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It would seem that the same power could and should be exercised to insure safety in the operation of railroads.

From the diversity of the recommendations made by the States which have already acted on the coupler question, it seems to be hopeless to secure unanimity from them acting separately.

1st. The

One is embarrassed at the outset of this subject with the fact that there are two rival and irreconcilable classes to deal with. so-called "vertical plane couplers," and 2d, the link couplers.

VERTICAL PLANE COUPLERS.

Some of the practical difficulties with the vertical plane class are: 1st. None of them, as at present manufactured, with the exception of the Cowell and Janney, couple automatically with any other.

This difficulty could be remedied to a great extent, by having the movable knuckle universally on the right side, and of the same But positive objections are made by the Hein Company, for instance, to altering the proportions of the coupler upon the ground of destroying its strength.

size.

2d. None of them undertake to couple automatically with the old link and pin except the Cowell.

This is a most serious objection for the reason that the slot into which the link goes is much smaller than in the old drawhead, and the danger to the brakeman of getting his hands caught correspondingly greater.

The cars with which many of them are equipped are not provided with deadwoods, so there is no protection for the trainman in case of the drawheads being broken by concussion. Deadwood blocks should be provided in all cases.

The device to couple and uncouple is frequently in the way and adds another danger.

In the case of the Cowell a throat is cut in the face to take a link. There is a dog moved by a spring to hold the pin up. This dog is intended to be pushed back by the link and the pin to fall automatically. The difficulty is two-fold.

First. The link would only be pushed in by a drawhead having a solid throat. (This difficulty is common to a great many.)

Second. The throat in the Cowell is so shallow that the link strikes before the drawheads come in contact, so the link would take the whole force of the blow in coupling, and would bear the whole strain pushing - conditions which would bend or break it.

3d. Almost all of the vertical plane couplers appear to be more or less liable to become fouled by dirt or rust if left standing for some time exposed to the weather, although there is quite a difference in them in this respect the contrivance to catch the arm and hold it in /place being quite complicated in some and simpler in others.

LINK COUPLERS.

Link couplers as a class present certain obvious advantages. They are simple in construction, cheap, not so liable to get out of order, conform better to the present method of coupling, and afford more "slack," thus allowing a long freight train to be more easily started

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than if coupled with the closer "vertical plane" type. The Board does not propose to discuss the question as to which class forms " chanically" the more perfect union. It is sufficient to say that either forms a sufficiently perfect union. The advantage which many of the link class possess of coupling automatically with the old drawhead the Board deems of great importance. It will be many years before the latter is entirely discarded from the railroads of the country, and therefore, forms an important factor in the problem.

A serious difficulty, however, with this type is that none of them will couple automatically with the old drawhead unless the latter has a closed throat, so that the link will be pushed on to the hook or against the dog to allow the pin to drop, as the case may be.

All those familiar with the subject will recognize that this requires a link of a standard length, and a throat both in the old drawhead and in the automatic drawhead of a standard depth, shallow enough to insure the link being pushed so as to secure connection, and deep enough to permit the drawheads to come in contact after connection. Inasmuch as a very large proportion of the old drawheads are either "skeleton" or hollow too far back, this requirement makes an automatic coupling with them impossible.

It is desirable that a standard link be adopted and that all drawheads be provided with a stop in the throat so as to permit the link to enter but half an inch beyond its middle point. This could be done at a trifling expense.

It is quite obvious, therefore, that any automatic coupler requiring a link longer than the standard (say 10 inches inside measurement) is essentially defective. This is equally true with regard to any fixed link coupler.

It is also asserted that any hooked coupler (such as Archer, etc.) is apt to have hook wear away, thus rendering uncoupling liable-this fact gives an advantage to a pin.

* * *

The law of the State as it exists to-day is very broad. It provides that no coupler shall be placed upon any new freight car "unless the same can be coupled and uncoupled automatically without the necessity of having a person guide the link, lift the pin by hand, or go between the ends of the cars.

Such coupler might be defective, however, in many of the respects heretofore pointed out. The strict legal duty of the Board would be fulfilled in seeing that the railroad corporations adopt such devices as come within the law, however defective in other respects; and indeed it is the only positive power vested in the Board in the premises. It has deemed it better, however, to call attention to the matters hereinbefore mentioned and to make the following recommendations:

CONCLUSIONS AND RECOMMENDATIONS.

The Board of Railroad Commissioners recommends:

1st. That the standard height of drawbar of the Master Car Builders' Association, viz. two feet, nine inches from top of rail to center of drawhead when car empty, be adopted by all railroad corporations; that new cars be made to conform thereto, and that old cars when repaired be made to conform as nearly as possible.

2d. That all freight cars, not having platforms, be equipped with "deadwood" blocks to conform to the standard of the Master Car Builders' Association.

3d. That a standard link be adopted of ten and one-half inches inside measurement, and thirteen inches outside measurement.

4th. That all existing link and pin drawheads be provided with a stop in the throat to prevent a link entering more than seven inches. 5th. Of the couplers presented to be tested on the 16th and 17th of June the Board finds the following to fulfil the requirements of the law.

There are many others of which the Board has drawings or models and which possess merit, but as to them the Board makes no mention, for the reasons, first, that cars were not equipped with them, and second, that but little weight can be given to the working of a model alone.

Those practically tested are divided,

1st. Into classes mentioned in what the Board regards as the order of merit.

2d. Each coupler is mentioned under its class in what the Board regards as its order of merit.

FIRST CLASS.

A. Link and pin couplers; pin held up by catch or "dog." The "dog" is thrown back by link entering, allowing pin to drop automatically -uses standard link and couples automatically with old drawbar if stop in throat, or,

B. Bevelled pin permitting link to slip under:

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Vertical hook and link. Link pushed on to hook. Couples automatically with old drawbar if stop in throat:

Archer,

Aikman,

Marks,

Baldwin,

Fennell.

THIRD CLASS.

So-called "vertical plane couplers." A "knuckle," opening in a horizontal plane, fits into a corresponding knuckle on other drawbar -does not couple automatically with old drawhead except Cowell, which has throat in face:

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Fixed link. Does not couple automatically with old drawbar:

Ames,

Curtis & Wood,

Adams, Felthausen & Lawtenslager.

MISCELLANEOUS.

Powell: Has a toothed wheel to serve for pin. Ingenious but practicability not been demonstrated. Couples automatically with old drawbar:

Wood & Drake, doubtful utility.
Kaltenbeck, doubtful utility.
By the Board.

WILLIAM C. HUDSON,

Secretary.

LENGTH OF STEAM RAILROADS

IN OPERATION SEPTEMBER 30, 1886.

[SMALL CAPITALS indicate lessee; indentions indicate leased or operated lines.]

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