BaltACD KBCpresident 54light15 Most freights have the dual buffers with the turnbuckle coupler Those bumpers on British railways some one mentioned earlier look so weird to me. I figure they are there in case of collisions, but a train collision is possible anywhere--why aren't they found worldwide? When I was a kid watchign Thomas and Friends I coudln't understand why none of the locomotives looked familiar. Took me a few years to figure that one out.... Feature the Buffer Pads were a 'safety' item with either link & pin or turnbuckle coupling systems - gives a worker a guaranteed space to complete the coupling.
KBCpresident 54light15 Most freights have the dual buffers with the turnbuckle coupler Those bumpers on British railways some one mentioned earlier look so weird to me. I figure they are there in case of collisions, but a train collision is possible anywhere--why aren't they found worldwide? When I was a kid watchign Thomas and Friends I coudln't understand why none of the locomotives looked familiar. Took me a few years to figure that one out....
54light15 Most freights have the dual buffers with the turnbuckle coupler
Most freights have the dual buffers with the turnbuckle coupler
Those bumpers on British railways some one mentioned earlier look so weird to me. I figure they are there in case of collisions, but a train collision is possible anywhere--why aren't they found worldwide?
When I was a kid watchign Thomas and Friends I coudln't understand why none of the locomotives looked familiar. Took me a few years to figure that one out....
Feature the Buffer Pads were a 'safety' item with either link & pin or turnbuckle coupling systems - gives a worker a guaranteed space to complete the coupling.
I see. So we don't use them in North America because the type of coupler we use doesn't require them?
The Beaverton, Fanno Creek & Bull Mountain Railroad
"Ruby Line Service"
On our Baltic cruise several years ago, we took the train from Rostock to Berlin in the old East Germany. We saw several large derelict roundhouses. Three other things that I remember from the ride were-- 1. A lot of the country farmhouses were flying the old DDR flag. 2. In Waren was a large factory that made bronze ship propellors. They had a bunch of large diameter ones that were brand new just sitting outside. 3. I'd always heard that the military (mainly National Guard) did a lot of training at Camp Grayling because it was the same terrain as Germany--they were right. It was like being "up north".
KBCpresident BaltACD KBCpresident 54light15 Most freights have the dual buffers with the turnbuckle coupler Those bumpers on British railways some one mentioned earlier look so weird to me. I figure they are there in case of collisions, but a train collision is possible anywhere--why aren't they found worldwide? When I was a kid watchign Thomas and Friends I coudln't understand why none of the locomotives looked familiar. Took me a few years to figure that one out.... Feature the Buffer Pads were a 'safety' item with either link & pin or turnbuckle coupling systems - gives a worker a guaranteed space to complete the coupling. I see. So we don't use them in North America because the type of coupler we use doesn't require them?
I believe that is the case - I did stat at a Holiday Inn Express several years ago.
The bigger question is why those carriers want coupling to be so manpower intensive?
Never too old to have a happy childhood!
BaltACD I did stat at a Holiday Inn Express several years ago.
I did stat at a Holiday Inn Express several years ago.
I think I'm missing the context here, but Holiday Inn Express isn't a bad hotel, I work for an IHG franchise myself, so I'm glad you enjoyed your stay.
The thing with the buffer and turnbuckle coupler is that someone has to be between the cars to couple them, not unlike here where the couplers connect automatically (It looks that way to me but I'm not a professional railroader) but someone still has to connect the various hoses. The buffers do provide a safe place to stand in the gauge when a car is approaching to be connected. Normally the buffers from one car to another are tight together while running. The turnbuckle arrangement hangs from the end of each car, one gets lifted onto a hook on the other car and then is tightened up manually. Narrow gauge equipment (German, anyway) have one central buffer and the coupler looks like a piece of chain that runs over the top of it.
KBCpresidentI think I'm missing the context here, but Holiday Inn Express isn't a bad hotel, I work for an IHG franchise myself, so I'm glad you enjoyed your stay.
Must be young.
It's been fun. But it isn't much fun anymore. Signing off for now.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.t fun any
KBCpresident BaltACD I did stat at a Holiday Inn Express several years ago. I think I'm missing the context here, but Holiday Inn Express isn't a bad hotel, I work for an IHG franchise myself, so I'm glad you enjoyed your stay.
It's a way of his saying that he is making an educated guess as opposed to having the absolute last word on the subject. What Balt said sounds reasonable to me, but I am in no more of a position to say what's the actual fact of the matter than he is.
I see, thank you. I'm relatively young, but its more a matter of me not being failiar with manyt figures of speach.
Either way, Holiday Inn Express ain't bad.
KBCpresidentI see, thank you. I'm relatively young, but its more a matter of me not being failiar with manyt figures of speach. Either way, Holiday Inn Express ain't bad.
Part of the reason for my statement
https://www.youtube.com/watch?v=eHCTaUFXpP8
We're getting too old for this, Balt. Damn youngins. Probably thought there were ALWAYS blue M&MS, too!
zugmannWe're getting too old for this, Balt. Damn youngins. Probably thought there were ALWAYS blue M&MS, too!
It is our obligation to educate the youngins and for that matter the oldins.
M&M's used to parrallel Henry Ford's comment. Any color you want so long as it is choclate brown.
That Holiday Inn Express campaign was the funniest series of commercials I ever saw. I wish they had kept going with that.
After all these years, lots of people still remember them.
Lithonia OperatorThat Holiday Inn Express campaign was the funniest series of commercials I ever saw. I wish they had kept going with that. After all these years, lots of people still remember them.
I thought this was still a current 'trope' for smartness.
(Then again I still remember 'where's the beef'; 'where's my big savings'; and 'I've fallen and I can't get up' as cliches, and those are far older still...)
Overmod (Then again I still remember 'where's the beef'; 'where's my big savings'; and 'I've fallen and I can't get up' as cliches, and those are far older still...)
I still remember being excited about no late fees.
Greetings from Alberta
-an Articulate Malcontent
Overmod Lithonia Operator That Holiday Inn Express campaign was the funniest series of commercials I ever saw. I wish they had kept going with that. After all these years, lots of people still remember them. Oh, this is not good. I thought this was still a current 'trope' for smartness. (Then again I still remember 'where's the beef'; 'where's my big savings'; and 'I've fallen and I can't get up' as cliches, and those are far older still...)
Lithonia Operator That Holiday Inn Express campaign was the funniest series of commercials I ever saw. I wish they had kept going with that. After all these years, lots of people still remember them.
Oh, this is not good.
According to the interwebs, that particular HI Express campaign ran until 2008, so this person must be REALLY young, or they don't watch much TV.
I encountered a reference to "Mikey likes it" in an unremembered context recently, and I wondered how many people actually got it.
Back to the matter at hand. I believe that the buffers used with link-and-screw couplers are there to absorb energy when the train slows or when switching.
CSSHEGEWISCH Back to the matter at hand. I believe that the buffers used with link-and-screw couplers are there to absorb energy when the train slows or when switching.
I agree. While the link-and-screw handles the stretch just fine, it really can't handle the bunch part. The Janney coupler (and its decendents, of course) handles both stretch and bunch just fine.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
tree68 CSSHEGEWISCH Back to the matter at hand. I believe that the buffers used with link-and-screw couplers are there to absorb energy when the train slows or when switching. I agree. While the link-and-screw handles the stretch just fine, it really can't handle the bunch part. The Janney coupler (and its decendents, of course) handles both stretch and bunch just fine.
As well as not requiring a person to get in the foul between cars just to couple them.
No coupler system is perfect. They all have pros and cons. The buffer pads have a purpose of eliminating slack action. In coupling, the slack is drawn out of the coupling by pulling the two couplers together as the cars bottom out against their buffers. We don’t have buffers and the price we pay for not having them is slack action, which causes problems including train derailments and damage to equipment and cargo.
Link and pin couplers had buffer blocks because the couplers alone were not reliable for shoving moves because their drawheads did not offer the positive engagement that our automatic couplers do. So the cars were fitted with timber buffers called dead blocks at about the same height as the drawheads, but out to each corner of the car.
So when cars with link and pin couplers were shoved, their buffer blocks came together and transmitted the shoving force. Many people are familiar with the danger of losing fingers or hands in the closing of link and pin drawheads. But people were also often crushed to death by the closing of the dead blocks.
BaltACDAs well as not requiring a person to get in the foul between cars just to couple them.
Unless you want to lace up air hoses. Or have to manually open a kunckle. Or close one, or move one...
Psychot Overmod Lithonia Operator That Holiday Inn Express campaign was the funniest series of commercials I ever saw. I wish they had kept going with that. After all these years, lots of people still remember them. Oh, this is not good. I thought this was still a current 'trope' for smartness. (Then again I still remember 'where's the beef'; 'where's my big savings'; and 'I've fallen and I can't get up' as cliches, and those are far older still...) According to the interwebs, that particular HI Express campaign ran until 2008, so this person must be REALLY young, or they don't watch much TV. I encountered a reference to "Mikey likes it" in an unremembered context recently, and I wondered how many people actually got it.
They still use Mikey likes it, but Mikey is a girl now.
Everything is coming up Milhouse!
zugmann BaltACD As well as not requiring a person to get in the foul between cars just to couple them. Unless you want to lace up air hoses. Or have to manually open a kunckle. Or close one, or move one...
BaltACD As well as not requiring a person to get in the foul between cars just to couple them.
Should we have buffer plates on USA rail cars in addition to knuckle couplers?
Brakes who needs brakes? They only slow you down! [/sarcasm]
BaltACDShould we have buffer plates on USA rail cars in addition to knuckle couplers? Brakes who needs brakes? They only slow you down! [/sarcasm]
Just pointing out we still foul the equipment pretty regularly.
BaltACD zugmann BaltACD As well as not requiring a person to get in the foul between cars just to couple them. Unless you want to lace up air hoses. Or have to manually open a kunckle. Or close one, or move one... Should we have buffer plates on USA rail cars in addition to knuckle couplers? Brakes who needs brakes? They only slow you down! [/sarcasm]
It is a cost issue just like ECP brakes, automatic air connectors, and single control train securement brakes. All of those items are improvements with positive benefits. Eliminating coupler slack is also an improvement with benefits. That could be done with buffer plates, but that does not have to give up the automatic coupler.
A slack eliminator could be powered rather than hand tightened. If it were powered, the automatic coupler could be retained. The power for the slack eliminator could be air fed by a second trainline similar to what I earlier suggested to power a train securement air brake lock.
In U.S. railroading, there are two forms of slack; one in the couplers and the other in the draft gear. Both contribute the run in and out that causes problems with train handling. So a powered slack eliminator would ideally eliminate both types of slack.
The automatic coupler needs slack for its locking pin to function. Drawbars need slack to cushion against the slack run in/out caused by the couplers. Maybe if you use a power slack eliminator for couplers, the drawbars could be mounted completely rigid. Then the drawbars would have no need for a slack eliminator because they would not have any slack.
zugmann BaltACD Should we have buffer plates on USA rail cars in addition to knuckle couplers? Brakes who needs brakes? They only slow you down! [/sarcasm] Just pointing out we still foul the equipment pretty regularly.
BaltACD Should we have buffer plates on USA rail cars in addition to knuckle couplers? Brakes who needs brakes? They only slow you down! [/sarcasm]
And the couplers and draft gear on US cars provide 'more space' between the actual end of cars than do European coupling systems without buffers.
Current rules (at least on CSX) require a movement be stopped when necessary for knuckles to be adjusted on either car of a coupling. (YMMV). Presumably air hose get laced only after the cars have been coupled and the coupling has been tested and except for having 'your' engineer or 'your' engine (RCO) coupled to the cut - the engine should not move when necessary to foul and lace air hoses.
I've read that on tight reverse curves (a left following a right, for example) those bumper pads can get tangled up with with each other, one or both getting behind its counterpart. Then when the track gets straight, the cars sometimes don't want go where they're led.
Lithonia Operator I've read that on tight reverse curves (a left following a right, for example) those bumper pads can get tangled up with with each other, one or both getting behind its counterpart. Then when the track gets straight, the cars sometimes don't want go where they're led.
Wouldn't that break the coupling?
BaltACDCurrent rules (at least on CSX) require a movement be stopped when necessary for knuckles to be adjusted on either car of a coupling. (YMMV). Presumably air hose get laced only after the cars have been coupled and the coupling has been tested and except for having 'your' engineer or 'your' engine (RCO) coupled to the cut - the engine should not move when necessary to foul and lace air hoses.
CSX may have gotten rid of "three step protection," however many others still use the procedure ("red zone," "set and centered," etc). If I'm within 30 or so feet of the locomotive, or some portion of the consist with the locomotive attached, I'll call for three step. If it's further, I'll still make sure the engineer knows I'm fouling, even if I don't call for three step.
Ever have to wrestle with hoses between bottom-shelf couplers? Or those flats where they love to put the angle thingie under the drawhead? NOt as much room in there as you'd think. And don't get me started with MU receptacles under anticlimbers.
But despite all of that - yeah, the equipment *SHOULD* not move. You spent your life on the railroad. You, as well as I, know many things happen when it SHOULD not have.
Being between equipment is dangerous - no matter the geographic region.
Our community is FREE to join. To participate you must either login or register for an account.