US1119568A - Safety poling-pocket for railway-cars. - Google Patents

Description

H. W. BLOOD.

SAFETY POLING POOKBT FOR RAILWAY GARS.

APPLIOATION FILED MAY 19. 1014.

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HRRY W. BLOOD, OF FREDONIA, NEW YORK.

SAFETY POLIG-POKET FOR RAILWAY-CARS.

Specification. of Letters Patent.

Patented Dec. 1, 19111.y

Application led May 19, 1914. Serial No. 839,543.

To all whom it may concern usually provided at suitable points with' shallow poling pockets, generally one at each corner of a car, so that regardless of the position of the latter one end of a pote may be held against one of said pockets for shunting a car on an adjacent track, the opposite end of the pole being placed in the ocket of the car to be shunted, The poling pockets now in use are all of equal depth and consequently require extreme care in positioning the pole. 1t often occurs that an employee of the road in attempting to position the pole so that the ends engage the mover and moving car, respectively, will vbecome injured by reason of the pole breaking and parts flying in various directions. While shunting a car on an adjacent track, it sometimes occurs that there will be greater distance between cooperating pockets than the length of the pole, in consequenceof which one end of the pole will become disengaged from the car and drop to the ground. lIf it -should so happen that the end of the pole engaged by the moving car should drop while the mover is still in motion, the pole will be forced into the roadbed, sometimes under a tie and at other times under the track and considerable damage thus done to the track, and possibly personal injury caused by breakinga of the pole.

The primary object of my invention is to overcome these objections by providing means rendering it impossible for the pole to become first disengaged fromthe moving car so that if the pole should drop, that end the first 'to come in contact with the ground, thus permitting the mover to proceed without causing damage or personal injury.

My invention consists in providing shallow and deep pockets on the mover and moving cars, respectively, and it also consists in furnishing each car with a deep and shallow will be pocket so that the car can be used interchangeably as the mover or the moving car. It further consists in the novel features of construction and in the arrangement and combination of parts to be hereinafter described and more particularly pointed out in the subjoined claims.

1n the drawings.-Figure 1 is a plan view of two parallel railway tracks, showing the manner in which cars on one, termed the moving cars are moved by means of a pole interposed between said cars and a car' or locomotive, termed the mover, on the other track. Fig. 2 is an end View of a portion of a railway car showing the preferred arrangement of my invention. Fig. 3 are horizontal sections of portions of two cars on adjacent tracks having a pole interposed between them. Fig. 4: is a detached perspective view of the casting or abutment in which the deep and shallow pockets of a car are formed, said casting or abutment being adapted to be secured to the end of'a car or locomotive. Fig. 5 is an end view of a portionof a car showing the poling pockets arranged slightly diiferent from the arrangement shown in Fig. 2. Fig. 6 is a horizontal section through a steel car with the staking pockets formed directly in the car construction.

Referring now to the drawings in detail, like numerals of reference refer to like parts in the-several figures.

The reference numerals 8 and 9 designate l of the moving car or cars, and for this purpose the mover has at each corner an abutl ment or pocket member 13, and the moving cars have at each of their corners an abutment or pocket member 14. By providing pocket members at the four corners of the moving car and at least two of the corners of the mover, it is possible to pole cars regardless of the position they may be in with respect to the mover.

In preferred construction, each of the abutments `or pocket members 13, 14 comprises a metallic casting having a' shallowA g figure the pole 12 has one end entered in the deep pocket 16 of the moving car l0 while the other end is entered in the shallow pocket 15 of the mover 11, the moving car and mover being adapted for movement in the direction of the arrows 18. ln this preferred construction the pockets are arranged horizontally, whereas in Fig. 5 pockets are arranged vertically, the deep pocket 16 being positioned above the shallow pocket.

In Fig. 6 a metallic oar is shown having an end plate 19 continued along the side of the car, as at 20, and the end portion 19 being connected with the side portion 20 by an angular portion 21 in which latter thev shallow pocket 22 is formed while the deep pocket 23 is formed in the end portion 19, said deep pocket being minus the projecting safety flange 17 shown in Figs. 2, 3, 4 and 5.

When positioning the pole between the mover and moving car or cars, one end of the pole is thrust to a greater extent into the deep pocket of the moving car than the other end is thrust into the shallow pocket of the mover, consequently if in movement of the cars-by which term is intended to be included a locomotive, locomotive tender, or any other railway rolling stock-the moving car should become spaced farther from the mover, the end of the pole engaged with the latter will gravitate iirst so t. at the mover may continue to travel without possibility of injuring the roadbed or track or causing personal injury, as would be the case if the end of the pole in contact with the moving car were rst to drop. Moreover, in posi.- tioning the pole, an employee need not watch both pockets or exert himself in supporting the pole in proper position, as it is only necessary to insert one end of the pole' in the deep pocket of the moving car while taking mienne hold of the pole near the opposite'end so as to direct the same into the shallow pocket of the mover as the latter approaches.

By positioning the pockets vertically it is an advantage to place the deep pocket 16 above the shallow pocket 15 so that when the pole becomes disengaged from the shallow pocket it will drop directly to the ground; butin the event of the shallow pocket being above the deep pocket, the pole might become disengaged from the shallow pocket and enter the deep pocket which would be personal pockets at each corner of one end of the oar,

one pocket being deeper than the other.

3. A' railway car having a pair of pockets at each corner, one pocket being deeper than the other.

4. A railway car having two paling pockets at one of its corners, one being deeper than the other, the deep pocket being in a plane nearer the longitudinal center of the car than the shallow pocket.

5. A railway car having a pocket member secured thereto, said member having a deep poling pocket and a shallow poling pocket.

6. A railway car having two poling pockets arranged in close relation, one of said pockets having an annular safety flange.

7.- A railway car having two poling pockets arranged in close relation, one of said pockets being deeper than the other and having an annular projecting safety Harige.

In testimony whereof I aiix my signature in presence of two witnesses.

Witnesses:

GEORGE M. BREED, HENRY W. BLooD..

HARRY W. BLOOD.

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