That’s it, I’m putting KD couplers on my SR n-gauge fleet from 1980… 😂

We used the Screw Coupling to couple all locomotives to the trains. Coaches always had the Drop Head Buckeyes&HST trailers had Alliance Buckeyes. The 305 EMUs had buckeyes.

BUCKEYE SEMI-AUTO COUPLING STANDARD SINCE 1923 IN BRITAIN !!! The "Buckeye" coupling is a derivative of the American "Knuckle" brought to Britain by the American Mr. Pullman in the 1880's. When he introduced the first Dining & Sleeping Cars with connecting Gangways. So by necessity also introducing the "Pullman Corridor" Gangway. This equipment was fitted to almost ALL Pullman coaches from around 1890 as their standard. But as the Railway companies in Britain at that time used the "Screwlink" (chain type coupling) the Buckeye had to be so designed, that it could be dropped on a hinge, when a Buckeye fitted vehicle had to connect to a British chain type coupling. NOTE: The Class 33/1 loco seen has the necessary "Pullman Rubbing Bar" (the floor section of the Pullman corridor Gangway) between its Buffers, & the Buffers are of course of the retractable type, which is compulsory with the Buckeye coupling to avoid derailments in sharp curves & pointwork. The buffers MUST be retracted when the Buckeye is in use. And must be extended when the Buckeye is NOT in use. Buckeye fitted stock does NOT need buffers, except when coupling to another type of coupling. The Pullman Gangway Connection has hydraulic rams hidden behind the floor section which replace the need for buffers. The Buckeye is of course a MUCH stronger type of coupling, and in derailments helps to keep vehicles upright & in line. Unlike any of the three chain type couplings used in Britain (Screwlink, Instanta & 3 link). The Buckeye coupling was adopted by the Southern Railway & the LNER in 1923. As a result of His Majesties Railway Inspectorate's (HMRI) recommendation, on safety grounds. The SR & LNER applied it to all their mainline corridor stock. And of course the LNER had to use it on their corridor tender A1/A3/A4 steam loco tenders !!! The GWR experimented with the Buckeye, but then rejected it. The LMS which had the biggest coaching stock fleet also rejected the Buckeye on cost grounds. As obviously all stock fitted with the Rigid Buckeye Coupling, has too by default have retractable buffers, and if Gangwayed also the semi-rigid "Pullman Corridor Gangway" connection. NOT the British Standard Suspension (BSS) Gangway, which as its name implies is a flexible design requiring suspension brackets above. So does NOT need retractable buffers, as the regular "Screw Link Coupling" is used. NOTE: Corridor coaching stock with Buckeye Couplings & Pullman Gangway connections, could NOT be coupled to Corridor Coaches with screw link couplings & the BSS Gangway, without special corridor "Adaptor plates" being fitted over the Pullman connection. So they could "grab" the BSS type. The Pullman corridor is NOT connected to its counterpart, as it has wide "rubbing plates" around its edge. The BSS gangway, has to be hooked to its counterpart by latching hooks, and supported from above to stop it drooping out of line. The two corridor types are therefore different in shape, width, height and operation. So it was unusual to see LMS or GWR coaches coupled to SR, LNER, Pullman or BR coaches. (GWR & LMS were inter compatible). So the Buckeye was inherited by BR from the SR LNER & Pullman Car Co, and adopted for use on Corridor stock (Mk1/2/3/4). Also on all BR (SR) Post 1951 EMU's, DEMU's & certain other SR stock. Also most BR EMU's, & Corridor DMMU's on other Regions. Loco Classes 33/1 Class 73's & Class 74's. Being a semi-Auto coupling it was of course a lot safer to use as nobody had to go between vehicles to couple up. Something the two Muppets in the programme seem to know nothing about, as they are clearly not qualified, and should NOT be allowed anywhere railway equipment until trained. Indeed this steam railway needs to be reported to the HSE !!!

In fairness the guard said more push less speed… but yeah they did seem to just keep bashing it. I found it interesting and worth a stand alone video. Thanks for the feedback 👍

Comments are apt. Have coupled 33's to TC units and coaches during 45 yrs or service. Slow it down .

111 has got it's own screw coupling hanging up in engineroom which looks in better nick.

@@kevinhare7037 that’s odd as the lad in orange asked the guard to fetch one from his coach!

Problem was the coach pin being held up by an incorrectly stowed steam heat pipe, nothing wrong with the approach both ways would have worked. 😊

Ha! My Mrs was on the 33 as I filmed and said a couple of bashes had her wondering what was going on and the dog hiding under the table 😂

Thanks

Thanks, I didn’t think they were that popular here especially on older stock but I’m led to believe they were!

I know some coaches as early as the Maunsells or Gresley teaks had them. Fitted to all MK1 and such. They are mostly used for coach to coach though the 33/1 series had them because of their push pull work with TC units and such

@@AgathaAndAnything Buckeye couplings are widely used on freight and coaching stock. I was a mobile fitter for BR/EWS and DB

It was last Friday there’s another video to come of the railway itself but I just fancied this on its own too

I found it very interesting to watch but I guess the pole idea works so…..

I’d not seen those couplers in the midlands I gather it was a southern region thing

@@AgathaAndAnything The Buckeye is fitted to all Mk1, 2 & 3 rolling stock plus numerous southern units and locomotives as with this 33/1 . They are in two forms, Fixed and Drophead. Obviously the locomotives have drophead style while HST mk3 stock generally always has fixed.

Cheers for the comment 👍

I’m surprised it’s shared that far! My train videos usually do a couple of hundred views at best! Glad you enjoyed it.

@@AgathaAndAnything Railroading: the universal language.

You see him manually open both at one point and it makes no difference 👍

Normal to have one open, one closed, unless you're on a curve, in which case it can be better to open both.

It was strange considering this was the last round trip of the day and every other had worked ok?

@@AgathaAndAnything it looks like both Buckeyes are closed, one should be open the other closed, when I used to be a shunter, I would stop the loco at ten feet, bekon on to four foot, stop again, then ask the driver to slowly come forward until the buffers touch, then you ask the driver to squeeze up watching the two Buckeyes as they couple, a pin will come up once the Buckeyes are locked, you then ask the driver to do a pull away test to ensure stock and loco are properly....yes the shunter here went to plan B with an emergency coupling and repepping of the buffers, im also worried the driver of the Class 33, did not destroy the brake when the shunter went inbeween, this means the train could move...plus rubbish communication between shunter and driver and no hand signals...dangerous, very dangerous 😳

I’ll bow to your superior knowledge sir, I have no idea. The video has been very popular for me, my railway ones usually bomb.

If you knew how buckeyes worked you’d understand the buffers don’t touch?

I filmed pretty much everything they did (the main day on the railway will be out in a few days) but this deserved a video in itself I thought as I was really interested

​@@AgathaAndAnything I suspect what I'm thinking they could have done, they tried just before you started filming. Swanage is generally speaking, a reasonably well run railway.... Certainly better than Transpenine Express!

The film starts at first attempt, I’d just filmed the run round after arrival at Norden but decided to keep filming as I couldn’t work out why 111 was coming back towards me… the video of the actual run round etc will be in the next video

I didn’t know that thanks

I’ll take your word for it! I’m a fan of heritage stuff but by no means an expert 👍

@@AgathaAndAnything Used to be okay with Southern units and TC stock, 33/1's used their Buckeyes on Mk2 stock okay but that old Mk1 might be the problem? at least it was entertaining seeing the shunter set it up for the loose screw coupler though.

I found it interesting and in fairness the lad in orange was a good sport, the guard with the hat on was getting a tad fed up by the end…

Tiny shutter?

@@AgathaAndAnything Doesn’t it say “shunter”? It does on my screen.

@@mikeuk4130 sorry predictive text! What do you mean by tiny SHUNTER ?

Well, in the thumbnail, the guy on the track is the Shunter and he looks tiny. The guy on the platform looks much bigger and also appears to be cross with him. I attempted a humorous comment, based on these factors. I’m starting to feel as if I might not have succeeded this time. Mea maxima culpa, as we say in Rome (which is a city in the South.

@@mikeuk4130 I think you'll find that's got something to do with a magical thing called "perspective"

It’s not a common coupling in this country EDIT I stand corrected thanks everyone (I’d not seen this coupling in the Midlands area on the heritage lines I frequent but I’m always happy to be corrected) 👍

This type of coupling was used on the Bournemouth to Weymouth route before this route became electrified in 1988, with 33/1s and 4TC sets

​@@AgathaAndAnythingit's actually quite common. Most corridor carriages and even locos like A1/A3/A4's with corridor tenders had buckeye couplers. It was more common down south with locos being fitted with them they are called drop head buckeyes which means the buckeye drops down on a pivot allowing a conventional screw coupling to be used over the hook.

​@@AgathaAndAnything They were a very common coupling. Most coaching stock had drop down buckeye couplings, certainly the Mk1s onward. Even the tenders on express steam locomotives like the A4s had drophead buckeye couplings at the carriage end. They are fitted to class 90s (removed for freight use such as by Freightliner), class 91s have them fitted. Class 310 and 312 EMUs had them, as did many other classes of multiple units especially the Southern EP units. Class 503s on Merseyrail from 1953 had fixed buckeye couplings with no buffers. HSTs have fixed buckeye couplings with no buffers between the coaches and also the power car/class 43 within a set. The tightlock or Type H couplings used on stock like 455s 507s 508s, 327s 321s are a derivative of the buckeye coupling.

@@AgathaAndAnything errrr very very common every Mk1 mk2 and mk3 except hst mk3 coaches have drop head buckeye plus many southern emus several first gen dmus and emus...class 90s 91s dvts the list goes on! More common than you think 🤔

I’d never seen it before

The thing is it had done 4 trips that day (I was there all day) and worked every time bar this last run!

A couple of comments said the same as you about the vestibule and less speed more force…. At one point the guard does say it’s more about shove than speed.

@@AgathaAndAnything I think I would have a had a few words with that guard if he had spoken to me like that. He could have helped the secondman rather than standing there giving ‘advice’.

@@pjd7325 what struck me as odd was this was the 4th trip of the day and it worked every time before

Yes I see that, at one point the guy in orange manually opens it and it still doesn’t work

@@AgathaAndAnything latch worn or not set right , they have got to be aligned, loco driver too harsh not helping, note how he bounces back. I have coupled up dozens of trains over 45 years. You set the buckeyes open and make sure they are aligned then creep up loco with slight brake to prevent bouncing back. Looks like inexperience / worn coupling latch or in release position when coupling. Bit of oil or grease fixes that usually

@@DOCTORDROTT gotcha. 👍

No I don’t think I’d like to be in that gap

🤷‍♂️

Why not?

@@Otacatapetlnot very professional

I’m not even qualified to comment there but all looked safe to me after the failed attempts and we got back ok

I’m not enthusiastic buddy

I’m guessing you’re replying to the op? I’m definitely not getting into arguing about what I thought was just an interesting occurrence

Nonsense. Those involved in safety critical roles are trained and assessed to the same standards as those on Network Rail.

@@nick-c kzfaq.info/get/bejne/j9hleN2lqraug2w.html