Guidance Note: Traction and Rolling Stock - Mechanical Coupling Systems

Transcription

1 Guidance Note: Traction and Rolling Stock - Mechanical Coupling Systems Synopsis This document gives guidance on the details of the main types of rail vehicle mechanical coupling systems currently in use on rail vehicles that operate on Network Rail controlled infrastructure. It also provides basic information on the requirements for ensuring safe and reliable mechanical coupling system design for new or modified rail vehicles. Copyright in the Railway Group Standards is owned by Rail Safety and Standards Board Limited. All rights are hereby reserved. No Railway Group Standard (in whole or in part) may be reproduced, stored in a retrieval system, or transmitted, in any form or means, without the prior written permission of Rail Safety and Standards Board Limited, or as expressly permitted by law. Content approved by Traction and Rolling Stock Subject Committee on 17 September 2004 Plant Subject Committee on 23 September 2004 Authorised by RSSB on 20 October 2004 In circumstances where Rail Safety and Standards Board Limited has granted a particular person or organisation permission to copy extracts from Railway Group Standards, Rail Safety and Standards Board Limited accepts no responsibility for, and excludes all liability in connection with, the use of such extracts, or any claims arising therefrom. This disclaimer applies to all forms of media in which extracts from Railway Group Standards may be reproduced. Published by: Rail Safety and Standards Board Evergreen House 160 Euston Road London NW1 2DX Copyright 2004 Rail Safety and Standards Board Limited

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3 Page 1 of 75 Contents Section Description Page Part A A1 Issue record 2 A2 Implementation of this document 2 A3 Responsibilities 2 A4 Health and safety responsibilities 2 A5 Supply 3 Part B B1 Purpose 4 B2 Application of this document 4 B3 Definitions and acronyms 5 B4 Introduction 6 B5 Coupling system types 7 B6 Introduction of new coupling system types 8 B7 Compatability between coupling systems 9 B8 Rescue, assistance and transfer of vehicles fitted with incompatible coupling systems 9 B9 Railway industry standards 10 B10 Operating considerations 10 B11 Mechanical strength and material properties 12 B12 Energy absorption 12 B13 Compliance with gauge 14 B14 Avoiding derailment 14 B15 Testing 15 B16 Maintenance requirements 16 Appendices 1 Summary of coupler types fitted to traction and rolling stock operating on Network Rail controlled infrastructure 17 2 Coupling system descriptions 21 3 Summary of compatability between coupling systems 64 4 Adaptor couplers and equipment 65 5 Design of coupling systems to avoid derailment 67 6 Sources of height variations between vehicles and coupling equipment 72 7 Minimum track geometry data typically used for vehicle design purposes 73 References 74 RAIL SAFETY AND STANDARDS BOARD 1

4 Page 2 of 75 A1 Issue record Part A Issue Date Comments One 4 December 2004 Original Document which replaces GM/RC2509 This document will be updated when necessary by distribution of a complete replacement. A2 Implementation of this document The publication date of this document is 4 December This document supersedes the following Code of Practice either in whole or in part as indicated: Railway Group Code of Practice Issue No. Title GN sections superseded by this document Date(s) as of which sections are superseded GM/RC Code of Practice for Traction and Rolling Stock - Mechanical Coupling Systems All sections 5 February 2005 Whole document withdrawn as of this date A3 Responsibilities s are non-mandatory documents providing helpful information relating to the control of hazards and often set out a suggested approach, which may be appropriate for Railway Group* members to follow. * The Railway Group comprises Network Rail Infrastructure Limited, Rail Safety and Standards Board Limited, and the train and station operators who hold Railway Safety Cases for operation on or related to infrastructure controlled by Network Rail Infrastructure Limited. Network Rail Infrastructure Limited is known as Network Rail. Rail Safety and Standards Board is known as RSSB. A4 Health and safety responsibilities Each Railway Group member is reminded of the need to consider its own responsibilities to ensure health and safety at work and its own duties under health and safety legislation. RSSB does not warrant that compliance with all or any documents published by RSSB is sufficient in itself to ensure safe systems of work or operation or to satisfy such responsibilities or duties. 2 RAIL SAFETY AND STANDARDS BOARD

5 Page 3 of 75 A5 Supply Controlled and uncontrolled copies of this document may be obtained from the Corporate Communications Dept, Rail Safety and Standards Board, Evergreen House, 160 Euston Road, London NW1 2DX, telephone or enquiries@rssb.co.uk. Railway Group Standards and associated documents can also be viewed at RAIL SAFETY AND STANDARDS BOARD 3

6 Page 4 of 75 B1 Purpose Part B B1.1 This document provides details and descriptions of the main types of mechanical coupling systems currently in use on rail vehicles operating on Network Rail controlled infrastructure. It contains guidance on mechanical coupling system design and operating criteria to promote safe operation and inter-working in normal service to minimise damage to vehicles and potential injury to passengers and staff in the event of collisions or during coupling operations. B1.2 It provides information for organisations responsible for commissioning new or modifying existing rail vehicles, which are required to inter-work with existing stock either by a compatible coupling system or by the use of adaptor couplers. B1.3 The information provided is for guidance only and use of the information or duplication of existing designs does not necessarily constitute compliance with the mandatory requirements associated with coupling systems, and operating practice or specific technical and performance requirements contained within vehicle procurement or modification specifications. B1.4 In the analysis of mechanical coupling system performance between new or modified vehicles, the organising body should procure full details of the coupling system and vehicle parameters of existing vehicles from the vehicle owner. B2 Application of this document B2.1 To whom the guidance applies This document contains guidance that is applicable to duty holders of the train operator category of Railway Safety Case. B2.2 Specifically the contents of this document provides details of typical couplers in current use on rail vehicles of the following vehicle types, which operate over Network Rail controlled infrastructure where coupling and uncoupling in service or in depot is required: DMUs driving trailers EMUs freight vehicles HSTs locomotive hauled coaching stock main line locomotives on-track machines (required to operate or travel on Network Rail controlled infrastructure outside a possession). shunting locomotives vehicles used in international traffic between mainland Europe and the United Kingdom 4 RAIL SAFETY AND STANDARDS BOARD

7 Page 5 of 75 B2.3 The coupling system descriptions set out in Appendix 2 do not specifically cover the coupling systems of the following types of vehicles: a) trains operated by London Underground Limited and light rail vehicles that are confined to specific routes b) trains that are operated by Eurotunnel Limited c) independent snow-ploughs d) special purpose on-track machines and vehicles used for track and trackside maintenance required to operate or travel on Network Rail controlled infrastructure only in a possession e) preserved rail vehicles including steam, diesel and electric locomotives and rolling stock f) centre buffer and 3 link chain couplers, which are only used on intermediate vehicles of certain types of EMU subject to imminent withdrawal B3 Definitions and acronyms Adaptor coupler A type of coupler which enables vehicles with incompatible couplers to be connected together for the purposes of rescue and/or transfer. Automatic coupler A fitting on the end of a rail vehicle that engages with a compatible fitting on an adjacent rail vehicle by the action of propelling the vehicles together. Coupler The element which mechanically connects the vehicles together. Coupling system The mechanical system, including buffers, drawgear and gangway where fitted, that connects two rail vehicles together, and the electrical and pneumatic connections where fitted between vehicles. Emergency Screw coupler A Screw coupler which enables vehicles fitted with drawhooks to be connected together in circumstances where the installed Screw coupler is unusable or where a Screw coupler is not fitted. AAR ARL BR/BRB BSI Cl DEMU DMU EMU HST Association of American Railroads Above rail level British Rail/British Railways Board Bergische Stahl - Industrie Class (as in class of locomotive or train set, eg Cl08, Cl465) Diesel electric multiple unit Diesel multiple unit Electric multiple unit High-speed train (Cl253 and Cl254 train sets) RAIL SAFETY AND STANDARDS BOARD 5

8 Page 6 of 75 IC Mk TOE UIC InterCity Mark (as in type of coaching stock, eg Mk1, Mk2) Trailer open end (Mk4 Vehicle) International Union of Railways B4 Introduction B4.1 Various types of mechanical coupling systems are in use, each of which provides the following basic functions: a) a means of connecting and separating vehicles either by manual or automatic methods b) a recoverable means of absorbing energy during coupling, rough shunting, minor collisions, braking and accelerating without damage to vehicle equipment, vehicle structures and cargo c) a recoverable means of absorbing energy during coupling without causing discomfort or injury to passengers and traincrew d) a means of transferring tensile and compressive forces between vehicles during coupling, rough shunting, minor collisions, braking, accelerating and curving e) a means of accommodating track and vehicle induced movements between adjacent vehicle ends without damage to vehicle end equipment or unacceptable risk of derailment. B4.2 Optional additional functions In addition to the above, modern coupling systems for specific vehicle types are able to incorporate the following additional functions: a) a recoverable means of absorbing energy during higher levels of collisions without damage to vehicle equipment and structures whilst limiting injury to passengers and traincrew b) a means of preventing (in conjunction with the surrounding structure) overriding and transverse separation of vehicles during collisions and derailments c) a means of providing a non-recoverable longitudinal collapse of the coupling equipment or its connecting structure to allow engagement of anti-climbers or bodyends as part of a controlled system of progressive collapse in severe collisions d) a means of automatic connection and disconnection of power, control, communication and air supplies between vehicles. B4.3 Choice of coupling systems A large range of different types of coupling equipment is available. Within each type the physical geometry, characteristics and performance can be tailored to suit specific vehicle applications and duty. Selection of suitable equipment for each application should be determined by meeting the following requirements: 6 RAIL SAFETY AND STANDARDS BOARD

9 Page 7 of 75 a) the business requirements in terms of inter-working with existing rail vehicles b) the mandatory requirements contained within the relevant Technical Specifications for Interoperability (TSIs) and European Standards, Railway Group Standards and legislation (and where applicable the relevant UIC Standards) c) the specific technical performance requirements contained within the vehicle engineering or performance specifications. B4.4 Modifying existing coupling systems There is a wide range in the age of vehicles currently operating on Network Rail controlled infrastructure. During this period there has been considerable development in the performance of coupling equipment and successive development in technical standards. As a consequence certain existing vehicles are fitted with coupling equipment, which may not meet all current standards or achieve the technical performance of available equipment. Consideration should be given during major modifications of existing vehicles to ascertain if the vehicles should be fitted with coupling systems, which incorporate the advantages of the available high performance coupling equipment. B5 Coupling system types B5.1 Known current types The coupling systems in current use can be broadly classified as follows: a) vehicles fitted with side buffers, drawhooks and Screw couplers (including UIC couplings) b) vehicles fitted with side buffers, drawhooks and Instanter couplers c) vehicles fitted with side buffers, drawhooks and drophead buckeye automatic couplers which are manually convertible to couple with other vehicles fitted with drophead buckeye automatic couplers, or vehicles as described in a) above d) vehicles fitted with solid shank automatic couplers (Alliance, Blair etc) e) vehicles fitted with BSI automatic couplers f) vehicles fitted with Tightlock automatic couplers g) vehicles fitted with automatic latched type couplers h) vehicles fitted with connection points to allow rescue and transfer by the use of adaptor couplers carried on the vehicle i) vehicles fitted with semi-permanent (bar) couplers j) vehicles fitted with Wedgelock couplers k) vehicles fitted with AAR type E and F automatic couplers l) vehicles fitted with centre buffers and 3 link chain m) articulated vehicles with a shared bogie between vehicles n) vehicles fitted with Swinghead couplers. The type of system in use is dependent on the type of vehicle, the inter-working and the operating and performance requirements specified at the time of build or during modification. RAIL SAFETY AND STANDARDS BOARD 7

10 Page 8 of 75 B5.2 Description of mechanical coupling systems The types of coupling systems in use on vehicles which are currently operating on Network Rail controlled infrastructure is set out in Appendix 1. Descriptions of typical coupling systems covered by this Guidance Note is set out in Appendix 2 accompanied by selected figures showing typical arrangements. Other types will be incorporated when the details are advised to the RSSB. B6 Introduction of new coupling system types B6.1 When considering the introduction of new coupler systems the following aspects should be reviewed: a) the need to meet mandatory requirements set out in legislation and Railway Group Standards b) the need to meet operating and performance requirements c) the adaptability of the physical geometry, characteristics and performance of coupler systems in current use to suit specific vehicle applications and duty d) the need to obtain certification to TSIs or under the process for the Engineering Acceptance of Rail Vehicles (see GM/RT2000) e) the need to meet inter-working requirements with existing types of vehicle where applicable f) the need to prevent connection to existing vehicle types which are incompatible for normal service operation g) the risk associated with any need to establish specific working practices in the exceptional circumstances when there is a need to connect incompatible coupler systems h) the need to provide for rescue and assistance with other vehicles as required by the Network Rail access agreements i) the need to provide for dead haulage at line speeds (or maximum speed of vehicles in train formation, whichever is the lesser value) to workshops and maintenance facilities and to allow for shunting movements j) the need for coupling systems with autocouplers to include a positive indication by physical or other means that can be readily used to confirm that coupling has been achieved. 8 RAIL SAFETY AND STANDARDS BOARD

11 Page 9 of 75 B7 Compatibility between coupling systems B8 Rescue, assistance and transfer of vehicles fitted with incompatible coupling systems B7.1 A summary of compatibility between coupling systems is set out in Appendix 3. This table details the systems which are directly compatible and the specific arrangements where incompatible systems are able to couple by the use of adaptor couplers or equipment for the purpose of depot movements, rescue, assistance and transfer. The table contents are not comprehensive and do not cover all the restrictions which appertain to individual vehicle types or combinations. B8.1 Adaptor or emergency couplers B8.1.1 Adaptor or emergency Screw couplers are provided for use between incompatible coupler types for the rescue and assistance of failed trains or to enable shunting movements on depots. B8.1.2 Adaptor couplers are also used in specific cases for transfer of empty stock between depots and manufacturing or repair facilities; however, in these cases it is normal to use barrier or match vehicles specifically designed for use with certain types of stock. B8.1.3 Adaptor and/or emergency Screw couplers are either carried on vehicles or are held at depots. The requirements for vehicle and/or depot provision of adaptor and/or emergency Screw couplers are subject to the operating requirements in the area of operation and the track access agreement with Network Rail. B8.1.4 Known adaptor couplers in current use is set out in Appendix 4. The use of existing adaptor couplers for new or modified vehicles is subject to their suitability for the application and compliance with the relevant Railway Group Standards. B8.1.5 Some light weight adaptor couplings have been specially lightened for traincrew use to comply with the Manual Handling Regulations. These couplings may have a limited life, train operators should have processes in place to manage this. B8.2 Barrier vehicles Barrier vehicles currently exist for use with the following type of stock to allow haulage by locomotives fitted with a Screw coupler: a) HST vehicles fitted with Alliance couplers (certain converted Cl08 shunters are also able to directly couple to HSTs) b) EMU translator vehicles fitted with intermediate vehicle bar couplers c) EMU vehicles fitted with Alliance couplers d) EMU vehicles fitted with Tightlock couplers e) EMU and DMU vehicles fitted with automatic latched type couplers f) Mk4 vehicles fitted with Tightlock couplers RAIL SAFETY AND STANDARDS BOARD 9

12 Page 10 of 75 g) DMU vehicles fitted with BSI couplers h) Eurostar vehicles fitted with automatic latched automatic couplers (certain converted Cl73 and Cl08 shunters are also able to directly couple to Eurostar trains) i) LUL stock j) Freightliner bar coupler k) Rescue locomotives fitted with automatic latched type adaptor couplers. B9 Railway Industry standards B9.1 Railway Group Standards requirements The requirements for mechanical coupling systems is set out in GM/RT2190. It gives the minimum requirements, which apply, to all new rail vehicles and also to existing vehicles when undergoing engineering change in so far as it is reasonably practicable to incorporate them. Coupling systems on some existing vehicles may not comply, but arrangements should be in place to ensure safety and safe inter-working. B9.2 UIC requirements Vehicles which are required to operate between the UK and mainland Europe in international traffic are required to comply with UIC requirements. The requirements, which are directly applicable to coupling systems and track geometry, are set out in a collection of UIC leaflets (see reference section on page 62). These references apply to vehicles fitted with side buffers and Screw couplings. UIC leaflets also exist for the provision of automatic couplers, however this type of system has not yet been implemented. B9.3 TSI requirements Increasingly vehicles should be manufactured to specifications mandated by the Interoperability Directives (high-speed and conventional). The requirements for vehicle couplings are contained within the TSIs and associated European Standards. B10 Operating considerations B10.1 Coupling and uncoupling B The coupling and uncoupling of vehicles and the use of adaptor couplers is set out in the Rule Book GE/RT8000, Traincrew Working Instructions and Operating Manuals for individual vehicle types. B Coupling and uncoupling of vehicles (except for intermediate vehicles which are semi-permanently (bar) coupled) may be required on any part of the Network Rail controlled infrastructure and other locations. For practical purposes coupling and uncoupling is not normally required on simple and reverse curves below 160 m radius, unless otherwise specified (see Appendix 7) for curvature radius details. Special arrangements need to be in place where the gathering range of coupler systems on some existing rail vehicles is insufficient to meet the reverse curve criteria. B Coupling system design and equipment should therefore accommodate coupling and uncoupling on all types of simple and reverse curves greater than or equal to 160 m radius (see Appendix 7). In the case of automatic couplers any difference between heights of vehicles (see Appendix 6) should also not prevent coupling and uncoupling. 10 RAIL SAFETY AND STANDARDS BOARD

13 Page 11 of 75 B Semi-permanent (bar) couplers are generally only coupled or uncoupled on depots and workshops on straight or near straight track. B Coupling systems with auto-couplers should include a positive indication by physical or other means that can be readily used to confirm that coupling has been achieved. B10.2 Operation over minimum track geometry B The design, installation and geometry of track are set out in GC/RT5021. The minimum track geometry which is normally specified for the purposes of vehicle procurement, and to which most existing vehicles were designed is set out in Appendix 7. This Appendix also covers the basic minimum track geometry, which may be expected in depots, workshops and sidings. B There are a small number of locations (covered by local operating instructions) where specific combinations of vehicles are not permitted to run because of the risk of buffer locking in propelling situations. Wherever reasonably practicable the couplings fitted to vehicles should avoid the necessity for special local instructions. B The coupling system design and equipment should therefore allow any permitted combination of vehicles in any permitted operating condition to operate over the track features set out in GC/RT5021, and the minimum track geometries as set out in Appendix 7, unless otherwise set out in vehicle procurement or modification specifications. B10.3 Staff health and safety B The design of new coupling systems should not expose staff to potential injury either by the operation of the coupling equipment or by requiring staff to stand between vehicles, whilst vehicle movements are taking place during coupling or uncoupling operations. B Wherever possible coupling and uncoupling operations should minimise the need for staff to enter the space between vehicles by the use of remote controls or uncoupling bars. Where it is necessary for staff to enter the space between vehicles for the purpose of coupling and uncoupling, adequate room for staff to manoeuvre and operate equipment should be provided. In the case of Screw couplings the requirements of UIC leaflet 521 provide a defined space envelope sufficient to enable staff to operate between vehicles. B Where automatic coupling and uncoupling is not possible, the weight of coupling equipment (including adaptor couplers) which requires man-handling, or the forces required to operate the equipment, are mandated by legislative requirements. Additionally, such requirements should be commensurate with the stature of the staff recruited by the operator for the purposes of coupling duties. RAIL SAFETY AND STANDARDS BOARD 11

14 Page 12 of 75 B11 Mechanical strength and material properties B11.1 Mechanical strength requirements for coupling equipment are set out in GM/RT2190. B11.2 Coupling equipment components should meet the specified mechanical strength requirements, the material properties, metallurgical condition and surface treatments. In addition, coupling equipment components should be selected to meet the operating conditions particularly with respect to fatigue loads and snatch loads during train operation and impact loads during coupling and the wear performance of moving parts. B11.3 Wherever possible the design of coupling equipment components should avoid high rates of wear and the effects of corrosion. Build up of corrosion products can adversely affect the operation of the coupler, therefore the design and maintenance requirements of the coupler should minimise these effects. Items subject to high rates of wear or the effects of corrosion should be fitted with easily replaceable parts, liners or bushing. B11.4 It is a requirement of GM/RT2190 for passenger vehicle couplings to prevent inadvertent uncoupling whilst any of its components are subjected to 5 g acceleration in any direction. B11.5 Consideration should be given in the design stage for the potential for stray electrical currents to use couplings as a pathway. It may be necessary to provide electrically insulated drawgear and buffers to prevent return currents from using couplings as a means of passing through the train. B12 Energy absorption B12.1 During coupling B The energy absorption requirement is set out in GM/RT2190. Each vehicle (or rake) should be capable of absorbing its own energy during coupling operations. The calculation of kinetic energy should be based on the relevant mass of the vehicle. Some masses (for example passenger load) are normally ignored in the calculation of kinetic energy as they are considered to act as decoupled masses for calculation purposes. In specific scenarios the influence of such apparent decoupled masses should be considered in the calculation of kinetic energy. B Energy absorption is normally accommodated by side buffers on vehicles fitted with Screw couplers and by elements integral with the coupler or between the coupler and the vehicle body on vehicles fitted with automatic or semipermanent couplers. B Coupling speeds are variable according to driver control and operating practice. In the case of vehicles which are coupled with staff or passengers on board, normal practice is to stop 2 m ahead of the stationary vehicle or train and move slowly towards the stationary vehicle or train to couple. In these conditions typical coupling speeds up to 0.5 m/s, and occasionally up to 1 m/s, are encountered. However, in less controlled conditions all types of vehicles may be subject to occasional coupling speeds up to 2 m/s. 12 RAIL SAFETY AND STANDARDS BOARD

15 Page 13 of 75 B In the case of vehicles which couple with traincrew and passengers on board the accelerations imparted to the vehicles at coupling speeds up to 0.5 m/s should not exceed those set out in GM/RT2160. To minimise potential injury to passengers and traincrew the coupling equipment design should as far as reasonably practicable minimise the accelerations due to higher coupling speeds. B In the case of coupling at speeds up to 2 m/s: a) the peak forces generated during coupling should not exceed the longitudinal proof loads at the drawgear or buffer mounting positions set out in GM/RT2100 b) the coupling equipment, vehicle structure and vehicle equipment should not sustain any damage c) the elements absorbing the energy should be fully and automatically recoverable. B12.2 During train operation B The flexible elements within the coupling system should be selected so as not to cause any undesirable dynamic effects, and to avoid frequency coincidence or excitation with other modes of vibration, of the vehicle or train during normal operation which may include the effects of braking or sudden changes in tractive power. B In train formations which contain non-rigid couplings (for example Screw, Instanter, drophead buckeye automatic coupler and Alliance couplers) the forces generated throughout the train when the train moves from rest should be absorbed without: a) generating accelerations to the vehicle bodies which would cause injury to traincrew or passengers or damage to cargo b) exceeding the coupler or vehicle proof loads set out in GM/RT2100 or causing any damage to vehicle equipment. B12.3 During collisions B In addition to the requirements for energy absorption during coupling, supplemental energy absorption within the coupling equipment may be specified for vehicles, which carry traincrew and passengers in order to minimise the possibility of injury to traincrew and passengers and to minimise damage to vehicles during collisions or derailment. B The requirements may include absorbing the energy of a collision with a combined closing speed of up to 4 m/s within the self-recoverable stroke of the energy absorbing elements so that the guidelines as set out in clause B should be met under a combined closing speed of 4 m/s. B In addition, to meet the structural collapse requirements set out in GM/RT2100, the coupling equipment or its connection to the vehicle structure may contain non-recoverable elements which allow anti-climbers or body ends to engage above a specified closing speed. RAIL SAFETY AND STANDARDS BOARD 13

16 Page 14 of 75 In the cases of B12.3.1, B and B activation of the non-recoverable element should be at a force level with an adequate margin above the peak force generated by the recoverable element at the maximum specified closing speed. A visible means of checking that the non-recoverable element has not been activated should be provided. B The coupling equipment may be an integral part of the mechanism by which the vertical and transverse load requirements between vehicles set out in GM/RT2100 and GM/RT2190 are met. In such cases the requirements apply during activation of both the recoverable and non-recoverable elements. In addition, activation of the non-recoverable element should not allow separation of the vehicles under tensile loading (where vehicles are coupled) post collision up to a force equivalent to the proof loads of the coupling equipment as set out in GM/RT2190. B13 Compliance with gauge B13.1 Gauging requirements are set out in GM/RT2149. While it may be necessary to maximise the size of side buffers to minimise the risk of buffer locking on certain vehicles, the size (and shape) of buffers is constrained by the requirements set out in GM/RT2149. B13.2 Screw couplers when hanging down in an extended position may infringe the gauge and therefore all vehicles fitted with Screw couplers should be fitted with a retention bracket. The bracket should also restrain the coupler to prevent damage to adjacent equipment. B14 Avoiding derailment B14.1 Vehicle coupling systems should allow any permitted or specified coupling combination to operate safely and without increasing the risk of damage or derailment when operating over Network Rail controlled infrastructure and in sidings, depots and workshops. B14.2 The design, installation and geometry of track is set out in GC/RT5021. Minimum track geometry typically used for vehicle design cases is set out in Appendix 7. B14.3 Risk of damage or derailment should be avoided by undertaking analysis to ensure that the design of the coupling system, its operation and use and its effect on the vehicles and track interface under all operating conditions is suitable. It should not be possible for circumstances to develop where insufficient freedom of movement or interaction between inter-vehicle equipment generates forces between the wheels and the track that exceed those set out in GM/RT2466. The type and extent of analysis may vary according to vehicle types, coupling systems, coupling combinations and operating conditions. A resume of the parameters and conditions which should be considered is set out in Appendix RAIL SAFETY AND STANDARDS BOARD

17 Page 15 of 75 B15 Testing B15.1 Technical performance B All new coupler systems, or significant modifications to existing coupler systems, should be subject to sufficient testing to confirm that the equipment and the installation on the vehicle meets the mandatory requirements and the specified technical performance requirements. The type of tests will vary according to the vehicle and equipment type and the degree of variation from existing designs. The requirements which may need verification by testing are: a) mechanical proof, ultimate and fatigue strength in all modes of loading for all elements of coupling equipment and the attachments to the vehicle body c) static and dynamic characteristics of all flexible and energy absorbing elements b) coupling and uncoupling within the range of track geometry and vehicle height conditions specified for the vehicle type c) freedom of movement of coupling equipment, including cables and hoses, to accommodate inter-vehicle movement on minimum curves and worst case operating conditions d) avoidance of buffer locking or other undesirable interaction between intervehicle equipment (where calculations have identified a potential risk) e) functionality and wear resistance for the type of duty and operational life of the equipment. B15.2 Manufacturing specifications B Manufacturing specifications and procedures should be produced to ensure that manufacturing methods, treatments and materials produce a component or assembly that meets the requirements of the standards required by the technical specification. B The requirements of the specification should, where appropriate, contain testing and inspection procedures for the following areas: a) material chemical composition d) material properties including hardness, ductility and impact resistance e) mechanical proof and ultimate strength f) measurement of physical dimensions for components and assemblies g) visual examination for surface defects h) non destructive testing for defects in forgings, castings and welded joints i) component assembly and functioning of assembled equipment j) whole assembly proof and ultimate strength. The level and type of testing, inspection and sampling methods are subject to agreement between supplier and purchaser according to the equipment type and batch size and should be adequate to satisfy quality audits by a third party. RAIL SAFETY AND STANDARDS BOARD 15

18 Page 16 of 75 B Coupling system equipment should only be procured from an approved supplier, as set out in GM/RT2450. B15.3 Documentation and control B All testing procedures and test reports should be controlled by an approved and auditable quality system. B Where appropriate for control purposes equipment should have a means of identification which should include supplier, date of manufacture (or overhaul) and batch number. Items which are physically similar but are supplied in chemically different materials or with different strength grades should also be clearly identifiable. B16 Maintenance requirements B16.1 All coupling equipment requires periodic inspection, maintenance and overhaul to ensure safe and reliable operation as set out in GM/RT2004. The requirements and periodicities are dependent on the type of equipment, duty, manufacturers recommendations, the vehicle maintenance regime and experience derived from failure or operating records. B16.2 Adequate access for on-vehicle inspection and maintenance purposes should be provided on all coupling equipment installations. B16.3 Specific inspection, maintenance and overhaul procedures and testing documentation for each item of coupling equipment should be provided. The documentation should form part of a controlled and auditable system for each vehicle or coupler type. 16 RAIL SAFETY AND STANDARDS BOARD

19 Page 17 of 75 Appendix 1 Summary of coupler types fitted to traction and rolling stock operating on Network Rail controlled infrastructure 1.1 Locomotives Vehicle type Coupler type Cl08, 09, 20, 31, 33/0, 33/2, 37, 47, 56, 57/0, 57/6, 58, 59, 60, 66/4, 66/5, 66/6, 66/9, 86, 87, 90/1 and 92 Screw both ends Cl33/1, 73, 90/0, and 91 Drophead buckeye automatic both ends Cl57/3 Automatic latched type 12 from Dellner Cl66/0, 67 Swinghead coupler both ends 1.2 Passenger carrying Vehicle type Coupler type locomotive hauled coaching Mk2 DBSO Drawhook only cab end, drophead stock and driving trailers buckeye automatic non cab end Cl488 subsets Drophead buckeye automatic sub set ends, bar coupler intermediate ends Cl489 Drophead buckeye automatic both ends Mk3 DLV (also known as DVT) Drophead buckeye automatic rear end drawhook front end All other Mk1, 2 and 3 locomotive hauled passenger vehicles Drophead buckeye automatic both ends Mk4 DLV (also known as DVT) Tightlock rear end drawhook front end Mk4 passenger vehicles Tightlock (not EMU compatible) both ends, except drophead buckeye automatic non gangwayed end of TOE RAIL SAFETY AND STANDARDS BOARD 17

20 Page 18 of Non passenger locomotive Vehicle type Coupler type hauled coaching stock (including post office and and motorail vans) NJ (GUV), NKA, NLX, NOX (GUV), NP (GUV) and NX (GUV) Screw both ends NAA, NBA, NCX, ND (BG), NE (BG), NF (BG), NH (BG), NMV, NRX, NPX (GUV), NS (POS), NT (POT) and NUG (BPOT) Drophead buckeye automatic both ends 1.4 High-speed train (HST) sets train (HST) sets Vehicle type Mk3 passenger vehicles Coupler type Alliance both ends Power cars (Cl43) Alliance non cab end, connection point cab end (some power cars fitted with buffers and drawhook) 1.5 Cl373 Eurostar sets Vehicle type Coupler type R1 - R9 and R10 - R18 subsets Automatic latched 10I by Schaku outer ends, intermediate vehicles are coupled by common bogie Power cars Automatic latched 10S by Schaku front end and Automatic latched 10I by Schaku rear end 1.6 Diesel multiple units Vehicle type Coupler type Cl121 Screw both ends Cl142, 143, 144, 150/0, 168 and 170 BSI cab ends, bar intermediate ends Cl150/1, 150/2, 153, 155, 156, 158, 159, 165 and 166 BSI all ends Cl175 and 180 Automatic latched type 330 from Scharfenberg at cab ends, bar intermediate ends Cl205 and 207 Drophead buckeye automatic cab ends, Alliance intermediate ends Cl220, 221 and 222 Automatic latched type 12 from Dellner at cab ends, bar intermediate ends 18 RAIL SAFETY AND STANDARDS BOARD

21 Page 19 of Electric multiple units Vehicle type Coupler type Cl312, 411, 412, 421, and 423 Drophead buckeye automatic cab ends, Alliance intermediate ends Cl313, 314, 315, 317, 318, 319, 320, 321, 322, 323, 334, 357, 365, 455, 456, 465, 466, 507 and 508 Tightlock cab ends, bar intermediate ends Cl325 and 442 Drophead buckeye automatic cab ends, bar intermediate ends Cl332 Automatic latched type 10 from Scharfenberg cab ends, bar intermediate ends Cl333 Automatic latched type 10 from Dellner cab ends, bar intermediate ends Cl350, 360, 375, 376, 377, 390, 444 and 450 Automatic latched type 12 from Dellner at cab ends, bar intermediate ends Cl458 AAR type from Scharfenberg cab ends, bar intermediate ends Cl460 Automatic latched type 330 from Scharfenberg cab ends and between cars 4 and 5, bar all other locations Cl483 (Isle of Wight stock) Wedgelock cab ends. Bar coupler at intermediate ends RAIL SAFETY AND STANDARDS BOARD 19

22 Page 20 of Freight vehicles The freight wagon TSI is likely to mandate the fitment of screw couplings (see Figure 2.1.4) to wagons, or to the outer ends of fixed formation rakes of wagons. Currently the majority of freight vehicles are fitted at both ends with: a) a drawhook and Screw coupler b) a drawhook and Instanter coupler (some older vehicles may still have 3 link chain type coupling) c) a drawhook and international Screw coupler (for vehicles used in international traffic) d) drophead buckeye automatic couplings e) Swinghead couplings f) Rotary head couplers g) AAR type E and F couplers. In addition: h) some freightliner vehicles are fitted with Screw couplers at both outer ends of vehicle rakes and bar couplers at the intermediate positions i) FSA/FTA freightliner vehicles are fitted with standard Screw couplers at both outer ends of vehicle rakes with Screw couplers at lower height at the intermediate positions j) detailed listings of coupler types fitted to individual vehicles can be obtained from the Rolling Stock Library, Schlumberger Sema, Room 103, Furlong House, Queens Drive, Nottingham NG2 1AL. 1.9 On-track machines The majority of on-track machines (those vehicles of mobile rail plant which can travel outside of a possession) are fitted with draw hook and screw couplings. There are some vehicles which are intended to travel alone only and have no coupling arrangement. 20 RAIL SAFETY AND STANDARDS BOARD

23 Appendix 2 Coupling system descriptions Page 21 of Screw coupling system Screw couplers have been used to provide universal flexibility in train formation and are perpetuated to provide inter-working with existing stock Usage Locomotives (except those fitted with drophead buckeye automatic couplers), first generation DMUs, the majority of on-track machines and freight vehicles (including those used in international traffic) and some types of non-passenger carrying coaching stock System components There are a large number of different types and configurations of coupler but each type consists of the following elements: a) a Screw coupler attached to a drawbar b) a drawbar comprising a drawhook and a means of attaching the drawbar to the vehicle structure c) a drawbar spring unit to absorb tensile shock loads between vehicles d) side buffers to absorb compressive loads between vehicles during coupling and train operation e) a Screw coupler stowage bracket to allow Screw coupler stowage without infringing gauge System types Two basic types exist, but within each type, components and configuration vary according to vehicle type, manufacturer, usage and date of build. These types are: a) where the drawbar has no freedom to rotate in the horizontal plane and therefore angular or lateral displacement between vehicles is accommodated by articulation between the Screw coupler and drawbar b) where the drawbar has freedom to rotate in the horizontal plane and therefore angular displacement between vehicles is mainly accommodated by rotation of the drawbars about the drawbar pivots. Type a) is principally used on some short to medium length freight vehicles and Cl08 shunting locomotives. Type b) is used on all mainline locomotives, non-passenger carrying coaching stock, medium to long length freight vehicles and on-track machines. This type is the preferred arrangement. Figure shows a typical arrangement for locomotives. Figure shows a typical arrangement for freight vehicles. Figure shows a typical arrangement for freight vehicles fitted with UIC drawgear. Figure shows a typical arrangement for freight vehicles fitted with conventional TSI drawgear. RAIL SAFETY AND STANDARDS BOARD 21

24 Page 22 of System descriptions Screw couplers The Screw coupler allows adjustment in its length to enable the coupler to be tensioned with the buffers in contact or slightly compressed when on straight track. Adjustment is necessary to accommodate a range of buffer face to drawhook eye dimensions found on different vehicle types. In the minimum length position for any vehicle combination, at least two threads should remain proud of each buckle (with a maximum length of three threads proud of each buckle for standard UIC position coupler/buffer). The Screw coupler accommodates different drawhook heights and differential vertical movements between vehicles by rotation in the attachment to the drawbar and in the drawhook. Articulation in the horizontal plane is accommodated in a similar manner but also by rotation of the drawbar about its pivot when the drawbar fitted has freedom to do so (see clause b). A range of Screw coupler types are in use to suit different vehicle types and strength requirements and to suit requirements for operation in international traffic. Attachment to drawbars is by pin, collar and split pin through the drawbar or by means of a flattened section on the link which allows the coupler to be installed by passage through a slot on the top of the drawbar. BR Drg No. B1-C shows types of Screw coupler in current use Drawbars A range of drawbars are in use to suit different vehicle types, hook profiles, strength requirements, connection methods and to suit requirements for operation in international traffic. Figures 2.1.1, 2.1.2, and show typical connection methods and arrangements to allow rotation. Drawbars are restrained in the vertical plane by housings attached to the headstock which also (where designed to do so) allows the drawbar to pivot in the horizontal plane. The housings (where designed to do so) allow tensioning of the drawbar to preload the spring units. Spring units which are preloaded by tensioning the tail pin normally feature housings which have replaceable wear pads Drawbar spring units Drawbar spring units universally consist of a stack of rubber elements with steel dividing plates. The type and number of elements vary according to vehicle type and operation. All spring units are preloaded either by tensioning the drawbar against the headstock or by tensioning the tailpin Buffers Buffers are either rubber spring types or hydraulic/gas types. Buffer characteristics and strokes are selected according to vehicle type, energy absorption, strength and peak load requirements and duty. Buffer heads are profiled in the vertical and horizontal planes to minimise offset loadings during curve negotiation. Buffer head shapes and size are selected to minimise the risk of lateral or vertical buffer locking (or combinations thereof) during inter-vehicle movement generated by vehicle height differentials, dynamic movements and curve negotiation System standards Specific requirements for each type of vehicle are set out by the vehicle specification. Guidance for freight vehicles is set out in GM/GN2589. Requirements for vehicles which operate in international traffic are set out in conventional TSI for freight vehicles. 22 RAIL SAFETY AND STANDARDS BOARD

25 Page 23 of 75 Figure Typical Screw coupler arrangement for locomotives (Dimensions nominal) 508 or BUFFER CENTRES RAIL LEVEL 1054 CENTRE OF DRAWHOOK EYE 1054 CENTRE OF BUFFERS 352 VERTICAL SUPPORT BEARING PLATE VEH. CL 11 o 11 o DRAWBAR SPRING UNIT FULCRUM PLATE DRAWBAR 114 NOTES 1. Based On CI86/87 2. Reference Drgs - Arrangement B2-S-S Screw Coupling L-A Drawbar SL/BR Drawbar Spring Unit (See Arrangement) - Buffers SL/DN/D-85 (OLEO CODE OP48ZL) DIAGRAM B 1.1 : TYPICAL SCREW COUPLER ARRANGEMENT FOR LOCOMOTIVES RAIL SAFETY AND STANDARDS BOARD 23

26 Page 24 of 75 Figure Typical Screw coupler arrangement for freight vehicles (Dimensions nominal) NOTES 1. Based On 100t Capacity Steel Carrying Wagon 'BAA' 2. Reference Drgs - Arrangement F-S Screw Coupling C1-A Drawbar STD Buffers SW/DE/46640 (OLEO CODE OP 13) DIAGRAM B 1.2 : TYPICAL SCREW COUPLER ARRANGEMENT FOR FREIGHT VEHICLES BUFFER CENTRES RAIL LEVEL 1054 CENTRE OF BUFFER 342 VERTICAL SUPPORT DRAWBAR SPRING UNIT DRAWBAR VEH. CL 0 O 0 O 1054 CENTRE OF DRAWHOOK EYE RAIL SAFETY AND STANDARDS BOARD

27 Page 25 of 75 Figure Typical Screw coupler arrangement for freight vehicles fitted with UIC drawgear (Dimensions nominal) BUFFER CENTRES RAIL LEVEL 1048 CENTRE OF BUFFERS 393 VERTICAL SUPPORT VEH. CL 14 o 14 o DRAWBAR SPRING UNIT TAILPIN PIVOT PIN DRAWBAR 114 NOTES 1. Based On 46t Capacity Van 2. Reference Drgs - Arrangement C1-S Screw Coupling C1-A Drawbar UIC/ORE/BR 170M Drawbar Spring Unit (See Arrangement) - Buffers OLEO - OP 41 GW DIAGRAM B 1.3 : TYPICAL SCREW COUPLER ARRANGEMENT FOR FREIGHT VEHICLES FITTED WITH UIC DRAWGEAR RAIL SAFETY AND STANDARDS BOARD 25

28 Page 26 of 75 Figure Arrangement for freight vehicles fitted with conventional TSI drawgear (continued) (Dimensions nominal) B-B C-C Draw hook dimensions D-shackle for Screw coupler 26 RAIL SAFETY AND STANDARDS BOARD

29 Page 27 of 75 Figure Arrangement for freight vehicles fitted with conventional TSI drawgear (Dimensions nominal) Screw coupler and draw hooks RAIL SAFETY AND STANDARDS BOARD 27

30 Page 28 of Instanter coupling system Usage Instanter couplers are used on various types of freight vehicles whose maximum speed does not exceed 60 mph (96 km/h). The coupler was developed to speed-up train marshalling and allow coupling and uncoupling without requiring staff to enter the spaces between vehicles in the days when many vehicles were not fitted with automatic power brakes System components The system consists of the following elements: a) an Instanter coupler attached to a drawbar b) a fixed (non rotating) drawbar comprising a drawbar and a means of attaching the drawbar to the vehicle structure c) a drawbar spring unit to absorb tensile shock loads between vehicles d) side buffers to absorb compressive loads between vehicles and during coupling and train operation e) a coupler storage bracket to allow storage without infringing gauge System types The system and components used are largely identical except for the availability of couplers of different strength grades. Figure shows a typical arrangement System description Instanter coupler The coupler comprises three links, the centre one of which has a long and a short position. The short position is always used when coupled to a vehicle with the same type of coupling. In this position the vehicles are loose coupled as a gap of 32 mm exists between buffer heads with the coupler tensioned. The centre link is fitted with hooks, which allows the link to be flipped to the long position using a shunting pole to enable coupling and uncoupling to take place. Restrictions in the use of Instanter couplings may be published by individual operating companies. The coupler accommodates height differences between vehicles by rotation in the attachment to the drawbar and in the drawhook. Articulation in the horizontal plane is accommodated in a similar manner. Attachment to drawbars is by passing the end link through a slot in the top of the drawbar Drawbars Drawbars are located in a housing attached to the headstock, which restrains the drawbar in the horizontal and vertical planes. The drawbar is connected to the vehicle structure via the drawbar spring unit. The housing allows tensioning of the drawbar to preload the spring unit Drawbar spring unit Drawbar spring units consist of a stack of rubber elements with steel dividing plates. 28 RAIL SAFETY AND STANDARDS BOARD