In Europe not just Britain trains need buffers because they use a chain like couplers, so they need the buffers to prevent cars from smashing into each other.
here is some more info http://en.wikipedia.org/wiki/Coupling_(railway)
In Britain the "buffers" are spring-loaded and help prevent damage when the cars bump together when shifting (switching) them. After the buffers are brought together, a railway worker could go in and connect the huge chain between the two cars. (Cars didn't have couplers they had big hooks). Most goods trains (freights) were run 'loose" meaning the chains had some slack. However it was possible to tighten the chains with a gizmo so the buffers were pulled togethere and touched. Since the buffers had some 'give' it was possible to eliminate the slack and get a much smoother ride. This was common for passenger cars, fairly rare on goods trains.
At the time this was developed (19th century) it was better than the U.S. "link and pin" method which involved one huge chain link that had to be threaded into a coupler box by hand while the car was moving, and then a pin holding the chain link in place...which is why so many oldtime brakemen and yardlets were missing a few fingers!!
I recall reading somewhere that there are 30 or so different style couplers in use on British railways.
Buffers are very much still used. At stations at the end of the line there are a set of buffers in place at the end of the track.
basementdweller wrote: \ At stations at the end of the line there are a set of buffers in place at the end of the track.
They are "buffer stops". Buffers are/were on the wagons and coaches. Read the links above for more accurate information.
Mark
Isn't Hornby magazine great?
I have only become interested in US Railroads for about six months now and initially was surprised not to see Buffers on your cars and locos but am used to it now!
In terms of modelling your couplers are much much better than our homegrown ones. To remove a car from a train with yours, you simply have to lift it vertically and it detaches. With the ones here you have to kind of twist and lift to detach them which is a bugger if it's a long consist as it tends to topple everything!
There are some good pictures here http://www.electricnose.co.uk/omwb/omwbarchive18.html
hi decoderboy
There are 3 styles of UK main line link type coupling that I know of
The loose coupling basicaly a large three link chain use freight only probably no longer in use
The instanter the same three link chain BUT the middle link is triangular shape once the stock is coupled the triangular link is turned so the short side is on top shortening the chain.
The screw coupling basicaly a very big turn buckle this draws the pasanger coaches together so the buffers touch so there is no slack so no banging and crashing to up set the tea in the buffet coach.
They are still in use today buffers that is, as far as I am aware the other types of coupling have given way to the buckeye coupling a form of the knuckle coupling you are used to in the US, if you look at a picture of the Flying Scotsman you will see one hanging down for the then latest modern coaches.
buffers where once just the ends of the wagon frame bound in wrought iron straps called dumb buffers later springs where added, later still they became hydraulic
There function is to stop shock damage to the wagons and coaches when they strike each other say during shunting.
Some one mentioned a buffer stop that is to stop trains running off the end of the line
In a big passanger terninus like kings cross they would be hydraulic to take the shock and slow the train and hopefully prevent the train going through the booking hall, and they do look like the current Hornby model exept on the real ones the long shaft is often painted bright red on a siding they are just rail built things or a pile of dirt.
regards John Busby
Any questions just read John Busby's post, answers everything you need to know about buffers and the older style couplers.
Just a couple of small points. On some passenger cars and many goods wagons (Freight cars) the buffers and draw hook were usually both connected with a large leaf type spring. This provided both impact and stretch protection to the coupler. This was especially helpful when the UK ran "unfitted" and "partially fitted" freight trains as it helped to prevent pulled draw hooks.
Most buffers contained a built in coil spring, locos for example.
If the drawhook was not connected to a leaf spring along with the buffers, then it would have it's own coil spring to limit "snatching" and pulled drawhooks.
Finally, these days many mutiple units have "automatic" couplers that enable similar units to be coupled together complete with all airbrake and electrical controls. Problem is, many of these units no longer have a draw hook or buffers so they cannot be rescued by any other locomotive or mutiple unit not equipped with the same coupler system.
A bit short sighted in my opionion but that's way they do.
Cheers
Roger T.
Home of the late Great Eastern Railway see: - http://www.greateasternrailway.com
For more photos of the late GER see: - http://s94.photobucket.com/albums/l99/rogertra/Great_Eastern/
lots of passenger stock uses a sort of buckeye coupler. the usual coupler on OO/HO is called a tension lock. there are many different sizes and styles and just like you're buckeye type different types don't necessarilly get on with each other.
wjstix wrote:One good think about buffers is you can push a car on the prototype with coupling to it, handy for like a helper (banking) engine on the back of a train. When the main engine has things under control, the rear engine can just slow down without having to worry about having someone in the caboose open the coupler.
Sorry illegal action have this pink card
Banking locomotives must be coupled to the train they where coupled at the staition at the bottom of the hill then stopped and uncoupled at the station at the top of the hill.
The banking locomotive then returned to the orriginating station.
Fly shunting is also frowned appon
Hi marknewton
You and I both know that what the rule book says and what happens in the field is often two entirely different things.
When things go pear shaped the first things that comes out is the rule book and the general appendix which suddenly are the omnipetant holy texts.
And then God help the poor b#####d that did not do exactly what the rule book says.
The if its yes well blind eye approach is on all jobs untill SOMETHING GOES WRONG.
Yes different railways do different things in the UK the rules say couple up so thats what I have stated.
PS
By the way have you got any info on NSWR land marks position and usage you could E Mail me I have made one for my garden railway and well don't really know what to do with it.
It seemed a good idea at the time every model railway should have at least one signal.
Rogue wrote: Isn't Hornby magazine great?I have only become interested in US Railroads for about six months now and initially was surprised not to see Buffers on your cars and locos but am used to it now! In terms of modelling your couplers are much much better than our homegrown ones. To remove a car from a train with yours, you simply have to lift it vertically and it detaches. With the ones here you have to kind of twist and lift to detach them which is a bugger if it's a long consist as it tends to topple everything!There are some good pictures here http://www.electricnose.co.uk/omwb/omwbarchive18.html
having run some European couplers on varous mfg/ mostly Orient Express, I actually preffer the hook/loop couplers. They hold together better for me than the knuckles. And I;v ehad gogd luck with pushing them togetherm and using a standard Kadee uncoupling stick to lift the loops up, then pull apart. And you guys do know how to do a luxury passenger train.
-Morgan