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Three-link coupling on an antique tank wagon. There is no hook at the end of the chain, nor is there a turnbuckle. A peculiarly British practice was the "loose-coupled" freight train, operated by the locomotive crew and a "guard" at the rear of the train, the successor to the brakesman of earlier times.
The centre of the buffer on European railway vehicles must be between 940 and 1,065 mm above the top of rail. Spain was an exception for a long time. A buffer separation of 1,950 mm was specified there because of the force transmitted to the longitudinal beams of the wagons, which are further apart due to their broad gauge railways.
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No chain is provided on dual-coupled vehicles, since the chain on the other vehicle can be used when the knuckle coupler is out of the way (down). Inter-stock coupling was with the automatic coupler (with the buffers retracted), while connection to the locomotive was with the buffer-and-chain system with a screw coupler.
The link-and-pin coupler consisted of a tube-like body that received an oblong link. During coupling, a rail worker had to stand between the cars as they came together and guide the link into the coupler pocket. Once the cars were joined, the employee inserted a pin into a hole a few inches from the end of the tube to hold the link in place.
Throughout railroad history, many manufacturing companies have come and gone. This is a list of companies that manufactured railroad cars and other rolling stock.Most of these companies built both passenger and freight equipment and no distinction is made between the two for the purposes of this list.
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