sd001 issue two - rssb iss 2.pdf · connection points are fitted to the cab ends of hst power cars....

SD001 issue two

Historical System Data for Mechanical and Electrical Coupling of Rail Vehicles

The information previously stored on the RSSB coupler website has been retained in the appendix of this document tomake the historical coupler data available to industry for reference. The information stored reflects the data whichwas provided to RSSB by industry, therefore RSSB cannot be held responsible for the data contained within this document.

It is not the intention to update the information held within this document, it is provided for information purposes onlyat the request of industry.

Published byRSSBBlock 2 Angel Square,1 Torrens StreetLondon EC1V 1NY

© Copyright 2014Rail Safety and Standards Board Limited

Uncontrolled When Printed Supersedes SD001 Iss 1 as of 07/03/2015 This document is related to RIS-2790-RST

Contents Section Description Page

Part 1 Mechanical Coupling System Data 3 1.1 Index of mechanical interconnection systems 3 1.2 Freight vehicles 6 1.3 On-track machines 6 1.4 Additional data 6

Part 2 Electrical Connector System Data 7 2.1 Index of electrical interconnection systems 7

Appendix A Historical mechanical and electrical coupling information previously found on the Coupler Website 14

SD001 Historical System Data for Mechanical and Electrical Coupling of Rail Vehicles

RSSB SD001 issue two: December 2014

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Part 1 Mechanical Coupling System Data 1.1 Index of mechanical interconnection systems 1.1.1 By system reference number

SYSTEM Description Typical or initial application M001 Screw coupling system M002 Instanter coupling

system

M003 Drophead buckeye automatic coupling system

M004 Alliance coupling system

M005 Compact coupling system

M006 Tightlock coupling system

M007 Automatic latched coupling system

M008 Semi-permanent (bar) coupling system

M009 Swinghead coupling system

1.1.2 By vehicle type and class 1.1.2.1 Locomotives

SYSTEM Description Vehicle class(es) M001 Screw both ends 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

M003 Drophead buckeye automatic both ends

Cl33/1, 73, 90/0, and 91

M007 Automatic latched type 12 from Dellner

Cl57/3

M009 Swinghead coupler both ends

Cl66/0, 67



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1.1.2.2 Diesel and diesel electric multiple units SYSTEM Description Vehicle class(es) M001 Screw both ends Cl121 M005 BSI cab ends Cl142, 143, 144, 150/0, 168 and 170 M005 BSI all ends Cl150/1, 150/2, 153, 155, 156, 158,

159, 165 and 166 M003 Drophead buckeye

automatic cab ends, Alliance intermediate ends

Cl205 and 207

M007 Automatic latched type 330 from Scharfenberg at cab ends

Cl175 and 180

M007 Automatic latched type 12 from Dellner at cab ends

Cl220, 221 and 222

1.1.2.3 Electrical multiple units SYSTEM Description Vehicle class(es) M003 Drophead buckeye

automatic cab ends, Alliance intermediate ends

Cl312, 411, 412, 421, and 423

M006 Tightlock cab ends Cl313, 314, 315, 317, 318, 319, 320, 321, 322, 323, 334, 357, 365, 455, 456, 465, 466, 507 and 508

M003 Drophead buckeye automatic cab ends

Cl325 and 442

M007 Automatic latched type 10 from Scharfenberg cab ends

Cl332

M007 Automatic latched type 10 from Dellner cab ends

Cl333

M007 Automatic latched type 12 from Dellner at cab ends

Cl350, 360, 375, 376, 377, 378, 390, 444 and 450 (390 at “non-standard” height)

M006 AAR type from Scharfenberg cab ends

Cl458

M007 Automatic latched type 330 from Scharfenberg cab ends and between cars 4 and 5

Cl460

See 1.1.3 below

Wedgelock cab ends Cl483 (Isle of Wight stock)



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1.1.2.4 Coaching Stock SYSTEM Description Vehicle class(es) M001 Drawhook only cab

end Mk2 DBSO

M003 Drophead buckeye automatic non cab end

M003 Drophead buckeye automatic sub set ends

Cl488 subsets

M003 Drophead buckeye automatic both ends

Cl489

M001 Drawhook front end Mk3 DLV (also known as DVT) M003 Drophead buckeye

automatic rear end M003 Drophead buckeye

automatic both ends All other Mk1, 2 and 3 locomotive hauled passenger vehicles

M001 Drawhook front end Mk4 DLV (also known as DVT) M006 Tightlock rear end

M003 Drophead buckeye automatic, non gangwayed end

Mk4 TOE

M006 Tightlock (not EMU compatible)

M006 Tightlock (not EMU compatible) both ends

Mk4 passenger vehicles



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1.1.3 Miscellaneous 1.1.3.1 Cab end HST power cars Connection points are fitted to the cab ends of HST power cars. The connection points allow rescue and assistance by other HST sets and locomotives by means of adaptor couplers carried on the vehicle.

1.1.3.2 Wedgelock couplers Wedgelock couplers are used on some London Underground trains and Cl483 Isle of Wight trains (which are ex London Underground trains).

1.1.3.3 AAR type E and F couplers AAR type E and F couplers are used on certain types of intermediate freight vehicles which operate in block formation.

1.1.3.4 EMU centre couplers Centre buffer and three link couplers are used on intermediate ends of vehicles of certain types of EMU and other vehicles not used for passenger services. Some vehicles with this type of coupler are subject to imminent withdrawal.

1.2 Freight vehicles The freight wagon TSI is likely to mandate the fitment of screw couplings 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, ATOS Origin IT Services (UK) Ltd, Building 10.1, Beeston Technology Park, Technology Drive, Beeston, NG9 2ND.

1.3 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.

1.4 Additional data Ref Description MA001 Summary of compatibility between coupling systems MA002 Adaptor couplers and equipment



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Part 2 Electrical Connector System Data 2.1 Index of electrical interconnection systems 2.1.1 By system reference number

SYSTEM Description Typical or initial application E001 Control interconnector

- 19 way 1st generation dmus

E002 Control interconnector - 27 way

20*, 26, 31 & 37* sandite vehicles (ex GUVs) nos LNE 99025, LNE 99026 & LNE 99027 and some Mk2D and Mk2F vehicles


33 & 73 for diesel working


33/1 & 73/1 for electric working


56 & 58


59/0, 59/1, 59/2, 66 66/5, 66/6 & 67


47/9 & 47390-47399


Mk 1 demus


Mk 1 d.c. emus


Cl442


HST power cars and coaches

SYSTEM Description Typical or initial application E012 Control interconnector

- 36 way Cl60


455 & 456


150, 153, 155, 156 & 158-159


Cl92

E016 UIC 568 connector ECML E017 EP assist connector Nightstock E018 Control interconnector

- 36 way butt type 1st generation a.c. emus

E019 Control interconnector - Auto coupler

313-315, 317-323, 507, 508 & 508/2


465 & 466


141-144, 150, 153, 155, 156, 158 & 159

E022 Control interconnector - auto coupler

165 & 166

E023 Lighting control interconnector (RCH)

Mk1, 2 & 3 coaches and Mk3 sleepers

E024 Time Division Multiplex (TDM) control interconnector (using the RCH interconnector)

DBSO, Mk2, DVT 125, Mk3, Cl47/7, 86, 87, 90, 91, DVT 225

E025 Electric train supply interconnector - 415V, 3 phase, 600A

HST power cars and coaches



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SYSTEM Description Typical or initial application E026 Electric train supply

interconnector - 1000V, 600A, single pole

Mk1, 2, 3 & 4 coaches and associated locomotives

E027 Electric train supply interconnector - 1500V, 800A, single pole

Cl92

E028 UIC inter-vehicle communication system

Cl91 and Mk4 coaches


Cl20*-20306-20311 inclusive Cl37*-37607-37612 inclusive


Turbostar Cl170 subclasses /1/2/4

E031 Control train line functions and intermediate connections

Turbostar Cl170 subclasses /5/6


Coradia Cl75 & 180


Voyager Cl20 & 221


Juniper Cl34 and 458


Cl168/1

E036 Jumper arrangement Locomotive 73202 [Cl460 rescue]E037 Control interconnector

- Auto coupler Cl378

SYSTEM Description Typical or initial application E038 Pin layout and wire

identification of the Dellner auto-coupler

Cl387 Electrostar

Note: * Cl20 and Cl37 vary between E002 and E029. 2.1.2 By vehicle type and class 2.1.2.1 Locomotives

SYSTEM Description Vehicle class(es) E002 Control interconnector

- 27 way 20*, 26, 31 & 37*


33 & 73 for diesel working


33/1 & 73/1 for electric working


56 & 58


59/0, 59/1, 59/2, 66 66/5, 66/6 & 67


47/9 & 47390-47399


43 power cars


60


92


47/7, 86, 87, 90, 91



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SYSTEM Description Vehicle class(es) E025 Electric train supply

interconnector - 415V, 3 phase, 600A

43 power cars


31, 33, 37, 73, 86, 87, 90, 91


92


Class 91


Cl20*-20306-20311 inclusive Cl37*-37607-37612 inclusive

E036 Jumper arrangement Vehicle 73202 [Cl460 rescue vehicle]

Note: * Cl20 and Cl37 vary between E002 and E029.

2.1.2.2 Diesel and diesel electric multiple units SYSTEM Description Vehicle class(es) E001 Control interconnector

- 19 way 100 -131


205 & 207


150, 153, 155, 156 & 158-159


141-144, 150, 153, 155, 156, 158 & 159


165 & 166


Cl170/1/2/4

E031 Control train line functions and intermediate connections

Cl170/5/6


Cl175 & 180


Cl220 & 221



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2.1.2.3 Electrical multiple units SYSTEM Description Vehicle class(es) E009 Control interconnector

- 27 way 411, 412, 421-423, 488, 489, 930 & 931


442


43 (power cars and Mk3 HST coaches)


60


455 & 456

E018 Control interconnector - 36 way butt type

302-312


313-315, 317-323, 507, 508 & 508/2


465 & 466


220 & 221


34 [Scotrail-JO4] 58 [SWT – JO3]


378

E038 Pin layout and wire identification of the Dellner auto-coupler

Cl387 Electrostar

2.1.2.4 Coaching stock SYSTEM Description Vehicle class(es) E002 Control interconnector

- 27 way Some Mk2D and Mk2F vehicles


Mk3 HST coaches


CTNS

E016 UIC 568 connector CTNS and ECML E017 EP assist connector Nightstock E023 Lighting control

interconnector (RCH) Mk 1, 2 & 3 coaches and Mk 3 sleepers


DBSO, Mk2, DVT125, Mk3, DVT225 & Nightstock

E025 Electric train supply interconnector - 415V, 3 phase, 600A

Mk3 HST coaches


Mk1, 2, 3 & 4 coaches and Mk 3 sleepers


Nightstock


Mk4 coaches



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Appendix A Historical mechanical and electrical coupling information previously found on theCoupler Website

This page has been left blank intentionally.



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System Data for Mechanical and Electrical Coupling of Rail Vehicles MA001 Summary of compatibility between coupling systems

RAIL SAFETY AND STANDARDS BOARD SD001-MA001 Page 1 of 1 Issue date: 04/12/2008

Fixed Screw

Coupling Instanter Buckeye

(dropped) Buckeye

(up) Alliance BSI Tightlock Scharfenburg HST Adapter Bar

Fixed Screw Coupling Y(1) Y(1)(2) Y(1) Y(1)(3) Y(1)(4) Y(1)(4) Y(1)(5) Y(1)(3) Y(1)(7)

Instanter Y(1) Y(1)(8)

Buckeye (dropped) Y(1)(9) Y(1)(10)

Buckeye (up) Y(1) Y(1)(11) Y(1)(12)

Alliance Y(1) Y(1)(12) BSI Y(1) Tightlock Y(1)(13) Scharfenburg Y(1)(13) HST Adapter Y(1)(14) Bar Y(15)

Notes

Y This character indicates ‘Yes’, there is compatibility. 1. Except where specific operating instructions, and/or electrical and

pneumatic incompatibilities apply. 2. Screw coupling must be used. 3. Depot use only with specially adapted shunters equipped with

articulating drawbars and adapter couplers. 4. Via an adaptor coupling to certain locomotives only equipped with

articulating drawbars. For rescue and assistance only. 5. Via special equipment and adaptors for certain types of locomotive

only. For rescue and assistance only. 6. Via special equipment adaptable for use with locomotives fitted either

with fixed or articulating drawbars. For rescue, assistance and transfer only.

7. Via adaptors (where supplied) for depot movements only.

8. Only by an emergency screw coupling except where the Buckeye fitted vehicle is a locomotive in which case the Instanter coupling in the long position must be used. These cases are to be avoided.

9. Physically possible by use of an emergency screw coupler but in special and restricted circumstances only.

10. Only by use of a special adaptor carried on certain Buckeye fitted locomotives only.

11. For empty stock movements between depots only. 12. Via special equipment providing the Buckeye or Alliance coupler is not

fitted with Lower Shelf Bracket. 13. Except where incompatible due to designed differences in coupler

height above rail level. 14. Via special equipment. For rescue, assistance and transfer only. 15. Only for compatible type



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System Data for Mechanical and Electrical Coupling of Rail Vehicles MA002 Mechanical adaptor couplers and equipment The use of this equipment is subject to operating restrictions contained within Working Instructions and Traincrew Manuals for each individual vehicle type. The publication of equipment details here does not necessarily imply that they meet with the requirements of current Railway Group Standards. Note: this information will be updated to include further emergency/adaptor couplings as the information becomes available. The following equipment is known to be in current use: a) HST power cars to locomotives fitted with Screw couplers only

BR drawings L-A3-9504

L-A0-7488 b) HST power cars to HST power cars

BR drawings L-A3-9504

L-A0-7488 c) HST power cars to locomotives fitted with either Screw couplers or

drophead buckeye automatic couplers

BR drawing A1-A2-8401072 d) HST power cars to DMU fitted with compact couplers

BR drawing B1-A0-8201396 e) DMUs fitted with BSI couplers to locomotives fitted with Screw

couplers

BR drawing B1-A0-8201396

f) EMU fitted with Tightlock couplers to locomotive hauled coaches

(Mk1, Mk2 type)

BR drawing C-A0-19726 g) HST power cars to locomotives fitted with Swinghead coupler

For details contact First Great Western

For details contact GNER h) Cl180 to locomotives fitted with Swinghead coupler

For details contact First Great Western i) Cl180 to locomotives fitted with Screw couplers

For details contact First Great Western j) Cl220/1/2 to locomotives fitted with Screw couplers

For details contact Virgin Trains

k) Cl390 to locomotives fitted with Screw couplers

For details contact Virgin Trains l) Cl373/2 to locomotives fitted with Screw couplers or Swinghead

coupler

For details contact Eurostar m) Cl377 to DUM and EMU fitted with Tightlock couplers

For details contact Dellner

RAIL SAFETY AND STANDARDS BOARD SD001-MA002 Page 1 of 1 Issue date: 04/12/2008



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System Data for Mechanical and Electrical Coupling of Rail Vehicles E001 Control interconnector - 19 way

Vehicle class Interconnector Part numbers and BR catalogue numbers manufacturer Plug Receptacle Dummy Comments

100-131 GEC 120766 123547 126302 Jumper assemblies are used comprising 52/29901 14/94944 52/33809 2 plugs and 19 way cable GEC132534 BR Cat No 14/94410 Pin/tube numbers and control train line functions Receptacle No 1 Receptacle No 2 Receptacle No 3 Receptacle No 4

Pin Circuit Circuit function Circuit Circuit function Circuit Circuit function Circuit Circuit function

No No No No No

1 5 Oil indicator 5 31 Engine stop 31 Engine stop 8 Oil indicator 8

2 6 Oil indicator 6 32 Deadmans 32 Deadmans 7 Oil indicator 7

3 3 Oil indicator 3 33 Train positive 33 Train positive 10 Oil indicator 10

4 4 Oil indicator 4 34 Train negative 34 Train negative 9 Oil indicator 9

5 1 Oil indicator 1 35 RPM 1 12 Oil indicator 12

6 2 Oil indicator 2 36 RPM 2 11 Oil indicator 11

7 13 Air indicator 1 37 RPM common 18 Air indicator 6

8 14 Air indicator 2 38 38 17 Air indicator 5

9 15

Air indicator 3 39 Through control - lights

39 Through control - lights16

Air indicator 4

on 1 on 1

10 19

Gear 1 40 Through control - lights


Gear 1

off 2 off 2

11 20

Gear 2 41 Through control - lights


Gear 2

C 3 C 3

12 21 Gear 3 42 Bell 42 Bell 21 Gear 3

13 22 Gear 4 43 Heater 2 43 Heater 2 22 Gear 4

14 23 Throttle 1 44 Heater 3 44 Heater 3 23 Throttle 1

15 24 Throttle 2 45 Heater 4 45 Heater 4 24 Throttle 2

16 25 Throttle 3 46 Telephone 1 46 Telephone 1 25 Throttle 3

17 26 Throttle 4 47 Telephone 2 47 Telephone 2 26 Throttle 4

18 27 Start 1 48 Fire alarm 48 Fire alarm 30 Start 2

19 28 Forward 49 49 29 Reverse

RAIL SAFETY AND STANDARDS BOARD SD001-E001 Page 1 of 2 Issue date: 05/10/2002



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System Data for Mechanical and Electrical Coupling of Rail Vehicles E001 Control interconnector - 19 way RAIL SAFETY AND STANDARDS BOARD SD001-E001 Page 2 of 2 Issue date: 05/10/2002



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Vehicle class Interconnector Part numbers and BR catalogue numbers manufacturer Plug Receptacle Dummy Outlet gland

20 & 37(Note3), 26 & 31, GEC 99587 99590 54465 94387sandite (ex GUV’s) vehicles 51/3684 51/3688 51/12768 51/8300

LNE 99025, 99026 LPA Industries 21178 21727 23073 23072& 99027 plc 98/9446 51/3688 51/12768 51/8300

17164, 17159, 5630 and 5732 Mk2D

** Vehicles 72612, 72613, 72616, 72630, 72631, 72639,

72706, 72708,– Mk2F Pin/tube numbers and control train line functions 1 Start engines 16 Brake cylinder cut-out2 Engine only 17 Sanding3 * Stop engines 18 Anti-slip brake4 Power control relay actuating circuit 19 * General fault indicator5 Power control relay retaining circuit 20 * Engine stopped indicator6 Main alternator field contactor 21 Wheelslip indicator7 Forward (See Note 5) 22 * Fire alarm8 Reverse (See Note 5) 23 Heater 'On' indicator9 Power control 24 Heater 'Off' indicator10 Power control 25 Heater initiate (guard relay)11 Power control 26 Heater interlock co. relay12 * Master switch on 27 * Control negative13 Compressor synch 14 Exhauster cut-out valve 15 Exhauster speed up

Note: 1. Not all train line functions applicable to every locomotive. 2. Wires 7 & 8 are crossed in the plug at No 1 end and

the receptacle at No 2 end. 3. Class 20 and 37 vary between system 2 and system 29. 4. On Mark 2D coaches (vehicle numbers 17164, 17159, 5630

and 5732) only the pin numbers denoted with ( * ) are connected to the inter-vehicle coupler. A ‘Spare’ wire as also been added for future use but is not connected to the coupler.

5. ** On Mk 2F coaches Nos.(72630 & 72631) and (72616, 72708, 72639) the existing high level control jumpers & receptacles have been physically disabled and a 27 way low level receptacle fitted. These are directly ‘through’ connected [using pin 1 to wire 1, pin2 to wire2 etc.] to allow push/pull operation using Cl. 31 locomotives. However, on vehicles 72361 & 72708 receptacle pin 7 is connected to train wire 8 and receptacle pin 8 is connected to train wire 7 effectively crossing the forward & reverse wires between one end of the Unit and the other. The internal coach wires have been disconnected.




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33 & 73 for diesel working GEC 99587 99590 54465 94387 51/3684 51/3688 51/12768 51/8300

LPA Industries 21178 21727 23073 23072 plc 98/9446 51/3688 51/12768 51/8300 Pin/tube numbers and control train line functions 1 Start engines 16 Brake cylinder cut-out2 Engine only 17 Sanding3 Stop engines 18 Anti-slip brake4 Power control relay actuating circuit 19 General fault indicator5 Power control relay retaining circuit 20 Engine stopped indicator6 Main alternator field contactor 21 Wheelslip indicator7 Forward 22 Fire alarm8 Reverse 23 Heater 'On' indicator9 Power control 24 Heater 'Off' indicator10 Power control 25 Heater initiate (guard relay)11 Power control 26 Heater interlock co. relay12 Master switch on 27 Control negative13 Compressor synch 14 Exhauster cut-out valve 15 Exhauster speed up

Note: 1. On these locomotives a jumper assembly is used

comprising 2 plugs (98/9446) and 27 way cable. 2. Not all train line functions applicable to both locomotives. 3. Wires 7 & 8 are crossed in the left hand receptacle at

both ends.




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33/1 & 73/1 for electric GEC 99587 99590 54465 94387working 51/3684 51/3688 51/12768 51/8300

LPA Industries 21178 21727 23073 23072 plc 98/9446 51/3688 51/12768 51/8300 Pin/tube numbers and control train line functions 1 Shunt 16 Control negative2 Series 17 Auxiliary control negative3 Parallel 18 Light set4 Forward 19 Light trip5 Reverse 20 Loudaphone call6 Overload reset 21 Loudaphone speech7 Weak field 22 Open doors LHS8 Compressor synchronisation 23 Open doors RHS9 Auxiliary control 24 Doors close10 EP brake application 25 Starting bell11 EP brake holding 26 Aux. power on & engine stop12 EP brake negative 27 Exhauster speed up13 Control supply 14 Control supply emergency 15 Run back

Note: 1. Wires 13 & 14 crossed in the plug at both ends. 2. Wires 4 & 5 crossed in the plug at both ends.




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56 & 58 GEC 54465 94387 51/12768 51/8300

LPA Industries 24030 24031 23073 23072 plc 72/3908 72/1592 51/12768 51/8300 Pin/tube numbers and control train line functions 1 Start engines 16 Spare2 Engine only 17 Sanding3 Stop engines 18 Slow speed control4 Power control relay actuating circuit 19 General fault indicator5 Power control relay retaining circuit 20 Engine stopped indicator6 Main alternator field contactor 21 Wheelslip indicator7 Forward 22 Fire alarm8 Reverse 23 Spare9 Spare 24 Spare10 Notch on power setting 25 Spare11 Spare 26 Control negative12 Forward/EO/Reverse - Aux. motor 27 Control negative

& indicator circuit 13 Spare 14 * Crew communication 15 * Crew communication

Note: Wires 14 and 15 are twisted screened leads.




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Vehicle class Interconnector Part numbers and BR catalogue numbers manufacturer Free Jumper Assembly Plug Receptacle

59/0, 59/1, 59/2,66, 66/5,66/6 Pyle - National WWPCJ-2747 WWPD-1427 WWRF-27K67 Company

Chicago Illinois USA

59/0, 59/1, 59/2,66, 66/5,66/6 Electro Motive 9578656 8109889 824244467 Division La

Grange, Illinois USA

59/0, 59/1, 59/2,66, 66/5,66/6 Clements CPA-2751-MU-EWS N/A N/A67 National Co.

Bedford Park, Illinois USA RAIL SAFETY AND STANDARDS BOARD SD001-E006 Page 1 of 3 Issue date: 05/10/2002



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System Data for Mechanical and Electrical Coupling of Rail Vehicles E006 Control interconnector - 27 way Pin/tube numbers and control train line functions

Pin Supply Cable Function Description Class Class ClassNo. Voltage No. 59/0 66 67

59/1 66/5 59/2 66/6

1 74 VDC 1Tx Engines Start X S S2 74 VDC 2Tx Engine Fuel Prime X S S3 74 VDC 3Tx Engine Speed - “D” Value - Shutdown X X X4 74 VDC 4Tx Brake Control X X X5 74 VDC 5Tx Speed Control X S S6 74 VDC 6Tx Generator Field Control X X X7 74 VDC 7Tx Forward (Cab 2 end), Reverse (Cab 1 end) *2 X X X8 74 VDC 8Tx Reverse (Cab 2 end), Forward (Cab 1 end) *2 X X X9 74 VDC 9Tx Engine Speed - “C” Value X X X

10 74 VDC 10Tx ETH (HEP) System ON S S X11 74 VDC 11Tx Communications Screen *1 X S S12 74 VDC 12Tx Control Positive/Fuel Pump X X X13 74 VDC 13Tx Engine Speed - “B” Value X X X14 74 VDC 14Tx Communications Signal *1 X S S15 74 VDC 15Tx Communications Signal *1 X S S16 74 VDC 16Tx Engine Run Relay X X X17 74 VDC 17Tx Manual Sand X X X18 74 VDC 18Tx Engine Speed - “A” Value X X X19 74 VDC 19Tx General Fault Alarm X X X20 74 VDC 20Tx Engine Stop Indicator X S S21 74 VDC 21Tx Wheel Slip Indicator X X X22 74 VDC 22Tx Fire Alarm X X X23 74 VDC 23Tx Spare S S S24 74 VDC 24Tx Speed Control Excitation X S S25 74 VDC 25Tx Compress Synchronisation S X X26 74 VDC 26Tx Spare S S S27 74 VDC 27Tx Control Negative X X X

Codes: X = Function used on this

Class S = Spare circuit, pins are

connected end to end *1 = Twisted screened

(shielded) wires *2 = Pins 7 & 8 are

interchanged at ends to maintain directional compatibility

4Tx = Unique cable name, 4T = circuit node, X = number between 1 and 99




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Sbasilio

Rectangle


Vehicle class Interconnector Part numbers and BR catalogue numbers manufacturer Plug Receptacle Comments

47/9 LPA Industries Not fitted to 24031 For working with test coach - plc locomotive 72/1592 Lab 17

47390 - LPA Industries Not fitted to 21727 Modified as shown on RfD-CO-801455247399 plc locomotive 51/3688




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Wire No. 47390 - 47399 for working in multiple Class 47/9 for working with test coach Lab 17

1 Start engines Start engines2 Not used Engine only3 Stop engines Stop engines4 Power control relay actuating circuit Power pick up5 Power control relay retaining circuit Power retain6 Power on Power on7 Forward Forward8 Reverse Reverse9 TMC retain Raise engine speed 110 Not used Raise engine speed 211 Not used Raise engine speed 312 Master switch on Positive supply (in FOR/EO/REV only)13 Spare Not used14 Spare Not used15 DSD control Exhauster speed up16 Spare Not used17 Sanding Sanding18 Anti slip brake Anti slip brake19 General fault indicator General fault indicator20 Engine stopped indicator Engine stopped indicator21 Wheelslip indicator Wheelslip indicator22 Fire alarm Fire alarm23 Spare Signal buzzer24 Spare Fire fight initiate25 Spare Not used26* Control negative Control negative27* Control negative Control negative

Note: Wires 26 and 27 are connected together at the jumper connection box.




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205 & 207 GEC PL2-E1 109292 PS2-E1 109293 54465 94387 53/956 51/12757 51/12768 51/8300

LPA Industries N/A N/A 23073 23072 plc 51/12768 51/8300 Pin/tube numbers and control train line functions 1 All engines start 16 Lights trip/PA transmission2 All engines stop 17 Lights set/PA transmission3 Compressor control 18 Fire alarm4 Generator field control 19 Compressor synchronisation5 Overload reset 20 Control negative6 Generator field control 21 Engine indicator supply7 Generator field control 22 Lub oil pump control8 Engine speed control 23 Loudaphone (call)9 Engine speed control 24 Loudaphone (speak)10 Weak field 25 Starting bell11 EPB application 26 Spare12 EPB holding 27 Route indicator light negative13 All engines started indication 14 Forward 15 Reverse




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411, 412, 421-423, 488, 489, GEC PL2-E1 PS2-E1 54465 94387930 & 931 109292 109293 51/12768 51/8300

53/956 51/12757

LPA Industries N/A N/A 23073 23072 plc 51/12768 51/8300 Pin/tube numbers and control train line functions 1 Retaining 16 Control negative2 Series 17 Auxiliary control negative3 Parallel 18 * Heat & light set/PA transmission 4 Forward 19 * Heat & light trip/PA transmission 5 Reverse 20 Loudaphone call6 Reset and engine start 21 Loudaphone speech7 Weak field 22 * Open doors LHS8 Compressor synchronisation 23 * Open doors RHS9 Auxiliary control 24 * Doors close10 EP brake application 25 Starting bell11 EP brake holding 26 Aux. power on & engine stop12 EP brake negative 27 * Door interlock13 Control supply (local) 14 Control supply (remote) 15 Run back

Note: 1. Wires 18 & 19 are a twisted pair of screened cables. 2. On classes 421, 422 & 423 wires 22, 23, 24 & 27 have been

allocated for the functions shown.




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442 GEC 99587 99590 54465 94387 51/3684 51/3688 51/12768 51/8300

LPA Industries 21178 21727 23073 23072 plc 98/9446 51/3688 51/12768 51/8300 Pin/tube numbers and control train line functions 1 Shunt 16 Control negative2 Series 17 Auxiliary control negative3 Parallel 18 Heat & light set/PA transmission 4 Forward 19 Heat & light trip/PA transmission 5 Reverse 20 PA select6 Overload reset 21 Spare7 Weak field 22 Open doors LHS8 Compressor synchronisation 23 Open doors RHS9 Parking brake release 24 Door traction interlock10 EP brake application 25 Starting bell/door test11 EP brake holding 26 Guards panel energised12 EP brake negative 27 Close all doors13 Control supply 14 Control supply emergency 15 WSP override




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35 of 156




Vehicle class Interconnector manufacturer

Part numbers and BR catalogue numbers

Plug Receptacle Comments 43 (HST Power cars) &

Mk3 HST coaches LPA Industries

plc 20276 64/49

20333 72/428

On these vehicles a jumper assembly is used comprising 2 plugs 20276 and 36 way cable. This becomes 21867,

BR Cat No 64/547.

Pin/tube numbers and control train line functions 1 Start engines 19 * Negative Note:

Negatives: wires 9, 14, 19, 25, 26 & 27, are bonded together.

2 Spare 20 Brake unit control line 3 Stop engines 21 Brake unit control line 4 Power control relay actuating circuit 22 Wheelslip indication 5 Power control relay retaining circuit 23 4th engine speed increase (notch 5) 6 Loss of power (PCR) 24 Spare 7 Forward 25 * Negative for brake controls 8 Reverse 26 * Negative 9* Negative 27 * Negative 10 1st engine speed increase (notch 2) 28 Parking brake interlock 11 2nd engine speed increase (notch 3) 29 Spare 12 Supply to desk indicators 30 Spare 13 3rd engine speed increase (notch 4) 31 Spare 14* Negative 32 Spare 15 Brake control line 33 Spare 16 Fire alarm 34 Train lights ON, driver/guard and

public address 17 General fault indication 35 Train lights OFF, driver/guard and

public address 18 Engine stopped indication 36 Train supply contactor



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37 of 156



Vehicle class Interconnector Part numbers and BR catalogue numbers manufacturer Plug Receptacle Comments

60 LPA Industries 20380 20761 On these vehicles a jumper assembly plc 15/81463 15/81462 is used comprising 2 plugs 20380 and 36 way cable. This becomes 26884A, BR Cat No 15/81464. Pin/tube numbers and control train line functions 1 Start engines 19 General fault indication2 Local engine start/engine only 20 Engine stopped indication3 Stop engines 21 Wheelslip indication4 Power control relay actuating circuit 22 Fire alarm5 Power control relay retaining circuit 23 Automatic sand isolation6 Main alternator field contactor 24 Spare7* Forward (No 1 cab leading) 25 Spare8* Reverse (No 2 cab leading) 26 Control negative9 Spare 27 Control negative10 Notch on power setting 28 Spare11 Automatic sanding isolation 29 Spare

indication 12 Forward/EO/Reverse - Aux. motor 30 Spare

& indicator circuit 13 Spare 31 Engine control14 Crew communication 32 Engine control15 Crew communication 33 Engine control16 Spare 34 Spare17 Sanding 35 Spare18 Spare 36 Spare

Note: Wires 7 & 8 are crossed in No 2 end socket and in the loose jumper assembly.




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39 of 156




455 GEC 208618 208624 208626 98/5677 98/5676 98/5555

456 GEC 28QQ029A1 28KK029A1 Pin/tube numbers and control train line functions 1 Shunt 22 Compressor synchronise

2 Series 23 Lighting set

3 Parallel 24 Lighting trip

4 Weak field 25 Spare

5 Forward 26 Door interlock (traction)

6 Reverse 27 Signal bell

7 Spare (reserved for dynamic 28 Doors LHS release

braking)

8 Reset 29 Doors RHS release

9 Spare (reserved for emergency30 Doors close

series)

10 Westcode 1 31 Doors interlock (signal)

11 Westcode 2 32 Master switch open

12 12%g emergency brake 33 Spare

13 Brake continuity 34 Spare

14 Spare (reserved for radio) 35Spare (reserved for WSP

emergency isolation)

15 Brake negative 36 Spare

16 Control negative 37 Shore supply audible warning

17 Control negative 38 Communication 1

18 Control positive (normal) 39 Communication 2

19 Control positive (emergency) 40 Communication switching

20 Auxiliaries set 41 Couple local to unit

21 Auxiliaries trip 42 Uncouple outer end only




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41 of 156



Vehicle class Interconnector Part numbers and BR catalogue numbers

manufacturer

Plug Receptacle Comments

150/0 LPA 29051 On these units a jumper assembly is

BR unallocated used comprising 2 plugs and

150/1

LPA 27990 associated cable. This is stored in the

driving cab.

LPA Industries

BR 15/455927969

150/2 plc LPA 28008 15/78925

BR 15/788944

153 (See Note) LPA unallocated

155, 156 LPA28054/A

BR 15/5241

158-159 LPA 28008

BR 15/78894




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1 Throttle step 1 22 Fire alarm2 Throttle step 2 23 Brake release 13 Throttle step 3 24 Brake release 24 Brake continuity 25 Brake negative5 Neutral 26 Linked to train wire 276 Hold gear 27 Negative7 Forward 28 Linked to train wire 278 Reverse 29 Linked to train wire 279 Door key switch on 30 Compressor synchronisation10 Unit transmission fault 31 Linked to train wire 3211 Linked to train wire 12 32 Remote supply output12 Drivers selection switch on 33 Remote supply input13 Saloon lights on/communication 34 Linked to train wire 33

signal (screened cable) 14 Saloon lights off/communication 35 Door test - linked to train wire 27

signal (screened cable) 15 Public address control signal 36 Traction interlock16 Engine stop 37 Left hand door close17 Engine start 38 Left hand door release18 Pre heat on 39 Right hand door release19 Spare 40 Right hand door close20 Engine stopped indicator 41 Doors close interlock21 Transmission fault/wheelslip 42 Driver/guard signal

indicator

Note: On First North Westerns’ Fleet of Cl 153’s all jumper wires have been removed and terminated at the terminal bar in the vehicle junction box (No. 1 & No. 2 ends).




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44 of 156


Sbasilio

Rectangle





Receptacle Plug/cable outlet assembly

Dummy

92 LPA Industries plc 30527(90/13118) 30526(90/13117) 29992(90/13112)

Nightstock LPA Industries plc 30531 30530 30244



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Pin/tube numbers and control train line functionsTrain

line No. Pin No.

Class 92 locomotive train line description

Nightstock train line description

1 40 Nightstock 72V +ve supply

Nightstock 72V +ve supply

2 39 Close fresh air damper Close fresh air damper 3 55 Nightstock 0V return Nightstock 0V return 4 38 Doors close and block Doors close and block 5 43 Passenger alarm/door

emergency-buzzer supply Passenger alarm/door emergency-buzzer supply

6 1 Passenger alarm/door emergency-buzzer return

Passenger alarm/door emergency-buzzer return

7 21 Master locomotive 96V Supply

Master locomotive 96V Supply

8 41 Passenger alarm operated indication

Passenger alarm operated indication

9 20 Door emergency operated indication

Door emergency operated indication

10 24 ET running mode signal ET running mode signal 11 46 BR running mode signal BR running mode signal 12 54 Loco doors closed and

blocked Loco doors closed and blocked

13 10 Nightstock doors closed and blocked

Nightstock doors closed and blocked

14 42 Comms PA 1 Communications PA1 15 22 Comms PA 1 Communications PA 1 16 47 Comms train bus 1 Communications 17 28 Comms frontier control Frontier control 18 50 Comms frontier control Frontier control 19 36 Nightstock 72V+

ve supply Nightstock 72V +ve supply

20 57 RTS signal buzzer RTS signal buzzer 21 51 Nightstock 0V return Nightstock 0V return

Train line No.

Pin No.



22 53 Locomotive multiple control TDM

23 31 Locomotive multiple control TDM

24 30 Locomotive control spare 25 58 EP assist - apply supply EP assist - apply supply 26 8 EP assist - apply return EP assist - apply return 27 18 EP assist - release EP assist - release 28 17 EP assist - negative

return EP assist - negative

return 29 32 Master loco 0V return Master loco 0V return 30 44 Passenger alarm

override supply Passenger alarm override

supply 31 26 Passenger alarm override

return Passenger alarm override

return 32 29 Left hand doors unblock Left hand doors unblock 33 16 Right hand doors unblock Right hand doors unblock 34 52 Nightstock doors closed &

blocked interlock Nightstock doors closed & blocked interlock

35 48 Door control enable Door control enable 36 34 Freight/nightstock

detection Freight/nightstock detection

37 47 Comms - train bus 2 Comms - train bus 2 38 27 Comms - train bus 2 Comms - train bus 2 39 2 Comms - PA2 +

telephone Comms - PA2 + telephone

40 3 Comms - PA2 + telephone

Comms - PA2 + telephone

41 25 Comms - train bus 1 Comms - train bus 1 42 61 Cross feeding 1 43 60 Cross feeding 2



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Train line No.

Pin No.



44 37 Cross feeding 3 45 7 Cross feeding 4 46 59 Adjacent class 92 47 60 Cross feeding 6 48 37 Cross feeding 7 49 33 Cross feeding 8 50 11 Class 92 parking brake

applied indication

51 13 Class 92 parking brake released indication

52 56 Class 92 fire alarm 53 49 Class 92 Emergency pan

down - shoes retract

Train line No.

Pin No.



54 14 Emergency pan down - shoes retract reset

55 9 Class 92 motor current permitted

Spare

56 15 Spare Spare 57 5 Spare Spare 58 23 Spare ETS load shed quick

down control 59 6 Spare Spare 60 12 Spare Spare 61 4 Spare Spare



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48 of 156


System Data for Mechanical and Electrical Coupling of Rail Vehicles E016 UIC 568 connector




Receptacle Plug/cable outlet assembly

Dummy

Nightstock

LPA Industries plc 28490 30342 30524

ECML

LPA Industries plc 28490 28491 28492

Pin/tube numbers and control train line functions Pin Function 1 Power amplifier input circuit 2 Power amplifier input circuit 3 Circuit for train telephone 4 Circuit for train telephone 5 Remote control circuit for amplifiers 6 Remote control circuit for amplifiers 7 Remote control for priority

announcements 8 Remote control for priority

announcements 9 Remote control for door closing/DB

emergency brake override/DB NB signal

10 Train lights ON/DB EP assist/DB NB signal

11 Train lights OFF/DB EP assist release 12 Common 13 Screen



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System Data for Mechanical and Electrical Coupling of Rail Vehicles E017 EP assist connector

Vehicle class Interconnector Part numbers and BR catalogue numbers manufacturer Receptacle Plug/cable outlet Dummy assembly

Nightstock LPA Industries plc 30346 30344 30345 Pin/tube numbers and control train line functions Pin Function1 EP assist - application 2 EP assist - negative 3 EP assist - release 4 EP assist - application return

Connector Panforn RAIL SAFETY AND STANDARDS BOARD SD001-E017 Page 1 of 1 Issue date: 05/10/2002



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System Data for Mechanical and Electrical Coupling of Rail Vehicles E018 Control interconnector - 36 way butt type

Vehicle class Interconnector Part numbers and BR catalogue numbers manufacturer Plug Receptacle Dummy Cable gland

302, 303, 304, 305, 306, 307, GEC 156951 156950 156952 145426308, 309, 310, 311 & 312 93/30000 93/32462 93/32463 93/17601

LPA Industries 20558 20722 20964 21848 plc 93/30000 93/32462 93/32463 93/17601 Pin/tube numbers and control train line functions 1 Power notch 1 19 CP: control positive2 Power notch 2 20 PU: panto up + reset/Public

Address (Blue Wire)3 Power notch 3 21 PU: down + reset/Public Address

(Green Wire)4 Power notch 4 22 HS: heating set5 * F: forward 23 HT: heating trip6 * R: reverse 24 BR: starting bell7 Handbrake indicator 25 # SP1: speedo8 CN: control negative 26 # SP2: speedo9 CN: control negative 27 # HC: heater contactor10 KA: EP brake negative 28 # BC: battery contactor11 BA: EP brake application 29 # EL: emergency lighting12 BL: EP brake hold 30 # Spare13 LS: lights set 31 # Spare14 LT: lights trip 32 # Spare15 # BP: battery positive 33 Loudaphone call16 # BP: battery positive 34 Loudaphone speak17 # FL: line indictor light 35 ABB indicator18 CP: control positive 36 SY: compressor synch

Note: * Wires 5 & 6 are crossed in BDT jumper. # Wires 15, 16, 17, 25, 26, 27, 28, 29, 30, 31 and 32

are used as unit lines only and are not connected to nose ends.




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E018 Control interconnector - 36 way butt type



52 of 156


Sbasilio

Rectangle

System Data for Mechanical and Electrical Coupling of Rail Vehicles E019 Control interconnector – Auto coupler

Vehicle class Interconnector Part numbers and BR catalogue numbers manufacturer Auto coupler

313, 314, 315, 317, 318, 319, GEC 37KK05C1320, 321, 322, 323, 507,508 BR Cat No 98/7436

&508/2 Pin/tube numbers and control train line functions 1 Shunt 15 Brake negative 29 Doors RHS release

2 Half power 16 Control negative 30 Doors close

3 Full power 17 Control negative 31(1)(2) Doors interlock (signal)

4 Weak field 18 Control positive (normal) 32 (1) Master switch open

5 Forward 19 Control positive (emergency) 33 Spare

6 Reverse 20 Auxiliaries set 34 Brake negative (local to unit outer end - parallels train wire 15)

7(2) Dynamic brake control 21 Auxiliaries trip 35 (1) a.c. system select

8 Panto up/reset 22 Compressor synchronise 36 (1) Main CB indication

9 (1)(2) Panto down/VCB trip/d.c. 23 Lighting set 37 Audible warning system select

10 Westcode 1 24 Lighting trip 38 Communication 1

11 Westcode 2 25 Spare 39 Communication 2

12(1)(2) Brake code emergency 26(1) Door interlock (traction) 40 Communication switching

13 Brake continuity 27 Signal bell 41 & 4101 Local drum switch control

14(1)(2)(3) Spare 28 Doors LHS release 42 & 4201 Local drum switch control

Note: 1. On classes 507 and 508 wire 9 is "high rate acceleration", wires 12, 32, 35 and 36 are spares, wire 14 is Bell interlock; 26 is Pass comm; 31 is Doors

interlock (Traction). 2. On class 508/2 wire 7 is spare; 9 is Dynamic brake 12 is Brake code emergency; 14 is Bell interlock; 31 is Pass comm. 3. On class 321 nos. 321401 to 321437 inclusive wire 14 is “Door Keyswitch ON”.




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System Data for Mechanical and Electrical Coupling of Rail Vehicles E019 Control interconnector – Auto coupler RAIL SAFETY AND STANDARDS BOARD SD001-E019 Page 2 of 2 Issue date: 05/10/2002



54 of 156


Sbasilio

Rectangle



465 & 466 GEC 37KK2B1 or 4B1

Pin/tube numbers and control train line functions 1 Shunt 15 Brake negative 29 Doors RHS release

2 Half power 16 Control negative 30 Doors close

3 Full power 17 Control negative 31 Doors interlock (signal)

4 Weak field 18 Control positive (normal) 32 Master switch open

5 Forward 19 Control positive (emergency) 33 Spare

6 Reverse 20 Auxiliaries set 34 Brake negative (local to unit outer end - parallels train wire 15)

7 Spare (reserved for dynamic 21 Auxiliaries trip 35 a.c. system select brake control)

8 Panto up/reset 22 Compressor synchronise 36 Main CB indication

9 Panto down/VCB trip/d.c. 23 Lighting set 37 Audible warning system select

10 Westcode 1 24 Lighting trip 38 Communication 1

11 Westcode 2 25 Spare 39 Communication 2

12 Brake code emergency 26 Door interlock (traction) 40 Communication switching

13 Brake continuity 27 Signal bell 41 & 4101 Local drum switch control

14 Spare 28 Doors LHS release 42 & 4201 Local drum switch control




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System Data for Mechanical and Electrical Coupling of Rail Vehicles E020 Control interconnector – Auto coupler RAIL SAFETY AND STANDARDS BOARD SD001-E020 Page 2 of 2 Issue date: 05/10/2002



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Sbasilio

Rectangle



141 to 144, 150/0,150/1, Davies & D&M 0.00.193150/2 153, 155, 156, 158 & Metcalf BR Cat No 15/78188

159 Pin/tube numbers and control train line functions 1 Throttle step 1 15 Public address control signal 29 Linked to train wire 27

2 Throttle step 2 16 Engine stop 30 Compressor synchronisation (only on classes 158 & 159)

3 Throttle step 3 17 Engine start 31 Couple

4 Brake continuity 18 Pre heat on 32 Spare

5 Neutral 19 Spare 33 Spare (Uncouple 2 - * See Note 3)

6 Hold gear (only class 142) 20 Engine stopped indicator 34 Uncouple

7 Forward 21 Transmission fault/wheelslip 35 Door test - linked to train wire 27 indicator

8 Reverse 22 Fire alarm 36 Traction interlock

9 Door key switch on 23 Brake release 1 37 Left hand door close

10 Spare 24 Brake release 2 38 Left hand door release

11 Linked to train wire 12 25 Brake negative 39 Right hand door release

12 Drivers selection switch on 26 Linked to train wire 27 40 Right hand door close

13 Saloon lights on/communication 27 Negative 41 Doors close interlock signal (screened cable)

14 Saloon lights off/communication 28 Linked to train wire 27 42 Driver/guard signal signal (screened cable)




57 of 156


System Data for Mechanical and Electrical Coupling of Rail Vehicles E021 Control interconnector – Auto coupler Note

1. Class 142 Merseytravel Unit Nos. 142041 to 142058 have trainwires 10 and 30 disconnected at the auto coupler and are used as unit wires only for electronic destination and next stop signs.

2. Class 150/1 and 150/2 First North Western Unit Nos. 150133 to 150150, 150201, 150203, 150205, 150207, 150211, 150215, 150218 and 150222 to 150225 have trainwire 30 disconnected at the auto coupler and used as a unit wire only for Call for Aid signal.

3. Modification to ‘Uncouple’ Circuit on Units 158844 to 158855 only with trainwires exchanged. Spare trainwire (wire 33) exchanged with the SP8 location.

SP5 38 39 40 41 SP1 41 40 39 38 SP5

SP4 18 19 20 21 21 20 19 18 SP4

37 7 8 9 42 42 9 8 7 37

36 SP6 SP7 SP8 22 22 SP8 SP7 SP6 36

35 6 2 10 23SP2

23 10 2 6 35

34 17 1 3 11 11

3 1 17 34

33 SP9 SP10 SP11 24 24 SP11 SP10 SP9 33

32 16 5 4 12 12 4 5 16 32

31 15 14 13 25 25 13 14 15 31

30 29 28 27 26 SP3 26 27 28 29 30

Moving Contact Fixed Contact

AUTOCOUPLER (Viewed from Mating Face)




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165 & 166 Davies & 0.00.193 Metcalf BR Cat No 15/78188

Pin/tube numbers and control train line functions 1 Throttle step 1 15 Public address control signal 29 Linked to train wire 27

2 Throttle step 2 16 Engine stop 30 Compressor synchronisation

3 Throttle step 3 17 Engine start 31 Couple

4 Brake continuity 18 Pre heat on 32 Not connected

5 Neutral 19 Emergency brake code 33 Not connected

6 * Data comms. / PIS 20 Engine stopped indicator 34 Uncouple

7 Forward 21 Train fault 35 WSP override (not used)

8 Reverse 22 Fire bell 36 Traction interlock

9 Passenger communications 23 Brake code 1 37 Left hand door close

10 * Data comms. / PIS 24 Brake code 2 38 Left hand door release

11 WSP activity 25 Brake negative 39 Right hand door release

12 Drivers selection switch on 26 Linked to train wire 27 40 Right hand door close

13 # Lights set/PA 27 Negative 41 Doors close interlock

14 # Lights trip/PA 28 Linked to train wire 27 42 Signal bell

SP5 Couple (connected to wire 31)

Note * Wires 6 & 10 are screened twisted pairs.

# Wires 13 & 14 are screened twisted pairs.




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SP5 38 39 40 41 SP1 41 40 39 38 SP5

SP4 18 19 20 21 21 20 19 18 SP4

37 7 8 9 42 42 9 8 7 37

36 SP6 SP7 SP8 22 22 SP8 SP7 SP6 36

35 6 2 10 23SP2

23 10 2 6 35

34 17 1 3 11 11

3 1 17 34

33 SP9 SP10 SP11 24 24 SP11 SP10 SP9 33

32 16 5 4 12 12 4 5 16 32

31 15 14 13 25 25 13 14 15 31

30 29 28 27 26 SP3 26 27 28 29 30

Moving Contact Fixed Contact

AUTOCOUPLER (Viewed from Mating Face)




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System Data for Mechanical and Electrical Coupling of Rail Vehicles E023 Lighting control interconnector (RCH)

Vehicle class Interconnector Part numbers and BR catalogue numbers manufacturer Mk 1, 2, 3 coaches and Mk 3 BICC Flexo 9087-01-10

sleepers Products Ltd., 52/70003 Randles Road, This is a moulded type complete with 1m of cable for Knowsley Ind. cutting to appropriate lengths, 3 cable terminals Park (South), supplied loose and cable end preparation sheet. Knowsley L34 For specific vehicles and the end locations, details of 9HX assemblies cut to the correct length and with terminations attached see drawing. S1-A1-8005717.

Pin/tube numbers and control train line functions

Pin Wire No Function

1 106 Train lights on

2 107 Train lights off

3 5E 24 volts negative (earth)

75

3 R50 2

2 3

1 1

35

38




61 of 156


System Data for Mechanical and Electrical Coupling of Rail Vehicles


RSSB SD001-E024 Page 1 of 3 Issue date: 22/06/2011



DBSO Mk2, Mk 3 DLV, 47/7, 86, 87, 90 & 91, Mk 4 DLV

BICC Flexo Products Ltd

Knowsley L34 9HX

This is a moulded type with cable and terminations. For specific vehicles and locations, details of assemblies cut to the correct length and with terminations attached see drawing S1-A1-8005717.

Nightstock LPA Industries plc

LPA Part No. 30343 Sight length of unterminated lead is 1000 mm ± 25 mm

Pin / tube numbers and control train line functions

Pin Function 1 Signal wire 2 Signal wire 3 No function

3 2

1

3

1

2

75

38

R50

35



62 of 156





Channel Function M-S Channel Function M-S Channel Function M-S 1 Brake MSB 25 General fault 49 Spare 2 Brake NMSB 26 Pan UP / Reset 50 Spare 3 Brake LSB 27 Pan DOWN / Engine stop 51 Spare 4 T.E. MSB 28 Apply parking brake 52 Spare 5 T.E. NMSB 29 Release parking brake 53 TDM configured 6 T.E. 30 Parking brake applied 54 *Safety system normal 7 T.E. 31 Parking brake released 55 *Detection systems

proved

8 T.E. 32 ETS set 56 Spare 9 T.E. 33 ETS ON repeater 57 Spare 10 T.E. 34 OLE live/engine RUN 58 VCB Indicator 11 T.E. LSB 35 Dynamic brake not failed 59 Battery charger failed 12 Power handle OFF 36 Brake not isolated 60 ETS ON 13 Power handle ON 37 Speed set brake 61 Vibration warning 14 M/switch FOR / REV 38 Speed set motor 62 ** TFDS Brake 15 M/switch ON 39 Auto drop device 63 Spare 16 M/switch E.O. / AUX 40 T.E. boost 64 Spare 17 M/switch FORWARD 41 Brake test 18 M/switch REVERSE 42 T.E. / B.E. current indication 19 Wheelslip / slide 43 Brake selected 20 Sand 44 Rear lamp ON 21 Anti-slip 45 Spare 22 Fire alarm 46 Spare 23 Fire fight delay 47 Spare 24 Remote fire alarm test 48 Spare

* Not yet confirmed, currently ‘Spare’ [Utilised on Class 91 & will be used on the Mk 4 DLV]. For Class 91 locomotives & Mk 4 DLV, channel 55 is designated TMS normal. For Class 91 locomotives & Mk 4 DLV, channel 61 is designated TMS Alarm Abbreviations. ** Ffor Class 91 locomotives & Mk 4 DLV, channel 62 is designated TFDS Brake.



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Abbreviation Meaning Abbreviation Meaning MSB Most Significant Bit E.O. Engine Only NMSB Next Most Significant Bit AUX Auxiliary LSB Least Significant Bit ETS Electric Train Supply T.E. Tractive Effort OLE Overhead Line Equipment M-S Master-Slave B.E. Brake Effort M/switch Master switch TMS Transmission Monitoring System



64 of 156


System Data for Mechanical and Electrical Coupling of Rail Vehicles E025 Electric train supply interconnector - 415V, 3 phase, 600A




Plug Receptacle Comments 43 (HST power cars) and Mk

3 HST coaches LPA industries

plc 21781 64/522

21629 64/521

& 23047 64/724

On these vehicles a jumper assembly is used comprising 2 plugs 21781 and associated cables. This becomes 21866, BR Cat No 64/546.



65 of 156




Pin/tube arrangement and control train line functions



66 of 156






67 of 156


System Data for Mechanical and Electrical Coupling of Rail Vehicles E026 Electric train supply interconnector - 1000V, 600A, single pole




Plug Receptacle Heater end box (loco)

Heater end box (coach)

Dummy

31, 33, 37, 73, 86, 87, 90, 91 and coaches Mk1, 2, 2A-F, 3,

3SLP & 4

LPA industries plc

20299 64/360

28494 90/11401

28496 28495 64/4805

17465 64/44

Note: Not all class 31 and 37 locomotives are fitted with ETS



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69 of 156



Vehicle class Interconnector Part numbers and BR catalogue numbers manufacturer Plug & cable Receptacle Mounting box Dummy assembly

Nightstock coaches No.1 end LPA industries UIC30340 30341 30339 30279 plc ETS30659

92 LPA industries 30245 30246 30247 30279 plc 90/13114 90/13113 90/13115 90/13116 Note: Diagram applies to Nightstock coaches only. RAIL SAFETY AND STANDARDS BOARD SD001-E027 Page 1 of 3 Issue date: 05/10/2002



70 of 156


System Data for Mechanical and Electrical Coupling of Rail Vehicles E027 Electric train supply interconnector - 1500V, 800A, single pole RAIL SAFETY AND STANDARDS BOARD SD001-E027 Page 2 of 3 Issue date: 05/10/2002



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Sbasilio

Rectangle

System Data for Mechanical and Electrical Coupling of Rail Vehicles E027 Electric train supply interconnector - 1500V, 800A, single pole RAIL SAFETY AND STANDARDS BOARD SD001-E027 Page 3 of 3 Issue date: 05/10/2002



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System Data for Mechanical and Electrical Coupling of Rail Vehicles E028 UIC inter-vehicle communication system Vehicle class Interconnector Part numbers and BR catalogue numbers manufacturer Inter coach Live socket Dummy socket DVT No.1 End jumper & DVT jumper No.2 End Mk4 coach LPA industries 29132 28490 28492 29133 plc 64/5259 64/5257 64/5259 64/5259 Jumper Live socket Dummy socket Class 91 LPA industries 28490 28492 plc 90/12298 64/5257 64/5260 Kheops P-87-641-002 P-87-641-001 64/5257 64/5260

Pin Function 1 TDM traction control, public address and crew

communication 2 Traction control, public address and crew communication 3 Redundant data transmission for TDM traction control 4 Redundant data transmission for TDM traction control 5 110V d.c. door control signals 6 110V d.c. door control signals 7 110V d.c. door control signals 8 110V d.c. door control signals 9 FDM coach control 10 FDM coach control 11 Reserved for passenger information system 12 Reserved for passenger information system 13




73 of 156



Vehicle class Interconnector Part numbers

manufacturer

Socket Loose Jumper

class 20, 20306-20311 incl. LPA Industries 31883 31882

class 37, 37607-37612 incl.

plc

Pin/tube numbers and control train line functions 1 Engine(S) start 16 Not used

2 Selector engine only 17 Sanding

3 Engine(S) stop 18 Not used

4 Power Control Relay(PCR) pick up 19 Fault indication

5 Power Control Relay (PCR) retain 20 Engine stopped indication

6 Main generator field contactor (GFC) 21 Wheel slip indication

7 Forward 22 Fire alarm

8 Reverse 23 Fire extinguisher indicator circuit

9 Power control (engine speed up) 24 Power supply indication

10 Not used 25 Not used

11 Not used 26 Not used

12 Selector forward / E.O. / reserve 27 Control negative

13 Not used

14 Crew communication

15 Crew communication

Note: All are single core cables, no twisted pairs or

screened cables.




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75 of 156


System Data for Mechanical and Electrical Coupling of Rail Vehicles E030 Control interconnector – Auto coupler and 42 way




Auto coupler

170/1

170/2 170/4

Sab Wabco D & M products

Ltd.

Sab Wabco 220127F30

Adtranz 400-0935-75

LPA Industries 42 Way

Connector Assembly

LPA Part No. 33448

Adtranz Part No. 400-0863-32


Receptacle Assembly

LPA Part No. 33344




76 of 156




Pin/tube numbers and control train line functions 1 Throttle step 1 18 Pre heat on 37M Left hand door close 2 Throttle step 2 19 Emergency brake code 37F Linked to 40F 3 Throttle step 3 20 Engine stopped indicator 38M Left hand door release 4 Brake Continuity 21 Train fault 38F Linked to 39F 5 Neutral 22 Fire alarm 39M Linked to 38M 6 Provision for 16x compatibility 23 Brake release 1 39F Right hand door release 7M Forward 24 Brake release 2 40M Linked to 37M 7F Linked to 8F 25 Brake negative 40F Right hand door close 8M Linked to 7M 26 Linked to train wire 27 41 Door close interlock 8F Reverse 27 Negative 42 Driver/guard signal 9 Door Keyswitch on 28 Linked to train wire 27 SP5M Linked to SP7F 10 Linked to 21 29 Linked to train wire 27 SP5F Linked to SP7M 11 Linked to train wire 12 30 Not connected SP6* Data comms. / PIS 12 Drivers selection on 31 Couple SP7M Class 170 detect feed 13# Saloon lights on/communication

signal 32 Spare SP7F Class 170 detect

14# Saloon lights off/communication signal

33 Spare SP8 WSP override provision

15 Public address control signal 34 Uncouple SP9 Passenger communications 16 Engine stop 35 Provision for 16x compatibility SP10* Date comms. / PIS 17 Engine start 36 Traction Interlock SP11 WSP activity



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78 of 156




Control train line functions and intermediate end connections 1 Throttle step 1 17 Engine start 32R Linked to 31R 2 Throttle step 2 18 Pre heat on 32C Linked to 31C 3 Throttle step 3 19 Emergency brake code 33R Linked to 32C 4 Brake Continuity 20 Engine stopped indicator 33C Linked to 32R 5 Neutral 21 Train fault 34R Linked to 33R 6 * Data comms. / PIS 22 Fire alarm 34C Linked to 33C 7 Forward 23 Brake release 1 35 WSP override provision 8 Reverse 24 Brake release 2 36 Traction Interlock 9 Passenger communications 25 Brake negative 37 Left hand door close 10* Data comms. / PIS 26 Linked to train wire 27 38 Left hand door release 11 WSP activity 27 Negative 39 Right hand door release 12 Drivers selection on 28 Linked to train wire 27 40 Right hand door close 13# Saloon lights on/communication

signal 29 Linked to train wire 27 41 Door close interlock


30 Door Keyswitch on 42 Driver/guard signal

15 Public address control signal 31R Remote supply from next vehicle 16 Engine stop 31C Remote supply to next vehicle

Notes: * Wires SP6 & SP10 are screened twisted pairs # Wires 13 & 14 are screened twisted pairs ‘M’ Auto coupler moving contact ‘F’ Auto coupler fixed contact ‘R’ Receptacle ‘C’ Connector



79 of 156






80 of 156


System Data for Mechanical and Electrical Coupling of Rail Vehicles E031 Control train line functions and intermediate end connections




Auto coupler

170/5 170/6

Sab Wabco D & M products

Ltd.

Sab Wabco 220127F30

Adtranz 400-0935-75


Connector Assembly

LPA Part No. 33448



Receptacle Assembly

LPA Part No. 33344



Connector Assembly

LPA Part No. 37618

Adtranz Part No. 3EER 100012-048


Receptacle Assembly

LPA Part No. 37574

Adtranz Part No. 3EER 100012-049



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Pin/tube numbers and control train line functions – auto coupler 1 Throttle step 1 19 Emergency brake code 38M Left hand door release 2 Throttle step 2 20 Engine stopped indicator 38F Linked to 39F 3 Throttle step 3 21 Train fault 39K Linked to 38M 4 Brake Continuity 22 Fire alarm 39F Right hand door release 5 Neutral 23 Brake release 1 40M Linked to 37M 6 * Provision of 16x compatibility 24 Brake release 2 40F Right hand door close 7M Forward 25 Brake negative 41 Door close interlock 7F Linked to 8F 26 Linked to train wire 27 42 Driver/guard signal 8M Linked to7M 27 Negative SP5M Linked to SP7F 8F Reverse 28 Linked to train wire 27 SP5F Linked to SP7M 9 Door Keyswitch on 29 Linked to train wire 27 SP6* Data Comms/PIS 10* Linked to 21 30 Not Connected SP7M Class 170 Detect Feed 11 Linked to Train Wire 12 31 Couple SP7F Class 170 Detect 12 Drivers selection on 32 Spare SP8 WSP Override Provision 13# Saloon lights on/communication

signal 33 Spare SP9 Passenger Communications


34 Uncouple SP10* Data Comms/PIS

15 Public address control signal 35 Provision of 16x compatibility SP11 WSP activity 16 Engine stop 36 Traction Interlock 17 Engine start 37M Left hand door close 18 Pre heat on 37F Linked to 40F



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Control train line functions and intermediate end connections – 4 way jumper 1C Start battery remote supply to next

vehicle 2R Auxiliary battery remote supply

from next vehicle 1R Start battery remote supply from next

vehicle 3 Start battery negative

2C Auxiliary battery remote supply to next vehicle

4 Auxiliary battery negative

Note: * Wires SP6 & SP10 are screened twisted pairs # Wires 13 & 14 are screened twisted pairs ‘M’ Auto coupler moving contact ‘F’ Auto coupler fixed contact ‘R’ Receptacle ‘C’ Connector



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Pin/tube numbers and control train line functions – 42 way jumper

1 Throttle step 1 16 Engine stop 31R Adjacent vehicle charging input 2 Throttle step 2 17 Engine start 31C This vehicle charging output 3 Throttle step 3 18 Pre heat on 32R Linked to 31C 4 Brake Continuity 19 Emergency brake code 32C Linked to 31R 5 Neutral 20 Engine stopped indicator 33 Auxiliary supply failure mode one 6 * Data comms. / PIS 21 Train fault 34 Reserved 7 Forward 22 Fire alarm 35 WSP override provision 8 Reverse 23 Brake release 1 36 Traction Interlock 9 Passenger communications 24 Brake release 2 37 Left hand door close 10* Data comms. / PIS 25 Brake negative 38 Left hand door release 11 WSP activity 26 Linked to train wire 27 39 Right hand door release 12 Drivers selection on 27 Negative 40 Right hand door close 13# Saloon lights on/communication

signal 28 Linked to train wire 27 41 Door close interlock


29 Linked to train wire 27 42 Driver/guard signal

15 Public address control signal 30 Door Keyswitch on

Notes: * Wires SP6 & SP10 are screened twisted pairs # Wires 13 & 14 are screened twisted pairs ‘M’ Auto coupler moving contact ‘F’ Auto coupler fixed contact ‘R’ Receptacle ‘C’ Connector



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20°

Straight Length

747 / 762

79

30

4 POLE RECEPTACLE WITH TERMINAL BOX ASSEMBLY



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System Data for Mechanical and Electrical Coupling of Rail Vehicles E032 Control interconnector - Auto coupler

Vehicle class Interconnector Part numbers and BR catalogue numbers

manufacturer

175 Radenton Complete Coupler Assembly SR100_00

180Sharfenberg Electrical Head SR600_00




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System Data for Mechanical and Electrical Coupling of Rail Vehicles E032 Control interconnector - Auto coupler Pin/tube numbers and control train line functions – auto coupler - 125 mph Train

1 Traction Enable A 28 Door Release A 55 Cross Feed. I/L Feed

2 Traction Enable D 29 Door Release B 56 Cross Feed. I/L Return

3 Control On A 30 Door Close 57 SPARE

4 Control On D 31 Passenger Comms Feed 58 SPARE

5 Forward A 32 Brake Continuity Return 58S SPARE

6 * Reverse A 33 Emergency Brake Return 60 SPARE

7 TE Boost 34 Service Brake Fault Override D 61 SPARE

8 Engine Start 35 Engine Pre-heat 61S SPARE

9 Engine Stop 36 Passenger Comms Return 63 SPARE

10 Brake Release A 37 Door Release Return A 64 SPARE

11 Brake Release D 38 Door Release Return B 64S SPARE

12 Emergency Brake Feed 39 Fire Alarm 66 FIP Train 2 (+ve)

13 Brake Continuity Feed 40 Fire Isolation 67 FIP Train 2 (-ve)

14 Door Interlock Return 41 Couple 67S FIP Train 2 Screen

15 Service Brake Fault Override A 42 Uncouple 69 Spare Coax

16 Control Negative 43 PWM Demand 69S Spare Coax

17 Linked to 16 44 PWM Demand 71 Hill Start

18 1802 Bare ESS TW999A 44S PWM Demand Screen 72 Spare Coax

19 1901 Bare ESS TW999A 46 FIP Train 1 (+ve) 72S Spare Coax

20 Auxiliaries Set 47 FIP Train 1 (-ve) 74 Overspeed

21 Auxiliaries Trip 47S FIP Train 1 Screen 75 Selective Door Disable 1

22 Selective Door Close 49 Audio Comms 1 (+ve) 76 Selective Door Disable 2

23 Forward D 50 Audio Comms 1 (-ve) 77 Selective Door Disable 3

24 Reverse D 50S Audio Comms 1 Screen 78 Selective Door Disable 4

25 Door Signal Interlock 52 Audio Comms 2 (+ve) 79 Selective Door Disable 5

26 Door Interlock Feed 53 Audio Comms 2 (-ve) 80 SPARE

27 Signal Bell 53S Audio Comms 2 Screen




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System Data for Mechanical and Electrical Coupling of Rail Vehicles E032 Control interconnector - Auto coupler Pin/tube numbers and control train line functions – auto coupler - 100 mph Train

1 Traction Enable A 28 Door Release A 55 Cross Feed. I/L Feed

2 Traction Enable D 29 Door Release B 56 Cross Feed. I/L Return

3 Control On A 30 Door Close 57 SPARE

4 Control On D 31 Passenger Comms Feed 58 SPARE

5 Forward A 32 Brake Continuity Return 58S SPARE

6 * Reverse A 33 Emergency Brake Return 60 SPARE

7 TE Boost 34 Service Brake Fault Override D 61 SPARE

8 Engine Start 35 Engine Pre-heat 61S SPARE

9 Engine Stop 36 Passenger Comms Return 63 SPARE

10 Brake Release A 37 Door Release Return A 64 SPARE

11 Brake Release D 38 Door Release Return B 64S SPARE

12 Emergency Brake Feed 39 Fire Alarm 66 FIP Train 2 (+ve)

13 Brake Continuity Feed 40 Fire Isolation 67 FIP Train 2 (-ve)

14 Door Interlock Return 41 Couple 67S FIP Train 2 Screen

15 Service Brake Fault Override A 42 Uncouple 69 Spare Coax

16 Control Negative 43 PWM Demand 69S Spare Coax

17 Linked to 16 44 PWM Demand 71 Hill Start

18 1802 Bare ESS TW999A 44S PWM Demand Screen 72 Spare Coax

19 1901 Bare ESS TW999A 46 FIP Train 1 (+ve) 72S Spare Coax

20 Auxiliaries Set 47 FIP Train 1 (-ve) 74 Overspeed

21 Auxiliaries Trip 47S FIP Train 1 Screen 75 RESERVED

22 Selective Door Close 49 Audio Comms 1 (+ve) 76 RESERVED

23 Forward D 50 Audio Comms 1 (-ve) 77 RESERVED

24 Reverse D 50S Audio Comms 1 Screen 78 RESERVED

25 Door Signal Interlock 52 Audio Comms 2 (+ve) 79 RESERVED

26 Door Interlock Feed 53 Audio Comms 2 (-ve) 80 SPARE





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System Data for Mechanical and Electrical Coupling of Rail Vehicles E032 Control interconnector - Auto coupler RAIL SAFETY AND STANDARDS BOARD SD001-E032 Page 4 of 4 Issue date: 05/10/2002



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Cl 220 Dellner Complete Assembly as Dellner Drawing No.& 11-82074 Dated 11/06/00

Cl 221 RAIL SAFETY AND STANDARDS BOARD SD001-E033 Page 1 of 4 Issue date: 05/10/2002



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System Data for Mechanical and Electrical Coupling of Rail Vehicles E033 Control interconnector - Auto coupler Pin Contacts on RHS of Coupler

1 ― 27 ― 53* Fire Alarm Loop

2 ― 28 ― 54 ―

3 ― 29 ― 55 ―

4* TMS Data Comm 30* Centring Fault Detection 56 Brake Overrided

5* TMS Data Comm 31* Centring Fault Detection 57 Return Brake Overrided

6 Traction Enable 32 SPARE 58 NOT CONNECTED

7 SPARE 33 Parking Brake 59 NOT CONNECTED

8 Doors Close Side 1 34 SPARE 60 Return Emergency Brake

9 Lighting On 35 SPARE 61 Ready to Start

10 Lighting Off 36 Door Release Side 1 62 Door Release Side 2

11 Brake 37 TCS Comm. 63 Tilting Status

12 Taillight Side 2 38 TCS Comm. 64 Uncoupler P.B.

13 Couple 39 Hill Start 65 Couple Control

14 ― 40 ― 66 SPARE (Traction)

15 ― 41 ― 67* ―

16* TMS Data Comm 42* PDTL+ 68* ―

17* TMS Data Comm 43* PDTL- 69 Forward

18 NOT CONNECTED 44 Reverse 70 Hydr. Auth.

19 Emergency Brake Loop 45 Bogie Fault 71 Hydr. Auth.

20 Emergency Brake Loop 46 Door Closed 72 Low Speed

21 Emergency Brake Loop 47 POS. Train 73 Occupied Train

22 NOT CONNECTED 48 TCA Isolated 74 Neg. Train

23 SPARE 49 TCS Comm 75 TCA Fault

24 Taillight Side 1 50 TCS Comm 76 Engine Stop.

25 Doors Close Side 2 51 Engine Start

26 NOT CONNECTED 52* Return Fire Alarm Loop




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System Data for Mechanical and Electrical Coupling of Rail Vehicles E033 Control interconnector - Auto coupler Socket Contacts on LHS of Coupler

01* Audio Broadcast 027* CDE Ampli. 053* Return Fire Alarm Loop

02* Audio Broadcast 028* CDE Priority. 054* TON+

03* Audio Intercom 029* CDE Priority 055* TON-

04 ― 030* Centring Det. 056 Brake Overrided

05 ― 031* Centring Det. 057 Return Brake Overrided

― 032 ― 058 NOT CONNECTED

07 ― 033 Parking Brake 059 NOT CONNECTED

08 Door Close Side 2 034 ― 060 Return Emergency Brake

09 ― 035 ― 061 ―

010 ― 036 Doors Release Side 2 062 Doors Release Side 1

011 ― 037 TCS Comm. 063 ―

012 ― 038 TCS Comm. 064 ―

013 Couple 039 ― 065 ―

014* Audio Intercom 040* Talk to Panel 066 ―

015* CDE Ampli. 041* Talk to Panel 067* PWM+

016 ― 042* PDTL+ 068* PWM-

017 ― 043* PDTL- 069 Reverse

018 NOT CONNECTED 044 Forward 070 Hydr. Auth.

019 Emergency Brake Loop 045 ― 071 ―

020 Emergency Brake Loop 046 Door Closed 072 ―

021 Emergency Brake Loop 047 Pos. Train 073 ―

022 NOT CONNECTED 048 TCA Isolated 074 Neg. Train

023 ― 049 TCS Comm. 075 ―

024 ― 050 TCS Comm. 076 ―

025 Doors Close Side 1 051 ―

026 NOT CONNECTED 052* Fire Alarm Loop

Note: ― Shunted with corresponding male/female contact * Shielded




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013 012 011 010 09 08 07 06 05 04 03 02 01

026 025 024 023 022 021 020 019 018 017 016 015 014

039 038 037 036 035 034 033 032 031 030 029 028 027

X 051 050 049 048 047 046 045 044 043 042 041 040

064 063 062 061 060 059 058 057 056 055 054 053 052

X 076 075 074 073 072 071 070 069 068 067 066 065

Socket Side = Left Side : X1081

1 2 3 4 5 6 7 8 9 10 11 12 13

14 15 16 17 18 19 20 21 22 23 24 25 26

27 28 29 30 31 32 33 34 35 36 37 38 39

40 41 42 43 44 45 46 47 48 49 50 51 X

52 53 54 55 56 57 58 59 60 61 62 63 64

65 66 67 68 69 70 71 72 73 74 75 76 X

Pin Side = Right Side : X1080

Gold Plated Silver Plated

COUPLER (Looking on Backside of Terminal Block)




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Vehicle class Interconnector Part numbers and BR catalogue numbers manufacturer

Class 334 (**) Radenton Complete Coupler Assembly SR100_00 Sharfenberg Electrical Head SR600_00

Class 458 (*) Complete Coupler Assembly JS100_00 Electrical Head RE100_00 RAIL SAFETY AND STANDARDS BOARD SD001-E034 Page 1 of 3 Issue date: 05/10/2002



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1 Traction Power 1 28 Door Release A Side 55 AC Interlock

2 Traction Power 2 29 Door Release B Side 56 DC Interlock

3 Control On 1 30 Door Close 57 SPARE* / CCTV2 Screen**

4 Control On 2 31 Passenger Comms. 58 SPARE* / CCTV2**

5 Forward 1 32 Brake Continuity 58S SPARE* / CCTV2 Screen**

6 * Reverse 1 33 Emergency Brake 60 SPARE* / CCTV1**

7 Regen. Permitted 34 Forced Brake Control 1 61 SPARE* / CCTV1**

8 Pan Up / Reset 35 AC Select / Pan Up 61S SPARE* / CCTV1 Screen**

9 DC Select 36 Passenger Comms. 63 SPARE* / CCTV2 OV Ref**

10 Brake Control 1 37 Door Release A Side 64 SPARE* / Not Used**

11 Brake Control 2 38 Door Release B Side 64S SPARE* / Not Used**

12 Emergency Brake 39 Shoegear Raise/Pan Down* Pan 66 TMS Bus 2 (+ve) Down**

13 Brake Continuity 40 3rd. Rail* / Line Volts** 67 TMS Bus 2 (-ve)

14 Door Interlock 41 Couple 67S TMS Bus 2 Screen

15 Forced Brake Control 1 42 Uncouple 71 Hill Start

16 Control Negative 43 Traction Brake Rate (+ve) 74 VCB Tripped

17 Control Negative 44 Traction Brake Rate(-ve) 75 Selective Door*/VCB Ready to Close**

18 Control Positive 44S Traction Brake Rate Screen 76 Gangway Door

19 Control Positive 46 TMS Bus 1 (+ve) 77 SPARE

20 Auxiliaries Set 47 TMS Bus 1 (-ve) 78R SPARE*/Driver Present**

21 Auxiliaries Trip 47S TMS Bus 1 Screen 78L SPARE*/Driver on Next Unit**

22 Selective Door 49 Audio Comms 1 (+ve) 79 SPARE

23 Forward 2 50 Audio Comms 1 (-ve) 80 SPARE

24 Reverse 2 50S Audio Comms 1 Screen

25 Signal Interlock 52 Audio Comms 2 (+ve)

26 Door Interlock 53 Audio Comms 2 (-ve)





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RAIL SAFETY AND STANDARDS BOARD SD001-E034 Page 2 of 3 Issue date: 05/10/2002 RSSB SD001 issue two: December 2014

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168/1 Sab Wabco Sab Wabco 220127F30 D & M Products Adtranz 400-0935-75 Ltd RAIL SAFETY AND STANDARDS BOARD SD001-E035 Page 1 of 3 Issue date: 05/10/2002



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System Data for Mechanical and Electrical Coupling of Rail Vehicles E035 Control interconnector - Auto coupler Fixed & moving contact numbers and control train line functions

1 Throttle step 1 17 Engine start 35 WSP override (not used)

2 Throttle step 2 18 Pre heat on 36 Traction interlock

3 Throttle step 3 19 Emergency brake code 37M Left door close

4 Brake continuity 20 Engine stopped indicator 37F Right door close

5 Neutral 21 Train fault 38M Left door release

6 * Passenger Information System (Data) 22 Fire bell 38F Right door release (Paired with 10)

7M Forwards 23 Brake code 1 39M Right door release

7F Linked to 8M 24 Brake code 2 39F Left door release

8M Reverse 25 Brake negative 40M Right door close

8F Linked to 7M 26 Linked to train wire 27 40F Left door close

9 Passenger communications 27 Negative 41 Door close interlock

10 * Passenger Information System (Data) 28 Linked to train wire 27 42 Signal bell (Paired with 6)

11 WSP activity 29 Linked to train wire 27 SP5M Linked to SP7F

12 Drivers selection switch on 30 Compressor synchronisation SP5F Linked to SP7M

13 # Lights set/PA 31 Couple SP7M Provision for Class 170 detection feed (not used)

14 # Lights trip/PA 32 Not connected SP7F Provision for Class 170 detection (not used)

15 Public address control signal 33 Not connected

16 Engine stop 34 Uncouple

Note: * Wires 6 & 10 are screened twisted pairs.

# Wires 13 & 14 are screened twisted pairs. RAIL SAFETY AND STANDARDS BOARD SD001-E035 Page 2 of 3 Issue date: 05/10/2002



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System Data for Mechanical and Electrical Coupling of Rail Vehicles E036 Jumper arrangement


Class 73202 32 Way Plug ab Connectors Part No.:- (Class 460 Rescue Vehicle) ab Connectors ABCIRHP06GGL49D32SCNF80VD

32 Way Socket Connectors Part No.:- ABCIRH04EV49D32PCNF80VO 35 Way Plug ab Connectors Part No.:- ABCIRHSE06T2422SCNF80VD 4 Way Plug ab Connectors Part No.:- ABCIRHSE06T2422SCNF80VO

Jumper Function Jumper FunctionWire Wire

J1 Traction Enable A J18 Control PositiveJ3 Control On A J19 Emergency Control PositiveJ5 Forward A J26 Door Interlock FeedJ6 Reverse A J31 Passenger Alarm FeedJ10 Brake Release A J32 Brake Continuity ReturnJ12 Emergency Brake Feed J33 Emergency Brake ReturnJ13 Brake Continuity Feed J36 Passenger Alarm ReturnJ14 Door Interlock Return J43 PWM Demand (+ve)J15 Forced Brake Release A J44 PWM Demand (-ve)J16 Control Negative J44s PMW Demand ScreenJ17 Emergency Control Negative




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Pin Number Wire Number

2 13 314 35 56 68 36

10 1011 LINK TO PIN 2112 1213 1314 1415 1616 1717 1818 1919 1520 LINK TO PIN 2521 LINK TO PIN 1122 3325 LINK TO PIN 2026 2628 4329 4430 3231 44S




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1 12 123 324 339 44

10 4313 1314 1415 516 318 1019 3124 44S27 1528 634 2635 36




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A 16B 17C 18D 19




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Class 378 Dellner Bombardier part number 3EER400009-7297 Pin / tube numbers and control train line functions The following 12 sleeves and pins are low voltage (typically 5V TTL) signals

Side X1 Side X2Pin Signal name Pin Signal nameno. no. 1 WTB1A (TCMS Bus 1) 101 WTB2A (TCMS Bus 2)2 WTB1B (TCMS Bus 1) 102 WTB2B (TCMS Bus 2)

15 WTB2A (TCMS Bus 2) 115 WTB1A (TCMS Bus 1)16 WTB2B (TCMS Bus 2) 116 WTB1B (TCMS Bus 1)17 PIS Databus (screen) 117 PIS Databus (screen)30 PIS Databus (1) 130 PIS Databus (3)31 PIS Databus (2) 131 PIS Databus (4)43 CCTV Databus (screen) 143 CCTV Databus (screen)56 CCTV Databus (1) 156 CCTV Databus (3)58 Audio Speech + ve 158 Audio Speech + ve70 CCTV Databus (2) 170 CCTV Databus (4)71 Audio Speech - ve 171 Audio Speech - ve

The remainder of the listed contacts are 110V control signals

Side X1 Side X2Pin Signal name Pin Signal nameno. no.

6 Traction Notch 1 106 Traction Notch 17 Auxiliary Set 107 Auxiliary Set




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8 Pan Up / MCB Close 108 Pan Up / MCB Close9 PA Select 109 PA Select

10 Brake Continuity 110 Brake Continuity11 Brake Negative 111 Brake Negative12 Electro-Pneumatic Brake 112 Electro-Pneumatic Brake

Code Emergency Code Emergency20 Fault Acknowledge 120 Fault Acknowledge21 Spare (Connected) 121 Spare (Connected)24 Control Negative 124 Control Negative25 Control Negative 125 Control Negative33 Couple Proving 133 Couple Proving34 Traction Notch 2 134 Traction Notch 235 Ice Mode 135 Ice Mode36 Signal Bell 136 Signal Bell37 Electro-Pneumatic Brake 137 Electro-Pneumatic Brake

Code 1 Code 138 Emergency Control Positive 138 Control Positive39 Emergency Control Positive 139 Control Positive46 Forward 146 Reverse47 Reverse 147 Forward48 Traction Stop 148 Traction Stop49 a.c. Selected 149 a.c. Selected50 d.c. Selected 150 d.c. Selected51 Electro-Pneumatic Brake 151 Electro-Pneumatic Brake

Code 2 Code 252 Control Positive 152 Emergency Control Positive53 Control Positive 153 Emergency Control Positive60 Spare (Connected) 160 Spare (Connected)61 Emergency Lights 161 Emergency Lights62 Spare (Connected) 162 Spare (Connected)63 Spare (Connected) 163 Spare (Connected)64 Traction (Door) Interlock 1 164 Traction (Door) Interlock 165 Traction (Door) Interlock 2 165 Traction (Door) Interlock 273 Door Release Left 173 Door Release Right




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74 Door Release Right 174 Door Release Left75 Door Close RHS / LHS 175 Door Close RHS / LHS76 Passenger Communication 176 Passenger Communication77 Couple 177 Couple79 Uncouple 179 Uncouple80 Uncouple 180 Uncouple

The diagram shows the layout and numbering of the Dellner coupler contacts. The diagram shows the pins / sleeve contacts, the fixed / moving contacts, the connected spare contacts and the ‘plugged contacts’ where a blanking plug is fitted. Each sleeve (numbered nn) in section X1 has an equivalent pin (numbered 1nn) in section X2. Similarly each fixed contact (numbered nn) in section X1 has an equivalent moving contact (numbered 1nn) in section X2. The numbering is reflected about the vertical dotted line drawn at the centre of the coupling, passing through unused connections 82, 83 and 84. All unused locations are plugged. RSSB SD001-E037 Page 3 of 4 Issue date: 22/06/2011



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Pins or moving contacts, - X2 Sleeves or fixed contacts, - X1

114 113 112 111 110 109 108 107 106 105 104 103 102 101 1 2 3 4 5 6 7 8 9 10 11 12 13 14

127 126 125 124 123 122 121 120 119 118 117 116 115 82 15 16 17 18 19 20 21 22 23 24 25 26 27

141 140 139 138 137 136 135 134 133 132 131 130 129 128 28 29 30 31 32 33 34 35 36 37 38 39 40 41

154 153 152 151 150 149 148 147 146 145 144 143 142 83 42 43 44 45 46 47 48 49 50 51 52 53 54

168 167 166 165 164 163 162 161 160 159 158 157 156 155 55 56 57 58 59 60 61 62 63 64 65 66 67 68

181 180 179 178 177 176 175 174 173 172 171 170 169 84 69 70 71 72 73 74 75 76 77 78 79 80 81

Key to pin markings

Fixed/Moving Contacts Spare Fixed/Moving contact,

– in use

connected

Pin/sleeve Contacts, in Contact not fitted, ‘plugged’

use

Dellner Auto coupler pin numbering (viewed from front, under cover) RSSB SD001-E037 Page 4 of 4 Issue date: 22/06/2011



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RAIL SAFETY AND STANDARDS BOARD SD001-E038 Page 1 of 7 Issue date:

Vehicle class Interconnector manufacturer Part numbers 387 Dellner Couplers AB, Falun, Sweden 3EER400018-1463

Pin/tube numbers and control train line functions

Table 1: Identification of connections and wires on Dellner Auto-coupler

The following cables and sleeves/pins are low voltage (typically 5V TTL) signals

Wire No. Dellner Pin No.

Signal name Wire No. Dellner Pin No

Signal name Cable type

DTX42A(W) 1 WTB1A DTX44A(W) 101 WTB2A c

DTX42A(BK) 2 WTB1B DTX44A(BK) 102 WTB2B c

DTX44A(W) 15 WTB2A DTX42A(W) 115 WTB1A c

DTX44A(BK) 16 WTB2B DTX42A(BK) 116 WTB1B c

AVX46(B) 28 PIS A AVX46(B) 128 PIS A e

AVX46(R) 29 PIS B AVX46(R) 129 PIS B e

AVX47A(Y) 13 Saloon CCTV RX+ AVX47A(W) 113 Saloon CCTV TX+ f

AVX47A(O) 14 Saloon CCTV RX- AVX47A(B) 114 Saloon CCTV TX- f

AVX37A(Y) 27 DOO CCTV RX+ AVX37A(W) 127 DOO CCTV TX+ f

AVX37A(O) 41 DOO CCTV RX- AVX37A(B) 141 DOO CCTV TX- f

REX48(1) 42 Spare (Connected) REX48(1) 142 Spare (Connected) d



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Wire No. Dellner Pin No.

Signal name Wire No. Dellner Pin No

Signal name Cable type

REX48(2) 57 Spare (Connected) REX48(2) 157 Spare (Connected) d

AVX39(B) 58 Audio Speech Pair +ve AVX39(B) 158 Audio Speech Pair +ve e

AVX39(R) 71 Audio Speech Pair -ve AVX39(R) 171 Audio Speech Pair -ve e

Table 1: Continued

The remainder of the listed wires/contacts are 110V control signals

Wire No. Dellner Pin No. Signal name Wire No. Dellner

Pin No Signal name Cable type

TB1A 6 Traction Notch 1 TB1A 106 Traction Notch 1 a

TC20 7 Auxiliary Set TC20 107 Auxiliary Set a

TC22 8 Raise Pantograph / Lower Shoes TC22 108 Raise Pantograph / Lower Shoes a

AV40 9 PA Select AV40 109 PA Select a

TB13H 10 Brake Continuity TB13H 110 Brake Continuity a

RW15 11 Brake Negative RW15 111 Brake Negative a

TB12A 12 Electro-Pneumatic Brake Emergency TB12A 112 Electro-Pneumatic Brake Emergency a

TC23 20 Fault Acknowledge TC23 120 Fault Acknowledge a

RE32 21 Spare (Connected) RE32 121 Spare (Connected) a




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RW16 24 Control Negative RW16 124 Control Negative b

RW16 25 Control Negative RW16 125 Control Negative b

TC35A 33 Couple Proving TC35B 133 Couple Proving a

TB2A 34 Traction Notch 2 TB2A 134 Traction Notch 2 a

TC3 35 Ice Mode TC3 135 Ice Mode a

TC4 36 Signal Bell TC4 136 Signal Bell a

TB10 37 Electro-Pneumatic Brake Code 1 TB10 137 Electro-Pneumatic Brake Code 1 a

TC19C 38 Emergency Control Positive TC18A 138 Control Positive b

TC19C 39 Emergency Control Positive TC18A 139 Control Positive b

TB5A 46 Forward TB6A 146 Reverse a

TB6A 47 Reverse TB5A 147 Forward a

TB7 48 Traction Stop TB7 148 Traction Stop a

TC8 49 AC Selected TC8 149 AC Selected a

TC9 50 DC Selected TC9 150 DC Selected a

TB11 51 Electro-Pneumatic Brake Code 2 TB11 151 Electro-Pneumatic Brake Code 2 a

TC18A 52 Control Positive TC19C 152 Emergency Control Positive b



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TC18A 53 Control Positive TC19C 153 Emergency Control Positive b





DR26H 64 Traction (Door) Interlock 1 DR26H 164 Traction (Door) Interlock 1 a

DR27K 65 Traction (Door) Interlock 2 DR27K 165 Traction (Door) Interlock 2 a

DR28 73 Door Release Left DR29 173 Door Release Right a

DR29 74 Door Release Right DR28 174 Door Release Left a

DR30 75 Door Close (LHS / RHS) DR30 175 Door Close (LHS / RHS) a

AV31C 76 Passenger Communications AV31C 176 Passenger Communications a

TC33A 77 Couple TC33A 177 Couple a

TC33B 78 Couple TC33B 178 Couple a

TC34A 79 Uncouple TC34A 179 Uncouple a

TC34B 80 Uncouple TC34B 180 Uncouple a



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Table 2: Description of cables, types and suppliers

Cable Key CSA 1 Cable Type

Supplier

a 1.5mm2 Single core P/N. 12-536-686 Style 4GKW Huber & Suhner

b 2.5mm2 Single core P/N. 12-536-692 Style 4GKW Huber & Suhner

c 0.75mm2 2 Core +scn Databus P/N. 12-552-469 Huber & Suhner

d 0.6mm2 2 Core +scn Screened P/N. 12-555-682 Huber & Suhner

e 1.5mm2 2 Core +scn Databus P/N. 12-556-403 Huber & Suhner

f 0.25mm2 Radox Railcat CAT5 2 Pairs +scn P/N. 12-584-038 Huber & Suhner



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The diagram in Figure 1 shows the layout and numbering of the Dellner coupler pins, sleeves and contacts. The diagram shows those in use, the connected spare contacts, and the non-connected spare contacts.

Each sleeve (numbered nn) in section X1 has an equivalent pin (numbered 1nn) in section X2. Similarly each fixed contact (numbered nn) in section X1 has an equivalent moving contact (numbered 1nn) in section X2. The numbering is reflected about the vertical dotted line drawn at the centre of the coupling, passing through unused connections 82, 83 and 84. All unused locations are plugged.

Figure 1: Dellner Auto-coupler pin numbering (viewed from front, under cover)

The photograph in Figure 2 shows the different types of connection within the coupler, and was taken to show the same orientation as the diagrammatic representation of Figure 1. Note the unused locations give some degree of separation between the low voltage signal lines and the 110V contacts.



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Figure 2: Photograph showing Auto-coupler pins, sleeves, contacts and unused locations

NOTE: The photograph used in the figure above is not a Class 387 auto-coupler head, but is from an Electrostar unit and is representative of those used in the Class 387 auto-coupler.



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System Data for Mechanical and Electrical Coupling of Rail Vehicles M001 Screw coupling system

RAIL SAFETY AND STANDARDS BOARD SD001-M001 Page 1 of 6 Issue date: 04/12/2008

Screw couplers have been used to provide universal flexibility in train formation and are perpetuated to provide inter-working with existing stock.

1 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.

2 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.

3 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 Class 08 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 1 shows a typical arrangement for locomotives.

Figure 2 shows a typical arrangement for freight vehicles.

Figure 3 shows a typical arrangement for freight vehicles fitted with UIC drawgear.

Figure 4 shows a typical arrangement for freight vehicles fitted with conventional TSI drawgear.

4 System descriptions 4.1 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



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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 3 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-C0-9029821 shows types of Screw coupler in current use.

4.2 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 1, 2, 3 and 4 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.

4.3 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.

4.4 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.

4.5 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.



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Figure 1 Typical Screw coupler arrangement for locomotives (Dimensions nominal)



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Figure 2 Typical Screw coupler arrangement for freight vehicles (Dimensions nominal)



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Figure 3 Typical Screw coupler arrangement for freight vehicles fitted with UIC drawgear (Dimensions nominal)



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Figure 4 Arrangement for freight vehicles fitted with conventional TSI drawgear (Dimensions nominal)

Draw hook – dimensions

D-shackle for Screw coupler

Screw coupler and draw hooks



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System Data for Mechanical and Electrical Coupling of Rail Vehicles M002 Instanter coupling system 1 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. 2 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. 3 System types The system and components used are largely identical except for the availability of couplers of different strength grades. Figure 1 shows a typical arrangement. 4 System descriptions 4.1 Instanter couplers 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. 4.2 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. 4.3 Drawbar spring units Drawbar spring units consist of a stack of rubber elements with steel dividing plates. 4.4 Buffers Buffers are generally 520 mm projection hydraulic/gas type. Buffer heads are profiled in the vertical and horizontal planes to minimise offset loading during curve negotiation. Buffer head shapes and sizes 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. 4.5 System standards Specific requirements for each type of freight vehicle are detailed by the vehicle specification.




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System Data for Mechanical and Electrical Coupling of Rail Vehicles M002 Instanter coupling system Guidance is set out in GM/GN2589. The geometry between drawbars, couplers and buffer face and the geometry of the coupling are standard as typically shown in Figure 1. RAIL SAFETY AND STANDARDS BOARD SD001-M002 Page 2 of 3 Issue date: 04/12/2008



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System Data for Mechanical and Electrical Coupling of Rail Vehicles M002 Instanter coupling system Figure 1 Typical Instanter coupler arrangement (Dimensions nominal) RAIL SAFETY AND STANDARDS BOARD SD001-M002 Page 3 of 3 Issue date: 04/12/2008



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System Data for Mechanical and Electrical Coupling of Rail Vehicles M003 Drophead buckeye automatic coupling system


Drophead buckeye automatic couplers have been used to provide flexibility in the formation of locomotive hauled coaching stock trains, and allow haulage by locomotives fitted with Screw couplers to vehicles positioned at the rake ends. However, most types of these vehicles (except for non-passenger locomotive hauled coaching stock) now operate in fixed formation sets. They have also been used on the cab ends of some types of EMUs to provide automatic coupling between units in service and to retain provision for rescue and transfer by locomotives.

1 Usage Drophead buckeye automatic couplers are used in Mk1, Mk2 and Mk3 locomotive hauled coaching stock, Mk1 type non-gangwayed, passenger carrying coaching stock, Mk1, Mk2 and some Mk3 type EMUs, certain locomotives and various other types of vehicles.

The system allows automatic connection using the drophead buckeye automatic coupler and allows manual conversion to enable coupling to vehicles fitted with Screw couplers by extending the side buffers and dropping the drophead buckeye automatic coupler which exposes a drawhook.

2 System components The system consists of the following elements:

a) a drophead buckeye automatic 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 which provides resilience in transferring longitudinal tensile and compressive loads between vehicles during coupling and train operation when the drophead buckeye automatic coupler is in use, and provides resilience in transferring longitudinal tensile loads between vehicles when coupled to an adjacent vehicle using a Screw coupler

d) side buffers which provide resilience in transferring compressive loads between vehicles when coupled to an adjacent vehicle using a Screw coupler

e) side control units which control and centralise the coupler

f) a gangway or, if not fitted, a vestibule buffer which provides cushioning on coupling, tensions the coupler and provides a degree of resistance to vertical disengagement between vehicles in collisions when the drophead buckeye automatic coupler is in use

g) a lower shelf bracket (where fitted) attached to the drophead buckeye automatic coupler which provides additional resistance to vertical disengagement.

3 System types There are a large number of variations in the detail design and component types between vehicles but all types are functionally identical. The main variations are:

a) drophead buckeye automatic couplers fitted with lower shelf brackets or telltales

b) drawbar lengths and strength grades

c) gangway/vestibule buffer types.

Figures 1 and 2 shows typical arrangements for locomotives.

Figures 3 and 4 shows typical arrangements for Mk1 and Mk2 gangwayed vehicles.

Figure 5 shows a typical arrangement for Mk3 vehicles.



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4 System descriptions 4.1 Drophead buckeye automatic couplers The coupler is mounted to allow freedom to pivot (via the drawbar) in the horizontal plane to enable negotiation of horizontal curves, whilst being supported and restrained vertically. Vertical differential movements between vehicles are accommodated by sliding between couplers and pitch and roll movements are accommodated by clearances between the coupler heads.

The coupler is attached to the drawbar by a pin and split pin which allows the coupler to pivot down when Screw coupling to an adjacent vehicle is required. When the drophead buckeye automatic coupler is required it is manually lifted and supported by a special pin with a toggle end which passes through the coupler body and drawhook eye. This pin is permanently attached to the headstock by a chain.

Coupling is automatically achieved by moving one vehicle towards the other at slow speed. To achieve coupling both drophead buckeye automatic couplers must be in the up position and at least one knuckle is required to be in the open position (the normal position after uncoupling). If the knuckle is in the closed position it is opened by operating the coupler release chain. Coupling on curves (within limits) is facilitated by gathering arms on the coupler heads, but on smaller radii curves it may be necessary to open both knuckles. Uncoupling is achieved by operating the coupler release chain on either vehicle. The release chain is always fitted on the right hand side of the vehicle (viewed on the vehicle end) and extends via guide tubes to the outside of the vehicle.

Confirmation of coupling is achieved by a draw test, however EMU trains which regularly couple in service are fitted with a telltale which, when in the dropped position, indicates successful coupling.

The majority of ex-InterCity vehicles with drophead buckeye automatic couplers have been fitted with lower shelf brackets to provide additional vertical resistance to vehicle separation in derailments to that provided by the gangway or vestibule buffer. The bracket, which is attached to an

extended knuckle pin allows for vertical movements between vehicles encountered in normal service, but engages the knuckle of the adjacent coupler when gross vertical misalignment occurs. The engagement is designed to occur coincidentally (as far as practicable) with engagement between the top of the coupler and the underside of the gangway or vestibule buffer. The separation forces are transmitted through the gangway/vestibule buffer and the drawbar back to the vehicle structure. The use of lower shelf brackets may prevent coupling to vehicles with an electrical head beneath the knuckle coupler.

4.2 Drawbars Several types of drawbars are in use to suit different vehicle types and strength requirements. The three main types are:

a) a short type principally used on all EMU Mk1, Mk2 and Mk3 types, and Mk1 and Mk2 locomotive hauled coaching stock

b) a short type principally used on locomotives geometrically identical to a) but manufactured from a higher strength steel

c) a long type principally used on Mk3 locomotive hauled coaching stock. This type incorporates a swan neck bracket which drives and supports the gangway.

All types have identical drawhooks and are attached to the dragbox by a tailpin through the drawbar spring unit. The drawbars are supported and restrained vertically at the headstock, which reacts to vertical loads transmitted by friction between the drophead buckeye automatic couplers and vertical separation loads transmitted from lower shelf bracket contact. The supports feature replaceable wear pads.

4.3 Drawbar spring units Drawbar spring units universally consist of a stack of rubber elements with steel dividing plates. The type and number vary according to vehicle type. All spring units are preloaded by tensioning the tailpin against the rear face of the drawbar.



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4.4 Retractable side buffers To accommodate Screw coupling to locomotives the buffers are extended and the drophead buckeye automatic coupler dropped. When the drophead buckeye automatic coupler is in use the buffers are retracted to allow freedom during curve negotiation.

Buffers are either rubber spring types or hydraulic/gas types. Buffer characteristics and strokes are selected according to vehicle type, energy absorption, strength, peak load requirements and duty.

Buffer heads are profiled in the vertical and horizontal planes to minimise offset loadings during curve negotiation. Buffer head shape 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 differences, dynamic movements and curve negotiation.

Rubber spring types are used on all Mk1 (including Classes 421, 422 and 423 driving trailers), Mk2 and Mk3 locomotive hauled coaching stock. Hydraulic/gas types are used on all locomotives, other driving van trailers and certain other vehicles.

Retraction on rubber spring types is accommodated by removal of the buffer saddle and pushing back the buffer into the sleeve. The buffer saddle is connected to the headstock by a chain and stowed on a bracket.

Retraction on hydraulic/gas types is accommodated by removal of a pin, rotating (though 90°) and pushing back the buffer into the stock followed by re-insertion of the pin.

4.5 Side control units Side control units are generally rubber springs but certain older vehicles are fitted with coil spring types. As well as centralising the coupler, the units provide rotational stiffness about the drawbar pivot in the horizontal plane and therefore contribute to the transverse inter-vehicle stiffness, resisting lateral separation of vehicles during curve negotiation. The units are therefore influential in limiting the risk of buffer locking with locomotives not fitted with drophead buckeye automatic couplers during operation

through reverse curves. Due to differences between former BR and UIC requirements checks should be made to ensure that each of the elements and the materials from which they are manufactured are compatible with the specific arrangement.

4.6 Gangways and vestibule buffers Gangways form part of the coupling system as they provide cushioning on coupling, tension the drophead buckeye automatic coupler and provide vertical disengagement resistance as set out in clause 2.3.4.1. Vehicles fitted with drophead buckeye automatic couplers which do not have gangways, are fitted with vestibule buffers which resemble the lower part of a Mk1 and Mk2 gangway. In these cases the vestibule buffer compresses and controls the adjacent gangway (or vestibule buffer) and minimises the risk of gangway/vestibule buffer locking with side buffers during propelling movements through reverse curves.

Gangways for Mk1 and Mk2 are body mounted via the vestibule buffer spring units. The faceplates are proud of the drophead buckeye automatic coupling plane and are compressed during coupling against preloaded coil springs. The spring units allow further compressions to accommodate movements between vehicles during curve negotiation and compressive loadings on the drawgear. The units therefore allow the gangway faceplate to rotate in both the horizontal and vertical planes.

Gangways for Mk3 vehicles function in a similar manner but the gangway is mounted and driven off the coupler and faceplate compressions are controlled by a shear unit which comprises a number of rubber shear elements. Horizontal and vertical faceplate rotation is controlled by a spherical rubber bush mounted off the shear unit.

Both types are compatible with each other and the spring characteristics are similar, ensuring faceplates are equally compressed after coupling.

Vestibule buffers fitted to locomotives and certain other vehicles feature extensions to the upper surface of the buffers. These extensions prevent vestibule buffer locking when vehicles negotiate reverse curves and are



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simultaneously subject to vertical movements between vehicles which exceed the vestibule buffer face depth across the centre section.

Both gangways and vestibule buffers are lined with replaceable anti-friction material on the right hand side (viewed looking on the vehicle) to reduce friction between the sliding surfaces.

4.7 System standards Whilst there are several types of Mk1 and Mk2 vehicle gangways and vestibule buffers, side buffers and drawbars, the geometric relationships between drawhooks, gangways vestibule buffers and side buffers are largely identical as shown in Figures 1, 2, 3, 4 and 5.



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Figure 1 Typical drophead buckeye automatic coupler arrangement for locomotives – drophead buckeye automatic coupler down and buffers extended for coupling with Screw coupler (Dimensions nominal)



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Figure 2 Typical drophead buckeye automatic coupler arrangement for locomotives – drophead buckeye automatic couplers up and buffers retracted for coupling to vehicles with drophead buckeye automatic couplers (Dimensions nominal)



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Figure 3 Typical drophead buckeye automatic coupler arrangement for Mk1 and Mk2 type gangwayed vehicles – drophead buckeye automatic coupler down and buffers extended for coupling to locomotive with Screw coupler (Dimensions nominal)



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Figure 4 Typical drophead buckeye automatic coupler arrangement for Mk1 and Mk2 type gangwayed vehicles – drophead buckeye automatic coupler up and buffers retracted for coupling to vehicles with drophead buckeye automatic couplers (Dimensions nominal)



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Figure 5 Typical drophead buckeye automatic coupler arrangement for Mk3 gangwayed vehicles – drophead buckeye automatic coupler down and buffers extended for coupling to locomotive with Screw coupler (Dimensions nominal)



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System Data for Mechanical and Electrical Coupling of Rail Vehicles M004 Alliance coupling system


This document uses the term Alliance couplers to refer to solid shank buckeye couplers (it is known that some have been also produced by Blair).

Alliance automatic couplers have been used to provide automatic coupling between intermediate vehicles to allow adjustments to train formation on depots, although most types of these vehicles now operate in fixed formation sets.

1 Usage Intermediate ends of Mk1, some Mk2 type EMU stock (Classes 310 and 312) and intermediate ends of Mk3 HST train sets.

The system allows automatic connection of vehicles and in principle is similar to the drophead buckeye automatic coupler system without the facility for conversion to allow connection to locomotives fitted with a Screw coupler.


a) an Alliance coupler, integral with a drawbar and a means of attaching the drawbar to the vehicle structure

b) a drawbar spring unit which provides resilience in transferring longitudinal and compressive loads between vehicles during coupling and train operation

c) side control units which control and centralise the coupler

d) a gangway which provides cushioning on coupling, tensions the coupler and provides a degree of resistance to vertical disengagement between vehicles in collisions

e) a lower shelf bracket (where fitted) attached to the Alliance coupler which provides additional resistance to vertical disengagement.

3 System types Designs are similar for all types, the main variations being:

a) couplers fitted with lower shelf brackets

b) drawbar lengths

c) gangway types.

Figure 1 shows a typical arrangement for a Mk1 EMU type.

4 System descriptions 4.1 Alliance couplers The Alliance coupler head is integral with the drawbar. The head profile is a 10A AAR contour. Three types are in use as follows:

a) a short length coupler used on a Mk1 EMU types

b) a medium length coupler used on the non cab end of HST power cars

c) a long length coupler used on Mk3 HST coaches.

The coupler is mounted to allow freedom to pivot in the horizontal plane to enable negotiation of horizontal curves, whilst being supported and restrained vertically. Vertical differential movements between vehicles are accommodated by sliding between couplers and pitch and roll movements are accommodated by clearances between the coupler heads.

Coupling is achieved automatically by moving one vehicle towards the other at slow speed. To achieve coupling at least one knuckle is required to be in the open position (the normal position after uncoupling). If the knuckle is in the closed position it is opened by use of a shunting hook (or by operating the coupler release chain where fitted). It should be noted that for most vehicles the coupler release chain has been removed for safety reasons. Coupling on curves (within limits) is facilitated by



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gathering arms on the coupler body, but on smaller radius curves it may be necessary to open both knuckles. Uncoupling on Mk1 EMU types is achieved by use of a shunting hook (or by operating the coupler release chain on either vehicle where fitted). The release chain, if fitted, is always fitted on the right hand side of the vehicle (viewed on the vehicle end) and extends via guide tubes to the outside of the vehicle. Uncoupling a Mk3 type is achieved by release of a retaining pin and operation of the release lever using an uncoupling bar. Confirmation of coupling is achieved by a draw test.

All Mk3 HST vehicles have been fitted with lower shelf brackets to provide additional vertical resistance to vehicle separation in derailments to that provided by the gangway. The bracket which is attached to an extended knuckle pin allows for vertical movements between vehicles encountered in normal service, but engages the knuckle of the adjacent coupler when gross vertical misalignment occurs. The engagement is designed to occur coincidentally (as far as practicable) with engagement between the top of the coupler and the underside of the gangway. The separation forces are transmitted through the gangway buffer and the Alliance coupler back to the vehicle structure.

4.2 Drawbar spring units Drawbar spring units are universally a stack of rubber elements with steel dividing plates. The type and number vary according to vehicle type. All spring units are preloaded by tensioning the tailpin against the rear face of the drawbar.

4.3 Side control units Side control units generally consist of rubber springs but certain older vehicles are fitted with coil spring types. As well as centralising the coupler the units provide rotational stiffness about the drawbar pivot in the horizontal plane and therefore contribute to the transverse inter-vehicle stiffness resisting lateral separation of vehicles during curve negotiation.

4.4 Gangways Gangways form part of the coupling system as they provide cushioning on coupling, tension the couplers and as set out in clause 2.4.4.1 provide vertical disengagement resistance.

Gangways for Mk1and 2 EMU type are body mounted via the vestibule buffer spring units. The faceplates are proud of the Alliance coupling plane and are compressed during coupling against preloaded coil springs. The spring units allow further compressions to accommodate movements between vehicles during curve negotiation and compressive loadings on the drawgear. The units therefore allow the gangway faceplate to rotate in both the horizontal and vertical planes.

Gangways for Mk3 HST vehicles function in a similar manner but the gangway is mounted and driven off the coupler. Faceplate compressions are controlled by a shear unit which comprises of a number of rubber shear elements. Horizontal and vertical faceplate rotation is controlled by a spherical rubber bush mounted off the shear unit.

Gangways are lined with replaceable anti-friction material on the right hand side (viewed looking at the vehicle) to reduce friction between the sliding surfaces.

4.5 System standards The Alliance coupler centre height is 997 mm ARL on all types of vehicle fitted.



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Figure 1 Typical Alliance coupler arrangement for intermediate ends of EMUs, Mk1 type stock (Dimensions nominal)



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System Data for Mechanical and Electrical Coupling of Rail Vehicles M005 Compact coupling system Compact automatic couplers are commonly known as BSI couplers, they are the current standard for DMUs where inter-working between different unit types is required with provision for driver control of coupling and uncoupling at the cab ends, although not all variants are compatible electrically for multiple working. 1 Usage Unit ends and some intermediate ends of second generation DMUs. The system allows automatic connection of vehicles. 2 System components The system consists of the following elements: a) a BSI coupler head integral with a drawbar and a means of attaching

the drawbar to the structure b) a drawbar spring unit which provides resilience in transferring

longitudinal tensile and compressive loads between vehicles during coupling and train operation

c) side control units which control and centralise the coupler d) a coupler suspension unit to support the coupler during coupling. 3 System types All vehicles are generally similar and mechanically compatible with each other. However, only couplers used on unit ends have an electrical head to allow automatic connection of electrical connections during coupling which may not be electrically compatible between different classes. Figure 1 shows a typical arrangement.

4 System descriptions 4.1 BSI coupler The BSI coupler head is integral with the drawbar. The coupler head type is CK2, and all feature an integral pneumatic connection. Types used on vehicle ends fitted with gangways feature an attachment to drive the gangway. When the couplers are connected there is no freedom of movement between the coupler heads and all relative vertical transverse and roll movements between vehicles are accommodated at the drawbar pivot. Coupling is achieved automatically by moving one vehicle towards the other at slow speed. Couplings on curves (within limits) and between vehicles at different heights is accommodated by alignment wings on the coupler head. Coupling and uncoupling on unit ends is by couple/uncouple buttons in the driver’s cab, which also isolate and connect the electrical supplies between vehicles. Confirmation of coupling can be obtained by a draw test and an interlock in the brake continuity wire. Automatic uncoupling is accommodated by coupler mounted pneumatic equipment. Manual uncoupling is available by the use of an uncoupling lever. Intermediate vehicles can only be uncoupled manually. Prevention of overriding or gross transverse separation between vehicles during collisions and derailments is provided by the coupler engaging with the aperture in the headstock or with the coupler suspension units. 4.2 Drawbar spring units Drawbar spring units consist of either a stack of rubber elements with steel dividing plates or a capsule type spring unit (known as a megi-spring). All spring units are preloaded by tensioning the tailpin. 4.3 Side control units Side control units are generally rubber springs. As well as centralising the coupler the units provide rotational stiffness about the drawbar pivot in the horizontal plane and therefore contribute to the transverse inter-vehicle stiffness resisting lateral separation of vehicles during curve negotiation.




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System Data for Mechanical and Electrical Coupling of Rail Vehicles M005 Compact coupling system 4.4 Coupler suspension units All types are fitted with equipment which supports the coupler at nominal height during coupling but allows freedom for connected couplers to accommodate inter-vehicle movements. Suspension units comprise a coil spring loaded plank supporting the coupler at the rear of the coupler head. The plank height is variable to allow adjustment of the coupler height.

4.5 System standards Specific requirements for each type of vehicle are set out in the vehicle specification. Nominal coupler height above rail level is 925 mm for all types of DMU fitted with BSI couplers.




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System Data for Mechanical and Electrical Coupling of Rail Vehicles M005 Compact coupling system Figure 1 Typical BSI coupler arrangement for DMU (Dimensions nominal) RAIL SAFETY AND STANDARDS BOARD SD001-M005 Page 3 of 3 Issue date: 04/12/2008



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System Data for Mechanical and Electrical Coupling of Rail Vehicles M006 Tightlock coupling system


Tightlock automatic couplers were fitted to EMUs where inter-working between different unit types was required with provision for driver control of coupling and uncoupling from the cab. Tightlock couplers are also used on intermediate vehicles of Mk4 (IC225) train sets.

1 Usage Unit (cab) ends of EMUs and Mk4 intermediate vehicles. The system allows automatic connection of vehicles.


a) a Tightlock coupler head integral with the drawbar and a means of attaching the drawbar to the structure

b) a drawbar spring unit or an energy absorption unit which provides resilience in transferring longitudinal tensile and compressive loads between vehicles during coupling and train operation

c) side control units which control and centralise the coupler

d) a coupler suspension unit to support the coupler during coupling.

3 System types Two separate system types are in use as follows:

a) EMU type, which allows remote control of coupling and uncoupling from the driver’s cab. This type features an electrical and pneumatic head, which is attached to the base of the coupler to allow automatic connection of electrical and air connections during coupling. All EMU types are mechanically compatible with each other, but may vary with electrical and pneumatic connections between classes. Components and configuration vary according to vehicle type, manufacturer and date of build

b) Mk4 coach type, where uncoupling is performed manually from the trackside. This type does not carry any electrical or pneumatic connections.

The two types are not designed to be compatible with each other and cannot physically couple by virtue of differences in installed heights.

Figure 1 shows a typical arrangement for Mk4 coaches.

Figure 2 shows a typical arrangement for an EMU.

Figure 3 shows a typical arrangement for an EMU with high performance energy absorption.

4 System descriptions 4.1 Tightlock coupler The Tightlock coupler head is integral with the drawbar. The type of head used is specific to BR requirements, other types of Tightlock heads may therefore not be compatible. The type used on Mk4 coaches does not have a spring loaded knuckle to keep the knuckle open after release and is therefore unsuitable for use on EMU vehicles.

A range of drawbar lengths and types are in use to suit vehicle types. According to the vehicle type, couplers are fitted with attachments or features to support; drive gangways, connect inter-vehicle dampers and electrical heads, interface with the various types of coupler suspension, automatic uncoupling and coupling equipment and to suit connection methods to the vehicle structure. Drawbars used on Classes 365, 465 and 466 feature integral hydraulic units in parallel with Ringfeder resilient mounting units, to meet the high performance energy absorption requirements specified for these vehicles. The equipment also features a non-recoverable collapsible element, which allows the coupler to retract above a specified load and engage anti-climbers fitted at buffer positions as part of the specified high performance crashworthiness.



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When the couplers are connected there is no freedom of movement between the coupler heads and all relative vertical, transverse and roll movements between vehicles are accommodated at the pivot.

Coupling is achieved automatically by moving one vehicle towards the other at slow speed. To achieve coupling at least one knuckle is required to be in the open position but generally both knuckles need to be open due to gathering limitations, on small radius curves both knuckles will need to be open. On EMU vehicles the knuckle is opened automatically by operation of the uncouple button in the drivers cab or by manual operation using an uncoupling bar. On Mk4 vehicles the knuckle can only be opened by manual means. Coupling on curves (within limits) and between vehicles at different heights is accommodated by alignment wings on the coupler head. Confirmation of coupling is by a visual check that the telltale on the coupler head is in the coupled position. Uncoupling is achieved by operation of the uncouple button or by using the uncoupling bar. On EMU vehicles the couple and uncouple buttons also controls the isolating and connection of the electrical and pneumatic connections (which can also be controlled manually). Automatic uncoupling is accommodated by either vehicle body or coupler mounted pneumatic equipment with mechanical linkages.

Prevention of overriding or gross transverse separation between vehicles during collisions and derailment is provided by the coupler engaging with the apertures in the headstock or, in some cases, stops on the suspension units.

4.2 Drawbar spring units Except for Classes 334, 365, 465 and 466, drawbar spring units consist of a stack of rubber elements with steel dividing plates. The spring units are preloaded by tensioning the tailpin.

Energy absorption on coupling on Classes 334, 365, 465 and 466 vehicles is integral with the coupler and a limited amount of resilience is provided through the vehicle body mounting.

4.3 Side control units Side control units are rubber springs mounted on each side of the drawbar except for Classes 365, 465 and 466 where the side control units are integral with the coupler suspension. As well as centralising the coupler the units provide rotational stiffness about the drawbar pivot in the horizontal place and therefore contribute to the transverse inter-vehicle stiffness resisting lateral separation of vehicle during curve negotiation.

4.4 Coupler suspension units All vehicle types are fitted with equipment which supports the coupler at nominal height during coupling but allow freedom for connected couplers to accommodate inter-vehicle movements. Types in use are rubber springs, coil spring struts attached to the base of the drawbar or coil springs loaded planks supporting the coupler to the rear of the coupler head. All types are adjustable to allow maintenance of coupler height.

4.5 System standards Specific requirements for each type of vehicle are set out by the vehicle specification.

Nominal coupler height above rail level is 925 mm for all types of EMU and 997 mm for Mk4.



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Figure 1 Typical Tightlock arrangement for Mk4 vehicles (Dimensions nominal)



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Figure 2 Typical Tightlock coupler arrangement for EMUs (Dimensions nominal)



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Figure 3 Typical Tightlock coupler arrangement for EMU with high performance energy absorption (Dimensions nominal)



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System Data for Mechanical and Electrical Coupling of Rail Vehicles M007 Automatic latched coupling system


These couplers are often commonly called Scharfenberg Couplers. They work using a latch mechanism engaged by cone shaped protrusions on a flat front plate. The original patent for the design is held by Voith Turbo Scharfenberg GmbH & Co. KG. Other coupler producing companies manufacture similar couplings today.

This document uses the term ‘Automatic latched type couplers’ to refer to all couplings of this type.

1 Usage There are several types of automatic latched type coupler. There are three major variants currently in service, Type 10, Type 12 and Type 330, which cannot mechanically couple together.

Type 10 fitted to power cars and subset ends of Class 373 (Eurostar) train sets and Class 332 and 333 EMU’s

Type 12 fitted to cab ends on Classes 350, 360, 375, 376, 377, 378, 390, 444 and 450

Type 330 fitted to cab ends on Classes 175 and 180

The automatic latched Type 10 coupler is specified in the high-speed TSIs, therefore all future high-speed trains will be fitted with this coupler.


a) a automatic latched coupler head integral with a drawbar and a means of attaching the drawbar to the structure

b) a drawbar spring unit which provides resilience in transferring longitudinal tensile and compressive loads between vehicles during coupling and train operation

c) a means of centralising the coupler in the transverse plane to aid coupling

d) a means of supporting the coupler in the vertical plane to aid coupling.

3 System types The system is standard on Class 373 except that the power car cab end coupler does not carry electrical communications and does not feature hydraulically assisted uncoupling.

Figure 1 shows the arrangement for the Class 373 power car cab end coupler.

Figure 2 shows the arrangement for a Class 450 coupler.

Figure 3 shows the arrangement for a Class 220, 221 coupler.

Figure 4 shows the arrangement for a Class 390 coupler.

4 System descriptions 4.1 Automatic latched type coupler The automatic coupler head is integral with the drawbar which is connected to a drawbar pivot and which is itself flange mounted to the vehicle structure.

The coupler head features automatic connection of the pneumatic supplies between vehicles. All couplers except the cab end of the Class 373 power car also feature automatic connection of the electrical communications between vehicles. When the couplers are connected there is no freedom between the coupler heads and all relative vertical, transverse and roll movements between vehicles are accommodated at the pivot.

Coupling is achieved automatically by moving one vehicle towards the other at slow speed. Coupling on curves and between vehicles at different



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heights is accommodated by an alignment bar followed by alignment cones.

Uncoupling on the power car cab ends is by manual operation of an uncoupling lever. Uncoupling at all other locations is by manual operation of a hydraulic pump which operates a hydraulic actuator within the coupler body.

The drawbars that are used on vehicles with Type 12 vehicles typically feature integral hydraulic units in parallel with Ringfeder resilient mounting units, enabling them to meet the high performance, energy absorption requirements that are specified for these vehicles. The equipment also features a non-recoverable collapsible element integrated in the attachment plate of the coupler, which allows the coupler to retract above a specified load and engage the collapsible element of the vehicle as part of the high performance crashworthiness.

4.2 Drawbar spring units Drawbar spring units consist of a series of rubber elements integral with the coupler at the drawbar pivot.

4.3 Side control units Side control is integral with the coupler.

4.4 Coupler suspension units Coupler vertical suspension is integral with the coupler. Coupler heights are adjustable to allow maintenance of coupler height.

4.5 System standards Different classes of vehicle can have the same mechanical coupling but different integral electrical couplings, some of which can cause damage if attempted to couple together. To confuse matters further different classes of vehicles can have the same couplings but at different heights.

The high-speed TSIs mandates the automatic latched type 10 coupler set at a height of 1025 mm above rail level.



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Figure 1 Class 373 automatic latched coupler arrangement (Dimensions nominal)



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Figure 2 Class 450 automatic latched coupler arrangement

(Dimensions nominal)



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Figure 3 Class 220, 221 automatic latched coupler arrangement (Dimensions nominal)



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Figure 4 Class 390 automatic latched coupler arrangement




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System Data for Mechanical and Electrical Coupling of Rail Vehicles M008 Semi-permanent (bar) coupling system


Semi-permanent (bar) couplers are used between intermediate vehicles of certain EMUs, DMUs, Class 488* coaching stock and certain types of freight stock used in block working where coupling and uncoupling is only required on depots.

*Fixed formation rakes of Mk 2F coaches formed by BR for the original Gatwick Express service, now withdrawn.

1 Usage Intermediate ends of various fixed formation train sets where coupling and uncoupling is only required on depots for maintenance purposes.


a) a coupler head integral with the drawbar and a means of attaching the drawbar to the structure

b) a drawbar spring unit or an energy absorbing unit which provides resilience in transferring longitudinal tensile and compressive loads between vehicles during train operation

c) side control units (where fitted) to centralise the coupler

d) a coupler suspension unit (where fitted) to support the coupler during coupling.

3 System types There are many different types in use dependent on the vehicle type, manufacturer and date of build. As each type only interfaces with other vehicles fitted with identical couplers, detailed descriptions of each type are not included.

Most installations, apart from the detail of the coupler head design, are similar to the corresponding installation for the automatic unit end coupler.

Some types of coupler also carry the pneumatic and electrical communications between vehicles.

Figure 1 shows the arrangement for a Class 465 intermediate coupler. This type features high performance energy absorption equipment to protect the vehicles during collisions.

Figure 2 shows the arrangement for a typical multiple unit with high performance energy absorption.



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Figure 1 Typical semi-permanent (bar) coupler arrangement for EMUs with high performance energy absorption (Dimensions nominal)



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Figure 2 Typical semi-permanent (bar) coupler arrangement for DMUs and EMUs with high performance energy absorption




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System Data for Mechanical and Electrical Coupling of Rail Vehicles M009 Swinghead coupling system


Swinghead couplers incorporate a 10A-profile AAR knuckle coupler on an articulated shank that can be swung to one side to expose a UIC drawhook, they are typically fitted to both ends of the vehicle. The knuckle coupling reduces longitudinal shocks especially in long trains and permits safe and easy coupling and uncoupling, while the Swinghead design retains compatibility with Screw-coupled vehicles.

1 Usage Both ends of Classes 66/0 and 67, some shunting locomotives and various Thrall-built wagons such as FAA and BYA. The HTA coal hopper has fixed couplers (it has no drawhook or buffers), which are compatible with the Swinghead. Some MBA vehicles have a mix of Swinghead and fixed couplers.


a) a 10A-profile AAR knuckle coupler on an articulated shank that can be swung to one side to expose a UIC drawhook

b) a latch mechanism that retains the knuckle coupler head in either the retracted or active mode

c) a mechanical link that provides uncoupling of mating vehicles to be carried out from the trackside

d) a lower shelf bracket.

3 System types There is only one basic type of Swinghead coupler, however, there are small differences between the ones fitted to locomotives and those fitted to wagons:

Locomotive Wagon

Installation height, ARL (mm) 954 964

Knuckle size (height) 13” (Classes 66/0 and 08)

11” (Class 67) 11”

Latch mechanism Detent pins Gate

Both types are compatible with each other and there is potential to knuckle-couple with drophead buckeyes and Alliance couplers on coaching stock as they share the same 10A profile.

The Swinghead does not incorporate any pneumatic or electrical connections.

Figure 1 shows the arrangement for a wagon Swinghead coupler.



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System Data for Mechanical and Electrical Coupling of Rail Vehicles M009 Swinghead coupling system


Figure 1 Swinghead coupler arrangement for freight wagon (Dimensions nominal)



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sd001 issue two - rssb iss 2.pdf · connection points are fitted to the cab ends of hst power cars....

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