gmrc2509 Iss 1 PDF

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Code of Practice
GM/RC2509
Issue One
Code of Practice for Traction & Rolling Date January 1996
Stock - Mechanical Coupling Systems Page 1 of 69
Code of Practice
for Traction &
Rolling Stock -
Mechanical
Coupling Systems
Synopsis
This Code of Practice details the
main types of rail vehicle
mechanical coupling systems
currently in use on rail vehicles
that operate on Railtrack
controlled infrastructure. It also
provides basic information on the
requirements for ensuring safe and
reliable mechanical coupling
system design for new or
modified rail vehicles.
This document is the property of

Railtrack PLC. It shall not be
Submitted by reproduced in whole or in part
without the written permission of
Signatures removed from electronic version
the Controller, Safety Standards,
.................................................................................................. Railtrack PLC.
B.K. Wilkinson
Nominated Responsible Manager Published by
Safety & Standards Directorate
Railtrack PLC
Approved by Floor 2, Fitzroy House
.................................................................................................. 355 Euston Road
C.P. Boocock London NW1 3AG
Chairman, Traction & Rolling Stock Subject Committee
© Copyright 1996 Railtrack PLC
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Date January 1996 Code of Practice for Traction & Rolling
Page 2 of 69 Stock - Mechanical Coupling Systems
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Contents
Section Description Page
Part A Issue record 2

Responsibilities and distribution 2
Health and Safety Responsibilities 2
Supply 2
Part B
1 Purpose. 3
2 Scope. 3
3 Definitions and Abbreviations. 4
4 Introduction. 5
5 Coupling System Types. 6
6 Introduction of New Coupling System Types. 8
7 Compatibility Between Coupling Systems. 8
8 Rescue, Assistance and Transfer of Vehicles fitted with Incompatible
Coupling Systems. 9
9 Railway Group Standards Requirements. 9
10 UIC Requirements. 9
11 Operating Considerations. 10
12 Mechanical Strength and Material Properties. 11
13 Energy Absorption. 12
14 Compliance with Gauge. 14
15 Avoiding Derailment. 14
16 Testing. 15
17 Maintenance Requirements. 16
Appendices
A Summary of Coupler Types Fitted to Traction & Rolling Stock
Operating on Railtrack Controlled Infrastructure. 17
B Coupling System Descriptions. 20
B.1 Screw Couplers 20
B.2 Instanter Couplers 26
B.3 Drophead Buckeye Couplers 29
B.4 Alliance Couplers 39
B.5 BSI Couplers 43
B.6 Tightlock Couplers 46
B.7 Scharfenberg Couplers 52
B.8 Semi-Permanent Couplers. 55
C Summary of Compatibility Between Coupling Systems. 57
D Adaptor Couplers and Equipment. 58
E Design of Coupling Systems to Avoid Derailment. 59
F Sources of Height Variations Between Vehicles or
Coupling Equipment. 64
G Minimum Track Geometry Data Typically Used for Vehicle
Design Purposes. 65
References 66
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Part A
Issue record This Code of Practice will be updated when necessary by distribution of a
complete replacement.
Amended or additional parts of revised pages will be marked by a vertical

black line in the adjacent margin.
Issue Date Comments

One January 1996 Original Document
Responsibilities This Code of Practice is of relevance to all organisations with a

and distribution responsibility for specifying, designing or installing rail vehicle mechanical
coupling systems on rail vehicles.
Health and Safety In approving this Code of Practice, Railtrack PLC makes no warranties,
Responsibilities express or implied, that compliance with all or any Railway Group
Standards is sufficient on its own to ensure safe systems of work or
operation. Each user is reminded of its own responsibilities to ensure
health and safety at work and its individual duties under health and safety
legislation.
Supply Controlled and uncontrolled copies of this Code of Practice must be

obtained from The Catalogue Secretary, Safety & Standards Directorate,
Railtrack PLC, Floor 2, Fitzroy House, 355 Euston Road, London,
NW1 3AG.
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Part B
1 Purpose 1.1 This Code of Practice provides details and descriptions of the main types of
mechanical coupling systems currently in use on rail vehicles operating on
Railtrack controlled infrastructure. It also provides guidance on mechanical
coupling system design and operating criteria to promote safe operation and
interworking in normal service and minimise damage to vehicles and risk to
passengers and staff in the event of collisions or during coupling operations.
1.2 It also provides information for organisations responsible for commissioning

new or modifying existing rail vehicles which are specified to interwork with
existing stock either by a compatible coupling system or by the use of adaptor
couplers.
1.3 The information provided is for guidance only and use of the information or
duplication of existing designs does not necessarily constitute compliance with
the mandatory requirements associated with coupling systems and operating
practice or specific technical and performance requirements contained within
vehicle procurement or modification specifications.
1.4 In the analysis of mechanical coupling system performance between new or

modified vehicles the organising body is advised to procure full details of the
coupling system and vehicle parameters of existing vehicles from the vehicle
owner.
2 Scope 2.1 This Code of Practice provides details of typical couplers in current use on rail
vehicles of the following vehicle types which operate over Railtrack controlled
infrastructure where coupling and uncoupling in service or on depot is required:-
• Main line locomotives
• Shunting locomotives
• DMUs
• EMUs
• Locomotive hauled coaching stock
• Driving Trailers
• HST
• Freight vehicles
• Vehicles used in international traffic between mainland Europe and the
United Kingdom.
• On-Track Machines (required to operate or travel on Railtrack controlled
infrastructure outside a possession)
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2.2 The coupling system descriptions (Appendix B) do not specifically cover the
coupling systems of the following types of vehicles:-
• Trains operated by London Underground Limited and light railway vehicles
that are confined to specific routes.
• Trains that are operated by Eurotunnel Limited.
• Independent snow-ploughs
• Special purpose On-Track machines and vehicles used for track and
trackside maintenance required to operate or travel on Railtrack controlled
infrastructure only in a possession.
• Preserved rail vehicles including steam, diesel and electric locomotives and
rolling stock.
• AAR E/F type couplers which are only used on certain freight trains which
operate in block formation.
• Centre buffer and 3 link chain couplers which are only used on
intermediate vehicles of certain types of EMU subject to imminent
withdrawal.
3 Definitions and 3.1 Definitions

Abbreviations
Coupling System
See GM/TT0401
Coupler
The element which mechanically connects the vehicles together.
Automatic Coupler
See GM/TT0401
Adaptor Coupler
A type of coupler which enables vehicles with incompatible couplers to be
connected together for the purposes of rescue and/or transfer.
Emergency Screw Coupler

A screw coupler which enables vehicles fitted with drawhooks to be connected
together in circumstances where the installed screw coupler is unusable or where a
screw coupler is not fitted.
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3.2 Abbreviations
AAR Association of American Railroads

ARL Above Rail Level
BR/BRB British Rail/British Railways Board
BSI Bergische Stahl - Industrie
CL Class (as in class of locomotive or train set, e.g. CL08, CL465)
DMU Diesel Multiple Unit
EMU Electric Multiple Unit
HST High Speed Train (CL253 and CL254 train sets)
MK Mark (as in type of coaching stock, e.g. MK1, MK2)
IC InterCity
TOE Trailer Open End (MK4 Vehicle)
UIC International Union of Railways
4 Introduction 4.1 Various types of mechanical coupling systems are in use, each of which
provides the following basic functions:
*
A means of connecting and separating vehicles either by manual or
automatic methods.
* A
recoverable means of absorbing energy during coupling, rough shunting,
minor collisions, braking and accelerating without damage to vehicle
equipment, vehicle structures and cargo.
* A
recoverable means of absorbing energy during coupling without causing
discomfort or injury to passengers and train crew.
* A
means of transferring tensile and compressive forces between vehicles
during coupling, rough shunting, minor collisions, braking, accelerating and
curving.
* A
means of accommodating track and vehicle induced movements between
adjacent vehicle ends without damage to vehicle end equipment or the risk
of derailment.
4.2 In addition to the above, modern coupling systems for specific vehicle types
may also incorporate the following additional functions:
• A recoverable means of absorbing energy during higher levels of collisions
without damage to vehicle equipment and structures and limiting injury to
passengers and train crew.
• A means of preventing (in conjunction with the surrounding structure)
overriding and transverse separation of vehicles during collisions and
derailments.
• A means of providing a non recoverable longitudinal collapse of the coupling
equipment or its connecting structure to allow engagement of anti climbers
or bodyends as part of a controlled system of progressive collapse in severe
collisions.
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• A means of automatic connection and disconnection of power, control,
communication and air supplies between vehicles.
4.3 A large range of different types of coupling equipment is available. Within

each type the physical geometry, characteristics and performance can be tailored
to suit specific vehicle applications and duty. Selection of suitable equipment for
each application is determined by meeting the following criteria:
• The business requirements in terms of interworking with existing rail
vehicles.
• The mandatory requirements contained within the relevant Railway Group
Standards and legislation (and where applicable the relevant UIC
standards).
• The specific technical performance criteria contained within the vehicle
engineering or performance specifications.
4.4 There is a wide range in the age of vehicles currently operating on Railtrack
controlled Infrastructure. During this period there has been considerable
development in the performance of coupling equipment and successive
development in technical standards. As a consequence certain existing vehicles
are fitted with coupling equipment which may not meet all current standards or
achieve the technical performance of available equipment. Wherever reasonably
practicable new vehicles or existing vehicles subject to a change of use should be
fitted with coupling systems which incorporate the advantages of the available
high performance coupling equipment.
5 Coupling System 5.1 The coupling systems in current use can be broadly classified as follows:-
Types a) Vehicles fitted with side buffers, drawhooks and screw couplers.
b) Vehicles fitted with side buffers, drawhooks and Instanter couplers.
c) Vehicles fitted with side buffers, drawhooks and drophead Buckeye
automatic couplers which are manually convertible to couple with other
Buckeye fitted vehicles or vehicles as described in a) above.
d) Vehicles fitted with Alliance automatic couplers.
e) Vehicles fitted with BSI automatic couplers.
f) Vehicles fitted with Tightlock automatic couplers.
g) Vehicles fitted with Scharfenberg automatic couplers.
h) Vehicles fitted with connection points to allow rescue and transfer by the
use of adaptor couplers carried on the vehicle.
i) Vehicles fitted with semi permanent (bar) couplers.
j) Vehicles fitted with Wedgelock couplers.
k) Vehicles fitted with AAR E/F automatic couplers.
l) Vehicles fitted with centre buffers and 3 link chain.
m) Articulated vehicles with a shared bogie between vehicles
The type of system in use is dependant on the type of vehicle, the interworking
and the operating and performance requirements specified at the time of build or
during modification.
5.2 Screw and Instanter couplers have been used to provide universal flexibility
in train formation and are perpetuated to provide interworking with existing
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stock.
5.3 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 whichever vehicle is 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 early types of EMUs to provide
automatic coupling between units in service and to retain provision for rescue and
transfer by locomotives.
5.4 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.
5.5 BSI automatic couplers are the current standard for DMUs where
interworking between different unit types is required with provision for driver
control of coupling/uncoupling at the cab ends.
5.6 Tightlock automatic couplers are the current standard for EMUs where
interworking between different unit types is required with provision for driver
control of coupling/uncoupling at the cab ends. Tightlock couplers are also used
on intermediate vehicles of IC225 train sets.
5.7 Scharfenberg automatic couplers are used on CL373 (Eurostar) vehicles to

provide automatic coupling between subsets and power vehicles. They will also
be fitted to CL332.
5.8 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.
5.9 Semi-permanent (bar) couplers are used between intermediate vehicles of

certain EMUs, DMUs, Victoria - Gatwick coaching stock and European
Nightstock sub-set intermediate ends and certain types of freight stock used in
block working where coupling/uncoupling is only required on depots
5.10 Wedgelock Couplers are used on some London Underground trains and
CL483 Isle of Wight trains (which are ex London Underground trains).
5.11 AAR E/F couplers are used on certain types of intermediate freight vehicles
which operate in block formation.
5.12 Centre buffer and 3 link couplers are used on intermediate 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.
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5.13 The type of coupling system in use on vehicles which are currently
operating on Railtrack lines is listed in Appendix A. Descriptions of typical
coupling systems covered by this Code of Practice are included in Appendix B
accompanied by selected diagrams showing typical arrangements.
6 Introduction of 6.1 When considering the introduction of new coupler systems the following
New Coupling aspects should be reviewed :-
System Types a) The need to meet mandatory requirements defined in Railway Group
Standards, any legislation and Government requirements.
b) The need to meet operating and performance requirements.
c) The adaptability of the physical geometry, characteristics and performance
of coupler systems in current use to suit specific vehicle applications and
duty.
d) The possible need to obtain certification under the process for the
Engineering Acceptance of Rail Vehicles (see GM/RM2500 [28]).
e) The need to meet interworking requirements with existing types of vehicle
where applicable.
f) The need to prevent connection to existing vehicle types which are
incompatible for normal service operation.
g) The risk associated with any need to establish specific working practices in
the exceptional circumstances when there is a need to connect
incompatible coupler systems.
h) The need to provide for rescue, and assistance with other vehicles as
defined by the Railtrack access agreements.
i) The need to provide for dead haulage at line speeds to workshops and
maintenance facilities and to allow for shunting movements on depots in
accordance with reference [11].
j) The need for coupling systems with autocouplers to include a positive
indication by physical or other means that can be readily used to confirm
that coupling has been achieved.
7 Compatibility 7.1 A summary of compatibility between coupling systems is shown in

Between Coupling Appendix C. This table details the systems which are directly compatible and
Systems the specific arrangements where incompatible systems are able to couple by the
use of adaptor couplers or equipment for the purpose of depot movements,
rescue, assistance and transfer. The table contents are not comprehensive and
do not cover all the restrictions which appertain to individual vehicles types or
combinations. Details of restrictions and operating procedures for coupling
between vehicles are covered in reference [10] and in the Train Crew Working
Instructions and Operating Manuals for each type of vehicle or train set.
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8 Rescue, Assistance 8.1.1 Adaptor or emergency screw couplers are provided for use between
and Transfer of incompatible coupler types for the rescue and assistance of failed trains
Vehicles fitted with or to enable shunting movements on depots.
Incompatible
Coupling Systems 8.1.2 Adaptor couplers are also used in specific cases for transfer of empty
stock between depots and manufacturing or repair facilities; however, in these
cases it is normal to use barrier or match vehicles specifically designed for use
with certain types of stock.
8.1.3 Adaptor and/or emergency screw couplers are either carried on vehicles or
are held at depots. The requirements for vehicle and/or depot provision of
adaptor and/or emergency screw couplers are subject to the operating
requirements in the area of operation and the track access agreement with
Railtrack.
8.1.4 Known adaptor couplers in current use are listed in Appendix D. The use
of existing adaptor couplers for new or modified vehicles is subject to their
suitability for the application and compliance with the relevant Railway Group
Standards.
8.2 Barrier vehicles currently exist for use with the following type of stock to
allow haulage by locomotives fitted with a screw coupler:
• HST vehicles fitted with Alliance couplers.
• EMU vehicles fitted with Alliance couplers.
• EMU vehicles fitted with Tightlock couplers.
• MK4 vehicles fitted with Tightlock couplers.
• DMU vehicles fitted with BSI couplers.
• Eurostar vehicles fitted with Scharfenberg couplers. (Certain converted
CL 73 and CL 08 shunters are also able to directly couple to Eurostar
trains).
9 Railway 9.1 The Railway Group Standards directly applicable to mechanical coupling
Group Standards systems are listed in references [2], [5] and [6]. Associated Railway Group
Requirements Standards relevant to coupling systems are listed in references [1], [3] and [4].
The Standards are the minimum requirements which apply to all new rail vehicles
and also to existing vehicles when undergoing engineering change in so
far as it is reasonably practicable to incorporate them. Coupling systems on some
existing vehicles may not comply, but arrangements are in place to ensure safety
and safe interworking.
10 UIC 10.1 Vehicles which are required to operate between the UK and mainland
Requirements Europe in international traffic are required to comply with the UIC requirements.
The requirements which are directly applicable to coupling systems and track
geometry are detailed in a collection of UIC leaflets references [12] to [24].
These references apply to vehicles fitted with side buffers and screw couplings.
UIC leaflets also exist for the provision of automatic couplers, however this type of
system has not yet been implemented.
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11 Operating 11.1 Coupling/Uncoupling

Considerations
11.1.1 The coupling and uncoupling of vehicles and the use of adaptor couplers
is controlled by the Railtrack Rule Book reference [10] (in particular see
Rule Book Appendices 2,3,4,5,7,11 and 13), the Train Crew Working
Instructions and Operating Manuals for individual vehicle types and the Operating
departments staff training procedures including reference [9].
11.1.2 Coupling and uncoupling of vehicles (except for intermediate vehicles

which are semi permanently coupled) may be required on any part of the
Railtrack controlled infrastructure and other location. For practical purposes
coupling/uncoupling is not normally required on simple and reverse curves below
160m radius, unless otherwise specified. Special arrangements need to be in
place where the gathering range of coupler systems on some existing rail vehicles
is insufficient to meet the reverse curve criteria.
11.1.3 Coupling system design and equipment should therefore, as a minimum

requirement, accommodate coupling and uncoupling on all types of simple and
reverse curves greater than or equal to 160m radius. In the case of automatic
couplers any difference between heights of vehicles (see Appendix F) should also
not prevent coupling and uncoupling.
11.1.4 Semi permanent (bar) couplers are generally only coupled or uncoupled
on depots and workshops on straight or near straight track. However, the
coupler design should include features to allow as much gathering between the
couplers as is practicable.
11.1.5 Coupling systems with autocouplers should include a positive indication

by physical or other means that can be readily used to confirm that coupling has
been achieved. Where this facility is not currently fitted or cannot be readily
confirmed this should be remedied wherever practicable.
11.2 Operation over minimum track geometry
11.2.1 The design, installation and geometry of track is defined in references

[7] and [8]. The minimum track geometry which is normally specified for the
purposes of vehicle procurement and to which most existing vehicles were
designed is listed in Appendix G. This Appendix also covers the basic minimum
track geometry which may be expected in depots, workshops and sidings.
11.2.2 There are a small number of locations (covered by local operating

instructions) where specific combinations of vehicles are not permitted to run
because of the risk of buffer locking in propelling situations. Wherever
practicable the couplings fitted to vehicles should avoid the necessity for special
local instructions.
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11.2.3 The coupling system design and equipment should therefore allow any
permitted combination of vehicles in any permitted operating condition to operate
over the track features described in references [7] and [8] and the minimum
track geometries listed in Appendix G unless otherwise specified in vehicle
procurement or modification specifications.
11.3 Staff Health and Safety
11.3.1 The design of new coupling systems shall not expose staff to risk of
injury either by the operation of the coupling equipment or by requiring staff to
stand between vehicles whilst vehicle movements are taking place during coupling
or uncoupling operations.
11.3.2 Wherever possible coupling/uncoupling operations should minimise the

need for staff to enter the space between vehicles by the use of remote controls
or uncoupling bars. Where it is necessary for staff to enter the space between
vehicles for the purpose of coupling/uncoupling adequate room for staff to
manoeuvre and operate equipment shall be provided. In the case of screw
couplings the requirements of reference [13] provide a defined space envelope to
enable staff to operate between vehicles.
11.3.3 Where automatic coupling/uncoupling is not possible the weight of

coupling equipment (including adaptor couplers) which requires man-handling, or
the forces required to operate the equipment, should comply with the provisions
of reference [25]. Additionally, such requirements should be commensurate with
the stature of the staff recruited by the operator for the purposes of coupling
duties. A suitable guide-line for evaluating physical
limitations for staff engaged in such duties is the “Ergonomics Standards and
Guide-lines for Designers” reference [26].
12 Mechanical 12.1 Mechanical strength requirements for coupling equipment are defined in
Strength and reference [2].
Material
Properties 12.2 Coupling equipment components should meet the specified mechanical
strength requirements, the material properties, metallurgical condition and surface
treatments. In addition, coupling equipment components should be selected to
meet the duties of the operating conditions particularly with respect to fatigue
loads and snatch loads during train operation and impact loads during coupling
and the wear performance of moving parts.
12.3 Wherever practicable the design of coupling equipment components

should avoid high rates of wear and the effects of corrosion. Items subject to high
rates of wear or the effects of corrosion should be fitted with easily replaceable
parts, liners or bushing.
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13 Energy 13.1 During Coupling
Absorption
13.1.1 Each vehicle (or rake) should be capable of absorbing its own energy
during coupling operations.
The calculation of kinetic energy should be based on the relevant mass of the
vehicle. Some masses (eg passenger load) are normally ignored in the calculation
of kinetic energy as they are considered to act as decoupled masses for
calculation purposes. In specific scenarios the influence of such apparent
decoupled masses may have to be considered in the calculation of kinetic energy.
13.1.2 Energy absorption is normally accommodated by side buffers on vehicles

fitted with screw couplers and by elements integral with the coupler or between
the coupler and the vehicle body on vehicles fitted with automatic or semi
permanent couplers.
13.1.3 Coupling speeds are variable according to driver control and operating
practice. In the case of vehicles which are coupled with staff or passengers on
board, normal practice is to stop 2m ahead of the stationary vehicle/train and
move slowly towards the stationary vehicle/train to couple. In these conditions
typical coupling speeds up to 0.5 m/s, and occasionally up to 1 m/s, are
encountered. However, in less controlled conditions all types of vehicles may be
subject to occasional coupling speeds up to 2 m/s.
13.1.4 In the case of vehicles which couple with traincrew and passengers on
board the accelerations imparted to the vehicles at coupling speeds up to 0.5 m/s
should not exceed those specified in reference [4]. To minimise the risk of injury
to passengers and traincrew the coupling equipment design should as far as
reasonably practicable minimise the accelerations due to higher coupling speeds.
13.1.5 In the case of coupling at speeds up to 2 m/s:

• The peak forces generated during coupling should not exceed the
longitudinal proof loads at the drawgear or buffer mounting positions defined
in reference [1].
• The coupling equipment, vehicle structure and vehicle equipment should not
sustain any damage.
• The elements absorbing the energy should be fully and automatically
recoverable.
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13.2 During Train Operation
13.2.1 The flexible elements within the coupling system should be selected so
as not to cause any undesirable dynamic effects, and to avoid frequency
coincidence or excitation with other modes of vibration, of the vehicle or train
during normal operation which may include the effects of braking or sudden
changes in tractive power.
13.2.2 In train formations which contain non rigid couplings (e.g. Screw,
Instanter, Buckeye and Alliance couplers) the forces generated throughout the
train when the train moves from rest shall be absorbed without:
* Generating accelerations to the vehicle bodies which would cause injury to
traincrew or passengers or damage to cargo.
* Exceeding the coupler or vehicle proof loads defined in reference [1] or
causing any damage to vehicle equipment.
13.3 During Collisions
13.3.1 In addition to the requirements for energy absorption during coupling

(See Clause 13.1), additional energy absorption within the coupling equipment
may be specified for vehicles which carry train crew and passengers in order to
minimise risks of injury to train crew and passengers and to minimise damage to
vehicles during collisions or derailment.
13.3.2 The requirements may include absorbing the energy of a collision with a
combined closing speed of up to 4 m/s within the self recoverable stroke of the
energy absorbing elements so that the requirements defined in Clause 13.1.5 are
met under a combined closing speed of 4m/s.
13.3.3 In addition, to meet the structural collapse requirements of reference [1]

the coupling equipment or its connection to the vehicle structure may contain non-
recoverable elements which allow anti-climbers or body ends to engage above a
specified closing speed.
In these cases activation of the non-recoverable element should be at a force level

with an adequate margin above the peak force generated by the recoverable
element at the maximum specified closing speed. A visible means of checking
that the non recoverable element has not been activated should be provided.
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13.3.4 The coupling equipment may be an integral part of the mechanism by
which the vertical and transverse load requirements between vehicles detailed in
references [1] and [2] are met. In such cases the requirements apply during
activation of both the recoverable and non-recoverable elements. In addition,
activation of the non-recoverable element should not allow separation of the
vehicles under tensile loading (where vehicles are coupled) post collision up to a
force equivalent to the proof loads of the coupling equipment defined in reference
[2].
14 Compliance With 14.1 Gauging requirements are defined in reference [3].

Gauge
Whilst it may be necessary to maximise the size of side buffers to minimise the
risk of buffer locking on certain vehicles, the size (and shape) of buffers is
constrained by the need to ensure compliance with the above standard.
14.2 Screw couplers in an extended position when not in use may also infringe
the gauge and therefore all vehicles fitted with screw couplers are required to be
fitted with a retention bracket. The bracket should also restrain the coupler to
prevent damage to adjacent equipment.
15 Avoiding Derailment 15.1 Vehicle coupling systems should allow any permitted or specified coupling
combination to operate safely and without risks of damage or derailment when
operating over Railtrack controlled infrastructure and in sidings, depots and
workshops.
15.2 The design, installation and geometry of track is defined in references [7]
and [8] and its associated reference documents. Minimum track geometry
typically used for vehicle design cases is shown in Appendix G.
15.3 Risk of damage or derailment is avoided by undertaking analysis to ensure

that the design of the coupling system, its operation and use and its effect on the
vehicles and track interface under all operating conditions is suitable. It should
not be possible for circumstances to develop where insufficient freedom of
movement or interaction between inter-vehicle equipment generates forces
between the wheels and the track that exceed those specified in reference [5].
The type and extent of analysis will vary according to vehicle types, coupling
system, coupling combinations and operating conditions. A resume of the
parameters and conditions which need to be considered is contained in Appendix
E.
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16 Testing 16.1 Technical Performance
16.1.1 All new coupler systems, or significant modifications to existing coupler

systems should be subject to sufficient testing to confirm that the equipment and
the installation on the vehicle meets the mandatory requirements and the
specified technical performance criteria. The type of tests will vary according to
the vehicle and equipment type and the degree of variation from existing designs.
The requirements which may need verification by testing are:
• Mechanical proof, ultimate and fatigue strength in all modes of loading for all
elements of coupling equipment and the attachments to the vehicle body.
• Static and dynamic characteristics of all flexible and energy absorbing
elements.
• Coupling and uncoupling within the range of track geometry and vehicle
height conditions specified for the vehicle type.
• Freedom of movement of coupling equipment to accommodate inter-vehicle
movement on minimum curves and worst case operating conditions.
• Avoidance of buffer locking or other undesirable interaction between
intervehicle equipment (where calculations have identified a potential risk).
• Functionality and wear resistance for the type of duty and operational life of
the equipment.
16.2 Manufacturing Specifications
16.2.1 Manufacturing specifications and procedures are required to ensure that

manufacturing methods, treatments and materials produce a component or
assembly that meets the requirements of the standards required by the technical
specification.
16.2.2 The requirements of the specification should, where appropriate, contain

testing and inspection procedures for the following areas:
• Material chemical composition.
• Material properties including hardness, ductility and impact resistance.
• Mechanical proof and ultimate strength.
• Measurement of physical dimensions for components and assemblies.
• Visual examination for surface defects.
• Non destructive testing for defects in forgings, castings and welded joints.
• Component assembly and functioning of assembled equipment.
• Whole assembly proof and ultimate strength.
The level and type of testing, inspection and sampling methods are subject to
agreement between supplier and purchaser according to the equipment type and
batch size and should be adequate to satisfy Quality Audits by a Third Party.
16.2.3 Coupling system equipment should only be procured from an approved

supplier, see reference [29].
RAILTRACK 17
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Code of Practice
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16.3 Documentation and Control
16.3.1 All testing procedures and test reports shall be controlled by an approved
and auditable quality system.
16.3.2 Where appropriate for control purposes equipment should have a means
of identification which shall include supplier, date of manufacture (or overhaul) and
batch number. Items which are physically identical but are supplied in chemically
different materials or with different strength grades should also be clearly
identifiable.
17 Maintenance 17.1 All coupling equipment requires periodic inspection, maintenance and
Requirements overhaul to ensure safe and reliable operation. The requirements and
periodicities are dependant on the type of equipment, duty, manufacturers
recommendations, the vehicle maintenance regime and experience derived from
failure/operating records.
17.2 Adequate access for on-vehicle inspection and maintenance purposes should
be provided on all coupling equipment installations.
17.3 Specific inspection, maintenance and overhaul procedures and testing

documentation for each item of coupling equipment should be provided. The
documentation should form part of a controlled and auditable system for each
vehicle or coupler type.
18 RAILTRACK
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Code of Practice
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Issue One
APPENDIX A Summary of Coupler Types Fitted to Traction and Rolling Stock

Operating on Railtrack Controlled Infrastructure.
A1 VEHICLE TYPE COUPLER TYPE

Locomotives Class 08, 09, 20, 31, 33/0, 33/2, 37, 47, Screw both ends
56, 58, 59, 60, 86, 87, 90/1 and 92
Class 33/1, 73, 90/0, and 91 Drophead Buckeye
both ends
A2 Passenger VEHICLE TYPE COUPLER TYPE
Carrying MK2 DBSO Drawhook only cab end, Drophead
Locomotive Buckeye non cab end,
hauled
Coaching Class 488 subsets Drophead Buckeye sub set ends, Bar
Stock and coupler intermediate ends.
Driving
Trailers Class 489 Drophead Buckeye both ends.
MK3 DLV (also known as DVT) Drophead Buckeye both ends
All other MK1,2,3 passenger vehicles Drophead Buckeye both ends.
MK4DLV (also known as DVT) Tightlock non cab end.

Screw cab end.
MK4 passenger vehicles Tightlock (Not EMU compatible)

both ends, except Drophead
Buckeye non gangwayed end of
TOE.
A3 Non VEHICLE TYPE COUPLER TYPE
Passenger NJ (GUV), NKA, NLX, NOX (GUV), Screw both ends.
Locomotive NP (GUV) and NX (GUV)
hauled
Coaching
Stock
(Including Post NAA, NBA, NCX, ND(BG), NE(BG), NF Drophead Buckeye both ends.
Office & (BG),
Motorail Vans) NH (BG), NMV, NRX, NPX (GUV), NS
(POS), NT (POT) and NUG (BPOT)
A4 High Speed VEHICLE TYPE COUPLER TYPE
Train (HST) MK3 Passenger Vehicles Alliance both ends
Sets
Power Cars (CL43) Alliance non cab end, connection
point cab end.
Channel Tunnel Nightstock UIC at sub-set ends
Bar coupler at intermediate ends
RAILTRACK 19
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A5 CL373 VEHICLE TYPE COUPLER TYPE

Eurostar Sets R1 - R9 and R10 - R18 Subsets Scharfenberg outer ends,
intermediate vehicles are coupled
by common bogie.
Power Cars Scharfenberg both ends.
A6 Diesel VEHICLE TYPE COUPLER TYPE

Multiple Units Class 101, 116, 117, 118, 119 and 121 Screw both ends.
Class 141, 142, 143, and 144, BSI cab ends, Bar intermediate ends.
BSI all ends.

Class 150, 153, 155, 156, 158, 159, 165
and 166
A7 Electric VEHICLE TYPE COUPLER TYPE

Multiple Units Class 302, 303, 304, 305, 308, 309, 310 Drophead Buckeye cab ends,
and 312 (all 25kv) Alliance intermediate ends.
Class 411, 412, (413, 414, 415, 416 Drophead Buckeye cab ends,
withdrawn), 421, 422 and 423 (all Alliance intermediate ends
750vdc)
Class 313, 314, 315, 317, 318, 319, 320, Tightlock cab ends, Bar
321, 322, and 323 (all 25kv, Class 313 intermediate ends.
319 and 365 are 25kv and 750vdc).
Class 455, 456, 465, 466, 507 and 508 (all Tightlock cab ends, Bar
750vdc). intermediate ends.
Class 325 (25kv and 750vdc) Drophead Buckeye cab ends, Bar
intermediate ends.
Class 332 (25kv) Scharfenberg cab ends, Bar

intermediate ends.
Class 442 (750vdc) Drophead Buckeye cab ends, Bar

intermediate ends.
Class 483 (Isle of Wight stock) Wedgelock cab ends. Bar coupler
at intermediate ends.
Class 205 and 207 DEMUs Drophead Buckeye cab ends,

Alliance intermediate ends
20 RAILTRACK
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Code of Practice
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A8 Freight The majority of freight vehicles are fitted at both ends with a drawhook for use
Vehicles with one of the following types of coupler:
* Screw coupler.
* Instanter coupler (some older vehicles may still have 3 link chain
type coupling).
* International screw coupler (for vehicles used in international traffic).
In addition:
• Freightliner rakes are fitted with screw couplers at both outer ends of vehicle
rakes and bar couplers at the intermediate positions.
• Certain vehicles, e.g. flat wagons and ironstone tippers, are fitted with
buckeye couplings or AAR E/F couplers.
• Detailed listings of coupler types fitted to individual vehicles can be obtained
from the Rolling Stock Library, Railway Technical Centre, London Road,
Derby.
RAILTRACK 21
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Code of Practice
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Issue One
APPENDIX B Coupling System Descriptions
B.1 Screw Couplers B 1.1 Usage

Locomotives (except those fitted with Buckeye couplers), first generation DMUs,
the majority of freight vehicles (including those used in international traffic), and
some types of non passenger carrying coaching stock.
B 1.2 System Components

There are a large number of different types and configurations but each type
consists of the following elements:
• A screw coupler attached to a drawbar.
• A drawbar comprising a drawhook and a means of attaching the drawbar
to the vehicle structure.
• A drawbar spring unit to absorb tensile shock loads between vehicles.
• Side buffers to absorb compressive loads between vehicles during coupling
and train operation.
• A screw coupler stowage bracket to allow screw coupler stowage without
infringing gauge.
B 1.3 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 and medium to long length freight vehicles. This type is the preferred
arrangement.
Diagram B1.1 shows a typical arrangement for locomotives

Diagram B1.2 shows a typical arrangement for freight vehicles
Diagram B1.3 shows a typical arrangement for freight vehicles fitted
with UIC drawgear.
22 RAILTRACK
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B 1.4 System Descriptions
B 1.4.1 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 2 threads should remain
proud of each buckle (with a maximum length of 3 threads proud of each buckle
for standard UIC position coupler/buffer).
The screw coupler accommodates different drawhook heights and differential

vertical movements between vehicles by rotation in the attachment to the
drawbar and in the drawhook. Articulation in the horizontal plane is
accommodated in a similar manner but also by rotation of the drawbar about its
pivot when the drawbar fitted has freedom to do so (see 1.3 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.
B 1.4.2 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. Typical connection methods and arrangements
to allow rotation are shown in Diagrams B1.1, B1.2 and B1.3.
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.
B 1.4.3 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.
RAILTRACK 23
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Code of Practice
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B 1.4.4 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.
B 1.5 System Standards

Specific requirements for each type of vehicle are defined by the vehicle
specification.
Guidance notes for freight vehicles are defined in reference [27].
Requirements for vehicles which operate in international traffic are defined by

UIC documents references [12] - [24].
24 RAILTRACK
1740 BUFFER CENTRES
352
RAILTRACK
VERTICAL SUPPORT
508
or 559
1054
1054
CENTRE OF BUFFERS
CENTRE OF DRAWHOOK EYE

RAIL LEVEL
(Dimensions Nominal)
NOTES
VEH.
1. Based On CI86/87 CL
2. Reference Drgs
BEARING PLATE DRAWBAR SPRING UNIT
- Arrangement B2-S-S9010051
Withdrawn Document
- Screw Coupling L-A0-1475 FULCRUM PLATE

- Drawbar SL/BR-1128
Stock - Mechanical Coupling Systems
Code of Practice for Traction & Rolling
- Drawbar Spring Unit (See Arrangement)

DRAWBAR
- Buffers SL/DN/D-85 (OLEO CODE OP48ZL)
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Page 25 of 69
Date January 1996
Code of Practice
114
DIAGRAM B 1.1 : TYPICAL SCREW COUPLER
ARRANGEMENT FOR LOCOMOTIVES
25
Diagram B 1.1 : Typical Screw Coupler Arrangement For Locomotives
11o 11o
26
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1727 BUFFER CENTRES

342
GM/RC2509
Page 26 of 69
Date January 1996
Code of Practice
457
VERTICAL SUPPORT
1054
1054 CENTRE OF BUFFER

RAIL LEVEL
NOTES
DRAWBAR SPRING UNIT
1. Based On 100t Capacity Steel Carrying Wagon 'BAA' VEH.
2. Reference Drgs DRAWBAR CL
Withdrawn Document
- Arrangement F-S-5523
- Screw Coupling C1-A1-9007960

- Drawbar STD 1408
- Buffers SW/DE/46640 (OLEO CODE OP 13)
114
DIAGRAM B 1.2 : TYPICAL SCREW COUPLER ARRANGEMENT 0O 0O

FOR FREIGHT VEHICLES

Diagram B 1.2 : Typical Screw Coupler Arrangement For Freight Vehicles
RAILTRACK
1750 BUFFER CENTRES
393
RAILTRACK
450
1048
VERTICAL SUPPORT
CENTRE OF BUFFERS
RAIL LEVEL
VEH.
NOTES
CL DRAWBAR
1. Based On 46t Capacity Van SPRING UNIT
2. Reference Drgs TAILPIN
Withdrawn Document
- Arrangement C1-S-9006276
PIVOT PIN
- Screw Coupling C1-A2-9000275

DRAWBAR
- Drawbar UIC/ORE/BR 170M 3211 0001

- Buffers OLEO - OP 41 GW
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Fitted With UIC Drawgear (Dimensions Nominal)

Page 27 of 69
Date January 1996
Code of Practice
DIAGRAM B 1.3 : TYPICAL SCREW COUPLER ARRANGEMENT

114
FOR FREIGHT VEHICLES FITTED WITH UIC DRAWGEAR
27
14o 14o
Diagram B 1.3 : Typical Screw Coupler Arrangement For Freight Vehicles
Withdrawn Document
Code of Practice
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Issue One
B2 Instanter B 2.1 Usage
Couplers Various types of freight vehicles whose maximum speed does not exceed 60mph
(96 km/h). The coupler was developed to speed 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.

The system consists of the following elements:-
• An Instanter coupler attached to a drawbar.
• A fixed (non rotating) drawbar comprising a drawbar and a means of
attaching the drawbar to the vehicle structure.
• A drawbar spring unit to absorb tensile shock loads between vehicles.
• Side buffers to absorb compressive loads between vehicles and during
coupling and train operation.
• A coupler storage bracket to allow storage without infringing gauge.
B 2.3 System Types

The system and components used are largely identical except for the availability
of couplers of different strength grades.
Diagram B2 shows a typical arrangement.
B 2.4 System Description
B 2.4.1 Instanter Coupler

The coupler comprises three links, the centre one of which has a long and a short
position. The short position is always used when coupled to a vehicle with the
same type of coupling. In this position the vehicles are loose coupled as a gap of
32mm 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 are defined in the Appendices of reference [10].
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.
B 2.4.2 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.
28 RAILTRACK
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B 2.4.3 Drawbar Spring Unit

Drawbar spring units consist of a stack of rubber elements with steel dividing
plates.
B 2.4.4 Buffers
Buffers are generally 520mm projection hydraulic/gas type.
loading during curve negotiation. Buffer head shapes and sizes are selected to
during inter-vehicle movement generated by vehicle height differentials, dynamic

Specific requirements for each type of freight vehicle are detailed by the vehicle
specification.
Guidance notes are defined in reference [27].
The geometry between drawbars, couplers and buffer face and the geometry of
the coupling are standard as typically shown in Diagram B.2.
RAILTRACK 29
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279 1714 BUFFERS CENTRES
Date January 1996
Code of Practice
457
VERTICAL SUPPORT
1054
1054 CENTRE OF BUFFER

RAIL LEVEL
NOTES
Withdrawn Document
DRAWBAR SPRING UNIT

1. Based On 45t Hopper Mineral Wagon VEH.
2. Reference Drgs DRAWBAR CL

- Arrangement F-S-12338
- Instanter Coupling SW/SW/1165
- Drawbar STD 1408
- Buffers SW/DE/46640 (OLEO CODE OP 13)
114
Diagram B.2 : Typical Instanter Coupler Arrangement (Dimensions Nominal)
0O 0O
RAILTRACK
DIAGRAM B 2 : TYPICAL INSTANTER COUPLER ARRANGEMENT
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Code of Practice
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Issue One
B3 Drophead B 3.1 Usage

Buckeye MK1, MK2 and MK3 locomotive hauled coaching stock, MK1 type
Couplers non gangwayed, passenger carrying coaching stock, MK1, some MK2 & MK3
type EMUs, certain locomotives and various other types of vehicles.
The system allows automatic connection using the Buckeye coupler and allows
manual conversion to enable coupling to vehicles fitted with screw couplers by
extending the side buffers and dropping the Buckeye coupler which exposes a
drawhook.

The system consists of the following elements:
• A Drophead Buckeye coupler attached to a drawbar.
• A drawbar comprising a drawhook and a means of attaching the drawbar
to the vehicle structure.
• A drawbar spring unit which provides resilience in transferring longitudinal
tensile and compressive loads between vehicles during coupling and train
operation when the Buckeye coupler is in use and provides resilience in
transferring longitudinal tensile loads between vehicles when coupled to an
adjacent vehicle using a screw coupler.
• Side buffers which provide resilience in transferring compressive loads
between vehicles when coupled to an adjacent vehicle using a screw
coupler.
• Side control units which control and centralise the coupler.
• 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 Buckeye
coupler is in use.
• A lower shelf bracket (where fitted) attached to the Buckeye coupler which
provides additional resistance to vertical disengagement.
B 3.3 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:
• Buckeyes fitted with lower shelf brackets or telltales.
• Drawbar lengths and strength grades.
• Gangway/vestibule buffer types.
Diagram B3.1a and b shows a typical arrangement for locomotives

Diagram B3.2a and b shows a typical arrangement for MK1 and MK2
gangwayed vehicles.
Diagram B3.3 shows a typical arrangement for MK3 vehicles
RAILTRACK 31
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Code of Practice
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B 3.4.1 Drophead Buckeye

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 Buckeye 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 buckeyes 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 tell tale which, when in the dropped
position, indicates successful coupling.
The majority of ex-InterCity vehicles with Buckeye 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.
32 RAILTRACK
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Code of Practice
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B 3.4.2 Drawbar
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 & 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 vertical loads transmitted by friction
between the Buckeye couplers and vertical separation loads transmitted from
lower shelf bracket contract. The supports feature replaceable wear pads.

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.
B 3.4.4 Retractable Side Buffers

To accommodate screw coupling to locomotives the buffers are extended and the
Buckeye dropped. When the Buckeye 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.
loadings during curve negotiation. Buffer head shape and size are selected to
during intervehicle movement generated by vehicle height differences, dynamic
Rubber spring types are used on all MK1 (including Class 421, 422 & 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.
RAILTRACK 33
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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.
B 3.4.5 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 intervehicle 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 Buckeye 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.
B 3.4.6 Gangways and Vestibule Buffers

Gangways form part of the coupling system as they provide cushioning on
coupling, tension the Buckeye coupler and as described in B.3.4.1 provide vertical
disengagement resistance. Vehicles fitted with Buckeye couplers which do not
have gangways are fitted with vestibule buffers which resemble the lower part of
a MK1/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 Buckeye 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
simultaneously subject to vertical movements between vehicles which exceed the
vestibule buffer face depth across the centre section.
34 RAILTRACK
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Code of Practice
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Issue One
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.

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 diagrams, B3.1a, B3.1b, B3.2a, B3.2b and B3.3.
RAILTRACK 35
36
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1727 BUFFER CENTRES

Date January 1996
Code of Practice
398
460
VERTICAL 560
SUPPORT
1054
LOWER SHELF
BRCKET
1020
(WHERE FITTED)
CENTRE OF BUFFERS
RAIL LEVEL

DRAWBAR SPRING UNIT
VEH.
SIDE CONTROL UNIT C PIVOT PIN
L
NOTES DRAW PIN VESTIBULE BUFFER
SPRING
1. Based On CI91 No. 1 End VESTIBULE BUFFER UNIT
2. Reference Drgs
Withdrawn Document
- Arrangement 8170465
- Buckeye Coupler B1-A0-9011410

Screw Coupler (Dimensions Nominal)
B1-A0-9022276 (with LSB)

- Drawbar 9012629
- Side Control Unit 8190455
- Vestibule Buffer Unit 8190449
- Buffers Oleo OP68 ZL
114
DIAGRAM B 3.1a : TYPICAL DROPHEAD BUCKEYE ARRANGEMENT FOR
LOCOMOTIVES - BUCKEYE DOWN AND BUFFERS EXTENDED FOR
COUPLING WITH SCREW COUPLER 14 14

- Buckeye Down And Buffers Extended For Coupling With

Diagram B 3.1a : Typical Drophead Buckeye Arrangement For Locomotives
RAILTRACK
1727 BUFFER CENTRES
RAILTRACK
460
VERTICAL
SUPPORT
560
1054
LOWER SHELF BRACKET
997
(WHERE FITTED)
CENTRE OF BUFFERS
CENTRE OF COUPLER
SIDE CONTROL UNIT VEH. DRAWBAR SPRING UNIT
DRAW PIN CL PIVOT PIN
NOTES
COUPLER SUPPORT PIN VESTIBULE BUFFER
1. Based On CI91 No. 1 End SPRING UNIT
Withdrawn Document
2. Reference Drgs

B1-A0-9022276 (with LSB)

- Drawbar 9012629
- Vestibule Buffer Unit 8190449
114
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- Buffers Oleo OP68 ZL

GM/RC2509
Page 37 of 69
Diagram B 3.1b : Typical Drophead Buckeye Arrangement For
Coupling To Vehicles With Buckeye Couplers
DIAGRAM B 3.1b : TYPICAL DROPHEAD BUCKEYE ARRANGEMENT BUCKEYE

Date January 1996
Code of Practice
FOR LOCOMOTIVES - BUCKEYE DOWN AND BUFFERS RETRACTED COUPLING

PLANE
FOR COUPLING TO VEHICLES WITH BUCKEYE COUPLERS
VESTUBULE BUFFER UNIT 14 14
37
Locomotives - Buckeye Up And Buffers Retracted For
38
Issue One
398
GM/RC2509
Page 38 of 69
1727 BUFFER CENTRES
COMPRESSION
TYPE GANGWAY
Date January 1996
Code of Practice
VERTICAL SUPPORT
559 x 356
1054
1020
LOWER SHELF
BRACKET
CENTRE OF BUFFERS
(WHERE FITTED)

RAIL LEVEL
VEH.
SIDE CONTROL UNIT
CL DRAWBAR SPRING UNIT
DRAW PIN PIVOT PIN
NOTES
BUFFER SPRING UNIT
1. Based On MK2b Std Carr. VESTIBULE BUFFER UNIT
2. Reference Drgs
- Arrangement SC/SW/4520
Withdrawn Document
B1-A0-9022276 (with LSB) BUFFER SADDLE

FITTED TO
- Drawbar B1-S-9012629
Screw Coupler (Dimensions Nominal)
EXTENDED
- Drawbar Spring Unit (See Arrangement) BUFFER
- Side Control Unit B1-A0-9013771
- Vestibule Buffer Unit B1-S-9003489
- Buffers (See Arrangement)
127
DIAGRAM B 3.2a : TYPICAL DROPHEAD BUCKEYE
ARRANGEMENT FOR MK1 AND MK2 TYPE GANGWAYED
VEHICLES - BUCKEYE DOWN AND BUFFERS EXTENDED
FOR COUPLING TO LOCOMOTIVE WITH SCREW COUPLER
11o 11o (8o MK1 VEH.)

Buffers Extended For Coupling To Locomotive With
MK2 Type Gangwayed Vehicles - Buckeye Down And

Diagram B 3.2a : Typical Drophead Buckeye Arrangement For MK1 And
RAILTRACK
1727 BUFFER CENTRES
COMPRESSION AUTO-COUPLER
TYPE GANGWAY RELEASE CHAIN
RAILTRACK
VERTICAL SUPPORT
997
1054
LOWER SHELF BRACKET
(WHERE FITTED)
BUFFER
559 x 356 SADDLE
CENTRE OF BUFFERS
CENTRE OF COUPLER
(STOWED)
RAIL LEVEL
VEH.
SIDE CONTROL UNIT CL DRAWBAR SPRING UNIT
DRAW PIN PIVOT PIN

NOTES
1. Based On MK2b Std Carr. BUFFER SPRING UNIT
COUPLER SUPPORT PIN
2. Reference Drgs
- Arrangement SC/SW/4520
Couplers (Dimensions Nominal)
Withdrawn Document
B1-A0-9022276 (with LSB)

- Drawbar B1-S-9012629

- Side Control Unit B1-A0-9013771

- Vestibule Buffer Unit B1-S-9003489
127
DIAGRAM B 3.2b : TYPICAL DROPHEAD BUCKEYE
Issue One
ARRANGEMENT FOR MK1 AND MK2 TYPE GANGWAYED

GM/RC2509
VEHICLES - BUCKEYE UP AND BUFFERS RETRACTED

Page 39 of 69
BUCKEYE
FOR COUPLING TO VEHICLES WITH BUCKEYE COUPLERS COUPLING
PLANE
Date January 1996
Code of Practice
11o 11o (8o MK1 VEH.)

Retracted For Coupling To Vehicles With Buckeye
39
Diagram B 3.2b : Typical Drophead Buckeye Arrangement For MK1 And
MK2 Type Gangwayed Vehicles - Buckeye Up And Buffers
40
Issue One
398 1727 BUFFER CENTRES

COMPRESSION
GM/RC2509
Page 40 of 69
TYPE GANGWAY
GANGWAY DRIVE
Date January 1996
Code of Practice
559 x 356
VERTICAL SUPPORT
1054
1020
LOWER SHELF BRACKET
(WHERE FITTED)
CENTRE OF BUFFERS

RAIL LEVEL
VEH.
CL
SIDE CONTROL UNIT DRAWBAR SPRING UNIT
NOTES DRAW BAR PIVOT PIN

1. Based On MK3 Loco Hauled Carr. BUFFER SPRING UNIT
2. Reference Drgs
- Arrangement C-S-8892
Withdrawn Document
B1-A0-9022276 (with LSB)

- Drawhook (C-S-11125)
- Drawhook Spring Unit (See Arrangement) BUFFER SADDLE
FITTED TO
- Side Control Unit C-A0-4947 EXTENDED
BUFFER
- Arrgmt Of Gangway C-S-12287 & B1-S-9004827
DIAGRAM B 3.3 : TYPICAL DROPHEAD BUCKEYE ARRANGEMENT

FOR MK3 TYPE GANGWAYED VEHICLES - BUCKEYE DOWN
127
AND BUFFERS EXTENDED FOR COUPLING TO LOCOMOTIVE
WITH SCREW COUPLER
For Coupling To Locomotive With Screw Coupler
Diagram B.3.3 : Typical Drophead Buckeye Arrangement For MK3
10 o 10 o
Gangwayed Vehicles - Buckeye Down And Buffers Extended
RAILTRACK
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Code of Practice
GM/RC2509
Issue One
B4 Alliance Couplers B 4.1 Usage

Intermediate ends of MK1 and some MK2 type EMU stock(Cl310 & 312) and
intermediate ends of MK3 HST trainsets.
The system allows automatic connection of vehicles and in principle is similar to

the Buckeye coupler system without the facility for conversion to allow connection
to locomotives fitted with a screw coupler.

• An Alliance Coupler, integral with a drawbar and a means of attaching the
drawbar to the vehicle structure.
and compressive loads between vehicles during coupling and train
operation.
• A gangway which provides cushioning on coupling, tensions the coupler and
provides a degree of resistance to vertical disengagement between vehicles
in collisions.
• A lower shelf bracket (where fitted) attached to the Alliance Coupler which
provides additional resistance to vertical disengagement.
B 4.3 System Types

Designs are similar for all types, the main variations being:-
* Couplers fitted with lower shelf brackets.
* Drawbar lengths.
* Gangway types.
Diagram B4.1 shows a typical arrangement for a MK1 EMU type.
B 4.4.1 Alliance Coupler

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 an 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.
RAILTRACK 41
Withdrawn Document
Code of Practice
GM/RC2509
Issue One
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 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 vehicles ends) 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.

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.

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 intervehicle stiffness resisting lateral separation of
vehicles during curve negotiation.
B 4.4.4 Gangways
Gangways form part of the coupling system as they provide cushioning on
coupling, tension the couplers and as described in 4.4.1 provide vertical
disengagement resistance.
42 RAILTRACK
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Code of Practice
GM/RC2509
Issue One
Gangways for MK1 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.
B 4.4.5 System Standards

The Alliance coupler centre height is 997mm ARL on all types of vehicle fitted.
RAILTRACK 43
44
Issue One
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Page 44 of 69
GANGWAY FACEPLATE AUTO-COUPLER
RELEASE CHAIN
Date January 1996
Code of Practice
VERICAL SUPPORT
997
CENTRE OF COUPLER
RAIL LEVEL
DRAW BAR SPRING UNIT

PIVOT PIN
NOTES
1. Based On C1421/422
2. Reference Drgs
SIDE CONTROL
- Arrangement ES 11944 UNIT
- Alliance Coupler B1-AO-9006638
Withdrawn Document

VESTIBULE
- Side Control Unit SC/ES/4317
BUFFER
- Vestibule Buffer Unit ES 12873 UNIT
BR
DIAGRAM B 4.1 : TYPICAL ALLIANCE COUPLER ARRANGEMENT ALLIANCE
Ends Of EMUs, MK1 Type Stock (Dimensions Nominal)
FOR INTERMEDIATE ENDS OF EMUs, MK1 TYPE STOCK COUPLING PLANE

10 10
Diagram B 4.1 : Typical Alliance Coupler Arrangement For Intermediate
RAILTRACK
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Code of Practice
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Issue One
B5 BSI Couplers B 5.1 Usage

Unit ends and some intermediate ends of second generation DMUs.
The system allows automatic connection of vehicles.

• A BSI coupler head integral with a drawbar and a means of attaching the
drawbar to the structure.
operation.
• A coupler suspension unit to support the coupler during coupling.
B 5.3 System Types

All vehicles are generally similar and compatible with each other. However, only
couplers used on unit ends have an electrical head to allow automatic connection
of electrical connections during coupling.
Diagram B5 shows a typical arrangement.
B 5.4.1 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.

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 and pneumatic 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 bar. 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 headlock or with the coupler suspension units.
RAILTRACK 45
Withdrawn Document
Code of Practice
GM/RC2509
Issue One
dividing plates. All spring units are preloaded by tensioning the tailpin.

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.
B 5.4.4 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
intervehicle 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.

Specific requirements for each type of vehicle are defined in the vehicle
specification.
Nominal coupler height above rail level is 925 mm for all types of DMU fitted
with BSI couplers.
46 RAILTRACK
AIR COUPING
3.6
4
RAILTRACK
COUPLER
SUSPENSION UNIT
925
ELECTRICAL HEAD
CENTRE OF COUPLER
RAIL LEVEL
VEH.
CL DRAWBAR SPRING UNIT
SIDE CONTROL UNITS
DRAWBAR ROTATION STOPS PIVOT PIN

NOTES
1. Based On C1158 (Cab End)
2. Reference Drgs
- Arrangement 8008880 & 8008881
- Automatic Coupler 8008882
Withdrawn Document

- Coupler Suspension Unit 8008890

Issue One
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Page 47 of 69
DIAGRAM B 5: TYPICAL BSI COUPLER ARRANGEMENT FOR DMU

Date January 1996
Code of Practice
COUPING PLANE
47
11.5 11.5
Diagram B 5 : Typical BSI Coupler Arrangement For DMU (Dimensions Nominal)
Withdrawn Document
Code of Practice
GM/RC2509
Issue One
B6 TightlockB 6.1 Usage

Couplers Unit (cab) ends of EMUs and MK4 Coaching Stock.
The system allows automatic connection of vehicles.

The System consists of the following elements:-
• A Tightlock coupler head integral with the drawbar and a means of attaching
the drawbar to the structure.
• 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.
• A coupler suspension unit to support the coupler during coupling.
B 6.3 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
compatible with each other, but 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.
Diagram B6.1 shows a typical arrangement for MK4 coaches.

Diagram B6.2 shows a typical arrangement for an EMU.
Diagram B6.3 shows a typical arrangement for an EMU with high performance
energy absorption.
B 6.4.1 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.
48 RAILTRACK
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Code of Practice
GM/RC2509
Issue One
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 CL365, CL465 and CL466 feature integral hydraulic units in
parallel with Ringfeder 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 anticlimbers fitted at buffer positions as part of the
specified high performance crashworthiness.
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.

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 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. On smaller
radius curves it may be necessary to open both knuckles. Confirmation of
coupling is by a draw test and 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/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.

Except for CL365, CL465 and CL466 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 CL365, CL465 and CL466 vehicles is integral

with the coupler but resilience is also provided by a rubber ring on both sides of
the flange connection to the vehicle structure.
RAILTRACK 49
Withdrawn Document
Code of Practice
GM/RC2509
Issue One
Side control units are rubber springs mounted on each side of the drawbar except
for CL365, CL465 and CL466 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.

All vehicle types are fitted with equipment which support the coupler at nominal
height during coupling but allow freedom for connected couplers to accommodate
intervehicle 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.
B 6.4.5 System Standards

Specific requirements for each type of vehicle are defined by the vehicle
specification.
Nominal Coupler height above rail level is 925 mm for all types of EMU, and
997mm for MK4.
50 RAILTRACK
3.4o
3.4o
RAILTRACK
997
COUPLER
SUSPENSION
UNIT
CENTRE OF COUPLER
RAIL LEVEL
DRAWBAR SPRING UNIT

PIVOT PIN
NOTES
SIDE CONTROL UNITS
1. Based On MK4 Coach
2. Reference Drgs
DRAWBAR ROTATION STOPS
- Arrangement BF028.BO3
- Tightlock Coupler AW005/01.B03
Withdrawn Document
- Side Control Unit AW005/04.B03

- Coupler Suspension Unit BF005.B03

Issue One
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Page 51 of 69
DIAGRAM B 6.1 : TYPICAL TIGHTLOCK ARRANGEMENT FOR MK4 VEHICLES

Date January 1996
COUPLING PLANE
Code of Practice
Diagram B 6.1 : Typical Tightlock Arrangement For MK 4 Vehicles
10o 10o
51
52
Issue One
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4.8 O
5.3 O
Date January 1996
Code of Practice
COUPLER SUSPENSION
925
UNIT
ELECTRICAL / PNEUMATIC HEAD
CENTRE OF COUPLER
RAIL LEVEL
SIDE CONTROL UNIT DRAWBAR SPRING UNIT
PIVOT PIN
NOTES
1. Based On CI323 (Cab End)
2. Reference Drgs
- Arrangement 0-BQ22-01
Withdrawn Document
- Tightlock Coupler 8-BQ22-0101

- Draughtgear 0-BQ22-03
- Side Control Unit (See Arrangement)
DIAGRAM B 6.2 : TYPICAL TIGHTLOCK COUPLER ARRANGEMENT FOR EMU

Diagram B 6.2 : Typical Tightlock Coupler Arrangement For EMUs
COUPLING PLANE
14.5 O 14.5O
RAILTRACK
4o
RAILTRACK
4o
COUPLER
925
SUSPENSION UNIT
ELECTRICAL PNEUMATIC HEAD
CENTRE OF COUPLER
RAIL LEVEL
BODY MOUNTED
ANTI-CLIMB UNIT
SIDE STOP PLATE

NOTES
1. Based on CI465 Driving End (ABB Build)
2. Reference Drgs COUPLING
- Arrangement 1124983 PLANE
- Automatic Coupler 1125337
11.5o
Withdrawn Document

11.5o
DIAGRAM B 6.3 : TYPICAL TIGHTLOCK COUPLER ARRANGEMENT
Issue One
FOR EMU WITH HIGH PERFORMANCE ENERGY ABSORPTION

GM/RC2509
Page 53 of 69
Date January 1996
Code of Practice
53
High Performance Energy Absorption (Dimensions Nominal)
Diagram B 6.3 : Typical Tightlock Coupler Arrangement For EMU With
Withdrawn Document
Code of Practice
GM/RC2509
Issue One
B7 Scharfenberg B 7.1 Usage
Couplers Power cars and subset ends of CL373 (Eurostar) trainsets and CL332 EMU’s
(Heathrow Express, yet to be delivered). The following description applies only to
CL373 vehicles.
Note: Compatibility between CL373 and CL332 is not a requirement.

The system consists of the following elements:
• A Scharfenberg coupler head integral with a drawbar and a means of
attaching the drawbar to the structure.
operation.
• A means of centralising the coupler in the transverse plane to aid coupling.
• A means of supporting the coupler in the vertical plane to aid coupling.
B 7.3 System Types

The system is standard on CL373 except that the power car cab end coupler
does not carry electrical communications and does not feature hydraulically
assisted uncoupling.
Diagram B7 shows the arrangement for the CL373 power car cab end coupler.
B 7.4.1 Scharfenberg Coupler

The Scharfenberg 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 CL373 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.

slow speed. Coupling on curves and between vehicles at different 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 an hydraulic actuator within the coupler body.
54 RAILTRACK
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Code of Practice
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Issue One

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

Side control is integral with the coupler.

Coupler vertical suspension is integral with the coupler. Coupler heights are
adjustable to allow maintenance of coupler height.
B 7.4.5 System Standard

The system described is only applicable to CL373 train sets.
RAILTRACK 55
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Code of Practice
GM/RC2509
Issue One
Diagram B 7 : Typical Scharfenberg Coupler Arrangement (Dimensions Nominal)
RAIL LEVEL
VERTICAL SUPPORT
COUPLING
PLANE
6O 6O
10O 10O
1025
DIAGRAM B 7 : TYPICAL SCHARFENBERG COUPLER ARRANGEMENT
1. Based on CI373 (Eurostar) Power Car Cab End
- Automatic Coupler TMSTG F12353

2. Reference Drg
NOTES
56 RAILTRACK
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Code of Practice
GM/RC2509
Issue One
B8 Semi Permanent B 8.1 Usage

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

* A coupler head integral with the drawbar and a means of attaching the
drawbar to the structure.
* A drawbar spring unit or an energy absorbing unit which provides resilience
in transferring longitudinal tensile and compressive loads between vehicles
during train operation.
* Side control units (where fitted) to centralise the coupler.
* A coupler suspension unit (where fitted) to support the coupler during
coupling.
B 8.3 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, detail descriptions of each type are not included.
Most installations, apart from the detail of the coupler head design, are similar to
the installations for the corresponding installation for the automatic unit end
coupler.
Some types of coupler also carry the pneumatic and electrical communications
between vehicles.
Diagram B8 shows the arrangement for a CL465 intermediate coupler. This type
features high performance energy absorption equipment to protect the vehicles
during collisions.
RAILTRACK 57
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Code of Practice
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Issue One
Diagram B 8 : Typical Bar Coupler Arrangement For EMU With High
Performance Energy Absorption (Dimensions Nominal)
CENTRE OF COUPLER
850
RAIL LEVEL
12O
12O
SIDE STOP PLATE
SUSPENSION
COUPLER
UNIT
DIAGRAM B 8 : TYPICAL BAR COUPLER ARRANGEMENT FOR

EMU WITH HIGH PERFORMANCE ENERGY ABSORPTION
1. Based On CI465 Intermediate End (ABB Build)
- Semi-Permanent Coupler 1125336

4.5 O
2. Reference Drgs
4.5 O
NOTES
58 RAILTRACK
Appendix C Summary of Compatibility Between Coupling Systems
RAILTRACK
Fixed Instanter Buckeye Buckeye Alliance BSI Tightlock Scharfenb HST Bar
Screw (dropped) (up) erg Adapter
Coupling
Fixed Screw Y(1) Y(1)(2) Y(1) N Y(1)(3) Y(1)(4) Y1)(4) Y(1)(5) Y(1)(3) Y(1)(7)
Coupler
Instanter Y(1) Y(1)(8) N N N N N N N
Buckeye Y(1)(9) N N N N N Y(1)(10) N
(dropped)
Buckeye (up) Y(1) Y(1)(11) N Y(1)(12) N N N
Alliance Y(1) N Y(1)(12) N N N
BSI Y(1) N N N N
Tightlock Y(1)(13) N N N
Scharfenberg Y(1)(13) N N
HST Adapter Y(1)(14) N
Bar Y(15)
Notes:
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.
Withdrawn Document
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.
Issue One
9. Physically possible by use of an emergency screw coupler but in special and restricted circumstances only.
GM/RC2509
Page 59 of 69
10. Only by use of a special adaptor carried on certain Buckeye fitted locomotives only.
11. For empty stock movements between depots only.
Date January 1996
Code of Practice
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.
59
APPENDIX C: Summary of Compatibility Between Coupling Systems
15. Only for compatible types.

Withdrawn Document
Code of Practice
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APPENDIX D: Adaptor Couplers and Equipment
The following equipment is in current use for rescue and assistance of failed
trains:
• HST Power cars to locomotives fitted with screw couplers only.
BR Drawings L-A3-9504
L-A0-7488
• HST Power cars to HST power cars.
BR Drawings L-A3-9504
L-A0-7488
• HST Power cars to locomotives fitted with either screw couplers or Buckeye
couplers.
BR Drawing A1-A2-8401072
• HST Power cars to DMU fitted with BSI couplers.
BR Drawing B1-A0-8201396.
• DMUs fitted with BSI couplers to locomotives fitted with screw couplers.
BR Drawing B1-A0-8201396
• EMU fitted with Tightlock couplers to loco hauled coaches (MK1, MK2
type).
BR Drawing C-A0-19726
The use of this equipment is subject to operating restrictions contained within

working instructions and train crew manuals for each individual vehicle type.
The above equipment does not necessarily comply with the requirements of
current Railway Group Standards.
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APPENDIX E: Design of Coupling Systems to Avoid Derailment
E 1.0 General
The interaction between vehicles is influenced by the combination of the type and
characteristics of the coupling equipment, the vehicle geometry, the
characteristics of the vehicles suspension systems, the traction forces being
applied between vehicles and the influences of the geometry of the track.
Conditions which may lead to derailment are:
a) Loss of surface contact between buffers, vestibule buffers and gangways

during curving leading to interlocking of the equipment, which on movement out
of the curve generates high lateral forces between vehicles which may result in
the derailment quotient Y/Q reference [5] being exceeded.
b) As a) above in combination with unloading of wheelsets if the interlocking

causes the buffers or other equipment of one vehicle to remain supported or
partially supported by the other.
c) Insufficient buffer stroke and/or high values of the longitudinal stiffness of

buffers and drawbar spring units which during curving results in high forces being
generated at the buffer and which may result in the derailment quotient Y/Q
being exceeded.
d) Insufficient freedom of coupler movement to accommodate transverse

and vertical displacements between vehicles during curving which may result in
the derailment quotient Y/Q being exceeded.
The conditions under which a), b), c) and d) above may occur are outlined below.
E 2 0 Interlocking
E 2.1 Between Side Buffers

When two vehicles with side buffers operate through a reverse curve the overlap
between the buffers is reduced by:
a) The lateral separation of the vehicles due to the geometry of the reverse
curve
b) The action of the forces between vehicles acting on the flexible elements
of the coupling and vehicle suspension system of each vehicle.
c) The effect of any vertical differences (see Appendix F) in heights between

buffers (due to reduction in overlap width caused by the buffer head curvature on
circular or oval buffers).
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The highest risk of interlocking occurs during propelling movements on reverse
curves where the traction forces acting between the buffer heads generate a net
lateral component (due to the buffer head curvature) at the vehicle ends which
causes the vehicle bodies to rotate on the suspensions thus increasing the lateral
separation between vehicles.
Vehicle types which (by virtue of their geometry) generate large overthrows at the
vehicle ends on curves and with soft lateral suspensions are most likely to be at
risk of interlocking.
Risks can be eliminated or minimised at the design stage by consideration of
vehicle geometry, buffer head shape, profile and characteristic, and drawgear
geometry and characteristics.
Where risks cannot be entirely eliminated, analysis is based on demonstrating

that the risks are no worse and preferably significantly better in comparison with
existing vehicle combinations which operate in similar circumstances under the
same or similar traction conditions. In particular vehicles which operate on a
regular basis in push pull operations require detailed analysis.
Analysis is generally carried out using 2 or 3 dimensional mathematical modelling

of the vehicles suspension and coupling system on specified minimum radii
reverse curves. The parameters typically included in the model are shown in
Diagram E.1.
E 2.2 Between Vestibule Buffer and Gangways

When two vehicles coupled with Buckeye couplers operate through a reverse
curve where one vehicle is fitted with a vestibule buffer and the other is fitted with
a gangway, or when both vehicles are fitted with vestibule buffers, there is a risk
that the equipment may interlock. The circumstances only occur when the lateral
displacement between vehicles is accompanied by a vertical difference in the
height between vestibule buffers or gangway (see Diagram E2). The
circumstances which contribute to height differences are listed in Appendix F.
If locking occurs, movement out the curve will cause considerable damage to the
equipment and generate high wheel flange to rail forces in combination with
partial wheelset unloading which may result in the derailment quotient Y/Q
reference [5] being exceeded.
Risks can be eliminated at the design stage by ensuring that the top surface of
the vestibule buffer is fitted with projections which ensure surface contact
between vestibule buffers is maintained under all operating conditions.
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E 2.3 Between Vestibule Buffers, Gangway and Side Buffers

When two vehicles are coupled with Buckeye couplers the side buffers are
retracted and on straight track there is a gap between the buffers and the
vestibule buffers or gangways are in contact with each other. During curving the
side buffer of one vehicle may overlap with the vestibule buffer or gangway.
Providing the sliding contact occurs without the risk of the edge of the side buffer
contacting the edge of the vestibule buffer or gangway then no damage or risk of
derailment will result. The risks of edge contact occurring are increased during
propelling and if the geometry and characteristics of the side buffers and vestibule
buffers are incompatible, or if one vehicle is not fitted with a vestibule buffer or
gangway.
Risks can be eliminated at the design stage by analysis of the vestibule

buffer/gangway and side buffer interaction during curving and selection of
compatible equipment.
E 3.0 Interaction of Coupling Equipment during Curving

During operation over all types of curves the displacements generated between
vehicles are accommodated (and to an extent controlled) by movement or
displacement of the side buffers, vestibule buffers, and drawbars.
Operation through horizontal reverse curves will generally generate the maximum
drawbar angles in the horizontal plane. Operation through horizontal simple
curves will generate the maximum compression on side and vestibule buffers and
extension in the drawbar.
Operation through vertical and convex curves combined, with vertical height
variations (see Appendix F) between vehicles will generate the maximum drawbar
angles in the vertical plane.
Insufficient freedom to accommodate displacement or the generation of high

forces in the flexible elements may result in damage to the coupling equipment or
the forces generated at the vehicle ends may result in the derailment quotient
Y/Q being exceeded.
Risks can be eliminated at the design stage by analysis of the interaction between
vehicles during operation through minimum curves of the coupling
equipment/vehicle body interface and the selection of suitable coupling
equipment.
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R
GM/RC2509
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Page 64 of 69
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Date January 1996
Code of Practice
R
1
R
3
NOTES
1. Parameters
- Track geometry
- Vehicle, bogie geometry
- Buffer geometry, curvature and characteristic
- Drawbar geometry,characteristic, rotation stop and screw coupler
- Side control geometry, characteristic (where fitted)
- Lateral suspension characteristic
- Wheel to track clearance
P = Propelling Force
R1 ,R 2 ,R 3 ,R = Reactions at track due to lateral force created at buffers
4
Vehicles On A Reverse Curve
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DIAGRAM E 1 : TYPICAL PARAMETERS IN A 2D MODEL OF SCREW COUPLED

VEHICLES ON A REVERSE CURVE
Diagram E 1: Typical Parameters In A 2-D Model Of Screw Coupled
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Diagram E 2 : Circumstances Leading To Vestibule Buffer Locking
OR GANGWAY VEH. 1
VESTIBULE BUFFER
VESTIBULE BUFFER
VEH. 2
LATERAL DISPLACEMENT DUE
TO REVERSE CURVE
DIAGRAM E 2 : CIRCUMSTANCES LEADING TO VESTIBULE BUFFER LOCKING

BUCKEYE COUPLERS
BETWEEN VEHICLES
DUE TO HEIGHT DIFFERENCES
VERTICAL DISPLACEMENT
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APPENDIX F: Sources of Height Variations between Vehicles or Coupling
Equipment
F 1.0 Vehicle Specific

• Differences in design height of buffers and couplers.
• Height setting tolerance (typically ± 12mm but varies according to vehicle
maintenance instructions).
• Suspension movements between tare and laden body loads
• Reduction in wheel diameters due to wheel wear and tyre turning (up to
40mm radial) but varies according to vehicle type. On certain vehicle types
reduction in wheel diameter is compensated by packing or suspension
adjustment.
• Pitch effect on vehicle bodies due to difference in wheel diameters on
individual wheelsets. (On certain vehicle types differences in wheel diameter
between individual wheelsets is controlled).
• Deflated suspensions.
• Pitch effect due to the suspension being deflated on one bogie only.
• Suspension creepage.
• Differences in dynamic behaviour
F 2.0 Track Specific

* Effect of vertical concave and convex curves.
* Change of track cant
* Track defects
* Traverser ramps and ramps onto concrete aprons in depots (some
ramps maybe up to 100mm in height).
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APPENDIX G : Minimum Track Geometry Data Typically Used For Vehicle

Design Purposes.
Note: Allowances must also be made for track maintenance limits
Nominal track gauge 1432 mm
Gauge widening, curve radii 200 - 141 m 7 mm
Minimum horizontal track radius:
- Mainline 120 m
- Non-passenger lines and sidings 90 m (1)
Minimum horizontal track reverse radius

with a 3 m intermediate straight:
- Mainline 140m
- Non-passenger lines and sidings 120m
Minimum vertical track radius, concave or convex:
- Mainline 500m
- Non-passenger lines and sidings 200m
Maximum installed cant 150 mm

Some with 200mm cant now installed
Maximum cant gradient 1 in 400
Maximum rate of change of cant 85 mm/sec
Maximum cant deficiency 6°
Maximum rate of change of cant deficiency 70 mm/sec

NOTES
(1) Certain freight vehicles may be required to operate on curves of
70m radius.
(2) See also references [7] and [8].
(3) For specific requirements for individual vehicles see vehicle
specification.
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References Railway Group Standards
[1] GM/RT2100 Structural requirements for railway vehicles.
[2] GM/RT2102 Structural requirements for drawgear and
buffers on railway vehicles.
[3] GM/RT2149 Kinematic gauging requirements for railway
vehicles.
[4] GM/RT2160 Ride vibration and noise environment for
railway vehicles.
[5] GM/TT0087 Resistance of railway vehicle to derailment
and rollover.
[6] GM/TT0401 Rail vehicle mechanical coupling systems.
[7] GC/RT5001 Standard for the design of permanent way.
[8] GC/EM0049 Track design handbook.
[9] GO/RT3255 Safety requirements for shunting staff.
[10] BR 87109 Railtrack Rule Book.
[11] GM/TT0403 Technical requirements for the haulage of
dead traction units.
UIC Leaflets
[12] 520 Wagon coaches and vans - drawgear.
[13] 521 Coaches, vans, wagons, tractive stock.
Clearance to be provided at vehicle
extremities.
[14] 526-1 Wagons - buffers with a stroke of 105mm.
[15] 526-2 Wagons - buffers with a stroke of 75mm.
[16] 527-1 Coaches, vans and wagons - dimensions of
buffer heads, track layout on s-curves.
[17] 527-2 Coaches, vans and wagons - dimensions of
buffer heads, rolling stock built before 01-01-65.
[18] 528 Buffer gear for coaches.
[19] 645 Regulations applicable to powered units used
on International service when running over
curves.
[20] 825 Technical specification for the supply of
drawhooks.
[21] 826 Technical specification for the supply of screw
couplings.
[22] 827-1 Technical specification for the supply of
elastomer components for buffers.
[23] 827-2 Technical specification for the supply of steel
rings for buffers.
[24] 828 Technical specification for the supply of
welded components for buffers.
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Other Standards And Related Documents
[25] Health and Safety at Work etc. Act. 1974

[26] Ergonomics standards and guidelines for designers, by
Stephen Phesant ISBN 0 580 15391 6
(See also BS PP 7317 Ergonomics - standards and
guidelines for designers)
[27] BR MT/235 Requirements and Recommendations for the
Design of Wagons running on BR lines
[28] GM/RM2500 Rail Vehicle Acceptance & Registration Manual
[29] GM/RT2450 Qualification of Suppliers of Safety Critical Engineering
Products and Services.
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Part A Issue record 2

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Issue Date Comments

Responsibilities This Code of Practice is of relevance to all organisations with a

Supply Controlled and uncontrolled copies of this Code of Practice must be

1.2 It also provides information for organisations responsible for commissioning

1.4 In the analysis of mechanical coupling system performance between new or

3 Definitions and 3.1 Definitions

Emergency Screw Coupler

AAR Association of American Railroads

4.3 A large range of different types of coupling equipment is available. Within

5.7 Scharfenberg automatic couplers are used on CL373 (Eurostar) vehicles to

5.9 Semi-permanent (bar) couplers are used between intermediate vehicles of

7 Compatibility 7.1 A summary of compatibility between coupling systems is shown in

11 Operating 11.1 Coupling/Uncoupling

11.1.2 Coupling and uncoupling of vehicles (except for intermediate vehicles

11.1.3 Coupling system design and equipment should therefore, as a minimum

11.1.5 Coupling systems with autocouplers should include a positive indication

11.2 Operation over minimum track geometry

11.2.1 The design, installation and geometry of track is defined in references

11.2.2 There are a small number of locations (covered by local operating

11.3 Staff Health and Safety

11.3.2 Wherever possible coupling/uncoupling operations should minimise the

11.3.3 Where automatic coupling/uncoupling is not possible the weight of

12.3 Wherever practicable the design of coupling equipment components

13.1.2 Energy absorption is normally accommodated by side buffers on vehicles

13.1.5 In the case of coupling at speeds up to 2 m/s:

13.2 During Train Operation

13.3 During Collisions

13.3.1 In addition to the requirements for energy absorption during coupling

13.3.3 In addition, to meet the structural collapse requirements of reference [1]

In these cases activation of the non-recoverable element should be at a force level

14 Compliance With 14.1 Gauging requirements are defined in reference [3].

15.3 Risk of damage or derailment is avoided by undertaking analysis to ensure

16 Testing 16.1 Technical Performance

16.1.1 All new coupler systems, or significant modifications to existing coupler

16.2 Manufacturing Specifications

16.2.1 Manufacturing specifications and procedures are required to ensure that

16.2.2 The requirements of the specification should, where appropriate, contain

16.2.3 Coupling system equipment should only be procured from an approved

16.3 Documentation and Control

17.3 Specific inspection, maintenance and overhaul procedures and testing

APPENDIX A Summary of Coupler Types Fitted to Traction and Rolling Stock

A1 VEHICLE TYPE COUPLER TYPE

MK3 DLV (also known as DVT) Drophead Buckeye both ends

All other MK1,2,3 passenger vehicles Drophead Buckeye both ends.

MK4DLV (also known as DVT) Tightlock non cab end.

MK4 passenger vehicles Tightlock (Not EMU compatible)

A5 CL373 VEHICLE TYPE COUPLER TYPE

Power Cars Scharfenberg both ends.

A6 Diesel VEHICLE TYPE COUPLER TYPE

BSI all ends.

A7 Electric VEHICLE TYPE COUPLER TYPE

Class 332 (25kv) Scharfenberg cab ends, Bar