EN 16839:2017

SLOVENSKI STANDARD
01-december-2017
Železniške naprave - Vozna sredstva - Postavitev glavnega parka
Railway applications - Rolling stock - Head stock layout
Bahnanwendungen - Schienenfahrzeuge - Kopfstück
Applications ferroviaires - Matériel roulant ferroviaires - Agencement de la traverse de
tête
Ta slovenski standard je istoveten z: EN 16839:2017
ICS:
45.040 Materiali in deli za železniško Materials and components
tehniko for railway engineering
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

EN 16839
EUROPEAN STANDARD
NORME EUROPÉENNE
October 2017
EUROPÄISCHE NORM
ICS 45.040
English Version
Railway applications - Rolling stock - Head stock layout
Applications ferroviaires - Matériel roulant ferroviaires Bahnanwendungen - Schienenfahrzeuge - Anordnung
- Agencement de la traverse de tête der Bauteile am Kopfstück
This European Standard was approved by CEN on 2 July 2017.

CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this
European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references
concerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN
member.
This European Standard exists in three official versions (English, French, German). A version in any other language made by
translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management
Centre has the same status as the official versions.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Turkey and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

CEN-CENELEC Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2017 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 16839:2017 E
worldwide for CEN national Members.

Contents Page
European foreword . 5
1 Scope . 6
2 Normative references . 6
3 Terms and definitions . 6
4 Free spaces . 7
4.1 General . 7
4.2 Berne rectangle . 9
4.3 Free spaces for coupling of passenger vehicles . 9
4.4 Climb protection . 9
5 Buffers . 10
5.1 General . 10
5.2 Position of buffers on the headstock . 10
5.2.1 Distance between buffers . 10
5.2.2 Height of buffers above top of the rail . 10
5.3 Buffer fixing . 11
5.3.1 Vehicles without crashworthy buffer systems . 11
5.3.2 Vehicles with crashworthy buffer systems . 11
5.4 Interaction coupling/buffer . 12
5.4.1 General . 12
5.4.2 Mounting of buffers . 12
5.5 Requirements to avoid buffer locking . 13
5.5.1 Boundary dimensions . 13
5.5.2 Calculation of width of buffer heads . 14
5.5.3 Verification . 16
6 Screw coupling . 16
6.1 General . 16
6.2 Position of draw gear on the headstock . 17
6.2.1 Height of the draw gear above top of the rail . 17
6.2.2 Position of the device to hang the screw coupler when not in use . 17
6.3 Clearances around the draw hook . 17
6.4 Draw gear fixing . 19
7 Brake pipe connections . 19
8 Pneumatic half couplings . 21
9 Electrical connections . 21
Annex A (normative) Calculation of the width of buffer heads . 27
A.1 General . 27
A.1.1 Introduction . 27
A.1.2 Comments on the preparation of the formulae in this annex . 27
A.1.3 Track . 27
A.1.4 Vehicle . 27
A.2 Data used in the calculation . 28
A.3 Calculation . 28
A.4 Return Value . 29
Annex B (normative) Validation of the calculated width of buffer heads by drawing
methodology . 30
B.1 General . 30
B.2 Methods . 30
B.2.1 General . 30
B.2.2 Drawing method . 32
B.2.3 Simulation Method . 33
Annex C (informative) Example of location of rest for unplugged half couplings . 34
Annex D (normative) Special national conditions . 37
Annex E (informative) Examples for permissible arrangement of brake pipe connections . 38
Annex ZA (informative) Relationship between this European Standard and the
requirements of EU Directive 2008/57/EC aimed to be covered . 48
Bibliography . 50

Figures Page
Figure 1 — Free spaces . 8
Figure 2 — Free spaces for coupling passenger vehicles . 9
Figure 3 — Buffer and drilling template for wagon . 11
Figure 4 — Mounting of buffers with non-metallic insert or head (top view) . 13
Figure 5 — Boundary dimensions and minimum surface of buffer heads. 14
Figure 6 — Relative position between buffers and draw hook . 17
Figure 7 — Clearances around the draw hook . 18
Figure 8 — For information interface of rescue coupler (example) and free spaces . 19
Figure 9 — End cock arrangement - 3D-View (example) . 20
Figure 10 — End cock arrangement (example) . 21
Figure 11 — Electrical connections . 22
Figure 12 — Electrical power supply connection. 23
Figure 13 — Electrical connection . 24
Figure 14 — Electro pneumatic brake connection (EP-Brake) . 26
Figure B.1 — The positions of the bogie vehicles in the track . 31
Figure B.2 — The positions of the other vehicles (non-bogie vehicles) in the track . 32
Figure B.3 — Buffer head interaction ― Drawing method (example) . 33
Figure C.1 — Location of rest for unplugged half coupling for brake pipe and main reservoir
pipe . 34
Figure C.2 — Details of rest (Figure C.1, Item 3) – example . 35
Figure C.3 — Example of rest used in conjunction as pipe holder . 36
Figure E.1 — Permissible arrangement only for vehicles (coaches, vans, wagons) fitted at
1.1.1969 with a continuous brake . 39
Figure E.2 — Permissible arrangement only for vehicles (coaches, vans, wagons) fitted at
1.1.1969 with a continuous brake or only a train pipe . 40
Figure E.3 — Permissible arrangement of air brake pipe connections for wagons . 41
Figure E.4 — Permissible arrangement for vehicles (coaches, vans, wagons bearing the
marks S and SS) fitted at 1.1.1969 with a continuous brake or only a train pipe . 42
Figure E.5 — Obligatory arrangement only for vehicles (coaches, vans, wagons bearing the
marks S and SS) fitted at 1.1.1969 with a continuous brake . 43
Figure E.6 — Permissible arrangement only for vehicles (coaches) fitted at 1.1.1969 with a
continuous brake or only a train pipe . 44
Figure E.7 — Obligatory arrangement only for vehicles (wagons) fitted at 1.1.1969 with a
continuous brake with two cocks at each side . 45
Figure E.8 — Obligatory arrangement only for vehicles (wagons) fitted at 1.1.1969 with a
continuous brake with one cock at each side for wagons only . 46
Figure E.9 — Obligatory arrangement only for vehicles (wagons) equipped with a
continuous brake and where relevant a main feed pipe with a chassis prepared for
automatic couplers . 47

Tables Page
Table 1 —Track gauge and distance between buffer centrelines . 10
Table 2 —Height of buffers above top of the rail . 10
Table 3 — Standard widths of buffer heads for freight wagon . 15
Table 4 — Widths of buffer heads for coaches . 15
Table 5 — Vehicle specification and valid methodology . 16
Table 6 — Distances for the arrangement of cocks . 20
Table A.1 — Compensation value X and validation. 29
Table ZA.1 — Correspondence between this European Standard, EU Regulation 321/2013 of
the Commission dated 13 March 2013 relative to the technical interoperability
specification relating to the sub-system “rolling stock – freight wagons” for rail
systems within the European Union, abrogating Decision 2006/861/EC (published
in JOUE L 104, 12.4.2013, p.1) and Directive 2008/57/EC . 48
Table ZA.2 — Correspondence between this European Standard,, the Commission
Regulation n°1302/2014 of 18 November 2014 concerning the technical
specification for interoperability relating to the ‘rolling stock locomotives and
passenger rolling stock’ of the rail system in the European Union (published in the
Official Journal L 356, 12.12.2014, p.228) and Directive 2008/57/EC . 49

European foreword
This document (EN 16839:2017) has been prepared by Technical Committee CEN/TC 256 “Railway
applications”, the secretariat of which is held by DIN.
This European Standard shall be given the status of a national standard, either by publication of an
identical text or by endorsement, at the latest by April 2018, and conflicting national standards shall be
withdrawn at the latest by April 2018.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN shall not be held responsible for identifying any or all such patent rights.
This document has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association, and supports essential requirements of EU Directive 2008/57/EC.
For relationship with EU Directive 2008/57/EC, see informative Annex ZA, which is an integral part of
this document.
According to the CEN-CENELEC Internal Regulations, the national standards organizations of the
following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria,
Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia,
France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta,
Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Turkey and the United Kingdom.
1 Scope
This European Standard is valid for vehicles equipped with buffers and screw coupling systems.
In order to allow operation and coupling of trainsets or vehicles, this European Standard specifies the
defined free space for the shunter called the “Berne rectangle” and the necessary free space for the
installation of the rescue coupler.
This European Standard specifies the location, fixing and free spaces on the headstock of:
— buffers;
— screw coupling systems;
— end cocks;
— pneumatic half couplings;
— connections for electric cables.
It also specifies the calculation of the width of the buffer heads.
Unless otherwise displayed, all dimensions given in this European Standard are nominal values.
NOTE Some parts of this EN are copied from EN 16116–1, EN 16116–2, EN 15551 and EN 15566. These parts
are meant to be deleted from these ENs during their next revision.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies.
EN 14601:2005+A1:2010, Railway applications — Straight and angled end cocks for brake pipe and main
reservoir pipe
EN 15020:2006+A1:2010, Railway applications — Rescue coupler — Performance requirements, specific
interface geometry and test methods
EN 15551:2017, Railway applications — Railway rolling stock — Buffers
EN 15566:2016, Railway applications — Railway rolling stock — Draw gear and screw coupling
EN 15807:2011, Railway applications — Pneumatic half couplings
EN 15877-1:2012, Railway applications — Marking on railway vehicles - Part 1: Freight wagons
EN 60529:1991, Degrees of protection provided by enclosures (IP Code) (IEC 60529:1989)
ISO 3864 (all parts), Graphical symbols — Safety colours and safety signs
3 Terms and definitions
For the purposes of this document, the terms and definitions given in EN 14601, EN 15551, EN 15566,
EN 15807 and the following apply.
3.1
Berne rectangle
defined free space which is needed to ensure safe working conditions for the shunting staff during
coupling and uncoupling of screw couplings
3.2
clearance
areas needed for moveable parts
3.3
contact plane of buffers
plane tangent to buffing surfaces of both buffer heads at the end of the vehicle perpendicular to running
surface
Note 1 to entry: See EN 13848–1:2003+A1:2008, 3.1.4 and 4.1.
Note 2 to entry: Sometimes also named as “buffing plane”.
Note 3 to entry: “Running surface” sometimes also named as “Top of Rail (TOR)”.
3.4
free space
area free of equipment used for protection for, e.g. shunters
3.5
headstock
part of the underframe with a vertical reference plane at the ends of the vehicle where the buffers are
fixed
Note 1 to entry: Headstock includes the part where draw gear is fixed.
3.6
guidance device for draw hook
device to guide and support the draw hook
3.7
shunter
member of staff who couples and uncouples railway vehicles
3.8
symmetrical buffer
buffer, wherein the buffer head is, regardless of its contour geometry, mounted on its width dimension
symmetrically to the centreline of the buffer housing or to the predetermined nominal position of the
buffer centreline
4 Free spaces
4.1 General
To ensure safe working conditions and also for easy operation for the shunters during coupling and
uncoupling, it is necessary to define proper free spaces.
With the exception of the shunter's handrails there shall be no devices under the buffers that limit the
shunter's access for coupling operations.
Flexible connecting cables and flexible parts of hoses may penetrate these spaces.
The flexible parts of gangways according to EN 16286-1 may infringe the Berne rectangle.
For assessment of free spaces the coupling gear components shall be positioned on the centreline of the
vehicle.
Dimension in millimetres
Key
1 free space for the shunter (Berne rectangle)
2 free space above running surface without moveable parts (e.g. couplers, pipes)
3 running surface
4 lower edge of buffer head
5 contact plane of fully elastic compressed buffers
6 free spaces, free of fixed devices behind the buffer head above its lower edge
Figure 1 — Free spaces
NOTE Steps and handrails are not part of this standard. The dimensions of the shunter steps and handrails
and the clearance around these arrangements are given in EN 16116–1 and EN 16116–2.
4.2 Berne rectangle
The free space for shunters during coupling is called “Berne rectangle”. Vehicles shall be designed in
such a way that staff are not exposed to undue risk during coupling and uncoupling. The spaces shown
in Figure 1 shall be free of fixed parts in all service conditions.
Any device fixed on a vehicle shall remain at least 40 mm behind the contact plane of fully compressed
buffers above the lower edge of the buffer head.
4.3 Free spaces for coupling of passenger vehicles
See free spaces from 4.1 and Figure 2.
The limit of the securing devices for the gangway side plate (if fitted) shall be located at a minimum
distance of 495 mm from the vehicle longitudinal centreline.
Dimension in millimetres
Key
1 for the shunter (Berne rectangle)
2 not shown in this elevation
3 not shown in this elevation
4 not shown in this elevation
5 contact plane of fully elastic compressed buffers
6 free spaces, free of fixed devices behind the buffer head above its lower edge
7 free space for gangway side plate
Figure 2 — Free spaces for coupling passenger vehicles
4.4 Climb protection
On vehicles, where buffer climb protection is used (compulsory for vehicles subjected to regulations for
dangerous goods), the climb protection shall not restrict the free spaces.
NOTE For buffer climb protection on vehicles subjected to regulations for dangerous goods see also TE25 on
RID.
5 Buffers
5.1 General
The following requirements apply to vehicles equipped at least at one end with two buffers according to
EN 15551, fixed symmetrically to the longitudinal centre line of the vehicle.
5.2 Position of buffers on the headstock
5.2.1 Distance between buffers
The standard distance between buffer centrelines shall be nominally according to Table 1.
Table 1 —Track gauge and distance between buffer centrelines
Track gauge Distance between buffer centre lines
mm mm
1 435 1 750 ± 10
Interchangeable 1 435/1 524 1 790 ± 10
Interchangeable 1 435/1 600 1 905 ± 3
Interchangeable 1 435/1 668 1 850 ± 10
1 524 1 830 ± 10
1 600 1 905 ± 3
1 668 1 850 ± 10
It is permitted for dual gauge units (interchangeable wheel sets) intended for running between
standard gauge network 1 435 mm and broad gauge networks to have a different value of the distance
between buffer centrelines (e.g. 1 850 mm), provided that full compatibility with buffers for standard
1 435 mm gauge is ensured.
Buffers shall be sized so that in horizontal curves and reverse curves, it is not possible for vehicles to
lock buffers. The minimum horizontal overlap between buffer heads in contact shall be 25 mm.
5.2.2 Height of buffers above top of the rail
The height b of the centre line of the buffers to the top of the rail shall be in all loading and wear
conditions in accordance with Table 2.
Table 2 —Height of buffers above top of the rail
Type b
mm
Locomotive 940 mm to 1 065 mm
Coaches 980 mm to 1 065 mm
Freight wagon and car carriers 940 mm to 1 065 mm

5.3 Buffer fixing
5.3.1 Vehicles without crashworthy buffer systems
The buffers shall be attached to the vehicle headstock.
The screws shall be M 24, grade 8.8, and self-locking nuts, grade 8, shall be used. The screws shall have
a threaded projection of at least three threads.
The recommended tightening torque should be 690 Nm.
For wagons, distance between holes shall be in accordance with Figure 3.
For wagons fitted with 150 mm stroke buffers, pins in the headstock, which indicate that this kind of
buffer shall be used, shall be located at the right side of the each buffer (looking at the buffer head) as
shown in Figure 3, item 1, Section A – A. The protrusion of the pin shall be at minimum 20 mm.
NOTE To avoid confusion of buffers with different strokes, buffers with 150 mm stroke therefore have an
opening at their right side, buffers with 105 mm stroke do not have this opening.
The hole spacing (280 × 160) mm for freight wagons should also be used for passenger coaches, vans
and locomotives.
Dimension in millimetres
Key
1 pin only for buffer with 150 mm stroke
a distance from buffer centre-line to buffer centreline (see Table1)
Figure 3 — Buffer and drilling template for wagon
5.3.2 Vehicles with crashworthy buffer systems
Vehicles that use crashworthy buffers or buffers which form part of a combined system consisting of a
special buffer and a deformation element may have a different mounting configuration (e.g. position of
flange, thread diameter, quantity of screws and their position).
NOTE These vehicles are locomotives, driving trailers or passenger coaches according to EN 15227 or tank
wagons according to the Regulation for Dangerous Goods.
The marking for wagons fitted with crashworthy buffer systems shall be according to EN 15877-1.
5.4 Interaction coupling/buffer
5.4.1 General
To ensure that the train is able to negotiate horizontal curves of 150 m radius safely, the static
characteristics of draw gear and buffers shall be coordinated.
A guideline value of 250 kN should not be exceeded for the compression force of a pair of buffers in
contact on a horizontal curve of 150 m.
Unless otherwise specified in the technical specification, the stiffest static characteristics of the buffer
and draw gear combined together with the static test methods according to EN 15566 and EN 15551
are to apply for evidence of buffer compression force.
The age of elastic elements in operational service could also be taken into account.
Conformity to these requirements may be assessed by calculation.
NOTE 1 The technical specification can define additional conditions for tested elastic devices, as for example
temperature range, which for static characteristics are to be taken into account.
NOTE 2 For new elastic devices the available experience related assessed values can be applied.
To determine the compression force for vehicles, the calculation method shown under section 3 of
RP 32 of ORE B 36 may be used (the method described in this report is also applicable for coaches and
locomotives). This calculation method may also allow stress levels to be determined on smaller radius
curves. If the coupling practice creates pretension forces, these shall be taken into account.
NOTE 3 The calculation method on curves according to RP 32 of ORE B 36 also gives confidence for an S-curve
of 150 m with an intermediate straight of 6 m.
5.4.2 Mounting of buffers
Two buffers with the same elastic system, category, head dimension, stroke and type of housing shall be
fitted at each vehicle end. The nominal length of the buffers on each side shall be the same.
Housings which differ only in the buffer head material (steel or non-metallic insert) are considered to
be identical.
When a non-metallic insert or head is provided on one of the two buffers per vehicle end, it shall be
placed diagonally according to Figure 4.
Key
1 buffer with metallic head
2 buffer with non-metallic insert or head
Figure 4 — Mounting of buffers with non-metallic insert or head (top view)
5.5 Requirements to avoid buffer locking
5.5.1 Boundary dimensions
Buffer heads shall not exceed the limits shown in Figure 5:
— LINE 5 towards the outside, the limit of the construction gauge defined for the vehicle concerned;
— LINE 1 towards the vehicle centre line, for wagons, a vertical line situated 600 mm from the vehicle
centreline and for coaches and locomotives equipped with 110 mm stroke buffers, a vertical line
situated 540 mm from the vehicle centre line. The compliance with this limited value is one of the
preconditions, that this space will be kept free for the shunter;
— LINE 2 towards the ground, a horizontal line situated 250 mm below the centre line of the buffers.
Dimension in millimetres
Key
1 internal limit
2 lower limit
3 level of buffer centre line
4 vehicle centre line
5 construction gauge limit
6 limit for vehicles with interconnecting gangway
Δ/2 half width of the buffer head
a nominal distance between buffer centrelines
b distance from vehicle centreline (item 4) to internal limit line (item 1)

minimum surface
for wagons for coaches and locomotives with 110 mm stroke buffer
b 600 mm 540 mm
NOTE For value a, see Table 1.
Figure 5 — Boundary dimensions and minimum surface of buffer heads
For buffer heads with 550 mm width the minimum buffing surface may be reduced by rounding
2 × R 50 mm in the lower corners of the buffer head.
5.5.2 Calculation of width of buffer heads
5.5.2.1 General
Regardless of the buffer head (Δ) it shall have in all operational circumstances an overlap of the buffers
at least of 25 mm.
∆
The minimum half width of the buffer head shall be calculated in accordance with Annex A or the
 
 
minimum width of the buffer (Δ) shall be determined in accordance with Annex B.
If the buffer head calculated in accordance with Annex A infringes the internal limit (see Figure 5), an
additional analysis according to Annex B shall be carried out in order to determine the minimum width
of the buffer head.
5.5.2.2 Freight wagon
After determination according 5.5.2.1, the buffer head shall be chosen from Table 3.
Table 3 — Standard widths of buffer heads for freight wagon
Value Δ calculated according to Annex A Standard buffer width Δ
Δ ≤ 400 mm 450 mm
400 mm < Δ ≤ 550 mm 550 mm
5.5.2.3 Coaches
For coaches with a length over buffer (LoB) ≥ 25 m, the minimum buffer width is 635 mm.
After determination according 5.5.2.1, the buffer head should be chosen from Table 4.
Table 4 — Widths of buffer heads for coaches
Minimum buffer width Δ recommended buffer width Δ
660 mm (symmetrical buffer head)
635 mm
720 mm (asymmetrical buffer head)
5.5.2.4 Locomotive
If the determined value (Δ) is not greater than 550 mm, the recommended buffer width for Locomotive
is 550 mm.
5.5.2.5 Operation on European 1 435 mm gauge network and other gauge networks
For operation on European 1 435 mm gauge network and other gauge networks the following applies:
— The minimum width of buffer heads on wagons, with a distance between the centre lines of the
buffers of 1 850 mm, accepted for operation on the 1 435 mm gauge (European standard gauge
network) and the 1 668 mm gauge (Spanish gauge network) shall be 100 mm more than the width
calculated in accordance with Annex A.
— The minimum width of buffer heads on wagons, with a distance between the centre lines of the
buffers of 1 790 mm, accepted for operation on the 1 435 mm gauge (European standard gauge
network) and the 1 524 mm gauge (Finnish network) shall be 40 mm more than the width
calculated in accordance with Annex A.
— For freight wagon only, the minimum width of buffer heads on wagons, with the distance between
centre lines of the buffer of 1 830 mm, accepted for operation on the 1 435 mm gauge (European
standard gauge network) and the 1 524 mm gauge (Finnish network) shall be 40 mm more towards
the vehicle centre line than the width calculated in accordance with Annex A and Table 3.
5.5.3 Verification
If the buffer head calculated in accordance with Annex A infringes the internal limit (see Figure 5), one
of the valid methodology in Table 5 shall be carried out as an additional analysis according to Annex B
 
∆
to determine .
 
 
Table 5 — Vehicle specification and valid methodology
Valid methodology
Calculation Calculation
Drawing
with Formulae with multibody
methodology
N0 Condition (A.1 to A.7) simulation
Vehicles which do not infringe the internal
1 Yes Yes Yes
limit by calculation with the formula
Vehicles which infringe the internal limit
2 No Yes Yes
by calculation with the formula
6 Screw coupling
6.1 General
The following requirements apply to vehicles equipped at least at one end with a screw coupling
systems, according to EN 15566, fixed on the longitudinal centre line or plane of the vehicles.
The distance from the point of contact of the opening of the draw hook, in the uncoupled condition, to
the front of the uncompressed buffers shall be:
— a maximum of 400 mm,
— a minimum of 335 mm.
The difference between the nominal height of the draw hook centre-line to the nominal height of the
buffer centre-line shall be between 0 mm and 20 mm (buffer centre-line (A) above the draw hook
centre-line).
These requirements are shown in Figure 6.
Dimension in millimetres
Key
1 uncompressed buffer
2 draw hook opening
3 screw coupler in uncoupled position
A level of buffer centreline
Figure 6 — Relative position between buffers and draw hook
6.2 Position of draw gear on the headstock
6.2.1 Height of the draw gear above top of the rail
The height of the centre line of the draw hook shall be between 920 mm and 1 045 mm and for coaches
between 950 mm and 1 045 mm above top of the rail in all loading and wear conditions.
6.2.2 Position of the device to hang the screw coupler when not in use
The headstock of the vehicles shall be fitted with a device to hang the screw coupler when not in use.
This device shall be designed and located to avoid any part of the screw coupler from dropping to less
than 140 mm above the top of the rail in all loading and wear conditions.
NOTE Uncoupled position, see Figure 6.
6.3 Clearances around the draw hook
The guidance of the draw hook and the screw coupler, defined in EN 15551, shall not be impeded
laterally for the track conditions.
For wagons, the clearances to be provided at wagon extremities around the draw hook shall fulfil the
following dimensions, see Figure 7.
Key
1 vehicle centreline
2 buffer fixing plane
a b
for wagons min. 200 mm min. 275 mm
for locomotives, driving trailers min. 240 mm min. 395 mm
for coaches min. 240 mm —
Figure 7 — Clearances around the draw hook
For coaches, the clearance above the draw hook shall be of a sufficient size (see Figure 7) and shall
allow hooking the shackle.
For locomotives and driving trailers, the clearances to be provided at vehicle extremities around the
draw hook shall fulfil the dimensions as given in Figure 7. If a footstep infringes this clearance
(see Figure 8), it shall be removable to obtain this clearance for rescue purpose with a rescue coupler
according to EN 15020.
Dimension in millimetres
Figure 8 — For information interface of rescue coupler (example) and free spaces
6.4 Draw gear fixing
For wagons, the draw gear shall be fixed to the headstock.
In case of fixing by fasteners:
— four screws M 20, grade 8.8, and four self-locking nuts, grade 8, shall be used. The screws shall have
a threaded projection of at least three threads. The tightening torque should be at least 280 Nm;
— drilling template for fixing freight wagon draw gear is given in EN 15566 (hole diameter
4 x Ø 24 mm, hole spacing (450 x 110) mm).
For locomotives and coaches, this fixing is also allowed, but other solutions are permitted.
7 Brake pipe connections
If the vehicle is fitted with a main reservoir pipe, the coupling connections of this pipe at the vehicle
shall be placed at a greater distance from the centreline on the vehicle than those of the brake pipe.
The requirements for clearance around the end cock are given in EN 14601.
The locomotive shall be equipped with at least one brake pipe cock (item 1) and main reservoir pipe
cock (item 2).
The other vehicles shall be equipped with one main brake pipe (item 1), at least.
The area for the arrangement of cocks at the head stock are exemplified shown in Figure 9 and
described by the dimension [(l – l ) x (h + h )] in Figure 10 and Table 6. Examples with values are
2 1
1 2
given in the informative Annex E.
Table 6 — Distances for the arrangement of cocks
Dimensions in millimetres
For Locomotive and driving trailers For other vehicles
distance min max min max
h 0 260 0 240
h 0 150 0 150
l 380 550 150 550
l 450 650 220 550
The Figures 9 and 10 also shows the arrangement for the main brake pipe (item 1) and main reservoir
pipe (item 2). In this case, the distance between two side by side end cocks (l -l ) shall be at least 70 mm
2 1
(see Figure 10). The actual necessary clearance depends on the structural shape of the end cocks.

Figure 9 — End cock arrangement - 3D-View (example)
Dimension in millimetres
Key
F cock in closed position
1a brake pipe cock, left
1b brake pipe cock, right
2a main reservoir pipe cock, left
2b main reservoir pipe cock, right
h distance between the buffer centreline and cocks (below centreline)
h distance between the buffer centreline and cocks (above centreline)
l distance between the longitudinal centreline of the vehicle and the brake pipe cock (for left and right side)
(named l and l )
1a 1b
l distance between the longitudinal centreline of the vehicle and the main reservoir pipe cock (for left and right
side) (named l and l )
2a 2b
NOTE The handle of the cut-off cock may be placed on the right or on the left of the connection.
Figure 10 — End cock arrangement (example)
8 Pneumatic half couplings
Requirements for pneumatic half couplings itself are given in EN 15807.
The device designed to restrain the pneumatic half coupling in position in the rest (brake hose bracket)
when not in use shall be located so that the lowest part of the pneumatic half coupling remains 140 mm
above the top of the rail in all cases of wear and vehicle movement and, as far as possible, prevents
entry of foreign bodies into its interior.
Examples of location of these devices are given in Annex C.
9 Electrical connections
The arrangement of electrical cable connections on vehicles shall comply with the requirements for:
— electrical power supply cables, defined in the Figure 11 to Figure 13;
— electro-pneumatic brake cables, defined in Figure 11 and Figure 14.
The clearance around the connector plugs for electric power supply and for electro-pneumatic brake
shall not be infringed by any other devices.
All devices designed to restrain the cables when not in use (dummy sockets) shall be located so that the
lowest part of the cable remains 140 mm above the top of the rail in all cases of wear and vehicle
movement.
Key
1 electro-pneumatic brake junction box
2 electrical power junction box
3 cable outlet for supplying electrical power to train

a b
min. 475 mm 800 mm
max. 740 mm 1 100 mm
Figure 11 — Electrical connections
The layout of the electrical coupling devices at the vehicle ends and the length of the plug cable shall
conform to Figure 12 and Figure 13. The plug cable in the coupler socket of the adjacent vehicle or in
the dummy socket of its own vehicle shall not foul the vehicle gauge.
The connecting socket shall provide protection to at least IP 54 of EN 60529.
A warning sign indication “Warning of dangerous electrical voltage” by a triangle with a flash sign in
accordance with the ISO 3864 series, with a minimum e
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