File:Operation of trains and station work and telegraphy (1914) (14574216600).jpg

Identifier: operationoftrain00prio (find matches)
Title: Operation of trains and station work and telegraphy
Year: 1914 (1910s)
Authors: Prior, Frederick John, 1858- comp
Subjects: Railroads Trainmen
Publisher: Chicago, F. J. Drake
Contributing Library: The Library of Congress
Digitizing Sponsor: The Library of Congress

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nd effect economy of steamhave been made and upon many railroads have beenadopted. We give, therefore, a concise description ofnew style steam couplers made by the Consolidated CarHeating Company. Serious steam losses result from imperfect connectionsof steam hose couplers. Constant efforts have been madeto construct a satisfactory coupler. Coupler heads arehammered together, and locking devices are applied inan attempt to force a tight joint—and still the drain onthe locomotive has increased and the delays to trains onaccount of leaky couplers have been as frequent andannoying as ever. The Consolidated Car-Heating Company claim to haveovercome this condition by the development of the typeof coupler we describe (see Figure 18). The essentialpoints in the construction of this type of coupler are: (1)an automatic locking device, (2) all the points of en-gagement are carefully machined, (3) the openingthrough the head can be adjusted from i*4 to ij/£f, (4) RULES FOR MOVEMENT OF TRAINS
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en Poo 2 HEATING AND LIGHTING CARS 73 the liability to hose kinking is prevented by the increasedangle of the coupler nipple, (5) should the train part thecoupler automatically separates, (6)on sharp curves orunder strain of the draft rigging the coupler will notopen and leak steam, (7) the wear and gasket losses arereduced to a minimum through the novel and efficientmethod of holding gaskets. The gasket is applied to the coupler by sliding it intothe machined groove, and is firmly locked in place byslightly bending the steel lug formed on it. Springs arenot used to hold it in place, neither are they necessary,because there is no obstruction in the steam passage. Itis moulded into one piece and has wide faces at the frontand back, making a positive seat and steam tight joint. When a coupling of the heads is being made, the locksare turned to one side so that the lug and clutch can, engage each other. The locks are then snapped intoposition (see Figure 19). The sm

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