RAIL

P R O D U CTS A N D S E RV I C E S
 O L E O I N T E R N AT I O N A L
Oleo is a leading expert in energy
absorption technology, supplying solutions
to the rail, industrial and elevator sectors.
Our ongoing investment in research and
development ensures that we are continually
updating our designs and introducing new
products and services to our portfolio.

We are able to supply an energy absorption

solution to suit any requirement; we provide
solutions – not just products.

Our products are sold through our offices in

the United Kingdom, China, India, Germany and
the USA and through a wide range of
worldwide distributors.

2
 C O NTE NTS
The need for crash
energy management 4
Hydraulic operating
principle 5
Rail simulation 10
Coupler capsules 12
Deformation tubes 14
The rail industry is growing worldwide Deformation capsule 15
providing economic development and Anti climbers 16
environmental benefits by delivering
safe and sustainable networks. Traffic Tram train crash
protection 18
volumes and rail speeds for both
passenger and freight trains are Obstacle deflectors 19
increasing and require improved Buffers 20
protection for passengers as well as to
Crash buffers 26
meet exacting standards of operability,
maintainability and low life cycle costs. Buffer casings 27
Draft gear 28
Rail networks and rolling stock are
inherently safe but accidents can Container protection 29
happen and the highest level of impact Testing, verification
crash energy management is required and validation 30
for a wide range of conditions. Test and simulation 31
Oleo provides crash energy Oleo 1D 32
management products and services to Oleo 2D 33
rail operators and train manufacturers.
Oleo MBD 34
Over 1,000,000 Oleo hydraulic and
deformation impact energy absorbers Research &
are in daily operation around the world; development 35
meeting the requirements for higher Oleo consulting 35
levels of protection for passenger and End stop solutions 35
freight rolling stock and operating needs
such as higher coupling speeds.

O L E O I N T E R N AT I O N A L 3
 THE NEED FOR CRASH ENERGY MANAGEMENT
Rail projects often require unique trains due to variations in
infrastructure, environment, regulations and operating practices.
Neither time nor cost permit prototype trains to conduct
operating trials and crash testing. At the same time crash energy
management systems are increasingly complex; incorporating anti
climbers, buffers, couplers and crush elements.

Oleo provide sophisticated simulation of collisions to evaluate

the crash energy management system across the train as well as
energy absorption devices that are correlated by over thirty
years of full size testing. The services and products provided to
the rail industry include:

• 1 dimensional simulation of train collisions using proprietary

software.
• 3 dimensional multi body dynamics simulation of train
collisions incorporating proprietary algorithms.
• Anti climbers.
• Coupler energy absorption modules.
• Side buffers.
• Crash buffers.
• Terminal end stops.
• Draft gear.
• Container & trailer cushioning.

4
 TECHNICAL

H Y D R A U L I C O P E R AT I N G P R I N C I P L E
The aircraft industry provided the first application for the Oleo gas hydraulic energy absorber principle in landing gear.

Over the last sixty years Oleo has developed and refined this to meet the specific needs of the rail industry. The units are
made from precision parts, protected and sealed against contamination to reduce the need for maintenance even under
arduous operating conditions to provide:
METERING ORIFICE
• Controlled impact energy dissipation that improves OIL CHAMBER
passenger safety and minimises costly damage to
rolling stock. SEPARATOR PISTON
• Virtually all of the impact energy is dissipated over
PLUNGER
the closure stroke avoiding damaging re-coil forces.
• Uniform deceleration level in order to maintain
minimum impact forces.
• Accurate, predictable and consistently repeatable METERING PIN
performance characteristics.
• Long maintenance free service under normal OIL RESERVOIR
CYLINDER
operating conditions. GAS CHAMBER

The illustration shows the robust construction of the Oleo hydraulic unit. Under impact the plunger is forced into the
cylinder displacing oil through the orifice, moving the separator piston and compressing the gas. The compressed gas acts on
the oil through the separator piston to give recoil force to re-extend the unit after impact. The energy absorbed and
dissipated is dependent on the closure velocity.

When the plunger is forced into the cylinder rapidly, the oil displaced by the plunger has to pass through the orifice at very
high velocity. This raises the pressure in the oil chamber to a level which optimises the closure force of the unit.

This optimisation process ensures that the impact energy is absorbed evenly throughout the plunger travel maintaining a level
impact force. This very useful feature is accomplished by Oleo’s innovative metering designs which progressively alter the
flow area as the unit closes. The actual metering designs are precisely calculated to provide the best possible protection to
rolling stock at specified impact speeds.

The Oleo hydraulic unit therefore possesses the unique feature that its characteristics change according to operational
needs. The majority of the impact energy is absorbed within the unit and the already low recoil force is damped by the
reverse flow of oil, leaving very little energy and recoil force to be returned to the impacting vehicle.

The graph below illustrates the energy absorption characteristics as speeds increase.

This shows the impact of two identical rail vehicles and illustrates how the whole stroke is used to absorb energy as
speeds increase.

DYNAMIC CHARACTERISTICS STATIC CHARACTERISTICS

1000 15km/h 1000

800 800
Force (kN)
Force (kN)

600 600

10km/h
400 400

200 5km/h 200

0 0
0 20 40 60 80 100 120 0 20 40 60 80 100 120 140 160
Stroke (mm) Stroke (mm)

When the plunger is moved slowly, oil passes through the orifice at a low velocity with little pressure drop, so that the
resistance to closure is low and controlled mainly by the compression of the gas. This gives a “soft” or static characteristic
to cushion low speed impacts gently.

O L E O I N T E R N AT I O N A L 5
 H Y D R A U L I C O P E R AT I N G P R I N C I P L E
The Oleo hydraulic energy absorber provides ultimate protection controlling the deceleration of rolling stock, whatever the
speed of impact, keeping end forces down to a minimum and absorbing energy by conversion into heat. Recoil forces are
also kept to a minimum and further damped by the reverse flow of the oil.
The key advantages are:
• Long maintenance free service – for the lowest life cycle costs.
• Highest efficiency – more than 95% of the impact energy is dissipated into heat.
• Uniform energy absorption over the full stroke.
• Controlled and predictable impact forces.
• Hydraulic cushioning provided is fully reversible.
• Low recoil forces.
• Specialist plated working surfaces for smooth and wear resistant action.
CRASH ENERGY ABSORPTION METHODS
Recoverable energy absorption methods commonly used in the rail industry are:
a) Oleo gas hydraulic buffers (with all the advantages outlined above).
b) Fluid elastomer
This generally consists of a pot of polymer based fluid, a plunger consisting of a rod and a larger diameter head which is pushed
into the fluid when the buffer is stroked. The fluid material is very viscous and operates at high pressure at which the material
is compressible. The slow closure characteristic is a function of the change of fluid volume when the plunger is pushed in the
pot. The dynamic characteristic is a function of the fluid having to flow past the head when the plunger rapidly enters the pot.
Fluid elastomer buffers slow closure characteristic tend to be rather stiff and dynamically they only utilise their full stroke at
higher impact velocities. Even when the fluid elastomer fully strokes they are not as efficient as hydraulic buffers. At lower
speed impacts, which occur more frequently, they do not use their full stroke and therefore their efficiency is reduced
further. Fluid elastomer energy absorption characteristics are velocity sensitive and dependent on the positioning of its
long chain molecules and this, combined with material properties that vary from batch to batch, make their performance
unpredictable and not suitable for numerical simulation.
c) Ring springs (or friction springs)
These consist of a series of concentric inner and outer rings designed in such a way that the inner rings compress and the
outer rings expand when a tensile load is applied. The strain energy stored in the rings form the basic underlying spring
characteristic. The friction generated when the inner and outer rings ‘ride’ over each other provide the spring with its
energy absorbing characteristics.
Ring springs have a linear force displacement characteristic and dissipate approximately 66% of the energy stored, the
remaining 33% is returned to the impacting masses as kinetic energy. Their dynamic characteristics are very similar to the
static characteristic. For any given stroke ring springs generally have less than half the capacity of hydraulic buffers.
d) Solid elastomer
A solid elastomeric spring consists of a series of thermal plastic ‘donuts’ separated by metallic shims. When compressed
energy is stored within the material as strain energy. The energy is dissipated within the material during both the compression
and extension of the material due to the internal friction rising from the long cross linked polymers within the material. Solid
elastomer performance is similar to rubber buffers but with significantly better endurance and improved energy capacity.
Solid elastomer buffers absorb approximately 50% of the stored energy, the remaining 50% is returned to the impacting
masses as kinetic energy. The force displacement characteristic of a solid elastomer buffer is less than linear. Compared
to hydraulic buffers the solid elastomer buffers have poor energy absorption and dissipation performance. For any given
stroke solid elastomer buffers have less than half the capacity of hydraulic buffers.
e) Rubber
Rubber buffers come in many arrangements, but generally consist of a series of plates with rings of rubber bonded to the
surface. When compressed energy is stored within the material as strain energy. The energy is dissipated within the
material during both the compression and extension of the material due to the internal friction.
Rubber buffers have similar poor energy absorption and dissipation performance as solid elastomer but with the additional
disadvantage that they do not have the same life expectancy of the solid elastomer buffers.
All of the above are used in buffers, couplers and anti climbers. They all absorb impact energy with different
degrees of efficiency and they all return different amounts of the absorbed energy during recoil.
6
 TECHNICAL

The graph below shows the characteristics of the various energy absorbers at the maximum impact speed while keeping the
end force below 1000kN to avoid the onset of structural damage to the rail vehicle.

GAS-HYDRAULIC – FORCE v STROKE

1200
Collision speed 15km/h

1000

800
Force (kN)

600
Oleo Gas-Hydraulic side buffer
400
Collision velocity of 15.0km/h
Energy stored (We) = 84.4kJ
200 Energy absorbed (Wa) = 84.3kJ
Maximum stroke = 98mm
0 Efficiency (We / Wa) = 99.9%
0 10 20 30 40 50 60 70 80 90 100 110
Stroke (mm)

FLUID ELASTOMER – FORCE v STROKE RING SPRING – FORCE v STROKE

1200 1200
Collision speed 12.2km/h Collision speed 9.8km/h

1000 1000

800 800
Force (kN)

Force (kN)

600 600

400 400

200 200

0 0
0 10 20 30 40 50 60 70 80 90 100 110 0 10 20 30 40 50 60 70 80 90 100 110
Stroke (mm) Stroke (mm)

Typical Fluid-Elastomer side buffer 590kN Ring Spring side buffer

Collision velocity of 12.2km/h Collision velocity of 9.8km/h
Energy stored (We) = 52.9kJ Energy stored (We) = 32.0kJ
Energy absorbed (Wa) = 42.8kJ Energy absorbed (Wa) = 21.1kJ
Maximum stroke = 75mm Maximum stroke = 105mm
Efficiency (We / Wa) = 81% Efficiency (We / Wa) = 66%

ELASTOMER – FORCE v STROKE RUBBER – FORCE v STROKE

1200 1200
Collision speed 9.4km/h Collision speed 9.1km/h

1000 1000

800 800
Force (kN)

Force (kN)

600 600

400 400

200 200

0 0
0 10 20 30 40 50 60 70 80 90 100 110 0 10 20 30 40 50 60 70 80 90 100 110
Stroke (mm) Stroke (mm)

Simulation of Solid Elastomer side buffer Category A Rubber side buffer

Collision velocity of 9.4km/h Collision velocity of 9.1km/h
Energy stored (We) = 29.0kJ Energy stored (We) = 27.0kJ
Energy absorbed (Wa) = 15.6kJ Energy absorbed (Wa) = 13.9kJ
Maximum stroke = 100mm Maximum stroke = 105mm
Efficiency (We / Wa) = 54% Efficiency (We / Wa) = 51%

O L E O I N T E R N AT I O N A L 7
 H Y D R A U L I C O P E R AT I N G P R I N C I P L E
COMPARING THE RELATIVE PERFORMANCE
The gas hydraulic unit has the lowest max force because it stores the most impact energy. It absorbs the most energy and
returns the least. This characteristic is very important when considering consequences under crash scenarios. Oleo gas
hydraulic units will absorb energy along the whole stroke, reducing deceleration and damaging recoil, thereby reducing
longitudinal forces and delaying the point of structural deformation.

IMPACT VELOCITY v BUFFER FORCE

Vehicle Damage Threshold
1000

900

r
me
800
r

sto
b be
Ela
Ru

700

600
Force (kN)

lic
500 t. ng au
Elas pri ydr
luid gs –H
F Rin s
Ga
400

300

200

100

0
2 4 6 8 10 12 14 16
Impact velocity (km/h)

The diagram above shows typical impact forces against impact velocity for the various types of buffer. You will see that the
Oleo gas hydraulic buffer gives the lowest force over the velocity range.

Applied impact case used for analysis above.

NON RECOVERABLE TECHNOLOGY

In addition to the various recoverable technologies there are a number of non-recoverable technologies which can be used in
conjunction with recoverable units in case of an over speed or crash condition.

Unrecoverable energy absorption methods commonly used in the rail industry are:
a) Deforming tubes b) Crush boxes
c) Peeling technology d) Splitting technology

8
 TECHNICAL

Oleo’s preferred solution is deforming tubes since they yield regular near constant force displacement characteristics and do
not require a separate shear out to prevent premature activation. They can also be used in conjunction with Oleo hydraulic
capsules and are designed to withstand considerable vertical loads without changing their force deflection characteristics,
which makes them suitable for use in the prevention of overriding.

Deforming tubes: The basic principle of operation is to dissipate energy through the extrusion of cylindrical tubes. The
tubes can be extruded either though external dies to reduce the tubes diameter or through internal dies to increase the
diameter of the tube. The force required to deform the tube will depend on the wall thickness and the material of the tube.
A typical dynamic force displacement diagram is given below.

REPRESENTATIVE DYNAMIC CHARACTERISTIC FOR DEFORMING TUBE

1500
1400
1300
1200
1100
1000
900
Force (kN)

800
700
600
500
400
300
200
100
0
0 20 40 60 80 100 120 140 160 180 200
Stroke (mm)

Crush box: The basic principle of a crush box is to dissipate energy DYNAMIC CHARACTERISTICS – CRUSH BOX
through the buckling of a ‘box’ like structure usually constructed 1500
1400

from sheet metal. The main advantage of this type of energy 1300
1200
1100
absorber is that it can deform a significant proportion of its original 1000
Force (kN)

900
length allowing large deflections. The main disadvantage is that the 800
700
dynamic force displacement characteristic is highly irregular and the 600
500
deformation changes significantly if subject to vertical loads. 400
300
200
Peeling technology: The basic principle of operation is to remove 100
0

metal by peeling or machining the outer surface of a metal tube. The 0 25 50 75 100 125 150 175 200 225 250
Stroke (mm)
main advantage of this type of device is that, like deforming tubes, it
can be designed to take significant vertical loads without affecting its DYNAMIC CHARACTERISTICS – PEELING
force deflection characteristics. The main disadvantage of this type 1500
1400
of device is the need to have a shear out device to prevent 1300
1200

premature triggering and the irregular nature of the dynamic force

1100
1000
Force (kN)

900
displacement characteristics. 800
700
600
Splitting technology: Splitting technology comes in several 500
400
different forms; the general principle is to absorb energy by splitting a 300
200
tube lengthwise and plastically deforming the material. The main 100
0
types either rely on ductile tearing of the material or splitting the 0 20 40 60 80 100 120 140 160 180 200
Stroke (mm)
material with a wedge. The main advantage of these devices is that
they can be designed to give relatively large deflection for a given installation length. The main disadvantage is that they often
need a significant force to initiate the tearing or require a shear out device to prevent premature triggering, when used in
conjunction with a wedge. They also tend to have an irregular force displacement characteristic and require a space for the
material to expand into once the splitting begins.

O L E O I N T E R N AT I O N A L 9
 R A I L S I M U L AT I O N
Rail safety awareness and regulations are increasing for the protection of passengers and rolling stock. Rail crash tests are
not usually feasible and Oleo offer the unique combination of crash energy management simulations correlated with impact
energy absorption devices. This helps to achieve real improvements and assist in the process to conform to exacting
standards such as EN15227.

Oleo simulation capability has been developed over the last twenty years and the results used by rail operators, train
builders and coupler manufacturers worldwide.

OLEO 1D
A one dimensional simulation programme that accommodates the combined effects
of impact energy absorption characteristics of couplers, buffers and anti climbers
with approximate crush behaviours of vehicles ends.
OLEO 2D AND MULTI BODY DYNAMICS SIMULATION
Oleo Multi Body Dynamics (MBD) Simulation Service includes a two dimensional
model of the rail vehicle including bogie and suspension characteristics, coupler
and anti climber characteristics.
Vertical misalignments can be simulated and subsequent horizontal and vertical
forces at the coupler interfaces; anti climber reaction forces and wheel to rail
displacement can be predicted.

10
 TECHNICAL

Below is an example of a five carriage metro train travelling at 15km/h and impacting with a stationary five carriage metro
train. The inputs for this include the carriage and passenger mass, stiffness, brake coefficients as well as the characteristics
of the energy absorption devices incorporated in the couplers and anti climbers.

This graph shows the force characteristics at each interface of both trains. For each interface data such as peak force,
maximum stroke and energy dissipated is provided.
FORCE-STROKE DIAGRAMS
1000

900

800

700

600
Force (kN)

500

400

300

200

100

0
0 20 40 60 80 100 120 140 160 180 200
Stroke (mm)

This shows that in this case all impact energy is fully absorbed and that the maximum force of 730kN is below the damage
threshold for all carriages on both trains.

This graphs below the force and acceleration time data for both metro trains.
FORCE-TIME DIAGRAMS
Force (kN) (Max Force = 733.1kN – interface 5) Interface No
1000
500 1
1000 100 200 300 400 500 600 700 800 900 1000
500 2
1000 100 200 300 400 500 600 700 800 900 1000
500 3
1000 100 200 300 400 500 600 700 800 900 1000
500 4
1000 100 200 300 400 500 600 700 800 900 1000
500 5
1000 100 200 300 400 500 600 700 800 900 1000
500
6
1000 100 200 300 400 500 600 700 800 900 1000
500
7
1000 100 200 300 400 500 600 700 800 900 1000
500 8
1000 100 200 300 400 500 600 700 800 900 1000
500 9
100 200 300 400 500 600 700 800 900 1000
Time (ms)

ACCELERATION-TIME DIAGRAMS
Acceleration (g) (Max Accel = -1.802g – vehicle 5) Vehicle No
2
2 1
-2 100 200 300 400 500 600 700 800 900 1000
2
2 2
-2 100 200 300 400 500 600 700 800 900 1000
2
2 3
-2 100 200 300 400 500 600 700 800 900 1000
2
2 4
-2 100 200 300 400 500 600 700 800 900 1000
2
2 5
-2 100 200 300 400 500 600 700 800 900 1000
2
2 6
-2 100 200 300 400 500 600 700 800 900 1000
2
2 7
100 200 300 400 500 600 700 800 900 1000
-2
2
2 8
100 200 300 400 500 600 700 800 900 1000
-2
2
2 9
100 200 300 400 500 600 700 800 900 1000
-2
2
2 10
100 200 300 400 500 600 700 800 900 1000
-2
Time (ms)
(Accelerations are calculated from forces exerted on the vehicles in accordance with Newton’s II Law and may not correspond with accelerometer readings)

O L E O I N T E R N AT I O N A L 11
 COUPLER CAPSULES
Passenger rail vehicles are coupled together using automatic, semi-automatic and permanent couplers. Oleo has supplied
hydraulic energy absorbers and deformation tubes to all the major coupler manufacturers for over twenty years and has
over 70,000 coupler units in service worldwide.
Oleo energy absorption modules can be integrated into any coupler and have been incorporated by all major coupler
manufacturers. The modular approach provides rail operators, train builders and coupler manufacturers with cost effective
units that can be standardised.
Oleo energy absorption modules incorporate the highest element of recoverable energy absorption to meet rail industry
requirements for higher coupling speeds, lower life cycle costs and low repair and maintenance costs at the same time
offering the highest level of total energy absorption and dissipation to meet increasing standards of passenger safety.
Oleo has developed a range of over 300 gas hydraulic capsules and can offer customised performance characteristics and
physical dimensions to meet the requirements of rail operators, train builders and coupler manufactures. Oleo offers the
widest range of the key parameters:
• Start forces ranging from 50kN to 400kN
• End force ratings ranging from 200kN to 3000kN
• Stroke ranging from 35mm to 400mm
The units are proven in a wide range of applications giving long service life. The proprietary sealing technology gives
unsurpassed levels of protection against gas and oil leaks. Oleo gas hydraulic capsule range includes specially developed
units that are rated down to -60 deg C.

12
 R A I L P R O D U CTS

COUPLER CAPSULE EXAMPLES

Capsule type: Gas Hydraulic
Stroke: 50mm
Dynamic capacity: 81kJ

DYNAMIC DIAGRAM STATIC DIAGRAM

476 49 1000
1000
353 115

Force (kN)

Force (kN)
500 500
Ø135

60
0 0
Ø158 Ø130 Ø160 0 20 40 60 0 20 40 60
Stroke (mm) Stroke (mm)
60mm installed stroke

Capsule type: Gas Hydraulic

Stroke: 50mm
Dynamic capacity: 90kJ

DYNAMIC DIAGRAM STATIC DIAGRAM

690

34 602
2000 2000
Force (kN)

Force (kN)

1000 1000

0 0
50
0 20 40 0 20 40 60
Ø152 Ø207 Ø116.5
Stroke (mm) Stroke (mm)
50mm installed stroke

Capsule type: Gas Hydraulic

Stroke: 80mm
Dynamic capacity: 43kJ

DYNAMIC DIAGRAM STATIC DIAGRAM

500 500
590

80
Force (kN)

Force (kN)

250 250

Ø109 Ø156 Ø130 Ø120 0 0

80mm installed stroke 0 20 40 60 0 20 40 60 60
Stroke (mm) Stroke (mm)

O L E O I N T E R N AT I O N A L 13
 D E F O R M AT I O N T U B E S
These devices are very efficient at absorbing energy by controlled deformation. However, by their nature these are “single
use” and are most commonly used with a recoverable energy absorber.
The combination of a deformation tube and recoverable energy absorption is a very effective way of enabling rolling stock to
have good crash protection and low operating costs by avoiding repair costs arising from minor collisions and coupling activities.
Gas hydraulic capsules are velocity sensitive and as speeds rise allow both devices to work together to utilise the full
stroke, this maximises the energy absorption of their combined stroke. This very useful feature is illustrated by comparing
the crash performance of two 50 tonne rail vehicles fitted with a 1200kN 200mm stroke deformation tube and either an
EFG or an Oleo gas hydraulic unit.
The graph below shows the gas hydraulic and deformation tube:

GAS HYDRAULIC AND DEFORMATION TUBE

1400

1200
19km/h

1000

15km/h
Force (kN)

800

30.5km/h
20km/h

25km/h

600

10km/h
400

200 5km/h

0
0 50 100 150 200 250 300 350 400
Stroke (mm)

This combination allows fully recoverable gas hydraulic only energy absorption up to 19km/h and as collision speeds increase the
Oleo gas hydraulic and deformation devices work together to more absorb energy across the combined stroke. This allows the
structure of the rail vehicle to be protected at crash speeds up to 30km/h.

14
 R A I L P R O D U CTS

The graph below shows an EFG and a deformation tube:

EFG3 AND DEFORMATION TUBE

1400

1200

1000
Force (kN)

800

600

23.1km/h
10km/h

15km/h

20km/h
6km/h

400
h
m/
5k

200

0
0 50 100 150 200 250 300 350 400
Stroke (mm)

The EFG works first in isolation and absorbs very little energy over its stroke
regardless of impact speed. Consequently the deformation tube starts to stroke at
6km/h but can protect the structure of the rail vehicle up to 23km/h.

D E F O R M AT I O N C A P S U L E
Oleo has developed a range of deformation tubes as summarised below:
Start Force: 50kN to 250kN
Stroke: 50mm to 400mm
These can be fully customised to meet customer requirements and meet demanding specifications such as high bending forces
that may be required for train rescue scenarios.
Bending strength is important to ensure integrity during impact and also to permit lifting of vehicles at coupler positions in
order to return trains to the track following derailments.
Simple replacement can be made by releasing the capsules between muff clamps.

DEFORMATION CAPSULE EXAMPLE

Capsule type: Deformation capsule
Stroke: 200mm
Dynamic Capacity: 150kJ

90mm stroke deforming tube coupler

480
2000
1800
1600
1400
Force (kN)

1200
1000
Ø170 Ø170 800
600
400
200
0
0 50 100 150 200 250 300 350 400 450 500
Stroke (mm)
Ø210

O L E O I N T E R N AT I O N A L 15
 ANTI CLIMBERS
In train collisions there are two
distinct objectives to improve
passenger safety:
• elimination of vehicle over-riding or
climb over.
• prevention of uncontrolled structural
collapse.
Both are achieved by managing the
impact energy absorption and
dissipation. Rail vehicles are now
designed with controllable
deformation characteristics and higher
energy absorption characteristics in
couplers as well as anti climbing
features.
Without anti climbers one vehicle will
over ride another in a serious
accident. Oleo anti climbers contribute
to the ‘crash worthiness’ of rail
vehicles in two ways:
• By absorbing impact energy as
collision forces rise following coupler overload. This can be by incorporating a gas hydraulic unit and/or a deforming
tube in one or more stages.
• By locking vehicles together during the early part of the collision; controlling vertical movement and helping to direct
forces longitudinally.
The anti climber contact faces lock together prior to any vehicle structural deformation and minimise the tendency of
vehicles to climb or override.
Oleo were involved in the development of anti climbers working in conjunction with British Rail Research in the 1990’s when it was
established that end on collisions of railway vehicles presented the greatest hazards to passengers and that most fatalities happened
at speeds of less than 60km/h, where successful prevention of over riding and energy management are possible. Extensive full size
vehicle impacts were undertaken and the results can be seen in a film entitled “Oleo Crash Energy Management".
The Oleo deformation tube has been specifically designed to limit vertical movement even in offset impacts, and promotes
a controlled longitudinal stroke. Oleo anti climbers have benefited from extensive dynamic testing as static compression
tests do not realistically reflect the performance characteristics during a collision. Oleo recommends that the strength of
the engaged anti climbers should be significantly more than 50% of the specified weight of a fully laden vehicle.
These units are customised to meet the geometry and specific parameters of a train and Oleo has implemented many
successful projects.
Oleo anti climbers are available as standard designs or to a specific requirement.

Crash test in association with British Rail Research

16
 R A I L P R O D U CTS

Anti climber type: Gas Hydraulic and

Deformation
Crush Force: 700kN
Stroke: 600mm
Reversible: Non reversible:
Stroke 105-5mm Total stroke is greater than 300mm
Capacity is greater than 75kJ Capacity is greater than 240kJ
Max buffer force is less than 800kN Buffer force average is less than 800kN
Projection 383mm with buffer heads of 350 x 380mm
Anti climber type: Gas Hydraulic and
Deformation
Crush force: 800kN
Stroke: 300mm
Reversible: Non reversible:
Stroke 105-5mm Total stroke is greater than 600mm
Capacity is greater than 70kJ Capacity is greater than 420kJ
Max buffer force is less than 700kN Buffer force is less than 760kN
Projection 682mm with buffer head of 350 x 380mm

FORCE STROKE DIAGRAM

700kN +60kN -60kN
1000
900
800
700 am
i c Image © Bomardier
Dyn
Force (kN)

600
500
400
300
ic
200 Stat
100
0
100 500
Stroke (mm)

Anti climber type: Anti climber with one shot

honeycomb elements
Crush Force: 150kN
Stroke: 75mm

TYPICAL ENERGY DIAGRAM

Phase 1 Phase 2 Phase 3 Anti climber validation test
2000 including anti climber cover
VEHICLE
STRUCTURE

1500
ANTI-CLIMBERS
Force (kN)

(2)

1000

COUPLER
500
(Hydraulic Capsule) (Deforming Tube)

0
0 50 100 150 200 250
Displacement (mm)

O L E O I N T E R N AT I O N A L 17
 TR A M TR A I N C R A S H P R OTE CTI O N
Oleo can provide crash protection for any rail vehicle including tram train
protection. Crash protection is produced to the customers design or Oleo
can assist with the design and planning.
An example of tram train crash protection is work undertaken for the Avanto LRV.
Oleo produced a design in cooperation with Siemens for two 3 stage parallel
telescopic struts to carry a beam with anti climbing profile and buffing plates.
Compatible interfaces were established on the beam to ensure suitable
operation on both mainline and inner city track traffic.
• Fully recoverable up to 8km/h
• Over 25km/h with deformation stages

18
 R A I L P R O D U CTS

O B S TA C L E D E F L E C T O R S
Mass transit systems operate in environments where the path of the vehicle can be
impeded with “foreign” objects/obstacles. This situation can result in life threatening
impact and/or derailment.
Obstacle deflectors are devised primarily to limit the impact force by deflecting or
creating a “glancing” impact. Having potentially deflected the obstacle the force of
the impact must still be limited to prevent damage to the vehicle. The deflector must
be strong enough so as to do its job without itself being damaged.
The deflector must not be completely rigid, it is afforded a degree of movement
(movement is necessary to absorb energy and limit forces) and is hinged to the vehicle
structure to allow only angular motion. The angular motion is resisted by an articulating
jointed strut with one end fixed to the vehicle and the other end to the deflector.
Oleo can provide obstacle deflectors to a clients own specification or assist in
developing the specification and design.
Oleo have worked on obstacle deflectors for various clients an example of which is
below:

TWO OLEO PARALLEL DEFORMING STRUTS CARRY A DEFLECTOR SHIELD

Non reversible:
Stroke: greater than 215mm
Start peak force: greater than 200 kN
Max. buffer force: less than 200 kN
Capacity: greater than 40 kJ

FORCE STROKE DIAGRAMS (TEST RESULTS)

DYNAMIC DIAGRAM STATIC DIAGRAM

1000 1000
900 900
800 800
700 700
Force (kN)

Force (kN)

600 600
500 500
400 400
300 300
200 200
100 100
0 0
0 10 20 30 40 50 60 70 80 90 100 0 10 20 30 40 50 60 70 80 90 100 110 120
Stroke (mm) Stroke (mm)

O L E O I N T E R N AT I O N A L 19
 BUFFERS
There are several alternative Oleo buffer units, each offering excellent vehicle protection and superior performance over a
range of impact velocities for both passenger and freight applications.

Oleo takes a flexible approach and supplies a range of high capacity hydraulic capsules either complete with a casing or
separately for installation into a customer’s own casing.

Oleo buffers are available as standard designs or to a specific requirement. Oleo buffers include, but are not limited to, the
following:

TRADITIONAL INTEGRAL RAILWAY SIDE BUFFER – (NO CASING REQUIRED)

Buffer type: Type 4
Capacity: 70kJ @ 1000kN force
Ultimate capacity: 117kJ

565 DYNAMIC DIAGRAM STATIC DIAGRAM

1500 1500
Force (kN)

1000 1000

Force (kN)
500 500

0 0
0 25 50 75 100 0 25 50 75 100
Ø120 Stroke (mm) Stroke (mm)

20
 R A I L P R O D U CTS

CONFORMING TO DYNAMIC CAPACITY WITHIN EN 15551 AND UIC 526 CAT C 70KJ MIN @ 1000KN FORCE
105MM INSTALLED STROKE.
The 105mm stroke buffer was designed to meet the requirements of UIC 526 Cat C dynamic characteristics. The units operate
mainly as side buffers on freight vehicles with 105mm stroke.
Capsule type: Type 5-105
Dynamic capacity: 80kJ @1000kN force
Ultimate capacity: 200kJ
DYNAMIC DIAGRAM STATIC DIAGRAM
1000 1000
565
750 750
15.5 423
Force (kN)

Force (kN)
500 500

250 250

0 0
0 25 50 75 100 0 25 50 75 100
Ø113.5 Ø160
Stroke (mm) Stroke (mm)

Buffer type: Uni plus 105

Dynamic capacity: 80kJ @1000kN force
Ultimate capacity: 160kJ
DYNAMIC DIAGRAM STATIC DIAGRAM
1000 1000

750 750

565
Force (kN)

Force (kN)

423 500 500

250 250

0 0
0 25 50 75 100 0 25 50 75 100
Ø110 Ø150
Stroke (mm) Stroke (mm)

Buffer type: Type 3RCC (combination)

Dynamic capacity: 70kJ @1000kN force
Ultimate capacity: 117kJ
DYNAMIC DIAGRAM STATIC DIAGRAM
1000 1000

565
750 750
Force (kN)

Force (kN)

500 500

250 250

0 0
Ø115 Ø146 0 25 50 75 100 0 25 50 75 100
Stroke (mm) Stroke (mm)

These buffers fit forged steel casings and European cast steel casings.

O L E O I N T E R N AT I O N A L 21
 BUFFERS
ALTERNATIVE UIC BUFFER
Buffer type: Type 4EC-80
Dynamic capacity: 75kJ @ 1000kN force
Ultimate capacity: 140kJ
DYNAMIC DIAGRAM STATIC DIAGRAM
1500 1000
565

400

Force (kN)
1000 1000

Force (kN)
500 500

0 0
0 25 50 75 100 0 25 50 75 100
Ø120 Ø150
Stroke (mm) Stroke (mm)

CONFORMING TO UIC 528 – 110MM INSTALLED STROKE FOR COACHING STOCK

The 110mm stoke buffer was designed to meet the requirements of UIC 528.
Buffer type: Type 5-110
Dynamic capacity: 84kJ @ 1000kN force
Ultimate capacity: 200kJ
DYNAMIC DIAGRAM STATIC DIAGRAM
1000 1000

571
Force (kN)

Force (kN)

750 750
423

500 500

250 250

0 0
0 25 50 75 100 0 25 50 75 100
Ø110 Ø150
Stroke (mm) Stroke (mm)

Buffer type: Uni plus – 110

Dynamic capacity: 84kJ @ 1000kN force
Ultimate capacity: 160kJ
DYNAMIC DIAGRAM STATIC DIAGRAM
1000 1000
583
750 750
423
Force (kN)

Force (kN)

500 500

250 250

0 0
0 25 50 75 100 0 25 50 75 100
Ø113.5 Ø160
Stroke (mm) Stroke (mm)

22
 R A I L P R O D U CTS

CONFORMING TO UIC 526-3 CAT L – 150MM INSTALLED STROKE

The 150mm stoke buffer was designed to meet the requirements of UIC 526-3 Cat L, which emphasises the need to
protect light, fragile loads and also requires the buffer to protect heavy loads when necessary. Alternative performance
characteristics are available.
Buffer type: Type 5-150
Dynamic capacity: 80kJ @625kN
Ultimate capacity: 288kJ
DYNAMIC DIAGRAM STATIC DIAGRAM
620 1000 1000

365 137

Force (kN)

Force (kN)
500 500

0 0
Ø120 Ø156 Ø198 Ø198 Ø158 0 50 100 150 0 50 100 150
Stroke (mm) Stroke (mm)

Buffer type: Uni plus – 150

Dynamic capacity: 80kJ @625kN force
Ultimate capacity: 198kJ
DYNAMIC DIAGRAM STATIC DIAGRAM
1000 1000
620

423 750 750

Force (kN)

Force (kN)

500 500

250 250

0 0
Ø109 Ø146 Ø150 Ø146
0 25 50 75 100 0 50 100 150
(Fits directly on the buffer beam – no boring required) Stroke (mm) Stroke (mm)

O L E O I N T E R N AT I O N A L 23
 BUFFERS
HYBRID MULTI STAGE BUFFERS
In some applications, in order to meet crash worthiness standards, very long stroke buffers are required to meet high levels
of impact energy absorption and dissipation.

This can be achieved by combining the attractive features of gas hydraulic units with deformation devices. The gas hydraulic
element offers fully reversible energy absorption for slower impacts while the deformation device enables the hybrid buffer
to fully stroke and maximise its potential for impact energy absorption.

Oleo has developed patented technology for such two stage devices.

TWO STAGE BUFFER IN ACCORDANCE WITH UIC 573

Projection: 620mm
Buffer head: 300mm x 450mm
Reversible
Stroke: 105-5mm
Capacity: greater than 120kJ
Max. buffer force: less than 1550kN
Non reversible
Total stroke: greater than 550mm
Capacity: greater than 900kJ
Buffer force: less than 1700kN

FORCE STROKE DIAGRAM

1550
/h
km

1400
13.5

1200 12km/h
20km/h

26km/h

30km/h

35km/h
1000
Force (kN)

800

600
9km/h

400
6km/h

200

0
0 100 200 300 400 500 550
105 Stroke (mm)

24
 R A I L P R O D U CTS

This technology can be used in applications that require extra stages of deformation
set at different force thresholds such as the illustrative example given below:
• A reversible gas hydraulic phase – the whole unit recovering up to an impact
velocity of 15km/h.
• A non reversible phase set at a relatively low threshold – no damage to the vehicle
or the absorption system itself up to a higher impact velocity of 20km/h.
• A second non reversible phase set at a higher force threshold – no damage to the
vehicle but the absorption system “may” need total replacement above an impact
velocity of 25km/h.
• Vehicle damage would occur beyond the 25km/h impact velocity.

EXAMPLE OF A “3-STAGE BUFFER”

2000 3-Stage Buffer
Total Stroke = 865mm
Total Energy Capacity = 763kJ

1800 140mm 410mm 315mm

1600

Stage 3
Non Reversible
1400

1200
Force (kN)

1000 441kJ

800

Stage 2
Stage 1 Non Reversible
600 Reversible

400

246kJ
76kJ
200

0
0 100 200 300 400 500 600 700 800 900 1000
Stroke (mm)

O L E O I N T E R N AT I O N A L 25
 CRASH BUFFERS
IP250C & IP400C CRASH BUFFER TO UIC 573
Overall length 620mm buffer head 350mm x 450mm
• The buffers fully comply with UIC 573 annex F 250kJ and 400kJ
requirements
• The reversible element Oleo capsule type 40 fully complies with UIC
526 Cat.C requirements
The Cat.C reversible first stage of this crash buffer provides more
capacity than any Cat.C insert and postpones accidental events.
Reversible
Gas hydraulic capsule
Stroke: less than 105-5mm
Capacity: greater than 120kJ
Max. buffer force: IP250C is less than 1500kN
Max. buffer force: IP400C is less than 1800kN
Non reversible
Deformation Stage
Stroke: greater than 170mm
Capacity: greater than 120kJ
Average buffer force: IP250C – 1500kN
Average buffer force: IP400C – 1800kN
Total stroke: greater than 275mm
Total capacity: IP250C is greater than 250kJ
Total capacity: IP400C is greater than 450kJ

Image © Siemens AG

26
 R A I L P R O D U CTS

BUFFER CASINGS
Oleo buffers can be fitted into any type of casing. Some of the most commonly used
types are illustrated below, these have been approved by various railway authorities
for use on their networks. The casings used by Oleo are made from either forged or
cast steel, according to the client’s requirements.
Oleo casings are available as standard designs or to a specific requirement. Casings
include but are not limited to the following:
Buffer stroke and projection:
STANDARD UIC FREIGHT VEHICLE AND LOCOMOTIVE BUFFERS
Stroke: 105mm
Projection: 620mm
STANDARD UIC PASSENGER COACH BUFFERS
Stroke: 110mm
Projection: 650mm
LONG STROKE BUFFER FOR FREIGHT PROTECTION
Stroke: 150mm
Projection: 665mm
BUFFER HEAD SIZES:
450mm x 340mm
550mm x 340mm
250mm diameter

STANDARD BUFFER HEADS AVAILABLE FROM OLEO TYPICAL CAST STEEL BUFFER CASINGS FOR
550 610 FREIGHT VEHICLES
315
620 550

340 340

260 160

BUFFERS WITH ‘NON-STANDARD’ HEADS ARE

ALSO AVAILABLE FROM OLEO 280
340
423 Ø250 550

TYPICAL FORGED STEEL BUFFER CASINGS FOR

PASSENGER COACHES
340 340
665 450

250 160
TYPICAL FORGED STEEL BUFFER CASINGS FOR
FREIGHT VEHICLES
620
280
350

250 216

280
335

665 550

340 216 160

280
336
O L E O I N T E R N AT I O N A L 27
 DRAFT GEAR
Outside of Western Europe the majority of freight vehicles are equipped with knuckle couplers rather than hooks, screw
couplers and buffers. While this system offers strong coupling between vehicles it provides little impact protection,
particularly during train formation, and does not protect the freight from snatch forces when the train is running. Each
coupler normally incorporates an energy absorption unit known as a draft gear. The majority of draft gears are equipped
with steel springs, or rubber, combined with friction wedges to absorb and dissipate the energy.
The conventional draft gear is not an efficient absorber of energy and although it is large and heavy it only absorbs a small
amount of energy 83kJ. Oleo has developed a hydraulic draft gear which offers 407kJ which is almost five times the energy
absorption capability of a conventional draft gear.
This product has been tested by the AAR and conforms to the AAR 901-K specification.
Capsule type: Gas Hydraulic
Dynamic capacity: 350kJ

575 DYNAMIC DIAGRAM STATIC DIAGRAM

1200 1200
Force (kN)

Force (kN)
800 800

347
400 400

0 0
0 20 40 60 80 0 25 50 75 100
Stroke (mm) Stroke (mm)

28
 R A I L P R O D U CTS

C O N TA I N E R P R O T E C T I O N
Some carrying vehicles are equipped with sliding platforms which offer extra
protection to the content of containers. Oleo’s container protection units provide
efficient shock absorption to these sliding platforms to keep longitudinal acceleration
of the container to an absolute minimum under all impact conditions. Various
strokes are available depending on the degree of protection required.
Both UIC and DB tests have been successfully carried out on our
container protection units.
Oleo container protection units are available as standard designs or to a specific
requirement.

TYPICAL DYNAMIC CHARACTERISTICS FOR A TYPE 18 BUFFER PROTECTING AN 80 TONNE MASS

600

400
Force (kN)

200

0
0 250 500 750
Stroke (mm)

FORCE AGAINST IMPACT SPEED FOR A TYPE 11 BUFFER

L1
400 L2

300
Force (kN)

200 L4

L3

100

0
Dimensions Type 11 Type 18-500 Type 18-600 Type 18-760
0 2 4 6 8 10 12 14 16

Speed (Kmp/h) A (Stroke) 350 500 600 760

B (Half stroke) – 250 300 380

L1 (Free length) 1485 2450 2450 2450

L2 (Installed length) 1475 2435 2435 2435

L3 (Closed length) 1125 1935 1835 1675

L4 (Solid length) 1100 1830 1830 1660

O L E O I N T E R N AT I O N A L 29
 T E S T I N G , V E R I F I C AT I O N A N D VA L I D AT I O N
Oleo has been involved in the testing of full size buffers and hydraulic energy absorbers for over forty years, to ensure the
predictable and consistently reliable performance characteristics of hydraulic impact energy dissipation. Oleo has extensive
capability to do a wide range of tests on laboratory based rigs as well as using full size rail vehicles fitted with our energy
absorbers. These facilities are frequently used for type testing as well as correlation of simulations.
In addition Oleo has endurance rigs to test the longevity of units and sub-systems. An environmental chamber enables
testing of buffers at temperatures down to -60 degrees C. Oleo also offer accelerated corrosion testing for buffers which
may be exposed to extreme conditions or harsh chemicals.
A full size indoor impact rig called the “Titan Rig” designed and built by Oleo at our factory in Coventry is used to assist in
validating the predictions for rail and industrial products. Two 30 tonne vehicles impact at up to 20km/h, both vehicles can be
fitted with energy absorbers for a wide variety of testing. Typically impact velocity, impact force and energy absorber
displacement are measured and the data is captured using high speed data acquisition equipment.

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 R A I L P R O D U CTS

T E S T A N D S I M U L AT I O N
Oleo has always attached great importance to achieving performance characteristics of energy absorbers that are consistently
repeatable and predictable.
Oleo has a long history of testing and simulating the performance of its gas hydraulic units for rail and industrial applications.
The Hydraulic characteristics are non linear and velocity dependent. Oleo has developed proprietary mathematical algorithms
for the purpose of simulating buffer performance.
The simulations are matched by a long history of testing full size units to ensure a high degree of correlation.
This simulation software has been further developed into a suite of powerful tools for analysing train collision dynamics that
have the ability to simulate various collision scenarios. These tools could be applied to all rail vehicles used in passenger and
freight applications.

TEST DATA OF HYDRAULIC BUFFER IMPACTED ON TEST RIG

AT INCREASING VELOCITIES FROM 5KM/H TO 20KM/H
1500

1400

1300

1200

1100

1000

900
Force (kN)

800

700

600

500

400

300

200

100

0
0 10 20 30 40 50 60 70 80 90 100 110 120
Stroke (mm)

SIMULATION OF NOTIONAL HYDRAULIC BUFFER IMPACTED ON TEST RIG

AT INCREASING VELOCITIES FROM 5KM/H TO 20KM/H
1500

1400

1300

1200

1100

1000

900
Force (kN)

800

700

600

500

400

300

200

100

0 10 20 30 40 50 60 70 80 90 100 110 120

Stroke (mm)

O L E O I N T E R N AT I O N A L 31
 OLEO 1D
Oleo 1D is a one dimensional software program that accommodates the combined effects of couplers, buffers and anti climbers
with approximate crush behaviours of vehicle ends. This is useful for investigating the sensitivity of the whole train Crash Energy
Management (CEM) system for collision response. The software is specifically designed for evaluating the options for various
energy absorption methods used in bolt on devices including couplers, buffers, anti climbers and other crush elements.

The software inputs are flexible so that a specific

train can be modelled and various collision
scenarios simulated.
Each vehicle in the train is modelled as a single
mass with a stiffness value.
Each vehicle can be allocated a separate
coefficient of friction to model brakes or rolling friction.
The hydraulic units are selected from a library of designs that
can be customised and their specific dynamic behaviour verified
by full size physical testing.
The characteristics of linear devices such as rubber, elastomer,
deformation tubes, crush boxes and shear out mechanisms can
be selected. Specific alternative characteristics can be entered.
The specific geometry accommodating the coupler, buffers and
anti climbers can be reflected along with their characteristics for
each vehicle in the rake.
The approximate crush behaviour of the ends can be entered
as force vs. displacement data from separate detailed finite element analysis.
Once the basic train and its energy management setup have been modelled, it is possible to run various collision scenarios
including the following:
1. Train into terminal end stops with sliding or fixed end stop solutions.
2. Train into train – either same configuration or a different train configuration altogether.
a. Moving train into stationary train – with and without brakes.
b. Moving trains at different speeds and directions.

32
 R A I L P R O D U CTS

OLEO 2D
Oleo 2D offers multi body dynamic
simulation of train collisions. This
uses the well established Adams
platform with proprietary Oleo
modules. Detailed three dimensional
models of vehicles in the train are
created including their detailed
geometry in key locations, suspension
characteristics and crash energy
management system incorporating
couplers, buffers, anti climbers and
crush zones. Oleo can create a
simplified model to simulate just the
vertical movement to analyse vehicle
over riding tendencies on a straight track and also highly
complex models that can analyse lateral movement arising
from vehicle misalignment and track topography.
Oleo 2D can rapidly analyse many scenarios and train
configurations to optimise the energy management strategy.
This assists in selection of key components and their space
requirements which will indicate if the solution will work on
the preferred vehicle or if customisation is required.
The analysis offered by Oleo 2D can be used at the start of
any new train project to select the
appropriate energy management
strategy at the early stages,
indicating the likelihood of achieving
a known collision performance.
Early simulation analysis can reduce
costs as well as project lead time by
reducing the need for customised
couplers at a later stage or worse,
vehicle geometry modifications.

O L E O I N T E R N AT I O N A L 33
 O L E O M U LT I B O D Y D Y N A M I C S ( M B D )
S I M U L AT I O N S E R V I C E
Oleo has developed its own
proprietary plug in modules for Adams,
a well established platform for Multi
Body Dynamics (MBD) simulation for
rail applications. The modules have a
correlation with Oleo’s long history of
full size testing of the non linear
dynamic characteristics of hydraulic
energy absorbers as well as other rail
crash energy management elements
such as rubber, elastomer, deformation
tubes, crush boxes, shear out
mechanisms etc.
The kinematic behaviour (motion of
moving linkages etc.) is usually evaluated
and modified during the CAD design
stage but can be verified if required.
The dynamic behaviour (force application
on components and the resultant
movement and loads) is effectively
under taken using MBD simulation.
The Oleo MBD simulations output a
comprehensive set of load cases at the
relevant specific locations on the car
body, such as the coupler mounting.
These load cases can then be input into
FEA models of the car body structure
in a number of commercial software
packages such as Radioss or LS Dyna
that then provide all the stress, strain
and deflection data.
The Oleo MBD models are full 3D
representations but can be used in a
simplified way to look at vertical
movement only.

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 R A I L P R O D U CTS

R E S E A R C H & D E V E LO P M E N T
We pride ourselves on being innovative in response to both
customer demands and technological opportunities. Continuous
investment in research and development, state of the art technology
and modern manufacturing processes has made Oleo leading experts
in energy absorption.
Using our in house simulation software and testing equipment it has
been possible to develop new technologies. Research and
development is ongoing at Oleo with new services being introduced
and products patented.

O L E O C O N S U LT I N G
Consultancy is a growing part of Oleo’s business; we are regularly
undertaking work producing bespoke energy absorption solutions for
our customers including simulation, design and analysis.
For more information on Oleo’s consultancy services please contact us.

E N D STO P S O LUTI O N S
Oleo has extensive experience in delivering end stop solutions
including sliding friction end stops, fixed end stops, hydraulic
systems with concrete base foundations and bespoke applications.
For more information on Oleo’s end stop solutions please
contact us.

O L E O I N T E R N AT I O N A L 35
 W E P R OV I D E S O LUTI O N S
N OT J U ST P R O D U CTS

HEAD OFFICE Grovelands Longford Road Exhall Coventry CV7 9NE UK

T +44 (0)24 7664 5555 F +44 (0)24 7664 5900 E [email protected] OLEO.CO.UK

OLEO International is a division of T A Savery and Co Limited, whose ultimate parent is Brigam Limited
T A Savery and Co Limited is a company incorporated in England and Wales under company number
00272170 and whose registered office is at Grovelands, Longford Road, Exhall, Coventry, CV7 9NE, UK

Issue 2 May 2013