Basics of EMU

Silabhadra Das
P(MIS)IRIMEE
Important Historical Events for
EMU/MEMU
➢ 03.02.1925
• First Sub-urban Train of 4 car rakes ran between VT and
Kurla
• 1500V DC stock
• Electrical Equipments by EECo.
• Mechanical equipments by Metropolitan Vickers England
• 10 Feet wide stock with Cement flooring

➢ 1951
• 12 Feet wide EMU stock with Electro Pneumatic brake
system in Mumbai Area
• Imported from EECo. England
➢ 1968-69
ICF Manufactured DC and AC EMUs alongwith M/s Jessop, Kolkotta

➢ 1989-90
• ICF Manufactured Thyristor controlled 25kV MG EMU for Chennai Area
• Electrical Equipments by GEC England.

➢ 1993
•Chopper control was introduced on 20 nos. BG EMU in association with
BARC.
• MEMUs first produced by ICF.
 THE BIG LEAP

IR adopted 3 phase Traction Drives Equipments suitable for dual voltage

1500V DC or 25kV AC system with Regenerative Braking features for
use in Mumbai Area
➢ 19.02.2006
GTO based AC-DC EMU introduced on with three phase electrics from BHEL and
Alstom.
ALSTOM (WR) - 9 rakes
BHEL (CR) - 11 rakes
➢ 21.02.2008
•IGBT based AC-DC EMU introduced with three phase electrics from Siemens,
coach and bogie from ICF.
•129 Energy Efficient AC/DC rakes have been introduced with 3 phase IGBT
propulsion system and Regenerative Breaking feature.
➢ Since Jan 2013
•72 Energy Efficient AC rakes have been introduced in Phase II with 3 phase IGBT
propulsion system and Regenerative Breaking feature.
STAGES OF DEVELOPMENT
DC EMU

• 1.5 KV DC traction
• DC traction motors with rheostatic control (resistance
banks to vary the input power supply).
• several models of EMUs, classified from WCU-1 through
WCU-15 and WCU16
AC EMU

EMUs for the 25kV AC sections have

classifications WAU-1 through
WAU-4 and beyond
 • The AC-DC EMU (Electrical Multiple Unit) is a newly
designed train equipped with three phase control
technology.
• These trains are especially designed for running
over DC as well as AC territory in Mumbai sub-urban
AC DC EMU area to cater growing demand of passenger traffic.
• IR has gradually switched over from old DC traction
technology to GTO and subsequently to IGBT based
three phase propulsion technology along with usage
of Train Control & Management System (TCMS)
GTO Based EMU
 • IGBT based AC-DC EMU introduced with three
phase electrics from Siemens, coach and
bogie from ICF.
• 129 Energy Efficient AC/DC rakes have been
introduced with 3 phase IGBT propulsion
system and Regenerative Breaking feature.
• Simplified heat sink design due to elimination
of snubber circuits.
• Simplified gate drive units.
• Lower switching losses in IGBT enabling higher
pulse frequencies, thus, leading to lower
harmonic distortion.
• Due to higher switching frequencies of IGBT,
the signaling circuits operating at frequencies
1.7 kHz - 2.6 kHz and 5.0 kHz onwards are not
IGBT based EMU affected.
• Higher power efficiency
 THREE PHASE AC EMU
• All suburban routes of Indian Railway now have been
electrified on 25 kV AC power supply from overhead lines.
• Rakes with IGBT-based three phase propulsion system have
inherent advantages of lower specific energy consumption
due to regeneration of energy during braking, low
maintenance, higher acceleration/ deceleration and
improved reliability.
• EMU stock fitted with Alstom, BHEL and Siemens three
phase electrics are running on both, Western & Central
Railways.
 • 25 KV AC/1500 V DC BG Electric Multiple Units (EMUs) are
designed to cater the suburban traffic daily in all metropolitan
EMU city of India.
• EMU/MEMUs are specially designed for high rate of
acceleration and deceleration with frequent stop.
• Present formation of EMU rake is of 9 car & 12 car units. 9 car
rakes consist of 3 units and a 12-car rake consist of 4 units.
• Each EMU unit constitutes 1 motor coach and 2 trailer coaches.
• 33 percent distributed traction powering
Conventional EMU
• Comprises of one motor coach and two trailer coaches
• Pantograph, HT compartment, Driver cabin, Power transformer,
Traction motors are all available in motor coach.
• DC traction motor

TC TC MC
Basic Units
There are two types of basic units in EMUs
•End basic unit
•Middle basic unit.

End Basic Unit

consists of three coaches viz.
•Motor Coach (MC)
•Driving Trailer coach (DTC)
•Trailer Coach (TC)
Middle Basic Unit
consists of three coaches viz.
•Motor Coach (MC)
•Non Driving Trailer coach (NDTC)
•Trailer Coach (TC)
 Nine Car Rake

A nine-car train has a seating capacity of 876 and 1,752 standees – a total of 2,628.

Twelve Car Rake

A 12-car train can seat 1,168 and accommodate 2,336 standees that is a total of 3,504 passengers and a 33% rise
in carrying capacity compared to a nine-car train. To alleviate the problems of overcrowding, the 9 coach trains
have been phased out and replaced with 12-coach trains.
 This is the coach responsible for
the movement of the EMU as
desired by the driver command.
This consists of propulsion
equipment viz. transformer,
traction motor, traction
converters, (Four quadrant
chopper), PWM inverters, brake
chopper etc.

MOTOR COACH
Driving Trailer Coach

This is non-powered coach with facilities for driving. These coaches are equipped with Master/ Brake Controller,
Drivers Desk, Passenger Information System, Light & Fans etc.

Non Driving Trailer Coach

This is non-powered coach without facilities for driving. These coaches are equipped with Light & Fans etc
Trailer Coach
• This is also non-powered coach but without
Drivers desk. Passenger Information System
and Light & Fans are provided in this coach
Jumpers
• Four inter vehicular jumper/couplers are used for communicating the electrical feed from driving unit to all its
trailer coaches for control & light, fan circuit. These four jumper/coupler arrangements are named as ‘A’, ‘B’,
‘C’, ‘D’. New coaches (with air spring) are provided with 5th jumper named as ‘E’.
 ‘A’ JUMPER
CABLE NO CIRCUIT WIRE NO CIRCUIT DESCRIPTION

101 14A CONTROL POSITIVE

102 14A CONTROL POSITIVE
103 14A CONTROL POSITIVE
104 9 ABB CLOSE
105 44 AC FAN’S-I
106 45 AC FAN’S –II
107 10 ABB TRIP
108 12 MAIN COMPRESSOR SET
109 42 MAIN COMPRESSOR TRIP
110 1452 AUDIO VISUAL CIRCUIT
111 7 PANTOGRAPH RAISE
112 40 BRAKE CIRCUIT RETURN
113 8 PANTOGRAPH LOWER
114 36 BRAKE CIRCUIT POSITIVE
115 37 EP HOLDING
116 38 EP APPLICATION
117 3904 AUDIO VISUAL CIRCUIT
118 39 BRAKE END CIRCUIT
119 40 BRAKE CIRCUIT RETURN

22
 B-JUMPER (BLUE JUMPER)
CABLE NO CIRCUIT WIRE NO CIRCUIT DESCRIPTION

201 5 FORWARD
202 6 REVERSE
203 1 NOTCH –1
204 2 NOTCH-2
205 3 NOTCH-3
206 SP SPARE
207 1424A OVR SYNCHRONISING
208 A261 NLVS INPUT
209 A266 NLVS INPUT
210 A266 NLVS INPUT
211 33 HL, HC, TL EMERGENCY
212 46 AC FAN’S RETURN
213 46 AC FAN’S RETURN
214 11 ALL OVER LOAD RESET
215 A261 NLVS INPUT
216 13 MCP SYNCHRONIZING
217 SP SPARE
218 SP SPARE
219 14A CONTROL CHANGE OVER FEED

23
 C-JUMPER
CABLE NO CIRCUIT WIRE NO CIRCUIT DESCRIPTION

301 16 ABB OPEN INDICATOR

302 19 RECTIFIER –FUSE BLOWN INDICATOR
303 18 TRACTION MOTOR OL - INDICATOR
304 17 110V DC SUPPLY INDICATOR
305 15 SUPPLY FOR INDICATION LIGHT
306 17A BATTERY CHARGER FAILURE INDICATOR
307 A261 NLVS INPUT
308 A261 NLVS INPUT
309 226 NLVS INPUT
310 226 NLVS INPUT
311 14 WARNING
312 SP SPARE
313 31 EMERGENCY POSITIVE FOR LIGHT
314 31 EMERGENCY POSITIVE FOR LIGHT
315 25 ALARM BELL
316 26 SIGNAL BELL
317 14A CONTROL CHANGE OVER FEED
318 14A CONTROL CHANGE OVER FEED
319 20 GUARD’S SUPPLY
24
 D-JUMPER
CABLE NO CIRCUIT WIRE NO CIRCUIT DESCRIPTION

401 A226 NLVS INPUT

402 A226 NLVS INPUT
403 44 AC- FANS I
404 45 AC-FANS II
405 21 LIGHT’S ON
406 SP SPARE
407 22 LIGHT’S OFF
408 23 FAN’S ON
409 24 FAN’S OFF
410 20 GUARD’S KEY SUPPLY
411 41 DC SUPPLY NEGATIVE
412 41 DC SUPPLY NEGATIVE
413 A261 NLVS INPUT
414 A261 NLVS INPUT
415 46 AC FAN’S RETURN
416 41 DC SUPPLY NEGATIVE
417 41 DC SUPPLY NEGATIVE
418 32 HLVS INPUT
419 32A HLVS INPUT
25
 • Whereas Main line EMUs (MEMU)
services are replacement to the
existing conventional coaches being
utilized in passenger trains. Both
EMUs and MEMUs are having similar
technical characteristics but differ in
dimensions, layout and uses.
• Present formation of MEMU is 8 car
consisting of 2 Motor coaches and 6
trailer coaches or 12 car consisting
of 3 Motor coaches and 9 trailer
coaches . For MEMU, one unit
constitutes 1 Motor Coach and Three
MEMU Trailer Coaches.
• 25 percent distributed powering
TC TC TC MC
 Difference b/w EMU & MEMU
Sl.No Item EMU MEMU

Coach Length 20.726 m 21.337 m

01
02 Coach Width 3.658 m 3.245 m

03 Coach Height 3.810 m 3.886 m

04 Stair Case Not Provided Provided

05 Non vestibule vestibule

06 Bogie Bolster high Low

width

07 Axle Guide Different specification than MEMU

spring
EMU/MEMU
❖ EMU trains mainly run in suburban sections of major cities and MEMU runs on main
lines to cover distance more than Suburban sections, 1st EMU train was introduced in
E.Rly in HWH – Sheoraphuli section on 14.12.1957 inaugurated by the then Prime
Minister late Sri Jawahar Lal Nehru.
❖ MEMU service was first started in Asansol - Adra section in July 1995.
❖In EMU, Two trailor coaches and one motor coach makes one unit and likewise 09
coach /12 coach trains are having three or four units respectively.
❖ High level platforms are required for EMU whereas MEMU can also work in section
of low level platforms.
❖ EMUs & MEMUs are High Speed , High Acceleration /Deceleration, rapid transit for
Suburban and MEMU for other than Suburban area.
EMU/MEMU
❖ Hence, MEMUs are called short and medium distance
trains & these are replacing conventional passenger trains
in different areas.
❖These Emus /MEMUs do not require separate Engines like
conventional coaches to pull but Motor coaches in the
formation work as a hauling Engine.
❖Reversal problems of Engine is also eliminated in
EMU/MEMU.
❖ Both EMUs and MEMUs works under 25 KV power supply
system with D C drive motors . Only some structural
difference call’s it EMU or MEMU.
DC EMU POWER SCHEMATIC

V
C
B

MOTOR
MAIN TAP MAIN TRACTION
TRANSFORMER
SWITCH
CHANGER RECTIFIER MOTOR
GROUP
MUMBAI SUBURBAN SYSTEM
 KEY ISSUES OF MUMBAI SUBURBAN SYSTEM

❖ Obsolete design of the DC EMU.

❖ Super Dense Crush Loading: 5,000 passengers (900 sitting & >4,000 people
standing) are travelling in peak hours in a 9-car train against the design capacity
of 1800 (900 sitting & 900 standing).
❖ Jerks particularly while starting and braking.
❖ Inadequate illumination level (<120 lux).
❖ Excessive maintenance due to use of DC series motor and cumbersome design
of bogies & traction equipment.
❖ Lack of ventilation: CO2 level inside coaches as high as 2500 ppm against the
maximum ambient level of 600 -700ppm available in the open air.
❖ For increasing the suburban services and number of coaches per train,
additional substations need to be set up, which was not considered to be
economical
 ACTION PLAN TO ADDRESS THE ISSUES

❖ Formation of MRVC to implement Railway projects with the assistance of

World Bank.
❖ DC to AC conversion.
❖ MoU between MRVC and RDSO for technical consultancy
❖ Increasing the length of trains from 9 to 12 & 15 Cars.
❖ Switch over from old DC traction to GTO and subsequently to IGBT based
three phase propulsion technology along with TCMS.
❖ Introduction of rakes with new technology having IGBT based three phase
propulsion system with the advantages of higher regeneration, low
maintenance, higher acceleration/ deceleration and the improved reliability.
 • IP and MVB network for train communication
• Microprocessor based fault diagnostics and event recorder
• Control of major functions from Human Machine Interface (HMI)
• Reduction in cabling due to use of digital and analog I/O devices.
TCMS • Downloading of events and fault data at remote control centre

Train Control & •

•
Automatic train configuration
Redundant drive & brake control unit
Management • Recording of energy regeneration and consumption data
System • Diagnostics software tools for parametric changes & recording of
environmental data for a specific event
• Emergency Brake Loop & Emergency Off Loop for safe operation
of train
• Ventilation, tractive & braking effort control based on weight
sensor feedback.
MUMBAI SUBURBAN TRAIN UNIT COMPOSITION
OVERVIEW OF TCMS ARCHITECTURE
 Digital Train Communication Network
• A standard control and communication system for all the vehicle
platforms and applications.
• The “brain of the train” due to its central role in coordinating the
distributed train control and monitoring across all the systems & sub-
systems.
• Enables the exchange of information throughout the train and connects
all the sub-systems together via a common network.
❑ TCN is a train-borne distributed control system comprising computer
devices, software, human-machine interface, digital and analogue
input/output (I/O) and the data network to connect all these together in a
secure and fault-resistant manner.
❑ It provides a single point of control over all the train sub-systems and
enables monitoring over virtually any sub-system & function for instance
traction, brakes, doors, PA/PIS, wayside communication and video
surveillance to name a few.
 Digital Train Communication Network

TCN consists of train Computers and Gateways, connected to each

other as well as to train sub-systems.
 Roof Mounted Ventilation System

▪ Provision of ventilation system in addition to existing fans in every car

▪ Aimed at reduction in CO2 levels inside the cars, especially during peak hours

▪ Consists of powerful blowers to blow fresh air inside the cars

▪ Air flow aligned with existing air flow from fans to achieve optimum comfort

▪ Supplied by auxiliary converter unit

▪ Ventilation duct running along length of coach to achieve uniformity of flow

▪ Controlled through Train Control & Management System

Forced Ventilation Unit
 Forced Ventilation

• Installed with forced

ventilation (14500 m³/hr) as
per the international norms.
• Reduced CO2 level by 50 to
60% from existing levels.
• Higher sweep fans (450 mm)
provided.
• Number of fans increased.
 Concentration of CO2 – Conventional train Concentration of CO2 – New Train

Relative
Ambient at Relative Ambient at
Absolute Absolute maximum
Day absolute maximum Day absolute
Maximum Maximum w.r.t.
Average maximum w.r.t. ambient Average maximum
[A] [A] ambient
[B] [A - B] [B]
[A - B]

1656 765 540 1116 1176 629 536 640

 Air conditioned EMU
• Air-Conditioned local train’ is India’s
First Ever Broad Gauge, newly designed
Air-conditioned AC EMU suburban train,
consisting of 12-car (12 coaches) fitted
with state-of-art, Indigenous 3-phase
Propulsion system of Ms BHEL on
Mumbai Suburban Section of Western
Railway
 Train formation
• A train is made of a multiple of a six car unit.
• The minimum length of a train is 2 units (12 car rake). For 18 car rake
two middle units are added.
• AC EMU rake consist of Four types of Coaches:
➢DMC (Driving Motor Coach)
➢NDMC (Non-Driving Motor Coach)
➢TC-1 Coach (Trailer Coach-1)
➢TC-2 Coach (Trailer Coach-2)
• Basic Unit Consists of 1 Motor Coach + 2 Trailer Coaches
• A train is made of a multiple of a three car unit.
• The formations are possible: 12 and 18 car formations.
Driving Motor Coach (DMC)

• The driving motor coach is a

motor coach with the driver’s
cabin. This coach is always
used each end of a rake
(train) as an end coach. The
driving motor coach contains
the propulsion system and
the main auxiliary equipment
located in the HT room. The
main transformer is placed
under the coach.
Non-Driving Motor Coach (NDMC)

• The non driving motor coach

is a motor coach with a
shunting cab. This coach is
always used at the end of
BU2 and start of BU3. The
NDMC contains everything
similar to DMC except Drivers
cabin.
Trailer Coach Type 1 (TC1)

• The trailer coach type 1 is the

coach that contains the low
voltage batteries and main
compressor.
Trailer Coach Type 2 (TC2)
 • Air Conditioning System for passenger and driver
• Vestibule Design
• Automatic Doors
• Emergency Talk back system for communication between passenger
Guard and Motorman.
The AC EMU • Automatic Warning System (AWS)
rake Equipped • Multiple Vehicle Bus (MVB) and Wire Train Bus (WTB)
• Regenerative Braking
with following • PAPIS (Passenger Address & Passenger Information System)
Features • Cruise control
• Passenger Alarm system
• IGBT based 3 phase drives
• Rescue Drive Mode (RDM)
• Automatic Phase Changeover (APC) system for Neutral section detection
and negotiation.
• The blue-grey train rake with a stainless-steel body has 12 coaches
with a capacity to seat 5,964 passengers, as opposed to 4,984 in
the old Siemens rake.
• The train has some new features. It has wide double-glass sealed
windows to offer a better view outside.
• The coaches are connected by vestibules in two parts of six each
while the seats are similar to the previous Bombardier rake.
• In case of an emergency, each coach has a system installed that
lets the passenger connect to the motorman and guard, and an LED
destination board is present to alert the motorman.
• There is also a manual door opening system in each coach that can
be accessed when the train is at standstill.
• It will also have a GPS system for announcements and any fault in
the system will be diagnosed by an in-built mechanism.
POWER CIRCUIT 3 PHASE AC EMU
Specification
SrNo Item Rating
Conventional EMU
01 Transformer Primary-25 KV AC Auxiliary I-266Volt
Secondary-782volt AuxiliaryII -141Volt
(2x391 Volts)
02 Traction Motor DC series Type-224HP/
167 KW Volt-535

3-Phase EMU
01 Transformer Primary-25 KV AC Auxiliary output
Secondary-2x950 Volt I. 415V 3-Ph
II. 110 V AC
III. 110 V DC
02 Traction Motor Induction Motor 1171 V
3PH 285 KW
Comparisons b/w 3 ph EMU & Conv. EMU
Sl.No Item Conventional EMU 3-Phase EMU
01 Acceleration 0.52 m/sec2 0.8 m/sec2
(Average speed from 0 to 40 kmph) (Average speed from 0 to 40 kmph)

02 Deceleration I) 0.76 m/sec2 I) 0.76 m/sec2

(Average speed from 110 kmph to (Average speed from 100 kmph to 50 kmph)
50 kmph) II) 0.84 m/sec2
II) 0.84 m/sec2 (Average speed from 50 kmph to 0 kmph )
(Average speed from 50 kmph to
standstill)
03 Traction Voltage controlled acceleration Smooth acceleration due to VVVF (Variable Voltage
Operation Variable Frequency ) Control

04 Traction Motor DC series motor AC asynchronous Motor

05 Braking System EP& Auto EP & AUTO with regenerative Braking system in
Motor Coaches.

06 Energy Saving Nil Regeneration in Braking mode

07 Brake block & Wheel High Less due to Regenerative Braking

wear
 Conventional EMU/ 3-Phase EMU
❖ Conventional EMU takes power supply of 25 KV of AC OHE system steps down and
regulated power is fed to DC traction Motors after conversion from AC to DC
through rectifiers.

❖But in 3-Phase EMU , unlike conventional there are 3 phase asynchronous

induction motors with associated IGBT based microprocessor controlled traction
converter, auxiliary converter and filters.

❖ 3-Phase drive equipments are based on State-of-technology and are suitable for
electricity generation also.

❖The configuration of rake of 12 car trains are with four basic units. Each basic unit
consist of three cars i.e. One motor car (MC) and two trailor coaches (TC).
Conventional EMU/ 3-Phase EMU
❖ In three phase system, it generates higher acceleration and higher
retardation for quick stop and quick start with even less than one
minute of station stoppage.
❖ Some new features has been added in three phase EMUs like air-
conditioned cab, better seating arrangement and aesthetics in the
coaches.
❖ Train control and management system (TCMS) are integrated with
fault diagonostics and display systems. It is capable of real time
monitoring of a status of all vital equipments.
❖Event recorder is further added facility by which it monitors and
records various parameters so that data is available for analysis to
determine the probable cause of incident or operational irregularities.
Conventional EMU/ 3-Phase EMU

❖Voice communication system with Public address (PA) and passenger

Information system (PIS) is available additionally in the trains.
❖These facilities are extended through GPS to determine the train
location and automatic announcements of station with display
systems.
Energy Consumption
Type of Stock Energy consumed in
(KW Hr/Unit/KM)
EMU 6

MEMU 6

3-Phase EMU 3.18

Cost – Conventional – 2.5 3 Ph EMU – 3.85 Cr

Cr
BOGIE
• Bogies of motor coaches (MC),high carrying capacity coaches (HCC) and trailer
coaches (TC) are of all welded, light weight construction.
• The axles, with self aligning roller bearings mounted inside cast steel axle boxes,
are rigidly guided by telescopic dash pot and axle box guide assemblies.
• Helical springs working in parallel with dashpots are used for primary suspension.
• Coach body is supported on two side bearers located 1700 mm (TC) and 1200 mm
(MC & HCC) apart on a floating bogie bolster which in turn rests on air spring/
pairs of helical springs supported on a spring plank hung on swing links from
bogie frame. The air springs at each end of bolster are damped by hydraulic shock
absorbers.
• Side bearers consist of metal slides immersed in oil baths well protected from dust
ingress.
Bogies with bolster spring secondary suspension
Bogies with
Air spring
suspension
The hydraulic shock absorbers are fitted to work in parallel with air
springs. These shock absorbers normally give trouble-free service and
require no attention in between POHs.However, shock absorbers
which are found either leaking or physically damaged should be
replaced.
• Air springs are height-controlled load leveling suspension devices. With changing loads, air spring reacts
initially by changing the distance between air spring support and vehicle body. The height monitoring valve
(called leveling valve) is in turn actuated, either taking the compressed air pressure to the air spring or
releasing air pressure from it to the atmosphere. This process continues until the original height is restored
SEMI PERMANENT COUPLER
SHACKU COUPLER
• Semi Permanent Coupler:- DEMU/EMU stock are provided with the Semi Permanent Couplers
manufactured by Messers Scharfenburg Kupplung, GmbH, Germany (short formed as
“SCHAKU”).
• When two coaches are coupled by Semi Permanent Couplers, one coach is fitted with “Semi
Permanent Coupler – End ‘A’ & the other one is fitted with “Semi Permanent Coupler–End ‘B’.
• Semi Permanent Coupler is designed to ensure a permanent connection of railcars which in
traffic form a unit and therefore need not be separated unless in an emergency or in the
workshop.
• The Drawbar / Intermediate Tube are connected by means of an Adjustable muff coupling/Pair of
Cup Sleeve set. The set can be detached easily thus allowing quick separation of the cars for
repair.
• Besides the main mechanical connection, the Semi Permanent Coupler also ensures the safe
connection of the main air reservoir pipes and brake pipe
• These couplers are designed for taking a maximum comprehensive load 100 tons and maximum tensile load
of 70 tons.
• Due to rigid connection of these Couplers, there exists negligible play between them in coupled position and
hence no appreciable wear and tear during the train operation.
• Due to rigid and stress transmitting mechanical connection between the coaches fitted with “SCHAKU”
Couplers, protection to the coach and the load being carried, against undue impacts is secured.
• The energy absorption capacity of the rubber-draft gear of the Semi-Permanent Coupler is 8 KN.
• Due to draft capacity incorporated in the WSF-SCHAKU” Semi- Permanent Couplers, it allows the coaches to
buff at higher speeds (3 km/hr to 15 km/hr) before being coupled, without causing any damage to the coach
and the load being carried.
• The interlocking arrangement of these couplers prevent to some extent the dis-mounting or telescoping of
the coaches when involved in accidents.
THANK YOU