Railway coupling conversion
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From time to time, a railway decides that it needs to upgrade its coupling system from one that is proving unsatisfactory, to another that meets future requirements. This can be done gradually, which can create many problems with transitional incompatibilities, or overnight, which requires much planning.
By region
Europe
The European network has traditionally been formed of many independent national railway networks with buffer and chain used near universally to allow the interchange of rolling stock. The European Union
For European freight, the TSIs mandate buffer and chain couplings at specified heights. The European system links to the former Soviet Russian-gauge network, where SA3 automatic couplers are used. Some research has been undertaken to choose an automatic freight coupler compatible with the Soviet one, but owing to widescale replacement cost, no action has been taken to implement the conversion, except for some trial installations. In many heavy-haul applications, such as for coal and iron ore, either US AAR-type couplers or Soviet SA-3 couplers are used. Conversion is made harder to justify because the existing buffer and chain coupling is almost universal.
Meanwhile, drawgear of new rolling stock is being built at a height suitable for conversion. The proposed European C-AKv freight coupler is compatible with the SA3 coupler but adds integrated air and electrical connections. This standard would need to be revised to allow for the unforeseen development of electronically controlled pneumatic brakes.
In Germany all freight wagon have been built with a UIC automatic coupler option since 1976.[1] This mounting option can be used to deploy the C-Akv coupler when a conversion is implemented. A further advantage in such a scenario is, that the C-Akv coupler can also function like the hook and air connectors for a hook-and-chain coupler, ad long as the vehicle with the C-Akv coupler still has buffers.
Soviet Union and successor states
Russian Empire and later Soviet Union used buffer and chain couplings, albeit with possibly wider centres for the buffers, until conversion to automatic SA3 couplers. The SA3 coupler was introduced in 1932, based on a British invention from 1916. Some wagons were equipped with SA-3 couplers in the 1930s (they could be coupled with chain coupling), but all cars received automatic couplers in 1957.[2][3]
United States
Once Congress passed the
Latin America
Railways in Central and South America are fragmented by gauge, geography, and financial and technical heritage. While some systems have adopted the American Janney coupler, others retain the British buffer and hook (buffer and chain) coupler (see above).
Japan
Japan converted its British-derived buffer and chain couplings to the American Janney coupling over a period of a few days[note 1] in the early 1920s,[note 2] after considerable preparation. Today, most (if not all) EMUs including high-speed Shinkansen trains, and some DMUs use the Shibata type coupling system, while locomotive-hauled trains use the Janney coupling and Tightlock coupling system.
Philippines
The
Starting in the 1990s, both Scharfenberg and Shibata couplers are being adopted on electrified
Australia
Australia, with its breaks of gauge, has always had different couplers on different systems, and has generally adopted gradual conversion. Conversion to the
Middle East
While the Middle East is mostly standard gauge, three different couplings appear to be in use (not counting Scharfenberg couplings on EMU trains). These are buffer-and-chain, American, and Russian types.
Africa
South of the Sahara, Janney (AAR) and
See also
Notes
- ^ Honshū, 17 July 1925 and Kyūshū, 20 July 1925.[citation needed]
- ^ Except Hokkaido, using Janney coupler from the early 20th century.[citation needed]
References
- ^ "Kleine Anfrage - Automatische Mittelpufferkupplung im Eisenbahngüterverkehr" (PDF) (in German). German Government. 2011-01-20.
- ^ Intermat/Willison coupler
- ^ ru:Автосцепка СА-3 (in Russian)
- ^ Ghana Archived 2009-03-18 at the Wayback Machine