coupling (or coupler ) is the mechanism for connecting rolling stock on a train. The coupler design is standard, and almost as important as the track meter, since flexibility and comfort are maximized if all rolling stocks can be combined together.
Equipment that connects couplings to rolling stock is known as a draft gear or draw gear .
Video Railway coupling
Nomenclature
Different types of couplings do not always have formal or official names, which make the clutch description used on each rail system problematic.
Maps Railway coupling
Buffer and chain
The basic type of clutch on trains following the English tradition is a buffer and clutch chain. A large chain of three links connects the hooks in adjacent carriages. This clutch follows the previous tram practice but is made more orderly. The buffer on the wagon absorbs the impact load, as the train runs over the sluggish locomotive.
The simple chain can not be tightened and this sagging clutch allows a lot of backwards motion and banging between vehicles. Acceptable for mineral carts, this provides an uncomfortable ride for passenger trainers, and therefore the chains are enhanced by replacing the central connection with turnbuckle that pulls the vehicle together, giving the clutch .
This simplified version, faster to install and release, still uses three links but with a center link given a T-shaped slot. It can be rotated lengthwise to extend it, allowing clutch, then turn vertically to shorter slot position, holding closer carts together -same.
The higher speeds associated with a fully fit delivery make the screw-tensioned shape a necessity.
The earliest "muffler" was a fixed extension of a wooden cart, but a spring buffer was later introduced. The first is a stiff cushion of horsehair coat, then a steel springs and then a hydraulic damping.
This clutch is still widespread.
Links and pins
Link-and-pin coupling is the original clutch style used on North American railroads. After most of the railroads are converted into semi-automatic Janney couplers, the link-and-pins survive on the forest railway tracks. Although simple in principle, the system suffers from lack of standardization regarding the size and height of links, as well as the size and pocket height.
Link and pin links consist of bodies like tubes that accept a longitudinal link. During coupling, a railway worker must stand between the cars as they come along and guide the links into the coupler pocket. After the cars are joined, the employee inserts a pin into a hole a few inches from the end of the tube to hold the link in place. This procedure is very dangerous and many brakemen lose their fingers or the whole hand when they do not remove it from the coupler pocket in time. Many more were killed by being smashed between cars or dragged under cars that were combined too quickly. The Brakemen are issued with heavy clubs that can be used to hold relations in position, but many brakemen will not use the club, and risk injury.
Link and pin links prove unsatisfactory because:
- It makes loose connections between cars, with too many loose actions.
- There are no standard designs, and train crews often spend long hours matching pins and links when holding a car.
- Crew members have to go between cars that move during the clutch, and are often injured and sometimes killed.
- Links and pins are often stolen because of their value as scrap metal, resulting in substantial replacement costs. John H. White points out that the railroads consider this more important than the current security problem (see reference below).
- The train gradually begins to operate a heavier rail than an insurmountable link-and-pin system.
The episode of the 1958 TV series Casey Jones is devoted to the problem of link-and-pin coupling.
Albert coupler
To avoid security problems, Karl Albert, then director at Tramway Krefeld, developed the Albert coupler during 1921, a key-coupler and a two-pin slot. Cars to be combined are combined together, both clutches move to the same side. One pin is inserted, then the car is pulled to straighten the clutch and other pins are inserted. This operation requires less precise shunting. Due to the single-piece design, only slack is minimally possible. The system became very popular with tram systems and narrow gauges.
During the 1960s most of the city replaced it with an automatic coupler. But even in modern cars, Albert's screw is installed as an emergency coupler to pull the damaged car.
Miller Hook and Platform
Links and pins were replaced in the use of North American passenger cars during the later part of the 19th century by an assemblage known as the Miller Platform, which included a new coupler called Miller Hook. The Miller Platform (and hook coupler) was used for decades before being replaced by the Janney coupler.
Norway
The Norwegian clutch (or meat chopper) consists of a central buffer with a mechanical hook that falls into the slot in the central buffer. There may also be a U-shaped locking latch on the opposing stand strapped over the hook to secure it. Norway is only found on narrow rails measuring 1,067 mm ( 3Ã, ftÃ, 6Ã, in ), 1.000Ã, mm ( 3Ã, ft 3 3 / 8 on ) or less, such as Isle of Man Railway, Train Western Australian Government, Tanzania, Ffestiniog Railway, and Highland Welsh Railway where low speed and reduced train loads allow for simpler systems. The Norwegian coupler allows a sharper curve than buffer-and-chain, which is an advantage of the train.
On railroad lines where rolling stock always points in the same way, a mechanical hook can be given only at one end of each cart. Similarly, hand brake handles may also be on one side of the carriage only.
Norwegian coupling is not very strong, and may be equipped with an additional chain.
Not all Norwegian coupling is compatible with each other because they vary in height, width, and may or may not be limited to one hook at a time.
Radial screw
Two radial coupler versions are used in South Africa. One, the Johnston coupler, commonly known as the link-and-pin coupler bell, was introduced in 1873 and is similar in operation to and compatible with link-and-pin couplers, but bell-shaped with circular coupler faces. The other, a bell-and-hook coupler, was introduced in 1902 and is similar to a Norwegian coupler, but also with a circular coupler face and with an open pocket coupler on the top of the coupler face to accommodate the drawhook.
Johnston coupler
The Johnston coupler, commonly known as the link-and-pin coupler bell of its bell shape, was first introduced in the Cape of Good Hope in 1873, after the establishment of Cape Government Railways (CGR) in 1872 and a decision by the Cape Government to extend the railroad to inland and to convert existing tracks from 4Ã, ftÃ, 8 1 / 2 in ( 1,435 mm ) standard size to 3Ã, ftÃ, 6Ã, in ( 1,067 mm ) Cape meter. All new Tanjung locomotives and locomotives obtained from 1873 are equipped with this coupler, starting with CGR 0-4-0ST in 1873, a construction locomotive named Little Bess.
The Christmas Government Railways (NGR), which was founded in the Christmas Colony in 1875, followed suit and all locomotives and sleds acquired by the train were fitted with Johnston screw, starting with NGR Class K 2-6-0T in 1877.
Likewise, in 1889, when the first locomotive was acquired by the newly established Nederlandsche-Zuid-Afrikaansche Spoorweg-Maatschappij (NZASM) at Zuid-Afrikaansche Republiek , they were installed with couplers Johnston.
Unlike the narrow gauge 2Ã, ft (span) 610Ã, mm ) of the CGR, people from NGR also make use of Johnston's screw. The first of these narrow measurements began operating in 1906, when the NGR locomotive Class 4-6-2T first entered service at the Weenen branch of Estcourt.
Coupling and uncoupling are performed manually, which has a high risk of serious injury or crew member death, which must go between moving vehicles to guide the links into coupler pockets during coupling. Johnston couplers gradually began to be replaced on the South African Railways from 1927, but not on a narrow rolling stock. All locomotives and locomotives of the new Cape gear obtained from that year are equipped with AAR steering wheel grips. The conversion of all the old rolling stocks is to take several years and both types of couplers can still be seen on some vehicles into the late 1950s. During the transition period, the knuckle knobs on many locomotives have a horizontal gap and a vertical hole in the knuckle itself to accommodate, respectively, a link and pin, to allow for couples to vehicles still equipped with older Johnston screw.
Bell-and-hook Coupler
The bell-and-hook coupling system was first introduced in the Cape of Good Hope in 1902, when two locomotives CGR Type A 2-6-4T were acquired as construction machinery on the new 2Ã, ft ( 610Ã , Mm ) the narrow gauge of Avontuur Railway being built from Port Elizabeth via Langkloof. In South Africa, these couplers are only used on narrow gauges at the Cape of Good Hope.
This coupler is similar to a Norwegian coupler. This is a radial coupler with an open pocket coupler at the top of the clutch face. Instead of links and pins, it uses a drawhook which, after coupling, glides over the drawhook pin in the coupler of the next vehicle on the train. To prevent drawhook coupler mating from unintentional uncoupling, the coupler's bell is equipped with a drawhook guard, commonly known as restraints, above the coupler pocket.
The usual practice is a drawhook mounted only on one of the marriage couplers and the train crew because it brings the drawhooks and drawhook pins in the locomotive. While automatic coupling is possible, this is rare and manual assistance is required during coupling. Uncoupling is done manually by lifting the drawhook by hand to release it. The coupler can be adjusted to be compatible with the Johnston coupler by replacing the drawhook with a U-shaped adapter link, which is embedded using the same drawhook pin.
The Bell-and-hook coupler was replaced on the Avontuur Railway after the introduction of the 91-000 Class diesel-electric locomotive on a narrow gauge system in 1973. All of the new narrow-rolling stocks acquired for the line from that year were equipped with Willison's Coupler. The length of rolling stock is not changed and the adapter is used to allow coupling between two types. The drawhook on the bell-and-hook coupler will be replaced with the adapter, which is mounted using the same drawhook pin.
Automatic Screws
There are a number of automated train clutches, most of which are not compatible.
Janney/MCB/ARA/AAR/APTA Coupler
The Janney coupler, then the Master Car Builders Association (MCB) coupler, is now the Association of American Railroads (AAR) couplers, also commonly known as buckeye , knuckle , or Alliance coupler. The AAR/APTA TypeE, TypeF, and TypeH screws are all compatible Janney couplers, but are used for different rail cars (public transport, tank cars, rolling cars, passengers, etc.).
The coupler knuckle or Janney coupler was created by Eli H. Janney, who received a patent in 1873 ( U.S. Patent 138,405 ). It is also known as the buckeye coupler, especially in the United Kingdom, where some rolling stock (mostly for passenger trains) comes with it. Janney is a dry goods officer and former Confederate Army officer from Alexandria, Virginia, who uses her lunch hour to tidy up wood as an alternative to connecting and pin couplers. The term buckeye comes from the nickname of the state of Ohio USA, "Buckeye State" and Ohio Brass Company which originally marketed the clutch.
In 1893, satisfied that the automated coupler could meet the demands of commercial rail operations and, at the same time, manipulated safely, the United States Congress passed the Safety Tool Act. Its success in promoting switchyard security is amazing. Between 1877 and 1887, about 38% of all train accidents involved clutch. The percentage goes down when the railroad starts replacing the links and pin couplers with the automatic coupler. In 1902, just two years after the effective date of SAA, the clutch accident constituted only 4% of all employee accidents. Couple-related accidents decreased from almost 11,000 in 1892 to more than 2,000 in 1902, although the number of train employees continued to increase over the decade.
When the Janney coupler is chosen to be North American standard, there are 8,000 patented alternatives to choose from. The only significant disadvantage of using a Janney design is that sometimes drawheads must be manually aligned. Many AAR coupler designs are available to accommodate the requirements of various car designs, but all are required to have the same specific dimensions that allow one design to pair with another.
The Janney coupler is used in the United States, Canada, Mexico, Japan, Taiwan, Australia, New Zealand, South Africa, Saudi Arabia, Cuba, Chile, Brazil, China and elsewhere.
Changes since 1873
Bazeley Coupler
Henricot Coupler
The Henricot coupler is a variation on the Janney coupler, introduced by Belgian engineers and entrepreneurs ÃÆ' â € ° Henricot mile from Court-Saint-ÃÆ'â € ° tienne. It is used on certain EMUs of the Belgian State Railways, including NMBS/SNCB class 75 (fr: Automotrice AM75).
Willison/SA3 Coupler
The Russian SA3 Coupler works in accordance with the same principle as the AAR coupler but these two types are not compatible. It was introduced in the Soviet Union in 1932 and has since been used across a vast network, including Mongolia and Finland.
It is also used on Iran's standard gauge network and in Malmbanan in Sweden for ore trains. Some 2 feet (610 millimeter) cane meter gauge in Queensland has been equipped with miniature Willison screws. It was introduced on a 2-foot (610-millimeter) narrow gauge of Avontuur Railway from South African Railways in 1973.
- Russian trains are rarely longer than about 750 m (2,461 ft) and rarely exceed the maximum tonnage of about 6,000 t (5,900 ton long, 6,600 short tons). The heaviest trains using these couplers are at Malmbanan where they are up to 9,000 t (8,900 ton long, 9,900 short tons).
- The force to break the SA-3 coupler is about 300 tf (2,900 kN; 300 LTf; 330 STf) (2.9Ã, MN or 650,000 lbf)
- The maximum permissible traction effort for SA-3 is limited to 135 tf (1,320 kk; 133 LTf; 149 STf) (1.32 MN or 300,000 lbf) by Russian white paper.
- The proposed European auto-coupler is compatible with Russian couplers but with air, control and automatic power connections. Implementation is permanently postponed except for some users. See Europe below.
- SA3 resembles a left-handed fist.
There are many variations and brand names for these couplers.
Unicoupler/Intermat
Unicoupler has been developed by the Knorr company from Germany in the 1970s and is widely used in Iran in freight cars. This type of coupler is compatible with SA-3 and Willison couplers. The Unicoupler is also known as AK69e. The Unicoupler is a Western European development, developed in parallel with a compatible Eastern European partner, the Intermat coupler.
C-AKv
The C-AKV coupler (also called Transpact) is a new compact Willison coupler developed by Faiveley Transport. It is mechanically fully compatible with SA3 and Unicoupler couplers and if an additional buffer is installed it can be coupled with a conventional European screw clutch as well.
Unilink
Unilink is a coupler compatible with SA3 and screw clutch, which is used for example. in Finland.
Multi-function multiplier
Multi-function couplers (MFCs) are "fully automatic" couplers that make all connections between rail vehicles (mechanical, air brake, and electric) without human intervention, unlike autocouplers that only handle mechanical aspects. Most of the trains fitted with these types of connections are some units, especially those used in mass transit operations.
There are several automatic coupler designs used worldwide, including the Scharfenberg coupler, various knuckle hybrids such as Tightlock (used in the UK), Wedgelock clutch, Dellner coupling (similar to Scharfenberg's screw in appearance), BSI clutch (Bergische Stahl Industrie, now Faiveley Transport ) and the Schaku-Tomlinson Tightlock clutch.
There are a number of other automatic train couplings that are similar to the Scharfenberg coupler, but should not be compatible with it. The older US transit carriers continue to use this non-Janney electro-pneumatic coupler design and have been using it for decades.
Westinghouse H2C
The Westinghouse H2C coupler, whose predecessor H2A was first used on Standard BMT and then R1 through the R9 class, is currently used on R32, R42, R62, R62A, R68, and R68A subway classes from the New York City Subway. The tip of A car usually has a Westinghouse hitch and the B end uses a semi permanent drawbar, or a Westinghouse hitch.
WABCO Type-N
The WABCO N-Type coupler was first developed for the Pittsburgh Skybus system prototype with the original N-1 model as applied only to three Skybus cars. An updated N-2 model with a larger 4-inch (102 mm) collecting range was first applied to the new "Airporter" speeding car on the Cleveland Rapid Transit line. The N-2 model uses a light draft that is draped below the middle threshold, to allow the wide swings required to encircle sharp corners. This makes the N-2 unsuitable for the use of the main rail line so that the latest version of N-2-A was developed for that market. The first was installed in 1968 to the UAC TurboTrain with 228 electrical contacts and Metropolitan Budd EMU with 138 contacts. Beginning in the 1970s, the N-2-A was paired to the entire SEPTA Silverliner MU family, the NJT Arrow series from MU and the Metro-North/Long Island Rail Road M series from MU carriages. The N-2 was also used by the PATCO Speedline, but was replaced due to problems with electrical contacts. Then WABCO will create a new N-3 model for the BART system with a 6-by-4-inch (152.4 mm × 101.6 mm) collection range that requires a rectangular funnel.
The WABCO N type is sometimes referred to as the pin and cup coupler or the puncture .
Tomlinson
The Tomlinson coupler was developed by the Ohio Brass Company for mass transit applications, but was eventually found to be used in some major railway vehicles as well. It consists of two square metal hooks that are interconnected in a larger rectangular frame with air duct connections above and below. Since the coupling development of the Ohio Brass manufacturing arm was purchased by WABCO who is now a joint-line manufacturer with the N-type. The Tomlinson coupler is the most widely used automatic heavy weight coupling in North America that has been adopted by DC Metro, MBTA, PATCO Speedline, SEPTA Broad Street Subway, LA Metro, Metro Baltimore, Metro Miami, MARTA Rail and New York City. Subway for the R44/R46 fleet and all modern classes starting with R142. For applications outside of rapid transit, the coupler must be significantly enlarged to meet the first strength increase requirements in this capacity on the Budd Metroliner and then on the Illinois Central Highliner fleet. The lack of relative strength is one of the reasons the N-Type has been more successful in the main railway arena.
Scharfenberg coupler
The Scharfenberg coupler (German: Scharfenbergkupplung or Schaku ) is probably the most commonly used type of auto clutch. Designed in 1903 by Karl Scharfenberg in KÃÆ'¶nigsberg, Germany (now Kaliningrad, Russia), it gradually spread from transit trains to regular passenger service trains, although outside Europe its use was generally limited to mass transit systems. Schaku coupler is superior in many ways with the AAR (Janney/Knuckle) coupler for making electricity and also pneumatic connections and automatic disconnection. However, there is no standard for placement of these electro-pneumatic connections. Some railroad companies are placed on the sides while others place them on top of mechanical parts of the Schaku coupler.
The small air cylinder, working on the rotating head of the coupler, ensures the Schaku coupler's engagement, so there's no need to use surprises to get a good coupling. Joining part of the passenger train can be done at very low speed (less than 2 mph or 3.2 km/h in the last approach), so passengers do not jostle. Rail equipment manufacturers such as Bombardier offer the Schaku coupler as an option on their mass transit system and their passenger and locomotive cars. In North America all trains from Metro Montreal are equipped with it, such as the new light rail system in Denver, Baltimore and New Jersey. It is also used on light rail vehicles in Portland, Minneapolis, Vancouver Skytrain, and Scarborough RT in Toronto. It also complements all of the special rolling stock used for the shuttle service in the Channel Tunnel.
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- Maximum tonnage below 1000 t (1,100 short tons, 980 ton long).
United Kingdom
Due to the rush to dieselise and the number of different suppliers, the United Kingdom ended up with various incompatible connections for many jobs. The latter is categorized as yellow triangle, blue box, and so on. It has nothing to do with the physical connection of the vehicle. The coupling code, as it is known, becomes relevant only if multiple locomotives or multiple units are required.
Coupling Contacts Auto Merge
- Autoparting Merge (ABC) Coupler
Dellner
Swedish-made Swedish coupling, is a proprietary version of the Scharfenberg coupler, connecting vehicles, pneumatics and electronics at the same time. The energy absorption D-BOX technology enables coupling at speeds of up to 15 kilometers per hour (9.3 mph) without structural damage, and up to 36 kilometers per hour (22 mph) with deformation but with the remaining vehicles in its tracks. The patented D-REX system provides high-speed Ethernet data connection at 100 Mbit/s speed.
Environmental trailer
Ward coupler
Shibata coupler
Shibata (or Shibata-type) coupler is a variation of the Scharfenberg coupler developed by the Japanese Government Government Railways (JGR) engineer Mamoru Shibata (ja) in the 1930s for electric trains. This is a standard coupler type for all passenger trains in Japan as well as on commuter and subway trains in South Korea.
Shinkansen (kereta peluru) rolling stock memanfaatkan variasi coupler Shibata yang dikembangkan oleh Sumitomo Metal Industries pada tahun 1960-an yang menggunakan pin pengunci ketat, dan yang secara kebetulan memiliki kemiripan yang lebih dekat dengan coupler Scharfenberg daripada coupler Shibata.
Galeri
Coupling ganda dan gerbong pertandingan
Sometimes carts with a single clutch system need to be combined with a cart with other coupling types. This may be necessary when taking a metro train from his factory to the city where it will be used. There are two solutions:
- use match wagons (s) that have different clutches at both ends.
- use coupler adapter.
Only a few clutch types coexist at the end of the wagon at the same time, because among other reasons they must be at the same height. For example, in the state of Victoria, Australia, the engine has an AAR coupler, with a buffer, and a chain mounted on the cast lug to the AAR coupler.
The matching cars or match trucks (also known as "barrier vehicles"/carts in the UK and "transition cars" in North America) have different types of clutches at each end. If a pair of wagons is suitable for use, rake carts using A clutch can be loaded into the carriage or using clutch B.
The coupling adapter or compromise coupler can pair with the AAR coupling on the cart, and now, for example, a coupler meatchopper or quick transit coupler to the next cart. Such adapters may weigh 100 kg (220 pounds). A piece of adapter allows couples couples Janney with SA3 coupler
Dual merge
Collection of carriages
Automatic screwers like Janney are safer in collisions as they help prevent telescoping wagons. British Rail therefore decided to adopt the Janney variant for its passenger carriage, with the coupler able to swing out of the way to clutch into a machine with traditional buffer and chain systems.
In New South Wales, the set of trains is permanently incorporated with a fixed bar, because the car is disconnected only in the workshop. Freight cars are sometimes combined in pairs or triplets, using clutch bars in between.
A collection of articulated carriages or carriages shares intermediate bogies, and does not require a clutch in the middle position.
Clutch brake
Coupling is required for sustainable braking systems.
Electronic controlled brakes
Electronically controlled pneumatic brakes (ECPs) require methods to connect electrically adjacent coaches, both for power and for command signals, and this can be done with plugs and sockets, or with very short distance radio signals.
Gear image
The draw gear (also known as the concept gear) is the assembly behind the clutch on each end of the wagon to keep the pressure and the tensile force between the trains. Early tensile tools made of wood, which are gradually replaced with steel.
Genset Janney has a draft gear in the center to absorb the thrust and pull (sagging action).
There is also a pulling gear behind tightlock clutch, SA3 screw, C-AKv screw, Scharfenberg screw, and other multi-functional coupler.
In the case of buffer and chain couplers, the draw teeth behind the hook, if any, will absorb the voltage, while the buffer side will absorb the compression.
Some couplers may not have balanced teeth.
Model train
In rail couplers the model varies by scale, and has evolved over the years. Early model trains are incorporated using a variety of hook-and-loop settings, which are often asymmetric, requiring all cars to point in the same direction. On a larger scale, the work scale or the near-scale model of the Janney screw is quite common, but it proves to be impractical in HO and smaller scales.
Over the years, the "X2F" or "Horn-Hook" couplers are quite common on the HO scale, as they can be manufactured as one piece of printed plastic. Similarly, for many years, the "rope lifter" coupler known as Rapido and developed by Arnold, the N-scale train model builder from Germany, is usually used on that scale.
The main competitors of these two couplers, which are more popular among serious mod makers, are Magne-Matic, a magnetically launched knuckle coupler developed by Keith and Dale Edwards, and produced by Kadee, the company they started. While they are very similar to miniature Janney couplers, they are somewhat different mechanically, with knuckles spinning from the center of the coupling head, not from the side. Steel pins, designed to resemble an air brake hose, allow the coupler to be magnetically released; the coupler head design prevents this from happening unless the carriage is stopped or reversed with a coupled pair coupled directly over an unconnected magnet. Previous versions that mechanically stumble from the design have straight pins extending downward from the knuckle itself, which involves a diamond-shaped "ramp" mechanically between the rails, which must be raised above the rail height when discharge is desired.
After Kadee's patent runs out, a number of other manufacturers begin to produce similar (and compatible) knuckle magnet couplers.
Recently, the HO model of the AAR coupler with the right scale has been designed and manufactured by Frank Sergent. This design uses a small stainless steel ball to lock the knuckle closed. Uncoupling is achieved by holding the magnetic stick above the coupler pair to pull the ball out of the locking bag.
On a scale of O, a scaled-down miniature schematic version of the "Alliance" scale was produced from the 1980s by the GAGO model in Australia. Since 2002 it has been marketed by Waratah Model Railway Company. European modelers tend to use scale hooks and clutch chains.
In the UK scale of 00 (similar to H0 scale) the 'tension lock' coupler model developed by Tri-ang is standard. This is similar in operation to the meatchopper coupling type. Remote uncoupling is possible by using a sprung ramp between the rails. Design the hooks in such a way that the clutch will not loose when under pressure (not pressing the ramp). As the train is pushed past the ramp, the train will lift the coupling link as the train passes. By stopping the train on a hill, it is divided at this point. Although this works well, it often looks ugly and stands out (although smaller designs are available, these are not always fully compatible with other models) and many UK modellers prefer to retrofit either Kadee types or work hooks and clutch chains.
The latest developments are interchangeable couplings that are connected to standard sockets, known as NEM 362 and which can be easily revoked as needed. This allows the modeller to easily standardize on any desired clutch, without individual manufacturers needing to change their clutch type.
On a 7 mm scale, a medium-scale working Norwegian screw is produced by Zamzoodled in the UK.
Comparison of coupler types published in "Introduction to Screw".
Accident
Different types of couplings have different crash rates.
- The Murulla train crash of 1926 involved a rupture of "drawhooks" leading to escape and then collision. Drawhooks implies "buffer and chain link".
- Round Oak - 1858 rail crash - clutch breaking and rear of the train sliding back.
See also
References
Source
- Norfolk & amp; Western Railway Co. v. Hiles (95-6), 516 U.S. 400 (1996) (US Supreme Court ruling by Judge Clarence Thomas)
- Eli Janney - The Janney Coupler (based on the above case)
- Dellner Skrup AB - Automatic and Semi Permanent Coupler
- Vancouver SkyTrain Light Rail Network, Canada (both for Dellner data)
- JANE'S WORLD RAILWAYS
- How clutch works
- White, John H. (1985) [1978]. The American Railroad Passenger Car . Baltimore, Maryland: Johns Hopkins University Press. ISBN 978-0-8018-2743-3. Ã,
External links
- VEHICLE CONTROL AND GEAR DRAFT
- Adapter between Janney coupler and SA3 coupler
Source of the article : Wikipedia
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