 and by the
detail views Figures 4 to 16 I form on the shaft A of the draw bar a coupling
bead A baving the shape of a hook closely resembling what is usually known as
the British standard coupling hook, so formed that the line of pull is on the same
or approximately the same level as the centre of the draw-bar; and in order to
reduce the extent of projection of the coupling links when not in tension I provide
as follows, that is to say, I make the rear end of the head of this hook (unless too
thick a backplate or washer is used) project backwards towards the vehicle further
from the front of the hook than is the case in the standard hook, in order to provide
that the distance from the end of the vehicle of the buffing face of this hook shall
equal that of the faces of the side buffers when under the greatest required com-
pression, and by preference I form the hook with a straight front face a froin about
its centre downwards so that should the side buffers ever be compressed to the
specified limit the vertical front faces a a of the two opposite coupling hooks will
come together and act as "block" buffers or stops in the centre of the vehicle in
the same manner as do the buffers at the sides; thus by distributing the force of
concussion I render the vehicles less liable to be smashed. The hook is preferably
furnished with a washer base plate e see Figures 1 and 2 to take the pressure when
the hooks come together. I call this form of hook "my block buffing hook"; it is
clearly shown in Figures 15 and 16. A is a hole through this hook corresponding
in size and position (though not chamfered) with that in the standard hook from
which the 3-link coupling chain is usually suspended for use in connection with
goods and mineral wagons where no slack gathering is required. By means of this
hole, and a fixed or removable hinge-pin passing through it, I attach to the hook A
what term a "telescopic coupling link" shown separately in Figures 4 and 5.
This link is formed by preference in three separate parts viz. two parts B, see
Figures 9 and 10 (similar with the exception that one is right and the other left
handed), hinged or pivoted on the pin h, and a part B' see Figures 7 and 8 that can
slide in guides 63 Bee Figure 6 formed in the two parts B. It is fitted with
springs B (preferably spiral) of sufficient strength to maintain the part B¹ of the
link so far drawn inwards as to prevent the engagement of the same with an
opposing hook of the next wagon or carriage until the side buffers have undergone
some degree of compression. The said springs B' should also be of such a quality
and temper as will permit the link when coupled to extend or be drawn outwards
after coupling to such a degree as to permit of the removal of all pressure from the
faces of the side buffers, and to allow between the side' buffer faces the whole
amount of slack specified in instructions for standard stock required for starting' a
heavy train of goods or mineral wagons, and yet preserve their elastic force so as
to contract the links into their original length when not under tension. The two
parts B B of the telescopic link are furnished with grooves or slots B³ to permit
the rear end of the sliding part to slide backwards and forwards therein for a
limited distance. In order to support and maintain the forward end of the part B'
projecting, when not in use, at the required distance and angle of dip for making
contact with the point or for being slightly above or below the point of a similar
link attached to another vehicle with which it is required to be coupled, I form at
the hinged ends of the parts B downwardly projecting sides B somewhat similar to
those shown in Figure 4 of the drawings in my prior British Patent No. 13400
A.D. 1889 but passing backwards and in this instance underneath the back part of
the head of the coupling hook or against a back projection or support provided for
the purpose, so as to press upwards against the under part of the said book or
otherwise as above mentioned, and thus support the link in the position shown in
Figure 11. The ends of the side pieces B will describe an arc of a circle when
C

page_text: the forward end of the link rises for coupling, and owing to the short distance
between them and the binge, this movement soon brings them. against a part B,
Figures 11 and 15 of the underside of its own coupling hook, which prevents the
link from rising high enough to be driven backward over its own coupling hook by
concussion or otherwise. I may with advantage bolt the sides B₁ together under
the head of the coupling hook, and thereby keep the hinges of the link in close
contact with each side of the head of the coupling hook, and I may if desired
further or entirely support the front projecting parts of the link by side projections
formed on the lower and forward part of the hook. I make the part B' of the link
of a somewhat U-shape by preference, and I form solid lateral projections B at the
rear end thereof which projections pass through the aforesaid grooves or slots. B³
in the hinged parts B. of the link. On the ends of the projections B are formed
forwardly projecting arms B which are furnished with pius B. The springs. B'
are attached to the hinge pin bor to prolongations thereof and to the pins B³. By
means of the crank-like constructions consisting of the arms B' and pius B³, 1
provide for the employment of longer springs B than would otherwise be possible.
The movement of the sliding part of the link is limited by the length of the
grooves Bor by suitable stops therein.
"
I form by preference on the upper surfaces of the part B₁ of the link, elevated
inclined parts C, C preferably solid, which I call "knees so constructed that when
the link is not in operation and therefore dips outwards and downwards as shown in
Figures 1 and 11 the said knees shall rise high enough to guide the end of the link
of the vehicle being coupled thereto and cause it (the link) to rise upward to a
higher level than the centre of the coupling, hook, whence the link is conducted or
forced with certainty over the inclined upper surface of the said coupling hook as
the vehicles close up and is then permitted to fall by its own weight, into engage-
ment with the said hook. The ends of the telescopic links are made sharp as seen
from the sides and rounded as seen in plan so as to avoid all risk of striking end on
when coupling automatically.
It will be manifest that the telescopic link can be coupled to any ordinary
hook if the link be raised by hand or by a lever, while the necessary pressure is
applied to compress the side buffers; moreover automatic coupling with an ordinary
book can be effected providing the point of the link be first raised to and held at
such a height that when afterwards coining into contact with the ordinary hook it
will strike against and slide up the inclined upper front surface of such hook.
I retain the link in the raised position for such purpose by means of a suitable
wedge D inserted between the ends of the parts B' of the link and the hook as
shewn in Figure 12. When the vehicles come together coupling will be effected
antomatically and the wedge previously held in position. by the weight of the link
will automatically drop out.
I prefer to make the knees C, C on the top of the telescopic links especially
when intended to couple with ordinary hooks higher than is shown in Figures 1,
5 and 8 so as to ensure that the end of an opposite link which is sliding there-
upon shall pass over the top of the hook with absolute certainty; such higher
knees are shown in Figures 11 and 12. 1 form the higher parts of the knees so
that they will readily and freely pass inside the opposing link, as shown in
Figures 25 and 26, and thus not interfere with the falling of the said link to the
bottom of the mouth of the hook. Were this not the case the pull of traction
would or might not be in a straight line with the draw bar.
To further guide the end of the link upward and prevent it from striking the
end of the next wagon when coupling automatically, I provide a guide E mounted
on a case E' which embraces the hook as shown in Figures 13 and 14. The frout
face of this guide is inclined upward and backward as shown, so that when the side
buffers are being considerably compressed, the end of a link, which has been forced
over and into the hook may travel upwards thereon (even from the bottom of the
mouth of the hook) in a continuously upward line of slope till it abuts against the
vehicle at a sufficiently high level to prevent the point of the link injuring

page_text: the vehicle. The vehicle may be protected by a thin metal plate fixed or bung
against the end thereof. The shoulders E³, E³ Figure 13 of the case serve' as
stops to prevent the link hinged to the hook from falling too low, or rising too high.
In some instances the guide E is attached to the end of the wagon or carriage as
shown in Figure 23.
It is sometimes desirable (in shunting operations for example) to prevent auto-
matic coupling when two wagons are brought together. For this purpose I provide
as follows, that is to say, I hinge to the guide E a pin or bar E which is adapted
to be turned by either of two handles E, E fixed on a shaft extending outwards
'on each side of the vehicle or apparatus and attached to such pin or bar. By
means of these handles the pin or bar can be turned down to rest with its point just
within and very slightly above, below, or on the same level with, the top point
of the coupling hook and across the top of the mouth thereof, as shown in
Figure 13 and on the left side of Figure 1. When so adjusted the pin or bar
serves to prevent any link that may be forced over the top of the front of the hook,
from falling into the mouth of the hook and coupling therewith. When the
hinged pin or bar is turned upward as shown on the right side of Figure 1 it will
allow of coupling and will moreover in some instances act as a guide; against
which the end of the link may strike and rise upwards from it along the end of
the vehicle when the side buffers are being greatly compressed. In some cases I
attach to the sloping front of the guide E a thin plate of metal Es by preference of
tempered steel, of about the same breadth or broader than the sloping front of the
guide, which plate may extend upwards to the top or nearly to the top of the
guide and in some instances, where practicable, to the bottom of the back end of
the mouth of the hook, so as to leave no break in the continuity of the slope.
I form a long slot hole E' Figures 2 and 3 in the front of this thin plate, com-
mencing high enough, for the hinged pin or bar E to pass through when being
turned downwards, and I prefer to make the bottom of the said slot at the right
height at its lower end for the hinged pin or bar to rest upon when turned
downwards. Uncoupling may be accomplished as follows, that is to say, the.
coupled vehicles are pushed together sufficiently close to cause the link to rise
upwards out of the mouth of the opposing hook and on the face of the guide above
the top of the slot, and the hinged pin or bar is then turned down across the top
of the mouth of the book and underneath the raised end of the link, whereupon,
on the rebound of the side buffers, the link falls by its own weight down the face
of the guide on to the pin or bar, and is thereby conducted over the point of and
away from the coupling hook as the vehicles are drawn apart.
In order to make due provision to prevent injury should the two points of the
coupling links happen to strike end on one against another, I sometimes insert
indiarubber, springs, or other elastic material between the back supports of the
links and the parts which support them thus allowing the extreme points of the
links to slightly vary their relative positions and thereby ensure their instant
release from an end on position when they strike each other. In practice however
when the points of the links are correctly formed and the angle of dip does not
exceed 22 degrees or thereabouts, it is almost impossible even to cause them to
strike against each other end on, without righting themselves instantaneously.
It will be obvious that by most simple modifications I may dispense with the use.
of my block buffing hooks and employ ordinary standard coupling hooks in con-
nexion with my telescopic coupling links if the chain hole through such hooks
is a straight parallel hole, not chamfered, or if the hole being chamfered is made
parallel by insertion therein of chamfered washers c as shown in Figures 18, 20,
and 22.
In these figures which show different well known forms of hook the chamfered'
washers c, care shown detached from the hook, and also by broken lines in the
positions they occupy when inserted in the chamfered holes in the hooks.
Figures 23 and 24 show an ordinary British standard hook attached to a vehicle
to which is suspended my aforesaid guide E fitted with the hinged' bar or pin E

page_text: and with springs E on which is mounted a sliding plate E to guide upwards and
downwards the ends of an opposing coupling link.
Figures 25, 26 and 27 shew a slightly modified coupling having high knees C
and links somewhat longer than those of Figures 1, 2 and 3 to couple with ordinary
British standard hooks. The heel parts B of the links for maintaining the links at
the proper angle of inclination for coupling are made sloping as shown and when
uncoupled rest against the stops E³.
According to a modification of this invention instead of using the telescopic form
of links which do not project from the vehicle to which they are attached far
enough to engage with an opposing coupling hook until some compression has been
put upon the side buffers as hereinbefore described I use simpler forms of links
(with back supports, wedges, knees, and guides fitted with hinged uncoupling bars,
corresponding with those already described) which do not act telescopically, but
always project far enough to engage with an opposing coupling hook when the
vehicles are brought together before any compression is put upon the side buffers,
and then when the coupled vehicles are drawn apart, to yield the required amount
of slack between the uncompressed side buffer faces. This form of my invention is
shown in Figures 28 and 29 applied to my inproved buffing hooks, and in Figures 30
and 31 fitted to the ordinary British standard coupling hook.
In these cases I form in the non-telescopic links a hinge Fat about the centre
thereof so formed with stops f', f' that the projecting end of the link can never
fall to a lower level on its underside than will practically form a straight line with
that part of the link which is hinged to the coupling hook. That link which is
highest will when coupling slide over the opposing link and hook and then up
the face of the guide E and will strike against the end of the opposing vehicle
which as before stated may be protected by sheet metal. The end of the link will
rise to such a height as is necessary to permit the side buffers to be compressed to
their fullest extent. On the rebound of the side buffers there can be no possibility
of the link failing, as the vehicles recede, to slide down again into locking
engagement with the opposing hook. I provide stops to limit the upward.
turning movement of the forward part of the link with respect to the rear part
thereof. The stop E³ Figures 28 to 30 limits the upward turning movement of the
link as a whole. In some cases I provide the hinge F with a roller / Figures 29
and 31 for the purpose of causing the central hinge also to rise higher as such
projections or rollers impinge against and slide over the knees, the guides or the
top of the opposing hook. By inserting the washers e.between the shoulders of the
coupling hooks and the vehicles, more room is provided between the book and
the vehicle, and the guides E can then be made to coincide with the slope of the
back of the mouth of the hook without being unduly short. The aforesaid guides
and kneed coupling links with the supports and washers therefor can be readily
applied to an ordinary coupling hook furnished with the usual three-link coupling
chain, by first removing the said chain and then applying the guides and kneed
links thereto as will be at ouce understood from the Figures 25 to 27 and 30 and 31.
When the hole in the hook is chamfered, I first insert therein the chamfered
washers shown in Figures 18, 20 and 22 as will be well understood.
Although the above described devices are specially designed for use in connection
with rolling stock which requires a large amount of slack for starting the trains,
they may be used in cases where no slack is required, if the links be sufficiently
shortened and coupling be effected only while the side buffers are under considerable
compression, and provided (in case the telescopic links are used) the side springs
are made sufficiently strong to unite with the power of the draw springs to prevent
slack and thus maintain ou the side buffers some portion of the compression
produced in the act of coupling.
According to a further modification of this my invention (which likewise involves
no change in the side buffers or in those parts of the shaft and draw springs which
are under the vehicle, as specified for British standard stock) I dispense with the
herein before described telescopic link and long double hinged links and guides, and

page_text: I use instead thereof any of the forms of central coupling buffers hereinafter
described. According to this part of my invention I employ a buffer spring or
springs extending from the ends of the vehicles, and arranged without a central.
shaft, and further arranged so that the compression thereof shall not cause that
part of the shaft which is attached to the draw springs under the vehicle to recede
iinless it has been first extended.
For this purpose I dispense with the coupling hook which at its back, when not
drawn out, abuts against its vehicle, and instead thereof I enlarge that part of the
shaft which is in communication with the draw springs or spring to form a base
plate which likewise bears with its back against the outside of the vehicle and
limits the inward backward movement of the shaft and also forms a bearing or
baseplate for the springs of the central coupling buffer. I attach to the said base
plate a collapsable apparatus or buffer case to contain the buffer spring or series
of springs that (when not under a greater compression than will hold them tightly
in position) will keep the said case extended outwards to its full limit, and I attach
to the forward end of the movable part of the said collapsable case the rear end
or base of the coupling buffer head or hook and so guide the said movable part
that it will in all positions move in a straight line with the shaft connected to the
draw spring underneath the vehicle. This I accomplish in several ways.
According to one construction illustrated in Figures 32 to 40 I provide a suitably
shaped buffer case with open or closed sides formed with or connected to the base
plate a' which abuts against the end of the vehicle and which forms the head of
the draw bar A. The collapsable case which I call my "open sided case
comprises four bolts or rods g enlarged at g' behind the base plate and passing
through and sliding in guide tubes g fixed in the wagou or carriage. The rods
pass through holes a² in the base plate a' and through corresponding holes in the
base plate a³ of the coupling hook A; the said plate a³ can slide on the rods.
H, H are side buffing plates secured to the plate a³. G is a coiled volute spring
compressed between the plates a¹ and a³, but various other kinds of springs may be
used. are cottars passed through the bolts g in front of the plate a³ to
retain the latter in position. I sometimes provide a projection Figure 39 on
"
g
each rod g to enter a recess a¹ in the plate a³ and prevent the rod from turning.
By preference before attaching the draw bar shaft to its draw spring underneath
the vehicle, I pass the smallest ends of the bolts or rods g from the back thereof
as far as they will go through the four corner holes in the base plate a¹ so
leaving the smaller parts of the bolts projecting forward and the large ends back-
ward, the latter being received in the tubes g² as aforesaid and being of such length
that when the draw bar is pulled out as far as it will come there will still be a
sufficient length of the large ends of these bolts remaining in the tubes g² to guide
and keep the collapsable buffer case and the buffer coupling head always projecting
outwards in a horizontal direction. 1 then insert the spring G, compress the
same and pass the plate a over its bolts and secure it by the cottars 9 When
the side buffing plates H and buffer coupling hook A come in contact with those
of an adjacent vehicle, the plate a is pushed backward on the rods g and the
spring G is compressed as shown in Figure 36. The guide E travels backward
with the plate a³. When the link B is required to couple with an ordinary hook,
it is raised by the wedge D as shown in Figure 40. I is a platform for the use
of porters and others when crossing between two vehicles. It is secured at one
end to standards I fixed to the plate a' and at the other end is supported by
siimilar standards I on the plate a³. The last named standards slide under the
platform when the spring G is compressed. The collapsable buffer herein
described and shown may be combined with a buffer head such as that described
in the next modification.
The collapsable buffer case with "closed sides" shown by Figures 41 to 44 is a
modification of that last described. The base plate a' is formed in one piece with
the draw bar shaft A' and is connected to the plate a³ by pairs of hinged links or
plates J at the sides and bottom. The said links or plates are threaded on

page_text: suitable hinge pins J' carried by the plates a¹ a³. The plates J are so arranged
that under pressure they will not bend inwards but always outwards. They
enclose a spring or springs which is or are compressed between the plates a¹ and a³.
I is a
cover or platform hinged to the bolts J. It serves to protect the
springs from the rain, and for the railway servants to step on as they pass between
the vehicles.
In front of the aforesaid collapsable buffer cases which permit of as much
contraction as is practically permitted to the side buffers when under the greatest
compression may attach a coupling buffer comprising coupling links and side
buffer plates as in the modification last described, either with a standard hook or
with a block buffing book, or a coupling buffer head as will now be described.
This head is fitted with a hinged link Band with a locking pin K hinged to a
lid K which is hinged to the head. No tightening-up apparatus need be applied
to this pin. The lower end of the pin when in use bears against a part h' of the
buffer head. The said coupling buffer head' is formed internally with a slope hat
the forward inside end thereof to allow the link of the companion coupling head
to slide upwards thereupon against the locking pin and pass through beyond the
top of the inside back of the coupling head while the uncoupled link which
remains unemployed projects ontwards and downwards at such an angle from the
head to which it is hinged that its extreme point will pass freely under the opposing
buffer head and will not strike against the bottom of the back end of the opposing
link or vehicle. The slope is prolonged downwards to form a projection ² that
dips within the link B of its buffing head. If the front faces of either of the
coupling heads already described project from the vehicle when not in use, as far
as do the side buffer faces when not compressed, and the coupling heads are allowed
to travel backward when compressed as far as do the side buffers when driven
backward, then there will be as much slack between the faces of both the central
and side buffers, when the coupled vehicles are drawn apart to their fullest extent,
as there is between the inside end of the link and the back end of the hanging
locking pin which has in the meantime fallen within the link, when the faces of
both the coupling heads strike each other. This slack may be as much as six
inches, or more if required. I may here state that in all cases in which my now
well-known hinged banging locking pins K are used, I deem it important that the
holding down springs k for causing instant coupling action be used in connection
therewith and I further strongly recommend that one or more of the means herein-
after described for releasing the coupled vehicles while moving or standing still,
and preventing them from coupling, if desired, while shunting, be (where adaptable)
likewise attached thereto.
When it is desired to couple automatically to an ordinary coupling hook, the
wedge D is inserted between the heel B of the link and a part of the buffer
head as will be now well understood, so as to raise the point of the link to the proper
height. is an internal upward back slope to prevent the link striking the inside
back of the buffer head end on, and to guide the end of such link upwards as shown
in Figure 41; 5 is a continuation of this slope.
The lid K can be locked in its lowered position by passing a pin k above the
same through a hole k in a bracket or can be retained in its raised position by
passing the said pin below the lid and through a hole in the said bracket k¹.
The link B is by preference hinged on a French locking pin b³.
When any of the approved arrangements used for central coupling buffers of
narrow gauge stock, by which both buffing and draw springs are fixed on their
shafts underneath the vehicle, are adopted, the outside buffing springs hereinbefore
described may be dispensed with.
Where a binged hanging locking pin K. and a hinged lid K' are used for coupling,
I sometimes provide for releasing or slipping a carriage when in motion, as follows,
that is to say, I attach a cord or chain K Figure 46 to the said lid K' and pass
the same through or over a suitable guide or pulley K into the carriage to be
slipped. Its end terminates in a convenient position to be operated by the guard or

page_text: other attendant, and to it is attached a weight Ke sufficient to keep it taut but not
to lift the lid K. When the cord or chain is pulled with sufficient force, it draws.
the locking pin upwards out of the link and unlocks the same, thereby nncoupling
the vehicle.
By passing the eye K" of the weight over a hook K' the lid K' will be maintained
in its raised position and re-coupling thus prevented. When the spring for holding
down the lid is used in connection with the hanging locking pin, I strongly
recommend that the cord or chain should not be kept taut any longer than is
absolutely necessary so that the stress on the springs be not unduly prolonged. In:
order to avoid or minimise the risk of injury to the holding-down spring of the lid,
I in some instances form it of sheet or spring steel as shown at in Figure 46 of
uniform thickness, or of varying thickness and of the necessary elasticity, which at
one end will rest on the elevated part of the top of the lid immediately above the
hanging locking pin and will press thereon with the necessary pressure for
preventing the lid from flying upwards by mere ordinary concussion. The other
end of the spring which is slightly curved upward rests upon a part of the buffer
head or of the travelling carriage that always maintains the same position relatively
to the hinge pin of the lid. The spring may be formed with side projections bent.
downwards to embrace the sides of the lid and be secured to the lid by the hinge
pin of the latter, or be connected therewith by a separate device as shown in.
Figure 46. If after being so formed, these springs are properly tempered, they
may be relied upon not to lose their elasticity during many years of use, unless
purposely injured by unnecessary straining. I sometimes form one or more projec-
tions on the top of the lid or ou the back of the buffer head or on both to prevent
the lid rising too high. In lieu of passing the cord K direct from the hinged lid
to the weight K' in the vehicle I preferably pass it around and attach it to a
pulley K mounted to turn in bearings on the buffer head and furnished with.
handles K10 for turning the same, and I connect to the pulley another cord which
passes into the vehicle and to which the weight K is attached. By turning either-
handle K the hinged lid K¹ can be raised when the vehicles are at rest.
Through the support for the pulley K' I pass two screws K the lower one of
which serves when screwed in above the lid to lock the lid down and the higher one-
to screw under and hold up the lid in its raised position when desired.
In some cases I prevent the falling of the lid through concussion or vibration or
otherwise, by hooking the top of the lid to the back of the face of the buffer
coupling head by one or more hooks and loops attached to the parts which can be.
instantaneously and easily thrown into or out of gear.
The coupling shown in Figures 46 and 47 is designed for use more particularly
on passenger carriages with and without side buffers, and such vehicles as requiro-
but a small amount of slack, and with most of them even that slack to be gathered
or taken up after automatic coupling has been effected and the vehicles are standing
still. The head of the coupling buffer is formed with parallel rectangular sides M
behind its buffing face and is fitted with an internal travelling carriage M¹ formed
by preference in one solid piece. This carriage has in some instances two pairs of
dipping sides or side plates which embrace the sides of the buffer head and can-
slide to and fro thereon. The carriage is fitted with wheels or rollers M, M that
rest on the sides of the buffer head and serve to reduce the friction between the
carriage and the buffer head.
The hanging locking pin K and lid K are supported by the carriage M¹ and
move to and fro therewith. The pin K when in its coupling position rests against
cross parts M³, M³ forged solidly with or firmly secured to the inner side plates of
the carriage. The said cross parts are of sufficient strength to bear the pull of, a
loug train, and are situated at a distance apart sufficient to permit a link from another
vehicle to enter and pass between them with a reasonable amount of play. Both
these cross parts have sloping front faces that merge into the opening in the buffer
face. I may considerably strengthen the lower cross part Ms by making it protrude
outward and downward within the U-shaped link B which I use in connection.

page_text: :
.
therewith as shown in Figures 49 and 50, and by passing the hinge pin of the
fixed link through such lower protruding part, whereby it receives central support.
The coupling link may be pivoted on the French locking pin through slot holes
in the sides of the buffer head and throngh round holes in the carriage M. To
move the travelling carriage M' Figure 46 for the purpose of taking up slack after
coupling is effected I provide a pair of side levers N fulcrumed on pins or bolts N¹
carried by the buffer head. The upper ends of the levers N are connected by
pins N to the outside sliding plates of the carriage. The bolts or pins N¹ project
through slots N in the outside sliding plates of the travelling carriage and so do
not interfere with the movement of the latter.
The beads of the bolts N' are sunk into recesses in the inner faces of the buffer
sides M, see Figure 48 Sheet 18, and the bolts are secured by nuts n, screwed
tightly against tubular washers or sleeves n¹ which are of such length as to allow
free play to the levers N and sides M' of the travelling carriage when the nuts are
screwed up tight. Preferably the bolts are made square just under the head an I
fit in square holes in the sides M so as not to be rotatable. By this arrangement
the nuts n will not tend to become loosened by pressure or rubbing thereagainst of
the levers N and if none but what are known as "Ibbotson's steel lock-nuts" are
used, they will practically remain where fixed, absolutely tight for many years..
The levers N are firmly united together at their lower ends by a cross bar N*
and are guided by curved guides No suspended or hinged underneath the buffer
head. No, No are thumb screws for the purpose of locking the levers N to the
guides N' in the various positions in which they may be placed.
I sometimes provide for sliding the travelling carriage backward and forward by
means of a vertical screw O Figures 49 and 50 that screws through a part
secured to the buffer head and operates to raise and lower a U-shaped block O2 in
each leg of which is formed an inclined groove or slot O³ Through this slot
there projects a plain bolt or pin O' carried loosely by the side plates forming the
travelling carriage M. The aforesaid legs slide in guides formed in the buffer
head. When the screw is turned by its wheel 05 to raise or lower the block, the
pins travel along the inclined slots and thereby operate to move the internal
travelling carriage backward or forward.
The construction may be reversed by securing the pins to the block 02 and by
providing the inclined slots in the sides of the travelling carriage.
:. .
In all cases in which internal and external sliding plates that ride on rollers on
the horizontal straight tops of the sides of the buffer head are used I prevent the
upward kicking of the rear end of the travelling carriage liable to be caused by
concussion as follows, that is to say, I attach to the internal and external sliding
plates a bar or plate M that extends underneath the buffer head, though not
attached to the latter, and slides against the same and so prevents the rising of the
carriage.
According to another modification of this invention instead of using the double
hinged hanging locking pin K I use a vertical sneck or latch P Figures 52 to 57
that works in a suitable guide formed in the sliding carriage and is held down by a
spring P. The cord or cords K' for raising the latch to uncouple the vehicles
when required is attached to a rod P¹ fixed to the latch. p, p Figure 57 are
sliding locking bars for engaging the latch and holding the same in the coupled or
uncoupled position as may be required. p¹, p' are other sliding bars to lock the
bars p, p. hollow the sloping front of the sneck P as shewn at p Figure 54 to
fit the curved and more or less pointed end of the link B which strikes thereagainst,
forces it upward and passes under it without receiving injury in so doing. This
speck can be equally well attached to a buffer coupling head by which no slack is
gathered or to the travelling carriage in the head by which slack can be gathered
or taken up and returned again at will, and in both cases scarcely any modification
need be made in the other parts required to be used with it, these being
substantially the same as those shown in Figures 49 and' 50.
Figures 55 and 56 are enlarged views of upper portions of the sliding carriage.

page_text: According to another-modincation of this invention I use a systeur
wheels for taking up and giving back the slack of coupled vehioles, and this I
accomplish as follows, that is to say, I fit closely on the shaft of the buffer coupling
head a thick washer Q Figure 58 so that it cannot revolve thereon and I attach
the washer to the rear face of the buffer head. The periphery of the washer is
circular and serves as the bearing for a toothed wheel Q¹ loosely mounted thereon
and attached to or forming part of a capstan wheel Qor equivalent device for
turning the toothed wheel.
Gearing with the toothed wheel Q' are two toothed pinions Q‘, Qʻ supported by
bearings Q fixed to the side of the buffer head. The hollow axles of the said
pinions are screw-threaded internally preferably with square threads and engage
with screw-threaded rods Q that are fixed as shown to the outer plates of the
sliding carriage M'. It will be obvious that by rotating the capstan wheel, the
'sliding carriage M will be moved backwards or forwards on the buifer head and
will take up or give out slack. The capstan handles Q3 may be fast or loose; they
are located a sufficient distance from the end of the vehicle to afford room for the
hands of the railway servant to work in, and they project sufficiently to ensure
considerable leverage.
Figures 60 to 63 illustrate the herein before described improvements with slight
modifications applied to a coupling buffer described or shown in the prior Patent
granted to me No. 20209 A.D. 1891. At R Figure 60 is a kind of box formed
with or secured to the buffer head and supporting the apparatus for raising the lid
of the hanging locking pin. is a pin that can be inserted in either of two holes in
the said box and passed above or below the lid K¹ for the purpose of locking the
said lid down or maintaining it raised.
I provide a tail piece K to limit the lift of the lid which it does by striking the
back side of the top of the buffer head. The spring k in this modification is shown
bearing on the ends of the hinge pin of the locking pin K instead of on the lid as
in the previously described modifications. The formerly loose link B is shewn in
Figure 60 permanently fastened to the coupling head by the chain B°, a notch being
provided in the face of the buffer head to receive the chain and thus allow the
buffer faces to come together. The lever S is furnished with a pin S¹ whereby it
can be locked to the hinged bar S. Figure 61 shows a modified form of lever with
a backward projection S and two thumb screws S similar to those shown in
Figure 62 one on one side and the other on the other side whereby the lever can be
double locked or locked from either side. The object of the lever S is described
in the Specification above referred to. The piece T Figure 60 is a guide or
substitute for the ordinary link of newer form of buffer coupling serving to guide
the link B there shown up through the opening in its buffer head to the pin K.
The said guide is shown separately in plan and end view in Figure 63. It is
hinged on the pin b.
5
I will now proceed more particularly to describe how I provide for coupling
with what are known as automatic coupling buffers furnished with Norwegian
hooks. This problem was very difficult to solve, owing chiefly to the direct
line of pull being interfered with by the arched form of the Norwegian hook,
(and to its support being above the direct line of pull) and to the circumstance
that one form of apparatus is used at one end of a vehicle and another form at the
other end; so that not a single vehicle can be turned round with safety. In this
case I may,
when deemed necessary, remove my projecting fixed link, and
replace it by a sloping guide somewhat similar to that marked T in Figure 60
which does not project far from the front of the buffer head. This change
can be effected very speedily. If it be the apparatus which contains the
Norwegian hook see Figure 68 that my apparatus is required to be coupled with,
I lift the hook upward on its hinge out of the way, as shown, and insert
partially underneath such hook and well over its hinge pin the two hooked
ends U of a specially designed tail piece U Figures 70 and 71. The part U*
of the said tail piece serves to support the Norwegian hook in its raised position.
D.

page_text: or head. To
The tail U rests on that part of the apparatus which previously formed the rest
for the Norwegian hook. The part Us of the piece U dips downward behind the
rest and affords an additional hold upon the inside of the buffer plate
the forward part of the piece U, I pivot the locking link B, the end of which is
intended to enter the mouth of my opposing buffer head and become locked therein
automatically and have its slack taken up by apparatus such as that hereinbefore
described. The heel of the link B is furnished with angular projections b' shown
clearly in Figures 67, 68 and 70 that bear against the face of the Norwegian buffer
head and maintain the link projecting outward and downward in proper position for
coupling with the locking piu or sneck of another vehicle.
Before permitting contact of two vehicles so differently (tted, I take advantage
of the peculiar shape of the Norwegian pattern buffer face to slide down into and
upon it and in front of its face a pair of spring buffer plates or apparatus U
Figure 68 and shown also in Figures 64 and 66 which plates divided by springs
can be very securely fitted in position in a moment, to form a spring cushion
between the two buffer cases, as well as to provide sufficient room for the hinged
end of the coupling link B, and at the same time form a projection to the dipping
bend at Us in the centre of the tail U. U, U³ Figure 67 are the springs between
the plates at front and rear of U. When the Norwegian coupling which has no
hook in it requires to be coupled with my apparatus, although I effect a similar
immediate change I insert (vertically with the thick heavy end U° downwards)
into such Norwegian head another form of tail U such as that shown in Figure 67,
The rear end of this link is hooked at U° over the movable cross bar U6 and is
secured tightly in position by the slack gathering gear of the Norwegian apparatus.
The link is broadened at U to rest on the upper flat sides of the Norwegian buffer
head and to bear against the back of its own buffer face. Its hinged locking link B
projects outward and downward as described with reference to Figure 68.
When the spring buffer plates between the two faces of the buffers are applied as
above described not only will both the vehicles couple automatically with couplings
such as those shown in Figures 65 and 69 for example, but the slack can be taken
up by my said coupling buffer heads so coupled. U is an eye by which the spring
case Ucan be hung on the vehicle when not in use..
The substitutes Tshown in Figures 60, 65 and 69 for the hinged locking link are
furnished with rear supports T' like those of the coupling link in order to cause the
part T to project beyond the front of the buffer face far enough to insure its acting
efficiently as a guide for the link B of the opposing head and yet not prevent close
contact of both buffer heads. I provide it when needed with a supporting spring t
Figure 60 to project the link outward while allowing it to be forced in. when the
two opposing faces of the buffers come into contact.
Where automatic coupling on sharp curves has to be provided for, I cause the
extreme projecting ends of the coupling links which are attached to the hooks to
be widened as shown in Figure 2 and in cases where my coupling buffer heads are
used, I curve the faces thereof as much as may be sufficient for the purpose and
sometimes widen the hole in the end of the vehicle through which the draw bar
passes to allow sufficient play to the bar. I may adopt any of the well known
means underneath and at the ends of the vehicles for permitting the required side
movements of the coupling buffers to allow of their engaging with each other
properly and automatically on curves.
Attention may be drawn to the important fact that, while the modifications
herein before described for the automatic coupling of railway vehicles when brought
into contact, even when the latter differ in height, will for the most part not fail
to act with certainty when that difference does not exceed three inches, most of
them will or can be modified to act with equal certainty when the difference in
height is much greater than three inches.
Whenever either kind of buffer coupling head attached to either of the
collapsable buffer cases shown in Figures 32 to 44 herein before described requires
to be coupled to an ordinary coupling hook, with its chain still in suspension in

page_text: order to give after coupling about 6 inches slack I find it important, before
permitting contact therewith, to introduce a longer link therein containing some
simple apparatus or tool which at the moment of greatest compression of the side
buffers will project beyond the face of the buffer head and cause some compression
in the collapsable case by striking the front of the ordinary hook. In the case of
the head being formed of a hook with side buffer plates, I provide and hang
a suitable hood to the same that will slip over the fronts of the side buffer plates
and form the aforesaid projection, and in that of the other buffer coupling head
described I provide a tool projecting sufficiently forward which shall pass downwards
within the fixed link, resting against the top front of the face of the buffer and be
secured within the buffer head by a suitable back projection with which it is
locked backwards by the hanging locking pin. But when that buffer coupling
shewn with open collapsable buffer cases in Figure 32 is required to be coupled
automatically to an ordinary standard coupling hook having its 3-link coupling
chains still suspended therefrom (which cannot at the moment be removed) and to
give a large amount of slack after coupling I provide and prefer to use a much
more perfect apparatus see Figure 80 as this involves no additions to or change in
the coupling link of Figure 32, and the device shown in Figure 80 can in a moment
be firmly attached to the said ordinary coupling hook by the French pin hanging
therefrom after which and after the introduction of the wedge D the vehicles may
be immediately pushed together and automatic coupling of the two kinds of
apparatus will be effected so perfectly as to not only permit the side buffers to be
fully compressed but so as to insure the obtainment of the full amount of slack
required between the side buffer faces when the vehicles are drawn apart. I also
provide for attaching other of my improved coupling links in a similar manner to
an ordinary hook without necessitating the removal of the three-link chain.
These and the collapsable arrangement to be so attached I will now proceed to
describe.
Referring to Figures 72 to 74 which illustrate the application of my telescopic
link to an ordinary hook which has its hanging coupling chain still attached to it,
B, B¹ is the telescopic link constructed as described with reference to Figure 1 but
without knees and with differing back supports. It is pivoted or hinged to
a block V adapted to fit in the mouth of the hook A and embrace the sides thereof
as shown. The said block V is secured in place by a curved strap V¹ hinged
at V to the top of the block V and secured to the bottom of the block by a French
locking pin V3. The said strap embraces and fits against the curved face of the
hook. V is a plate having an eye therein by which the whole contrivance can be
hung up against the end of the vehicle when not in use. The rear end of the
block V forms a support for the rear ends of the links B which maintain said links
projecting outward and downward at the proper angle for shunting. This device
will (when adjusted by the wedge) automatically couple with ordinary hooks and
with Gedge's hooks over which guides are suspended like those shown in
Figures 23 and 24 and if desired with Figures 1, 25, 28 and 30.
Figures 77 and 78 are other views shewing a similar device but to which is
hinged a link with central joints or hinges and likewise without knees, see
Figures 75 and 76 which will act in a similar manner. Figure 77 shows the mode
of applying this contrivance to the hook, and Figure 78 shows the same fixed in
central
position and with the wedge D introduced. In all cases where I use
jointed link such as B Figures 75 and 76 and Figures 28 to 31 I prefer to provide
it with a spring that tends to keep it straight, and that acts to restore it
immediately to the straight formation after the link has been bent and is then
released. By this means I ensure that the link shall always fall into and engage
with the book when the vehicles after being pushed together are suddenly released.
This spring device can be with great advantage attached to all the coupling
links shown in Figures 28 to 31 to cause them also to straighten as promptly as the
rebound of the compressed side buffer springs drives the vehicles apart. I may

page_text: employ springs for this purpose in combination with other links herein described
where practicable.
The modification of this device shown in Figures 79 to 83 is further provided
with collapsable buffer sides H similar to those shown in Figure 33. These sides
are mounted to slide on dove-tailed guides V5 formed on each side of the central
art V and are controlled by springs V secured at their rear ends to the sides H
and at their forward ends to the projecting pias V7 on the guides V³. The pins V7
project through slots in the plates H. This device will couple with the couplings
shown in Figures 32 to 35.
All of the said modified devices shown in Figures 72 to 83 are exclusively
designed for securely attaching in a moment to the ordinary standard or Gedge's
standard coupling hooks from which their present three-link hanging coupling
chains are not removed, to give when coupling has been effected the specified
amount of slack. The devices shown in Figures 72 to 78 will when the wedge D
is inserted to raise the point of the link to correct height as shown in Figure 78
couple automatically with an opposite vehicle fitted with one of those standard
books, above which has been secured or suspended one of the guides E as shown in
Figures 23 and 24.
Figures 79 to 83 illustrate the device intended to automatically couple with the
device shown in Figures 32 to 35 only; the whole of the devices Figures 72 to 83
are merely temporary appliances of a one-sided kind for use until the whole of the
stock is fitted with whichever of my other more perfect devices herein shown may
be most approved and which do not require any wedging up or other adjustment
but adjust themselves when coming into contact.
As each coupling link which forms part of the aforesaid apparatuses shewn in
Figures 72 to 83 occupies and projects from the mouth of the ordinary hook and
thus prevents an opposite link being locked thereto or therein the suspension of one
of my guides to the end of the vehicle carrying that standard hook so occupied is
not in this case required.
I prefer to attach a covering V8 Figure 83 over each spring on the external sides
of the buffer plates to protect the spring from the atmosphere.
In Figures 84 and 85 I have shown a coupling device similar to that illustrated
in Figure 32 but without side plates or any collapsable buffer case.
This con-
struction is specially intended for mineral wagons having non-compressible, dumb
or block side buffers. The guide E is maintained at some distance from the end
of the wagon by the draw spring or by an outside spring made to act also as a
huffer spring to allow of the hook being driven backward when coupling but never
to strike the vehicle and hence this device can be fitted with a short coupling link.
E. E are pins provided to prevent the link B rising too high.
When the block buffers project outwards as much as 12 inches the said link
cannot reach the end of the opposing vehicle, therefore even wheu automatically
ecupling with either of the standard hooks the latter need have no guides suspended
over them.
In all cases where I use the guide E and pin E 1 preferably provide a spring
catch E Figures 84 and 86 to grasp and securely hold the pin E when the said
pin is turned back to allow of automatic coupling with another vehicle. With such
device there is no fear of the pin E falling under the influence of the vibrations
and shocks when coupling is being effected.
I sometimes use with this device, the wedge D having a shoulder at d³ that can
(by pushing the wedge in sideways) be hooked on the part E Figure 85 to prevent
the falling out of the wedge when shunting operations without coupling are in
progress.
When so placed, the wedge holds up the link Band prevents coupling.
If coupling is desired, the taper part of the wedge is pushed up behind the heel B*
of the link but not so far that the shoulder de is hooked on to the part E. The wedge
is fastened by a chain to the coupling. I sometimes provide a coiled buffer spring
on the draw bar A¹ outside the vehicle.

page_text: what
Figures 88 and 89 show a special form of coupling link B having at
I term a "block end." This link is intended for use with a special form of
coupling buffer with loose links somewhat like those now in use, (see Figure 60).
Whenever one of my guides only is suspended over one of the standard hooks
which retains its three-link hanging coupling chain it is advisable to raise the
chain and suspend it by a hook W as shown in Figure 90 so as not to be in the
way of the link of the opposing vehicle when shunting.
Figures 91 and 92, and 93 to 95 show modified forms of links to be chained to the
coupling shown in Figure 60. These links will allow of automatic coupling with
a greater difference of level of the opposing vehicles, and will not furnish as much
slack when coupled and drawn apart as do ordinary links heretofore in use, besides
producing less grinding effect on the hanging locking pin. Figures 96 and 97 show
a shorter link without chain attachment to be similarly used with the pattern of
coupling shown in Figure 58; the block ends of the said links are in all cases
the ends to be inserted by hand in their couplings and then retained by the hanging
locking pin.
In cases where it is required that other forms of buffer coupling heads wherein
the fixed links are hinged to their head by what is called a French locking pin,
herein described shall be coupled to other patterns of automatic or non-automatic
coupling buffers, any suitable form of instrument of a similar form to such other
apparatus if fitted with a link B and as shown in Figures 64 and 68 can be
introduced and locked securely in the place of such link to effect such coupling
automatically or otherwise, or by providing the necessary means (where it is known
beforehand with what kind of apparatus it is probable it will require to be coupled)
and by preference suspending the same by catch hooks to the vehicle fitted with
ny apparatus ready for use, they can be at once attached to either apparatus for the
purpose.
I have endeavoured to describe my invention in such a manner as to make it
manifest how easily it can be applied to present existing rolling stock where side
buffers are used, and more especially to what is known as the British standard
stock, even where no alterations whatever may be permitted therein, except
perhaps the removal of the fixed hanging three-link coupling chains or screw
coupling links, and to those who are practically acquainted with such matters it
will be evident with what slight modifications in the length of the buffers, or of
the links, or in the amount of action allowed or otherwise, this invention will
become equally applicable to all other descriptions of stock where side buffers
are used, as well as to all narrow gauge stock where no side buffers are used.
By simple modifications in form or size many of the modifications herein
described can be equally well employed to act as automatic couplings in place of
safety chains.
Some of the modifications hereinabove described may with great advantage be
applied to other kinds of coupling apparatus, than those herein indicated.
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
1 claim is :-
1. The coupling hook having the straight face a as, and for the purpose,
specified.
2. A telescopic coupling link hinged or pivoted to the coupling hook, for the
purpose specified.
3. A telescopic spring-controlled coupling link one part of which is binged or
pivoted to the coupling hook, and the other part of which is constructed to slide
in the first part and is furnished with crank-like arms B' to which the springs are
attached substantially as, and for the purpose, specified.
4. The combination, with the pivoted link, of the heel pieces B₁ that engage
with the underside of the coupling hook, substantially as, and for the purpose,
specified.

page_text: 5., The combination, with the coupling hook, and with the pivoted link having
heel pieces B, of the wedge D, as, and for the purpose, specified.
6: The combination, with the coupling link, whether telescopic or not, of the
"knees C substantially as, and for the purpose, specified.
"
7. The combination with a coupling hook of the inclined guide E attached
thereto or attached to the vehicle immediately above the coupling hook, with or
without the thin metal plate E, substantially as, and for the purpose, specified.
8. The combination, with the coupling hook, and with the inclined guide E, of
the pin or bar E pivoted to the said guide and movable by means of handles at the
sides, with or without the spring for retaining the bar in its raised position,
substantially as described, and for the purpose specified.
9. The combination with the inclined guide E of the spring Es and plate Es
Figures 23 and 24, substantially as, and for the purpose, specified.
10. The telescopic link constructed as described with reference to Figures 4 to 6
for the purpose specified.
11. The combination, with a coupling hook having a chamfered hole for the
ordinary three-link chain, of the conical washers c substantially as described, and
for the purpose specified.
12. The centrally hinged coupling links constructed substantially as described
with reference to Figures 28 and 29, or to Figures 30 and 31, with or without the
spring as described with reference to Figures 75 and 76.
B
rods Y
13. The open-sided collapsable buffer case comprising the plates a¹, «³,
(with or without the ribs 9) and spring G, and with or without the guide E
substantially as described with reference to Figures 32 to 36 for the purpose specified.
14. The combination with the said open-sided collapsable buffer case of the
buffing plates H, substantially as described.
15. The combination with the open-sided collapsable buffer case of the platform I
for the purpose specified.
16. The collapsable buffer case having closed sides formed of hinged plates J J,
substantially as described.
17. The combination with the said closed-sided buffer case, of the platform. J
pivoted thereto substantially as described for the
purpose specified.
18: The combination, with the hinged lid K that carries the pin K, of the
various methods of locking the said lid in the raised or lowered position
substantially as, and for the purpose, specified.
19. The combination with the said hinged lid of the various forms of springs
therefor, arranged and operating as, and for the purpose, specified.
20. The handles K and pulley K' Figures 46 and 47 or the weight KⓇ within
the vehicle and cord K' for raising the lid K' to uncouple the vehicles, substantially
as described.
21. The sliding carriage M¹ mounted on the buffer head with or without the
plates M, and constructed or not to form a bearing for the pin of the coupling
link, substantially as, and for the purpose specified.
22. The means for moving the said carriage to and fro on the buffer in-com-
bination with the locking devices therefor, substantially as described with reference
to Figures 46 and 47.
23. The method of pivoting the levers N to the buffer sides, substantially as
described with reference to Figure 48 for the purpose specified.
24. The pin and slot device operated through the screw O for moving the
carriage on the buffer head, substantially as described with reference to Figures 49
and 50.
25. The spring-controlled vertically moving sneck or latch P constructed and
operating substantially as described with reference to Figures 52 to 54.
26. The means for locking the said latch in its raised or lowered position,
substantially as described.
27. The means for sliding the carriage M¹ to and fro on the buffer head
substantially as described with reference to Figures 58 and 59.

page_text: 28. A buffer head such as that shown in Figure 60 having the link B secured
thereto by the chain B° for the purpose specified.
.
29. The device T substantially as described with reference to Figure 60 or to
Figure 65 with or without the spring t for the purpose specified.
30. The means for double locking the lever S as described with reference to
Figure 61.
31. The devices applied to a Norwegian coupling buffer or to any other form of
coupling where applicable substantially as described with reference to Figures 64,
66 and 67 or to Figures 68, 70 and 71 for the purpose specified.
32. The readily removable coupling device adapted to be applied to an ordinary
standard coupling hook, and constructed substantially as described with reference
to Figures 72 and 73, or to Figures 77 and 78, or to Figures 79 to 83, in com-
bination or not with the hook W Figure 90 for looping up the three-link coupling
chain of the adjacent vehicle, for the purpose specified.
33. The apparatus constructed substantially as described with reference to
Figures 84 and 85 with or without the wedge D having the shoulder do, and with
or without a coiled spring on the draw bar A¹, for the purpose specified.
34. The various forms of links as described with reference to Figures 88, 89,
and 91 to 97 for the purpose specified.
35. An automatic coupling constructed substantially as described with reference
to Figures 1, 2 and 3; or to Figures 25, 26 and 27; or to Figures 28 and 29; or
to Figures 30 and 31; or to Figures 32 to 35 or to Figures 41 to 44; or to
Figures 46 and 47; or to Figures 49 to 51; or to Figures 52 to 54; or to
Figures 58 and 59; or to Figure 60, or to Figure 64 or to Figure 68.
Dated this 15th day of March 1895.
HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant.