Electric railways

by American School of Correspondence; James Raley Cravath

TRUCKS.

Electric railway cars are classified generally as double-truck and single-truck cars. Double-truck cars are those that have a truck that swivels at each end of the car. A single-truck car is one having four wheels.

Fig. 43. Brill 21-E Car Truck.

Single Trucks. A great many types of single trucks have been designed. It would be out of the question to discuss them all here. In general, however, it may be said that truck builders have aimed to make a truck frame in itself a complete unit independently of the car body, so that the car body will simply rest upon the trucks and there will be no strain on the car body in maintaining the alignment of the truck. Most single trucks, therefore, consist of a rectangular steel frame, either cast or forged, riveted or bolted together. This frame holds the journal boxes in rigid alignment. Usually a spring is placed between each journal box and the truck frame. This spring may be either spiral or elliptic. The principal springs, however, are between the truck frame and the car body. Most truck builders have used a combination of spiral and elliptic springs between the car body and truck frame, as this combination is considered to give better riding qualities and greater freedom from teetering or galloping than either spiral or elliptic springs alone. [Fig. 43] shows a Brill single truck, which illustrates all of the features enumerated.

Swivel Trucks. Swivel trucks, commonly called double trucks, are made in many forms, but the most common is that known as the M. C. B. type of truck. This truck is similar to the standard truck which is in universal use on steam railroad passenger cars in the United States. Different truck builders have introduced many variations in this general type of truck, in adapting it to electric service. Some modifications from the steam railroad standard truck were necessary to accommodate the electric motors and to permit in some cases a low-hung car body. Such trucks are made in a great variety of sizes.

Fig. 44. St. Louis Car Company Truck.

Fig. 44 shows one of these trucks built by the St. Louis Car Company. In this type of truck the car body is fastened to the truck only by the kingbolt on which the truck swivels. This kingbolt is placed in the center of the truck bolster. There are also side bearings between the car body and the ends of the bolster, to prevent tipping of the car body when it is unbalanced. The arrangement of this part of the truck is shown in [Fig. 45]. Under this bolster are elliptic springs which rest on what is called the spring plank. This spring plank is hung from the rectangular frame of the truck by links which allow a side motion. This side motion gives easier riding, especially upon entering and leaving curves. All trucks having this feature are known as swing bolster trucks. The weight, being transmitted to the transom and truck frame through the swinging links just referred to, is then taken by the equalizer springs that support the rectangular truck frame on equalizing bars, which equalizing bars rest on the journal box at either end and are bent down to accommodate the springs located between them and the truck frame. The truck frame holds the journal boxes in alignment by means of guides which permit an up-and-down movement without movement in any other direction, just as on all other types of truck. It is thus seen that there are two sets of springs between the car body and car journals; one set of spiral springs between the equalizing bar and truck frame; and one set of elliptic springs between the spring plank and the bolster. All shocks must be transmitted first through the spiral springs and then through the elliptic springs. The motors used on this type of truck usually have nose suspension, the nose of the motor resting either on the bolster of the truck or on the truck frame.

Fig. 45. Bolster, Links and Spring Plank.

Fig. 46. Steel Tire Wheel.

There are a number of swivel trucks made which have departed considerably from M. C. B. lines, but nearly all retain the features of a bolster mounted by springs on a spring plank, a spring plank hung from a transom, a transom rigidly fastened to the rectangular truck frame of which it forms a part; and a truck frame with one or more sets of spiral springs between it and the journal boxes. Maximum Traction Trucks. A type of swivel truck that once was very popular but has largely been superseded by the type just described is the “maximum traction truck.” This truck has two large wheels on an axle which carries 60 to 70 per cent of the weight on the truck, and two small wheels carrying the balance of the weight. The motors are on the large wheels.

Car Wheels. The car wheels most commonly used are of cast iron. In order to make a tread and flange upon which the wear comes, hard enough to give a good mileage, the tread and flange are chilled in the process of casting. Around the periphery of the mould in which the wheels are cast, is a ring of iron instead of the usual sand. When the molten cast iron comes in contact with this ring of iron, which is called a “chill,” the iron is cooled so suddenly that it becomes extremely hard. The balance of the wheel, cooling more slowly since it is surrounded by sand, has the hardness of ordinary cast iron. A steel tire wheel is shown in [Fig. 46].

Fig. 47. Elevated Car Axle.

Wheels with steel tires are coming into use for elevated and interurban cars because their flanges are not so brittle as those of cast-iron wheels. In wheels of cast metal there is always a liability that the flanges and tread will chip and crack. On high-speed cars the falling-out of pieces of flange may be a serious matter and result in a wreck. Steel-tired wheels have a hub and spokes either of cast or forged steel or iron. On to this wheel a steel tire is shrunk. The tire is heated in a furnace built for the purpose, and is then slipped over the wheel. It is made just such a size that it will slip over the wheel when hot, and when it is cool it will shrink enough to make a very tight fit. When the tire is to be removed after it is worn out, it is heated until it has expanded sufficiently to drop off.

An axle for elevated car is shown in [Fig. 47].

When cast-iron wheels are worn to an improper shape or have flat spots upon them, due to the sliding of the wheels with the brakes set, an emery wheel grinder must be used to grind them down, as nothing else is hard enough to have any effect on the iron.

Fig. 48. Standard M. C. B. Flange.

When steel-tired wheels are worn, they can be put in a lathe and the surface of the tire turned off, as this surface is of metal soft enough to be workable with ordinary tools.

Fig. 49. Brake Shoes and Levers.

The types of wheel tread and wheel flange in use vary greatly among different electric railways. There is a standard Master Car Builders’ wheel tread used on steam railroads, which is shown in [Fig. 48]. Electric railways, however, are usually obliged to use a smaller flange and narrower tread. Street railway special work, such as switches and crossings, usually has too shallow a flange way to permit a standard M. C. B. flange to pass through. Some street railways use flanges as shallow as ⅜-inch, although ¾-inch is most common on city work. The width of the tread on street railway cars, that is, the width of the wheel where it bears on the rail, is usually from 1¾ inches to 2¼ inches. There is a tendency, however, on electric railways, on account of the increasing number of interurban cars which must use city tracks, to build tracks that will accommodate wheels approaching the M. C. B. standard of steam roads. A few roads have adopted wheel treads and flanges very near to the M. C. B. standard.

AUTOMATIC AIR BRAKE CAB EQUIPMENT.
Westinghouse Air Brake Co.

Brake Rigging. The brake rigging on a single-truck car may be arranged in a variety of ways, but should be such that a nearly equal pressure will be brought to bear on the brake shoes on all four wheels. A typical arrangement of brake shoes and levers for single-truck cars is shown in [Fig. 49]. The rods R terminate in chains winding around the brake staff upon which the motorman’s handle or hand wheel is mounted.

Fig. 50. Brake Levers and Air Brake.

For double-truck cars the brake rigging is necessarily more complicated, as it must be arranged to give an equal pressure on all eight wheels of the car. Brake shoes are sometimes placed between the wheels of a truck and sometimes outside. The arrangement of brake shoes between wheels is apparently finding most favor, as when the shoes are applied in this position there is less tendency to tilt the truck frame when the brakes are applied, and this adds to the comfort of passengers in riding. [Fig. 50] shows one form of arrangement of brake levers common on a double-truck car equipped with air brakes, with inside-hung brake shoes.

Brake Leverages and Shoe Pressure. The levers between the air cylinder and the brake shoes are usually so proportioned that with an air pressure of 70 lbs. per sq. in. in the brake cylinders the total of the brake shoe pressures on the wheels will be equal to about 90 per cent of the weight of the car. The diagram [Fig. 51] has shoe pressures and strains in the several rods marked on shoes and rods.

The following example, based on the diagram, will explain the lever proportioning. Only round numbers are given on the diagram.

Assume a four-motor car weighing 40,000 pounds. A brake cylinder 7 inches in diameter is used. This gives 38.5 square inches and at 70 pounds air pressure a total force on the piston rod of 2,695 pounds. The weight of the car is 40,000 pounds. Taking 90 per cent of this gives a total of 36,000 pounds to be exerted by the brake shoe when an emergency stop is made. Each of the eight shoes will press against the wheels with a force of 4,500 pounds.

The dimensions of the truck are such that the “dead levers,” those fixed at one end and which carry shoes, cannot be over 13 inches long. The shoe will be hung three inches from one end, making the proportions 10 to 3, and the pressure on the strut rod between shoes will be 4,500 × ¹⁰⁄₁₃ or 3,461 pounds. To clear the truck frame the live lever extends 14 inches above the point of application of the brake shoe. To obtain 4,500 pounds pressure on the shoe, the distance between the brake shoe and the strut rod, which we will call “x,” will be found by regarding the upper end of the lever as fixed and the power applied at the lower end.

4500 = 3461 × ^{14 + x}₁₄ or
x = 4.2 inches.

Now to obtain the force required in the rod to the truck quadrant, the bottom end of the live lever must be regarded as the fulcrum. The equation is

x = 4500 × ^4.2_18.2 = 1038 pounds.

As the pull rods from each side of the truck are attached to the truck quadrant, the stresses in the brake rods are double this, or 2,076 pounds.

Fig. 51. Diagram of Brake Shoe Pressures and Strains.

The position of the brake cylinder under the car restricts the length of the “live” and “dead” cylinder levers to 16 inches. To obtain 2,076 pounds pull on one end of the levers with the previously computed 2,695 pounds on the other, the proportions must be ²⁰⁷⁶₄₇₇₁ = ^x₁₆, since 2076 + 2695 = 4771. Then x = 7 inches, the distance from the brake piston to the pivotal point.

Since 2,695 pounds pressure is exerted and 36,000 pounds results the proportion of the whole system of levers is 36,000 to 2,695 or 13.3 to 1. In other words the travel of the piston in the cylinder will be 13.3 times that of the shoes if there were no lost motion to be taken up. The piston travel should be from 4 to 5½ inches. This gives about ⅜-inch travel of the brake shoes. Increased travel of the brake shoes necessary to set them as they wear away causes increased travel of the piston of the air cylinder. Not only is more air used at each application of the brakes but the brakes are slower in acting. It is therefore necessary to adjust the brakes frequently. This is done in the system shown in the diagram by the use of a turnbuckle in the connecting rod between the live and dead levers of the truck.

When two motors are on one truck and none on the other, allowance must be made in the levers for the increased weight of the motor truck and the inertia of the armature. The leverage on the motor truck must be greater than on the other.

Air Brakes. Air brakes used on electric railway cars are usually of what is called the straight air brake type in distinction to the Westinghouse automatic air brake. A straight air brake is one in which the air is stored in a reservoir; and, when the brakes are to be applied, air from this reservoir is turned directly into the brake cylinder, in which works a piston operating the brake levers. Air admitted behind the piston forces it out with a pressure which applies the brakes. When the air is let out of the brake cylinder, a spiral spring forces the piston back to its original position and the brakes are released. The motorman’s valve by which he applies the brakes, therefore, provides, first, for turning air from the storage reservoir to the brake cylinder to apply the brakes, and, second, for closing the opening to the storage reservoir and opening an exhaust passage from the brake cylinder so that the air can escape from the brake cylinder to release the brakes.

Straight air brakes of this kind would not be suited to the operation of long trains, because, if the air-brake hose connection between cars should be broken, the brakes would be useless; but for trains of one or two cars, such as are common in electric railway practice, the simplicity of the straight air brake outweighs its disadvantages and this is the type of brake usually employed. (See [Fig. 52].)

The Westinghouse and other forms of automatic air brake are used on electric railways where cars are operated in long trains; but it is out of the province of this paper to describe these brake systems fully, as they are rather complicated. It may be said in general, however, that the Westinghouse automatic air brake is so arranged that, should the hose connection between cars be broken, should the train pull in two, or should anything happen to reduce the pressure which is maintained in the train pipe that runs the length of the train, the brakes would immediately be applied on the entire train.

Fig. 52. Diagram of Straight Air Equipment.

Compressors. A small air compressor driven by an electric motor is frequently employed on electric cars to keep the storage reservoir of the car supplied with air. These air compressors are carried under the car or in the motorman’s cab. They are generally arranged with an automatic device which closes the motor circuit and starts the motor as soon as the air pressure falls below a certain amount; and the motor will continue in operation pumping air until the pressure rises to the amount for which the automatic device is set. The pressure carried in the storage reservoir is usually from 60 to 90 pounds per square inch, which, as a general thing, is considerably more than is required to apply the brakes hard enough to slide the wheels.

Automatic Governor for Air Compressors. Automatic governors are often installed in connection with air compressors in order that a fairly even air pressure may be maintained in the storage reservoir. In these the fall and rise of the air pressure within certain limits closes and opens the circuits to the motor. In some styles the air acting on a piston operates the circuit breaker.

The diagram shown in [Fig. 53] shows the principle of the Christensen governor, in which the air pressure is employed to make and break a secondary circuit.

When the pressure in the storage reservoir falls below a predetermined value, the hand of the air gauge makes contact with lug A. This closes the circuit through solenoid No. 1. Lug D, mechanically connected to the armature of the solenoids is pulled in contact with lug C, and this closes the circuit to the motor, and shunts the winding of solenoid No. 1. When the air pressure rises to a predetermined value the hand of the air gauge is thrown in contact with lug B. This energizes solenoid 2 by connecting it across the motor terminals. The armature is pulled to the right and the circuit to the motor is broken. When this is done it is evident that the current through the energized solenoid is broken. It is evident from the description that current passes through the solenoids only during the short periods that the armature is moving from one position to the other and the air gauge never has to break a circuit in which there is an appreciable voltage so that there is no arcing at lugs A and B.

Fig. 53.

A blow-out coil in series with the motor is provided immediately under lug C which extinguishes the arc at that point when the motor circuit is broken.

A Westinghouse air compressor is shown in [Fig. 54].

Storage Air Brakes. The storage air-brake system does not have a small independent compressor on each car, but is equipped with a large storage tank, in which air is carried under high pressure—250 to 300 pounds per square inch. This storage tank is filled at regular intervals when the car passes some point on its route at which a compressor is located. In this case the car is obliged to stop long enough to make connection to the tank of the compressor plant, and to allow the car storage tank to be filled. This operation, however, does not take long. The advantages of the system are a saving of the weight and a saving in the maintenance of a small compressor on each car. From the main storage tank under the car, air is led through a reducing valve to an auxiliary storage tank. This reducing valve allows enough air to pass through to maintain a pressure of about 50 pounds per square inch in the auxiliary storage tank. The auxiliary storage tank corresponds to the regular storage tank on a system employing compressors on each car. The method of operation after the air has entered the auxiliary storage tank is the same as with any air-brake system.

Fig. 54. Westinghouse Air Compressor.

Fig. 55 shows the arrangement of the apparatus under the cars of the St. Louis Transit Company. The two storage tanks are each 6 feet long by 18 inches in diameter and are mounted one on each side of the car. Their combined capacity is equivalent to about 100 cubic feet at 45 lbs. pressure. The tanks are charged through an outlet near one side of the car. This outlet contains a check valve and cock to prevent leakage.

The service or low pressure reservoir has a capacity of about 2½ cubic feet. The position of the reducing valve between the high and low pressure valves may be noted in the illustration.

Momentum Brakes. Momentum or friction brakes have been used to some extent both on single-truck and on double-truck cars, but particularly on single-truck cars. They derive the power to operate the brakes from the momentum of the car by means of a friction clutch on the car axle. The difference in various kinds of momentum brakes lies chiefly in the design of the clutch mechanism. The clutch must evidently be arranged to act very smoothly, and must be under very accurate control, as the force with which the brakes are applied depends directly upon the pull exerted by the clutch.

Fig. 55. Arrangement of Storage Air Brake Apparatus.

In the Price momentum brake a flat disc is cast on the car wheel, which is turned off to a smooth surface. Against this disc a friction clutch acts, which has a leather face. The clutch is operated by a motorman’s lever through a set of levers. A small movement in the motorman’s lever forces the clutch against the disc on the car axle. The clutch winds up the brake chain, and thus supplies power to apply the brakes.

Other momentum or friction clutch brakes have been devised, most of which also use an application of leather on iron for the clutch, as this has been found to be most reliable, and to be least affected by the grease and dirt that is liable to work in between the clutch surfaces.

G. E. Electric Brake. The General Electric Company’s electric brake makes use of current generated by the motors acting as dynamos, to stop the car. In order to accomplish this, a brake controller is provided which reverses the armature connections of the motors, and so connects them to operate as dynamos sending current through a resistance in the circuit; the amount of current flowing and the braking effect depending on the car speed and the resistance. In some forms of brake controller, the two controllers are combined in one cylinder, so that the motorman, to apply the electric brake, simply continues the movement of the handle past the “off” position. In others, the brake-controller drum is separate, but is interlocked with the main controller so that it can be used only when the main controller is off.

However the controller may be arranged, the principle involved is that when the motors are revolving by the motion of the car, and the armature connections are reversed as they would be to reverse the direction of motion of the car, the motors begin to generate current as series-wound dynamos. The amount of current generated and the retarding effect will depend on two things—namely, the speed of the car, with the consequent electromotive force in the motors, and the amount of resistance in the circuit. The amount of resistance is regulated by the motorman by means of his electric brake controller. The function of the electric brake controller is to reverse the motors and to insert enough resistance in the circuit to make a comfortable stop. This current in the motors acting as dynamos, in itself acts as a powerful brake to retard the motion of the car. In the General Electric type of electric brake, the current generated in the motors, in addition to having this retarding effect in the motors themselves, is conducted to brake discs that act as magnetic clutches against one of the car wheels on each axle. The car wheel has a disc cast upon it, and against this the magnetic disc acts. The magnetic disc contains a coil which is in series in the brake circuit.

In applying an electric brake of this kind the motorman first puts the controller on a point that inserts considerable resistance in the circuit. When the motors have slowed down, the electromotive force, of course, drops, so that to maintain the same braking current there must be a reduction of the amount of resistance, until, when the car is almost at a standstill, the resistance is nearly all cut out. It might seem at first that the current would die down before the car came to a stop, but it is found that there is enough induction in the motor fields to cause current to flow for a short time after the car has stopped. The residual magnetism in the steel in the fields of the motor is sufficient to cause the motors to begin to generate current when the electric-brake controller is first turned on.

The greatest advantage of an electric brake using motors as generators is in the fact that the braking current instantly falls in value as soon as the wheels begin to slide, and releases the brake until the wheels again revolve. In fact, it is almost impossible to skid the wheels as they are sometimes skidded by being locked by brake shoes. This not only prevents flat wheels but insures a quick stop, because when the wheels are locked and sliding, the braking or retarding power is only about one-third what it was before the wheels began to slide. The electric brake requires extra large motors because of the heating caused by the current generated while braking.

Fig. 56. Magnetic Brake Shoe.

Westinghouse Electromagnetic Brake. The Westinghouse magnetic brake is in principle similar to the General Electric brake as far as the use of motors as generators is concerned; but, instead of assisting the motors by means of a magnetic brake disc acting against the car wheel, a magnetic brake shoe is used (see [Fig. 56]), which acts against both car wheel and track. This not only retards through the medium of the wheels but acts directly on the track. It is not dependent upon the coefficient of friction between the wheels and track; and it should, therefore, be possible to stop much more quickly than with any form of brake depending upon the coefficient of friction between the wheels and track.

MAGNETIC BRAKE SHOWING METHOD OF ATTACHING TO CAR FRAME AND TRUCKS.
Westinghouse Air Brake Co.

Track Brakes. Track brakes have been used to some extent on very hilly electric roads. These have a shoe fastened to the truck frame, which acts directly on the track.

Motors as Emergency Brakes. The motors can of course be used to brake the car by simply reversing them if current is applied to them from the line. But in case the trolley flies off or if the circuit breaker or the fuse opens the circuit, or the supply of current is interrupted for any other reason, they may be used as brakes by throwing the reverse lever and moving the controller handle to the multiple position of a two-motor equipment or by simply throwing the reverse lever of a four-motor equipment. These movements throw the motors in multiple and connect the fields and armatures of the motor in such relation that they can generate current. One of the motors then acts similarly to a generator in a power house, deriving its power from the momentum of the moving car instead of from an engine, and sends current through the other motor of the pair which acts like any auxiliary motor trying to revolve its wheels in the opposite direction from that in which they are revolving. The motors of a four-motor equipment are permanently connected in two multiple groups as long as the reverse is not in the central position. In the two motor equipment such connections are not made until the controller handle is turned to the multiple position. As the external resistance is beyond the junction of the two motor circuits, the braking effect is not increased by cutting out the resistance.

The difference in the residual magnetism of the fields or in the magnetic qualities of the fields of the two motors is primarily the cause of the generation of the current. The motors at first act in opposition, but one of them generates the higher voltage and forces a current through the other. This current overcomes the residual magnetism of the second motor, thereby changing its polarity and both motors then act in series to send the current through the low resistance path afforded by the windings. Any current passing increases the strength of the fields and consequently the voltages, so that abnormal currents are generated and the braking action is consequently severe.

This generating action does not take place before the reverse lever is thrown because the connections of the armatures and fields are such that any current generated by reason of the residual magnetism of the fields, flows in such a direction through these that this magnetism is destroyed. The current then ceases to flow. This explains why current is not generated in No. 2 motor with a K type of controller during the change-over period when it is short-circuited, or in equipments when the trolley flies off and the controller is turned on.

Fig. 57. Pneumatic Sander.

Brake Shoes. The subject of brake shoes is of very little importance on the smaller cars traveling at slow speeds and controlled alone by hand brakes. On the larger high speed interurban cars, the brake shoe question becomes an important item because of the rapidity with which they are worn away. On such cars shoes sometimes last but about one week. This means eight shoes per week per car or an expense of about $4.00 per car per week.

Brake shoes are usually of soft gray cast iron with inserts of steel, although some companies use very hard iron. They are usually fastened by means of a key to a brake shoe head permanently attached to the brake rigging. The brake levers are so adjusted that the shoes clear the wheels about ³⁄₁₆-inch when the brakes are released. This distance increases as the shoes wear, so that the brakes must be adjusted frequently to take up the slack and prevent waste of air.

Track Sanders. A sprinkling of sand on the rail increases wonderfully the adhesion of the rail and wheel. There is usually on cars some provision made for scattering sand on the rails immediately in front of the leading wheels. From sand boxes placed under the seats in the smaller cars, or on the truck of the larger ones, flexible hose or pipes drop within an inch or two of the rail in front of the leading wheels. A valve under the control of the motorman regulates the flow of sand to the rail. Sometimes air pressure is used to blow the sand out of the sand box into the hose. In this case air pressure is obtained from the air brake system, and an air valve leading to the sand box is placed in the motorman’s cab. A section through a pneumatic sander of this kind is shown in [Fig. 57].

Fig. 58. Curves of Braking Tests.

Coefficient of Friction. It has been found by experiment that the coefficient of friction between the car wheel and rail is about 25 per cent of the weight on the wheel when the rails are dry; that is, a car wheel having a weight of 2,000 pounds upon it would not be able to exert either an accelerating or a retarding force exceeding 25 per cent of this, or 500 pounds. This is when the wheel is rolling. There is apparently a kind of locking or inter-meshing of the rough surfaces of wheel and rail when the wheel is rolling, because it is found that when a wheel begins to skid or slide, the coefficient of friction falls off about two-thirds. The maximum braking or retarding force that can be obtained, therefore, in a dry rail, amounts to 25 per cent of the weight of the car. If the rail is slippery this is much reduced; or if the wheels are allowed to slide it is also much reduced. If more retarding force than can be obtained through the medium of a wheel rolling on the rail is desired, it must be obtained either by the track brakes or by magnetism.

Fig. 59. Automatic Coupler.

Rate of Retardation in Braking. The rate of retardation of cars in braking is usually 1 to 2 miles per hour per second. In other words a car going at a speed of 40 miles an hour will usually be stopped in 40 to 20 seconds.

The plotted results of some braking tests ([Fig. 58]) show a higher rate of acceleration. These tests were made on an interurban car weighing about 63,000 pounds, equipped with straight air brakes. Of the six curves shown, that giving the highest rate of retardation is No. 4. This shows a stop from a speed of 38 miles per hour in 9½ seconds or a rate of retardation of about 4 miles per hour per second. All of the curves shown are for emergency stops. They show about the highest rate of retardation that could be made with the equipment.

Drawbars and Couplers. For small surface cars a crude drawbar is usually provided consisting simply of a straight iron bar pivoted under the car and provided with a cast-iron pocket near the end. A coupling pin passing through the pocket of one coupler and through a hole in the end of the bar of the other, holds the two cars together.

The requirements of a coupler for heavier cars such as those used on interurban and elevated roads are more exacting. The ends of the bars are usually pivoted under the car about five feet back from the bumper. A spring cushion intervenes between the pivot point and the drawbar head. The illustrations, Figs. [59] and [60], show the action of the Van Dorn Automatic coupler, which is the one used by all the elevated lines in the United States. The link is placed in one of the drawbar heads and the pin in the other. As the cars come together the wedge-shaped end of the link forces its way between the pin and a spring. When the faces of the drawbar heads meet, the spring forces the link to engage the pin. The mechanism is designed especially to prevent lost motion between coupler heads because, unlike steam railroad drawbars, electric car drawbars must swivel to round curves and a great amount of play at the point of coupling with swiveling drawbars would allow the couplers to bend under a pushing strain.

Fig. 60.