WESTERN RAILWAY

TECHNICAL STANDING ORDER

TSO NO-CHG/A-1
1 REV – 2, Date: 12/08/2014

Instructions for Coupling and uncoupling of coaches having

CBC on LHB coaches

Issued by
Mechanical – Coaching Wing
Headquarter Office, Churchgate, MUMBAI – 400 020
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 TECHNICAL STANDING ORDER

(TSO NO-CHG/A- 2 Rev-0 Date: 12/08/2014)

Sub: Coupling and uncoupling of coaches having CBC on LHB coaches.

Objective:
a) To prevent Train parting
b) To ensure positive locking of CBC couplers
c) To educate examination staff regarding correct practices of coupling.
Periodicity of attention:
a) At time of coupling coach to coach or coach to loco
b) Whenever new coach (commissioning of coaches) is placed in system
c) Any out station coaches put into service.
d) If any irregularity in fitment including non standard material noticed during com-
missioning/ maintenance.

Work Instructions shall be adopted as under:

1 The coupling procedure is described as follows:

a) Bring the vehicles near to each other at a slow speed (approx. 2 - 3 km/h) and
stop the vehicles at approximately 1-meter distance of each other.
b) Ensure that manual uncoupling operating rod handles of coupling end of both
the vehicles are unlocked
c) Check alignment and position of coupler centers. Couplers must stand within
the gathering range (110 mm).
d) If required, pull the couplers manually towards each other and make sure that
they are in the gathering range of the coupler geometry.
e) Ensure knuckle of at least one of the coupler is open. Coupling can take place
when knuckle of
i) Only one of the coupler is open
ii) Knuckles of both the couplers are open.
f) Now push the vehicles together slowly (approx. 3 km/h) for coupling the two
coaches.
g) Check position of tell tale device for proper coupling (location of the tell tale
and other check points/position to ensure proper locking)
h) Make sure, that the handle of manual uncoupling device is locked after cou-
pling

2 The Guidelines for Coupling of CBC equipped Coach with Locomotive

The following procedure order should be adopted for a coaching train fitted with CBC:
a) After berthing the CBC rake on the platform and before releasing the rake by C&W,
the first five coaches should be in braked condition.
b) For attaching the locomotive, the loco shall be stopped at 20 meters from the first
coach and shall move slowly to again stop at not less than 3 meters from first coach
of the rake.
c) The WLRRM/SLR CBC and loco coupling shall be aligned horizontally.
d) Within gathering range. The gather range of „E‟ type coupler is 80 mm and in case
adjoining coupler heads are offset by more than this, they need manual alignment.
e) WLRRM/SLR CBC knuckle shall be normally in the closed position and ensure full
clearance of tell tale recess. The loco CBC knuckle shall be unlocked and in open
condition.
f) The loco pilot shall proceed the loco up to the 3rd notch in succession so that the
loco can couple with the coach at a speed of 2 to 3 kmph.
g) On coupling, full clearance of tell tale recess of both couplers shall be ensured by
C&W staff. C&W staff after ensuring that both the couplings are in place shall lock
uncoupling rod by putting locking screw in place.

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 h) In case locomotives are not fitted with „H‟ type AAR coupler head, a vertical restrictor
(RDSO Sketch No. CG-10063).should be provided in CBC of front end of first vehi-
cle. The vertical restrictor restricts the vertical movement in both the direction (Up &
down).
i) In case locomotives are not fitted with „H‟ type AAR coupler, difference in height
of locomotive knuckles and that of Generator van/ SLR should be checked by
TXR with a gauge as prescribed in RDSO letter no. MC/BLB/CBC dated
26.07.2010.
j) This gauge should be used by TXR to check it before departure of train. By ap-
plication of this gauge, the adequate overlap between loco knuckle and coach
knuckle can be ensured to prevent uncoupling between the loco and Generator
van/ SLR.

3- Check points to see that coach is coupled properly.

Check point no - I Check position of tell tale device for proper coupling (location of the
tell tale is shown in figure below

Check point no - II Make sure that rotary

lock lifter rib is vertical. Lock lift lever are
painted with bright yellow paint of approx. 2” dia to improve visibility. Position of yel-
low marking should be such that it is just visible when lock lift lever is fully dropped

Check point -III: Make sure, that the handle of

manual uncoupling device is locked after coupl-
ing.

Uncoupling Device Operating

handle cannot be operated

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 Check point IV: The Knuckle and Coupler Head machined faces should be parallel.

Check Point V: No oil or grease should be

applied on the coupler internal parts such as
Knuckle, Lock, Rotary Lock Lifter etc., oil and
grease on the coupler internal parts can
cause the Lock to slide and lead to uncou-
pling automatically.

4 Coaches not coupled properly shows following indications.

Check point 1 Rotary lock lifter rib inclined.

Check point 2 Rotary lock lift lever is visible in tell- tell recess.
Check point 3 The Knuckle and Coupler Head machined faces should be parallel.
Check point 4 The positive locking pin is not getting through telltale recess.

5 - Uncoupling Procedure
a) Unlock the handle by rotating locking screw with the special key.
b) Lift and turn the handle in clockwise direction to a horizontal position (minimum 90°)
and pull the coaches apart.
c) Before uncoupling make sure that the couplers are not subjected to any tensile load
and the uncoupling lever is fairly free to turn.
d) A common practice for this uncoupling operation is also to push the vehicles to-
gether (with one vehicle applied with parking brake) to avoid excessive binding in
the system.

6- Check for Correct Coupler Height

a) This aspect should invariably be checked in trip maintenance in all WLRRM/SLR’s
coupled to loco.
b) Reference coupler height centre of coupler to rail (1105 mm) 43 5 inches.
c) If the coupler height is too low, it could be due to worn, collapsed or broken coupler
carrier springs.
d) In addition, the car body height could be too low due to worn, collapsed, broken
equalizer springs or bolsters, or extreme wear.

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 7- Warning Note:
a) It is possible that knuckles are locked but the lock
lift lever is not fully dropped. This situation is the
most dangerous as it gives false indication of cou-
pler locking. The coupler may open during run. En-
suring complete dropping of lock lift lever is impor-
tant.
b) However, such incidence of partial locking of cou-
pler should be taken very seriously and it should be
put on record with details of coupler particular and
should be advised to HQ
c) RDSO has issued an instruction of a marking Restrictor
scheme of painting lock lift lever with bright yellow
paint of approx. 2” dia. should be ensured. (check
point II above)
d) Ensure that manual uncoupling operating rod han-
dles of both the vehicles are locked after fully locking
of couplers.
e) The coupler must be checked for proper locking by
pulling these couplers (by pulling loco forward).
f) Vertical Restrictor to be Provided in the First Vehicle

8- Procedure of Using the Gauge (Knuckle differ-

ence gauge)
a) When the Loco Knuckle is below the Coach Knuckle
Knuckle difference gauge
i) In this case, the gauge should not be used.

b) When the Loco Knuckle is above the Coach Knuckle

a. Washer should be placed on the top of the loco knuckle and the bolt should
be allowed to go down.
i. The gauge should be kept in such a way that the washer rests evenly on
the top of the loco knuckle and the lower end of the bolt touches the top
of the coach knuckle.
ii. In this position, it should be seen that the mark provided in the centre of
the bolt is above the washer.
iii. If the mark is not visible above the washer, the generator van should be
unloaded till such time the centre mark is visible above washer.
iv. It should be noted that this gauge should not be taken as a measure of
minimum buffer height of 1030 mm as per IRCA rules. To ensure this
stipulation, the extant instructions shall be followed.

9 Provision of shims

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 a) The loco pilot shall take the 2nd notch for checking the proper coupling by pulling
the rake. The C&W staff shall insert the shim.
b) When the loco is in the pulled condition, the gaps in the CBCs shall be filled by pro-
viding shims of adequate thickness by the C&W staff. The shim shall be secured by
putting a pin in knuckle hole to avoid working out.
c) The loco pilot and guard shall ensure that the required amount of BP and FP pres-
sures are built up in loco and SLR respectively.
d) 13. After ensuring the above procedure for coupling, the brakes of first five coaches
shall be released by C&W staff.
10 - Coupling is possible under any of the following conditions
a) When both Knuckles are in open condition.
b) When one knuckle is open & the other is in closed condition couplers are cou-
pled.
c) However, for coupling first coach with locomotive, SLR CBC knuckle shall be in
the closed position. For coach to coach coupling, coupler head of one of the
coach shall also be preferably in closed condition.
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TRIP MAINTENANCE (ITEMS TO BE CHECKED) -
A. Anti – creep protection inspection should be made part of trip maintenance
specifically to power cars/SLRs attached to loco motive.
B. Coupler height as specified (1105 – 1090 mm).
C. No lubrication on coupler.
D. Fitment of Restrictor on first & last coach.

Anti–creep protection is the front of overlap between the toggle and the anti–creep shoul-
der on couplers. Perform following steps to inspect for
proper anti–creep protection:

Step I. Inspection for anti–creep protection is made

through the front of the coupler.

Step II. With the coupler in the locked position insert

a pry bar through the front of the coupler between
the knuckle tail shelf and lock, forcing the lock up-
ward.

Step III. Forcing the lock upward as far as it will go

engages the top of the toggle
with the bottom of the knuckle tail shelf.

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Step IV Insert a pry bar between the leg of the
lock and the front of the lock hole. Pull toward the
front of the coupler to force the lock leg rearward.

Step V. If the front edge of the toggle is 1/8” or

more forward of the rear corner of the knuckle tail
shelf the anti-creep is unacceptable; replace lock
lift assembly.

Step VI. If an actual measurement

is desired, inscribe a line on top of
the toggle along the rear face of
the knuckle tail shelf. Measure at
point “C”, the measurement must
not be less than 3/8”.

11- Positive locking: To ensure positive locking a modification has already been ad-
vised. In the modification one pin is inserted through the bushes welded on CBC
telltale recess. The pin eats up the space caused after engaging the couplers. Entry
of pin also a indicator of proper locking. Pin shod be rotated to get it locked to rule
out the possibility of working out.

Pin locking arrangement in tell tale recess

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12- Important check points for coupling of coach to locos.

A- During trip maintenance:

a. Coupler height of SLR/WLRRM every trip.

b. Anti creep check on SLR/WLRRM every trip.
c. Coupling to loco with closed coupler of coach.
d. No lubrication on coupler
e. Restrictor is a must on coach attached to loco.
f. 5C( five check points)

B- During attaching loco

a) Coupling to loco with closed coupler of coach

b) No lubrication on coupler
c) Restrictor is a must on coach attached to loco
d) Gauging (Knuckle difference gauge)
e) Shimming between coaches and loco to coach
f) 5C( five check points)
g) Securing with pin after ensuring proper coupling

13- Record keeping:

a) Records of anti creep check and coupler height should be maintained in TXR di-
ary on daily basis, besides trip maintenance items as mentioned above in depots.
b) Format for monitoring of other important aspects while attaching train locomotive
to rake at depot/platform is as under,

Train No - _____________. Date. __________ Station. ___________

WLRRM/SLR No. ___________ Loco No ___________ BPC No ____________

S. Checks to conduct Observation(Yes/No)

No.
1 Coupling to loco with closed coupler of coach

2 No lubrication on coupler

3 Restrictor is a must on coach attached to loco

4 Gauging (Knuckle difference gauge)

5 Shimming between coaches and loco to coach

6 5C( five check points)
7 Securing with pin after ensuring proper coupling

Name and Signature of LP/ALP Name and Signature of SSE/JE

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14. Various positions of coupler:

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15. Responsibility:

Sr. DME/ Sr. CDO’s shall assign the responsibility suitably.

S.
Activity
No
1 Identification of staff involved with coupling of loco to coach (WLRRM/SLR)
Identified staff & escorting staff to be given one day training within the depot by
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nominated SSE & certification be obtained.
Display of instruction at suitable places Sick line/Pit line regarding guide lines on
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CBC
4 Inspection of anti creep feature of WLRRM’s / SLRs attached to loco
Check of telltale recess, rib, locking handle, no oil on couplers, fixing of pin for
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positive locking
6 Provision of proper material shims, gauges, restrictors.
7 Inspection & maintenance of the records.
8 For monitoring of Instruction

Authority –Maintenance Manual for LHB coaches.

HQ-M442/19/4(LHB) – Vol. II dated 23.01.2006

These issues with the approval of CME/WR

CRSE/Chg/CCG

Circulation- Sr.DME/BCT, BRC, RTM, ADI, RJT, BVP

Sr. CDO/BCT, BDTS, KKF.

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