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AMERICAN

Railway Master ^Mechanics' Association.

lyAKEwooD Convention, Junk 19, 1893,

ATTACHMENTS BETWEEN ENGINE AND TENDER,
FOOT-STEPS AND HAND-RAILS.

To the American Raihvay Master Mechayiics' Association :

The tenor of the replies to your Committee's circular clearly
shows that our members think the risk to enginemen is sma"
from tender either mounting or running under engine foot-plate,
in fact is "nil" if the chafing-plates and their backing are in
line and the coupling-bar is horizontal, lying close up to casting.
In locating the coupling-bar even better practice is to put it the
vertical center of the chafing-plates, so that the. bar has to suffer
a straight shear before tender can start to mount engine foot-plate.
Therefore, in the matter of coupling, we indorse the correct-
ness and safety of the practice common in America of coupling
engine and tender together, provided the chafing-plates have
liberal surface, are of equal height, have ample straiglit backing
(if possible in a single casting), and' stout horizontal wrought-
iron draw-bar with cottered coupling-pins of large diameter is
used. There are a few who believe that there is more risk to
men in case of an accident from the tank moving forward on
tender-frame, but no suggestions are made to improve the present
mode of securing tank, viz. : by using stout lugs well riveted to
tank having the lower flange bolted to frame, and solidly securing
the floor inside coal space to frame, .so that to shift position the
tank has either to mount the floor, or, bodily shear the floor off"
the frame.

Safety couplings .should be used to supplement the coupling-

i/ys^

bar, and with two exceptions the replies favor stout chain in
short hnks as better than side conpHng-bars. If soHd side-bars
are used one end should have an oval or slotted hole, so that
there shall be no tendency to l)ind when on curves.

The securing of the ends of the safety chiius is in many cases
of a most flimsy character. The best sent us is from D. S. vS. &
A. R., both chains being permanently held to the tender beam
by double-ended staple bolts of i'< inch round iron, the loose
ends being coupled to the underside of engine draw casting by
two pair of pendent lugs cast on, through which (and through
last link of chain) passes a ij:(-inch horizontal cottered bolt.
Many replies say i-inch round iron is strong enough for safety
chains, but the D S. S. & A. R. very properly use four links 6
inches long of i^-inch round iron.

Chafing-plates are commonly of chilled cast-iron, 30-inch to
40-inch area, although some face with steel plate, and'one takes
the wear direct on the v.rought-iron wedge. No information is
given as to relative cost and wear of soft and chilled iron for this
service.

There is apparently no uniformity in the shape of rhafing
surfaces, some making both surfaces flat, others make one fla't
and one round, and the P. & R. use lioth rounded, each to a
radius struck from the center of its coupling-pin. This insures
contact when the vehicles are either on curve or tangent without
that pinching and bending which is responsible for some of the
undesirable lengthening of the coupling-bar.

Half of the members replying use a wedge t(. ake 1111 the
.slack in bar and the wear in chafing-plates. and it is to ])e in-
ferred from the limited information given that they use a hori-
zontal wedge, requiring for adjustment che labor of separating
the engine from the tender and then ccmpling up again, as no
reply gives any experience with patented or other vertical wedges
that take up the slack automatically, that is, take it up by
gravity. One reports nsiug an eccentric bush on coupling-pin,
to vary the length of coupling-bar.

With the single exception before mentioned the wedge is be-
hind one of the chafing-plates, so that no direct wear comes upon
the v.edge itself.

Apart from use of wedge and eccentric, no other form of tak-
ing lip wear and slack is mentioned, other than the old-fashioned
practice of taking out the coupling-bar and getting it upset by a
smith.

No difficulty or increased resistance in backing around a sharp
cur-v'e has been noticed with any width or shape of chafing sur-
face, if the gangway or platform of tender is properly curved so
that it does not foul engine when on sharp curve.

It is so difficult to believe that some such resistance does not
exist, that we were at first inclined to indorse the P. & R. plan of
rounding both chaffing surfaces to curves struck from center of
draw-pins, as this results in the coupling-pins being exactly the
same distance apart, independent of the relative positions of en-
gine and tender ; but one member of this Committee, with special
experience in propelling trains tender first around curves, says,
if the chafing surfaces are rounded to any short radius the press-
ure tends to derail the tender or turn the rail over, and always
causes excessive wear on the journal collars of the tender axles.
He now uses a flat plate on engine, 8 x 20 inches long, and this
length is used to prevent tender chafing-face slipping by the ends
and locking, as did occur when a shorter flat plate was used. The
tender surface is 8x10 inches long, curved to a radius struck
from center of forward tender truck. If other conditions made it
advisable to curve the engine chafing surface, he would do it to a
radius struck from center of rear driving axle.

The h. & N. W. Ry. and the P. R. R. use a spring buffer
coupling arrangement on new work, and the N. & W. R. think
such a plan has advantages. The main draw-bar like the side
couplings has clearance at one end to allow for free play of spring
in compression, as well as freedom in curving,

A fair inference from practice permitting so elastic and flexible
a connection is, that its users and indorsers do not consider there
is any risk to men on foot-plate that justifies a closer interlocking
arrangement.

Probably the intention in using a buffer coupling now — as in
the early days of the locomotive— is to increase the comfort of the
passengers, as well as to lessen sudden shocks on metal, and the
strains tending to rack tender frr :ue.

STKPS.
A full third of the replies express a preference for short steps—
that IS. under 12 inches lonjr ; two sj^ecify 12 inches, and the re-
mainder run from 16 inches to 24 inches, cnxphasis in many cases
being laid on the necessity for hi^h flanges on three sides
although some few do not use flanges.

As to position horizontally : some say a Ipw step is safe, but
the distance of the lowest step above rail varies from one each of
12 14 and 15 inches, up to the more common height of 20 inches
(that IS 24 inches above tie level), and there is an evident re-
luctance to having more than one additional step above the first
step however close to rail the first step be located, or whatever be
the height of the other " risers."

^ It is not evident why the first "riser" (that is, the distance
.roni tie to first step) should so commonly be higher than the
second and third " risers," except it be to clear snow or other ob-
struction at low level. Even any equal division of the total
height by two steps into three equal "ri.sers" is not shown on
any reply, although that would appear to be a more judicious and
safer course for the men than the common practice.

Two advocate adjustable steps (apparently to be altered to
suit the personal ideas of each runner). This the Committee
thniks a mistake, believing a permanent fastening at a uniform
height on all engines will, all tnings considered, offer less risk the
year round.

But two advocate steps at same level on both engine and tender
although there seems an additional element of safety in such a
course. Apparently there is an endeavor to put all the steps on
one of the vehicles (either engine or tender) when this is possible
The majority say tliat in material for steps, wood and rubber
have no appreciable advantages over iron ; but few u.se wood
and one only mentions rubber. Roughened and perforated iron
plate IS the best pracfce, for although castings with serrated .sur-
face are common, the lighter weight and the freedom with which
wrought-iron can in winter be struck with a hammer (thus at
once di.seiigaging all ice) gives it the preference. The roughen-
ing of surface is u.sually done with a diamond-pointed chi.sel by
hand.

HAND-RAILS.

A Strong preference is expressed for long vertical handles on
tender-tanks, with an occasional vote for short handles on cab
although It seems as if every reason given for the use of long
handles on tanks will apply with equal force to reasonably long
handles on cabs-say within a limit of 24 inches. I.ong horizontal
side handles on tank (to correspond with long side steps) are
neither used nor desired.

Opinion as to the use of cross hand-rails (that, is hand-rails at
front and back) where engine is equipped with pilot, is very di-
verse. The nearest approach to a generalization of the answers
IS that the engines with pilots should not have hand-rails except
for pushing and suburban, and perhaps for some regular way-
freight serA'ices, because, however useful to railway servants they
are a temptation inviting other people to steal rides at points
where they risk life and limb. 5^

J. Davi^ Barnett,
G. W. Stevens,
C. E. Smart,
J. W. Hill,

Committee. -

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