jaw end of the drawbar. The cross catch bars adjust themselves to the
direction of the line of pull in the drawbar. The cranking of the
drawbar allows for the deflection of the buffer springs.

The arrangement of uncoupling, or throwing hooks out of gear, is
extremely simple and effective. The cranked part of the rod passing
across the end of the wagon, and with handles at each end workable from
the 6 ft. way, is attached to the catch hooks by means of a light chain.
On throwing the handle over, and against the end of the wagon, the crank
moves over and below the center, lifting up the catch into a position
out of range of action, and from this position it cannot fall except it
is released by the shunter. A shackle and links hang from the end of the
drawbar for attachment to ordinary wagons.

After a long and costly series of experiments the form of coupling shown
in illustration was adopted. Part of the experimental couplings used
were made by the Hadfield Steel Foundry Company, but the couplings used
at a recent trial at Gloucester were forged by the Gloucester Wagon
Company.

[Illustration: AN ENGLISH CAR COUPLING.]

The trial couplings were applied to old and worn-out coal wagons,
varying in relative heights and widths of buffers, and the tests were:

1. Coupling and uncoupling, and passing coupled round curves of less
than two chains radius. 2. Coupling under rapid transit movement and
violent shock. 3. Coupling under slow movement, the wagons being shunted
together by two shunters. 4. Wagons brought violently together while the
coupling hooks were lifted out of action, to test the rigidity of the