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PostPosted: Sun Apr 01, 2018 11:37 am 
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So how did BR get spring buffers to work when the LNW/LMS could not? Or was it someone in BR said "we cant have dumb buffers anymore" and buffer locking had to be put up with until they were scrapped?


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PostPosted: Mon Apr 02, 2018 8:07 am 
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David Bond wrote:
So how did BR get spring buffers to work when the LNW/LMS could not? Or was it someone in BR said "we cant have dumb buffers anymore" and buffer locking had to be put up with until they were scrapped?


This is total conjecture, but if the wooden dead buffers on 7852 got damaged in some way (split open in a heavy shunt?) it may have been easier to make the repair by fitting spring buffers held in stock rather than make new wooden buffers. Who can tell at this stage?

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PostPosted: Tue Apr 03, 2018 8:04 am 
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The plot thickens! this photo appears to show 7865 with spring buffers at the rear. It was originally LNWR No.859 and was a late survivor as 47865.


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PostPosted: Tue Apr 03, 2018 4:58 pm 
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Hmm this is intriguing. More conjecture but I wonder if location was a factor as well? I.e. were the curves in some docks/yards tighter so the dumb buffers were required, and some places sprung sufficied. Or then again this loco could have visited the works and had sprung put back on....


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PostPosted: Sun Apr 08, 2018 11:40 am 
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Here is another photo of 7862 taken in 1948. So the spring buffers were definitely fitted in BR days. So it looks as though in pre-BR days all the class bar the first had dead buffers at the rear end.


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PostPosted: Tue Apr 10, 2018 7:19 am 
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Here is 7865 once again - with dead buffers. It looks as though the spring buffers were fitted late in LMS days.


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PostPosted: Tue Apr 10, 2018 7:25 am 
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And here is LNWR 3528.


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