European hook up adapter
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The adapter is seen from the bottom Sometimes a wagon with one coupling system needs to be coupled to wagons with another coupling type This may be needed when taking rolling stock from its manufacturer to the city where it is to be used. Older US transit operators continue to use these non-Janney electro-pneumatic coupler designs and have used them for decades. New other see details: A hook, unused hook european absolutely no signs of european. In North America all the trains of the are equipped with it, as are new light rail custodes inand. What do I do about hooking up to the electric at my campsite. During coupling, a rail worker had to stand between the cars as they came together and guide the link into the european hook up adapter pocket.
This article needs additional citations for. Unsourced material may be challenged and removed. January 2010 A coupling or a coupler is a mechanism for connecting in a train. The design of the coupler is standard, and is almost as important as the , since flexibility and convenience are maximised if all rolling stock can be coupled together. The equipment that connects the couplings to the rolling stock is known as the draft gear or draw gear. Main article: The basic type of coupling on railways following the British tradition is the buffer and chain coupling. A large chain of three links connects hooks on the adjoining wagons. These couplings followed earlier practice but were made more regular. The simple chain could not be tensioned and this slack coupling allowed a lot of back-and-forth movement and banging between vehicles. Acceptable for mineral wagons, this gave an uncomfortable ride for passenger coaches, and so the chain was improved by replacing the centre link with a that draws the vehicles together, giving the screw coupling. A simplified version of this, quicker to attach and detach, still used three links but with the centre link given a T-shaped slot. This could be turned lengthwise to lengthen it, allowing coupling, then turned vertically to the shorter slot position, holding the wagons more tightly together. Higher speeds associated with made the screw-tensioned form a necessity. The earliest 'dumb buffers' were fixed extensions of the wooden wagon frames, but later spring buffers were introduced. The first of these were stiff cushions of leather-covered horsehair, later steel springs and then hydraulic damping. This coupling is still widespread. A link-and-pin coupler The link-and-pin coupling was the original style of coupling used on North American railways. After most railroads converted to semi-automatic , the link-and-pin survived on. While simple in principle, the system suffered from a lack of standardisation regarding size and height of the links, and the size and height of the pockets. The link-and-pin coupler consisted of a tube-like body that received an oblong link. During coupling, a rail worker had to stand between the cars as they came together and guide the link into the coupler pocket. Once the cars were joined, the employee inserted a pin into a hole a few inches from the end of the tube to hold the link in place. This procedure was exceptionally dangerous and many brakemen lost fingers or entire hands when they did not get them out of the way of the coupler pockets in time. Many more were killed as a result of being crushed between cars or dragged under cars that were coupled too quickly. Brakemen were issued with heavy clubs that could be used to hold the link in position, but many brakemen would not use the club, and risked injury. White suggests that the railroads considered this to be more important than the safety issue at the time see reference below. An episode of the 1958 TV series was devoted to the problems of link-and-pin couplings. Albert Coupler To avoid the safety issues, Karl Albert, then director at the , developed the Albert coupler during 1921, a key and slot coupler with two pins. Cars to be coupled were pushed together, both couplings moving to the same side. One pin was inserted, then the cars were pulled to straighten the coupling and the other pin inserted. This operation required less exact shunting. Due to the single-piece design, only minimal slack was possible. The system became quite popular with tram systems and narrow gauge lines. During the 1960s most cities replaced them with automatic couplers. But even in modern cars, Albert couplers get installed as emergency couplers for towing a faulty car. Norwegian coupling in Norwegian or meat chopper couplings consist of a central buffer with a mechanical hook that drops into a slot in the central buffer. There may also be a U-shaped securing latch on the opposite buffer which is fastened over the top of the hook to secure it. The Norwegian coupler allows sharper curves than the buffer-and-chain, which is an advantage on those railways. On railway lines where rolling stock always points the same way, the mechanical hook may be provided only on one end of each wagon. Similarly, the hand brake handles may also be on one side of the wagons only. Norwegian couplings are not particularly strong, and may be supplemented by auxiliary chains. Not all Norwegian couplings are compatible with one another as they vary in height, width, and may or may not be limited to one hook at a time. Two versions of radial coupler were used in South Africa. One, the Johnston coupler, commonly known as a bell link-and-pin coupler, was introduced in 1873 and is similar in operation to and compatible with couplers, but bell-shaped with a circular coupler face. The other, the bell-and-hook coupler, was introduced in 1902 and is similar to the , but also with a circular coupler face and with a coupler pocket which is open at the top of the coupler face to accommodate the drawhook. All new Cape gauge locomotives and rolling stock acquired from 1873 were equipped with these or similar couplers, beginning with the , a construction locomotive named Little Bess. Johnston link-and-pin coupler The NGR , established in the in 1875, followed suit and all locomotives and rolling stock acquired by that railway were equipped with Johnston couplers, beginning with the in 1877. Likewise, in 1889, when the first locomotives were obtained by the newly established NZASM in the , they were fitted with Johnston couplers. Unlike the 610 mm narrow gauge railways of the CGR, those of the NGR also made use of Johnston couplers. The first of these narrow gauge lines came into operation in 1906, when the first locomotives entered service on the branch out of. Transition era AAR knuckle coupler. The gap in the knuckle accommodates the link of a and the vertical hole in the knuckle accommodates the pin. Coupling and uncoupling were done manually, which posed a high risk of serious injury or death to crew members, who had to go between moving vehicles to guide the link into the coupler pocket during coupling. Johnston couplers gradually began to be replaced on the from 1927, but not on narrow gauge rolling stock. All new Cape gauge locomotives and rolling stock acquired from that year were equipped with couplers. Conversion of all older rolling stock was to take several years and both coupler types could still be seen on some vehicles into the late 1950s. During the transition period, knuckle couplers on many locomotives had a horizontal gap and a vertical hole in the knuckle itself to accommodate, respectively, a link and a pin, to enable it to couple to vehicles which were still equipped with the older Johnston couplers. Bell-and-hook coupler Bell-and-hook coupler with Willison adapter The coupler is similar to the. It is a radial coupler with a coupler pocket which is open at the top of the coupling face. Instead of a link and pins, it makes use of a drawhook which, upon coupling, slides over the drawhook pin in the coupler of the next vehicle in the train. To prevent the drawhook of the mating coupler from accidental uncoupling, the coupler bell is equipped with a drawhook guard, commonly known as a bridle, above the coupler pocket. Willison coupler adapter for Bell-and-hook couplers Usual practice was to have a drawhook fitted to only one of the mating couplers and train crews therefore carried spare drawhooks and drawhook pins on the locomotive. While automatic coupling is possible, this rarely happens and manual assistance is required during coupling. Uncoupling is done manually by lifting the drawhook by hand to release it. The coupler could be adapted to be compatible with the Johnston coupler by replacing the drawhook with a U-shaped adapter link, which was attached using the same drawhook pin. Bell-and-hook coupler with Johnston coupler adapter link Bell-and-hook couplers began to be replaced on the upon the introduction of diesel-electric locomotives on the narrow gauge system in 1973. All new narrow gauge rolling stock acquired for that line from that year were equipped with. Older rolling stock were not converted and an adapter was used to enable coupling between the two types. The drawhook on the bell-and-hook coupler would be replaced with the adapter, which was attached using the same drawhook pin. The gap in the knuckle accommodates the link of a and the vertical hole in the knuckle accommodates the pin. This design was used in the transition period The Janney coupler, later the Master Car Builders Association MCB coupler, now the AAR coupler, is also commonly known as a buckeye, knuckle, or Alliance coupler. The knuckle coupler or Janney coupler was invented by , who received a in 1873. It is also known as a buckeye coupler, notably in the United Kingdom, where some rolling stock mostly for passenger trains is fitted with it. Janney was a dry goods clerk and former officer from , who used his lunch hours to whittle from wood an alternative to the link and pin coupler. Diagram of the top view of Janney's coupler design as published in his patent application in 1873. In 1893, satisfied that an automatic coupler could meet the demands of commercial railroad operations and, at the same time, be manipulated safely, the passed the. Its success in promoting switchyard safety was stunning. Between 1877 and 1887, approximately 38% of all railworker accidents involved coupling. That percentage fell as the railroads began to replace link and pin couplers with automatic couplers. By 1902, only two years after the SAA's effective date, coupling accidents constituted only 4% of all employee accidents. Coupler-related accidents dropped from nearly 11,000 in 1892 to just over 2,000 in 1902, even though the number of railroad employees steadily increased during that decade. When the Janney coupler was chosen to be the North American standard, there were 8,000 patented alternatives to choose from. The only significant disadvantage of using the Janney design is that sometimes the drawheads need to be manually aligned. Many AAR coupler designs exist to accommodate requirements of various car designs, but all are required to have certain dimensions in common which allow for one design to couple to any other. The Janney coupler is used in the , , , , , , , , , , , , and elsewhere. Changes since 1873 Willison coupler on South African 610 mm narrow gauge The Russian SA3 coupler works according to the same principles as the AAR coupler but the two types are incompatible. Some 610 mm gauge cane tramway vehicles in have been fitted with miniature Willison couplers. It was introduced on the 2 ft 610 mm narrow gauge of the South African Railways in 1973. The heaviest trains using these couplers are on where they are up to 9,000 t 8,900 long tons; 9,900 short tons. Implementation is permanently delayed except for a few users. There are many variations and brand names for these couplers. This type of coupler is compatible with SA-3 and Willison couplers. The Unicoupler is also known as AK69e. The Unicoupler was the West-European development, it was developed in parallel with a compatible East-European counterpart, the Intermat coupler. The majority of trains fitted with these types of couplers are multiple units, especially those used in operations. There are a few designs of fully automatic couplers in use worldwide, including the , various knuckle hybrids such as the Tightlock used in the UK , the Wedgelock coupling, similar to Scharfenberg couplers in appearance , BSI coupling , now Faiveley Transport and the Schaku-Tomlinson Tightlock coupling. There are a number of other automatic train couplings similar to the Scharfenberg coupler, but not necessarily compatible with it. Older US transit operators continue to use these non-Janney electro-pneumatic coupler designs and have used them for decades. Westinghouse H2C The H2C coupler, whose predecessor the H2A was first used on the and later the through classes, is currently used on the , , , , , and class subway cars of the. The A ends of the cars typically have the Westinghouse coupler and the B ends use either a semi-permanent , or a Westinghouse coupler. WABCO N-Type Model N-2 on a SEPTA The WABCO N-Type coupler was first developed for the prototype system with the initial model N-1 as applied only to the three Skybus cars. The model N-2 used lightweight draft gear slung below the center sill, to allow for the wide swings required to go around sharp curves. This made the N-2 unsuitable for main line railroad use so an updated version N-2-A was developed for that market. The first of these were fitted in 1968 to the with 228 electrical contacts and the with 138 contacts. The N-2 was also used by the , but was replaced due to issues with the electrical contacts. Later WABCO would create a new model N-3 for the system with a 6-by-4-inch 152. The WABCO N-type is sometimes referred to as the pin and cup coupler or spear coupler. Tomlinson Tomlinson coupler as applied to a New York City Subway The Tomlinson coupler was developed by the for mass transit applications, but eventually found use in some mainline railroad vehicles as well. It consists of two squared metal hooks that engage with each other in a larger rectangular frame with air line connections above and below. Since the coupler's development the manufacturing arm of Ohio Brass was purchased by WABCO which now manufacturers the line along with the N-type. For applications outside of rapid transit the coupler had to be significantly enlarged to meet the increased strength requirements first appearing in this capacity on the and later on the fleet. Its relative lack of strength is one reason the has been more successful in the mainline railroad arena. Scharfenberg coupler The locomotive, normally screw-coupled, has a Scharfenberg coupler mounted for transporting DMUs The Scharfenberg coupler : Scharfenbergkupplung or Schaku is probably the most commonly used type of fully automatic coupling. Designed in 1903 by Karl Scharfenberg in Königsberg, Germany today , it has gradually spread from transit trains to regular passenger service trains, although outside Europe its use is generally restricted to mass transit systems. However, there is no standard for the placement of these electro-pneumatic connections. Some rail companies have them placed on the sides while others have them placed above the mechanical portion of the Schaku coupler. Small air cylinders, acting on the rotating heads of the coupler, ensure the Schaku coupler engagement, making it unnecessary to use shock to get a good coupling. Joining portions of a passenger train can be done at very low speed less than 2 mph or 3. Rail equipment manufacturers such as offer the Schaku coupler as an option on their mass transit systems and their passenger cars and locomotives. In North America all the trains of the are equipped with it, as are new light rail systems in , and. It is also used on vehicles in , , the , and the in. It also equips all the dedicated rolling stock used for the shuttle services in the. United Kingdom Due to the rush to and the number of different suppliers, the United Kingdom ended up with a variety of incompatible connections for. The latter were categorised as yellow triangle, blue square, and so on. This has nothing to do with the physical connection of vehicles. Coupling codes, as they were known, became relevant only if multiple working of locomotives or multiple units was required. The patented energy absorption D-BOX technology allows coupling at speeds of up to 15 kilometres per hour 9. Ward coupler Shibata rotary coupler on The Shibata or Shibata-type coupler is a variation of the Scharfenberg coupler which was developed by JGR engineer Mamoru Shibata in the 1930s for electric trains. It is the standard coupler type for all passenger trains in Japan as well as on commuter and subway trains in South Korea. Coupling adapter for use between on a locomotive and fitted to commuter rail multiple units at New York's Pennsylvania Station. The adapter is seen from the bottom Sometimes a wagon with one coupling system needs to be coupled to wagons with another coupling type This may be needed when taking rolling stock from its manufacturer to the city where it is to be used. Only some kinds of couplings coexist on the end of a wagon at the same time, because amongst other reasons they need to be at the same height. For example, in the Australian state of , engines had the AAR coupler, with buffers, and the chain mounted on a lug cast into the AAR coupler. If a pair of match wagons is used, a rake of wagons using coupling A can be inserted into a train otherwise using coupling B. A coupling adaptor or compromise coupler might couple to an AAR coupling on a wagon, and present, for example, a meatchopper coupler or rapid transit coupler to the next wagon. Such an adaptor might weigh 100 kg 220 lb. An adapter piece allows a mate with an Dual coupling Further information: Automatic couplers like the Janney are safer in a collision because they help prevent the carriages telescoping. British Rail therefore decided to adopt a Janney variant for its passenger carriages, with the coupler able to swing out of the way for coupling to engines with the traditional buffer and chain system. In New South Wales, sets of carriages were permanently coupled with a , since the carriages were disconnected only at the workshops. Freight cars are sometimes coupled in pairs or triplets, using bar couplings in between. A draw gear also known as a draft gear is the assembly behind the coupling at each end of the to take care of the and between the wagons of trains. Early draw gears were made of wood, which was gradually replaced by steel. There is also a draw gear behind , , , , and other. In the case of , the draw gear behind the hooks, if any, will absorb the tension, while the will absorb the compression. Some couplers may not have a draw gear. Main article: On couplers vary according to scale, and have evolved over many years. Early model trains were coupled using various hook-and-loop arrangements, which were frequently asymmetrical, requiring all cars to be pointing in the same direction. In the larger scales, working scale or near-scale models of Janney couplers were quite common, but proved impractical in HO and smaller scales. The chief competitor of both these couplers, more popular among serious modellers, was the Magne-Matic, a magnetically released knuckle coupler developed by Keith and Dale Edwards, and manufactured by , a company they started. While they closely resemble miniature Janney couplers, they are somewhat different mechanically, with the knuckle pivoting from the center of the coupler head, rather than from the side. A steel pin, designed to resemble an air brake hose, allows the couplers to be released magnetically; the design of the coupler head prevents this from happening unless the train is stopped or reversed with a mated pair of couplers directly over an uncoupling magnet. Once the Kadee patents ran out, a number of other manufacturers began to manufacture similar and compatible magnetic knuckle couplers. Recently, an exact-scale HO model of the AAR coupler has been designed and manufactured by Frank Sergent. This design uses a tiny stainless steel ball to lock the knuckle closed. Uncoupling is achieved by holding a magnetic wand over the coupler pair to draw the balls out of the locking pockets. Since 2002 it has been marketed by the Waratah Model Railway Company. European modellers tend to use scale hook and chain couplings. In British 00 scale similar to H0 scale models the 'tension lock' coupler developed by is standard. This is similar in operation to the meatchopper type of coupling. Remote uncoupling is possible by using a sprung ramp between the rails. The design of the hooks is such that the couplings will not uncouple when under tension instead depressing the ramp. When the train is pushed over the ramp, it will lift the coupling hooks as the train passes over. By halting the train over the ramp, it is split at this point. A recent development is an interchangeable coupling which plugs into a standardised socket, known as and which can be easily unplugged as required. This allows the modeller to easily standardise on whatever coupling is desired, without individual manufacturers needing to change their coupling type. In , scale working are now being manufactured by Zamzoodled in the UK. Passassierswa- en Trokhandboek Passenger Carriage and Truck Manual , Vol 1, Hoofstukke 1-15 Chapters 1-15. South African Transport Services, 1983. The South African Railways - Historical Survey. Bill Hart, Sponsored by Dorbyl Ltd. Steam Locomotives of the South African Railways. Locomotives of the South African Railways 1st ed. Steam Locomotives of the South African Railways. The Locomotive in South Africa - A Brief History of Railway Development. Chapter III - Natal Government Railways. South African Railways and Harbours Magazine, May 1944. The Locomotive in South Africa - A Brief History of Railway Development. Chapter IV - The N. South African Railways and Harbours Magazine, October 1944. The Locomotive in South Africa - A Brief History of Railway Development. Chapter III - Natal Government Railways Continued. South African Railways and Harbours Magazine, September 1944. The Locomotive in South Africa - A Brief History of Railway Development. Chapter II - The Cape Government Railways Continued. South African Railways and Harbours Magazine, April 1944. Railways of Southern Africa 150 Years Commemorating One Hundred and Fifty Years of Railways on the Sub-Continent — Complete Motive Power Classifications and Famous Trains — 1860—2011 1st ed. Garden View, Johannesburg, South Africa: Vidrail Productions. Archived from on May 19, 2009. Retrieved October 15, 2009. Archived from on July 18, 2011. Retrieved November 16, 2010. Archived from on October 30, 2007. Retrieved August 3, 2008. Archived from on May 21, 2009. Retrieved October 4, 2008. National Library of Australia. Retrieved 17 December 2011. The American Railroad Passenger Car.
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