European car info.
- Thread starter jlp1551
- Start date
From that somewhat vague description i think you are referring to 'buffers'.
Two coupled wagons need the connection kept more-or-less in tension. On buffer-equipped stock a screw coupling draws the cars together, the buffer keeps them apart. Way back in history wagons were 'loose' coupled meaning there was no two-way tension and the function of the buffer was to absorb impact shock as the wagons clunked back and forth on loose chain couplings.
Modern centre couplings of the knuckle sort require no buffer since they are self-contained and keep the draw strain in tension by themselves. Very occassionally you see knuckle coupling plus buffers, but it is an unusual arrangement. Victorian Railways (my local mob) had buffers and knuckles on steam locos, but that was more a transition thing than a desired arrangement....
Two coupled wagons need the connection kept more-or-less in tension. On buffer-equipped stock a screw coupling draws the cars together, the buffer keeps them apart. Way back in history wagons were 'loose' coupled meaning there was no two-way tension and the function of the buffer was to absorb impact shock as the wagons clunked back and forth on loose chain couplings.
Modern centre couplings of the knuckle sort require no buffer since they are self-contained and keep the draw strain in tension by themselves. Very occassionally you see knuckle coupling plus buffers, but it is an unusual arrangement. Victorian Railways (my local mob) had buffers and knuckles on steam locos, but that was more a transition thing than a desired arrangement....
Do you mean the buffers?
They are there because European trains (most of them anyway) have a different kind of coupler than US trains. While US couplers are rigid, i.e., they can both push and pull, European couplers are more like a hook and chain (well, it's a bit more sophisticated, but in principle), so they can only pull. In order to prevent cars from running into each other, there are buffers. The buffers are shock-absorbing, by springs or being pneumatic.
They are there because European trains (most of them anyway) have a different kind of coupler than US trains. While US couplers are rigid, i.e., they can both push and pull, European couplers are more like a hook and chain (well, it's a bit more sophisticated, but in principle), so they can only pull. In order to prevent cars from running into each other, there are buffers. The buffers are shock-absorbing, by springs or being pneumatic.
Blutorse4792
Now T:ANE I can get into
This is also reflected in the design of North American "bumpers" versus European "buffers"...
Hi,
The arrangement of buffers and separate couplers goes back to the early age of railway development in the first half of the 19th century.
It still is the standard system of couplers, because the regular gauge European railway network is so large, and involves so many different railway companies, that they could never agree on a type of central coupler, which would meet all needs, but would also be affordable for poorer railway companies.
This is a sad thing, because the twin buffers are dangerous and over the years many railway workers have been killed or maimed because they got caught between buffers during shunting operations.
However, many railway companies in Europe are using automatic central couplers, where no coupling to regular rolling stock is needed, or where adaptors can be used.
Cheers.
Konni
The arrangement of buffers and separate couplers goes back to the early age of railway development in the first half of the 19th century.
It still is the standard system of couplers, because the regular gauge European railway network is so large, and involves so many different railway companies, that they could never agree on a type of central coupler, which would meet all needs, but would also be affordable for poorer railway companies.
This is a sad thing, because the twin buffers are dangerous and over the years many railway workers have been killed or maimed because they got caught between buffers during shunting operations.
However, many railway companies in Europe are using automatic central couplers, where no coupling to regular rolling stock is needed, or where adaptors can be used.
Cheers.
Konni