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Emergency Bypass Switch (EBS)?
- Thread starter stevieoz
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RailUK Forums
I'm not sure what stock you are referring to, but I'm familiar with EBS standing for Emergency Brake Supply, which on Electrostars swaps the 110VDC supply to the brake system from the rear cab in the consist to the front cab to move the train in certain fault circumstances. As far as I am aware it only provides a supply to the brake continuity wire (Train wire 13 IIRC) with the relevant other isolations having to be made if another system is at fault (whether that be a pass comm issue or door interlock issue etc)
It is know as that on older units. Bombardier change a lot of the acronyms. It basically makes wire 13 around that cab only, if that makes sense.
Sir_Sheep
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I’ve been taught it as train wire 4. Truncates it to the cab where the emergency bypass switch has been raised/activated.
What it does is largely dependant on the rolling stock, Electrostars have separate Pass comm, Door interlock and EBS isolations, as well as TPWS/AWS, DSD and Vigilance. There are many reasons for the brakes to apply on a train, and each separate isolation will isolate its own system.
The EBS isn't a one isolation fixes all type of isolation, and on Electrostars only does wire 13, bypassing the low main reservoir governors, the low brake supply governors, the emergency stop buttons in the other cabs and any power brake controllers that might have been placed into Emergency in non active cabs.
driver9000
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Emergency Bypass Switch. On 14x and 15x units it shortens Train Wire 4 (brake continuity) to the cab where it has been raised enabling the train to be moved should a fault occur with any of the systems tied to it. Raising the EBS renders the PassComms and brake handle in the intermediate and rear cabs inoperative.
Chuggington21
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From the cab that is switched on. There is a electrical supply taken from the back cab into a wire that goes from the back brake control all the way through the train, going through, door interlock l, pass comms etc all the way to the front brake control. If the wire is broken (pass com activated eg) the emergency break will apply. If the wire cant be reset (eg the pass comm wont reset) then the break wont release. The driver can then operate the EBS, doing this changes the electrical supply that's come from the back cab all the way through the trains safety systems to now taking the electrical supply from the front cab and bypasses the train wire which should now allow break release
Jose Fialho
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Say if you had 2 multiple units attached and you had to EBS from the leading cab, what speed would be permitted to travel? Thanks
driver9000
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Linespeed unless the TOC in question has a lower limit in its DOTE plan. The Guard has to travel in the rear set because if the train divides the leading portion won't get a brake application.
On CAF units operating the EBS also knocks out the DSD/Vigilance so by proxy you then have to reduce speed to max 60 unless a competent person is provided as per DSD/Vig rules.
Last December IIRC the rules changed so that a competent person is only required in the back set when EBS is operated if the train is to run over any non-TCB signalled lines.
Last December IIRC the rules changed so that a competent person is only required in the back set when EBS is operated if the train is to run over any non-TCB signalled lines.
headshot119
Established Member
You are right that the competent person is only required in the back set when on a non TCB or ERTMS line. However if a guard is on the train and it is formed of more than one unit THEY MUST travel in the rear set.
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